DR400 Manual 2011

CEAPR
1, route de Troyes
21121 DAROS
FRANCE
Tl. +33 (0) 380 35 25 22 Fax: +33 (0) 380 35 25 25
Web site: www.ceapr.com

- SSUE 3 -

Document n 1001606 GB

- 3
rd
Edition -
July 1995

Amendment 10 dated April 19
th
, 2011

Document no. 1001606 GB

C.E.A.P.R.
1, route de Troyes - 21121 Darois - FRANCE
Tel: +33 (0)3 80 35 25 22 Fax: +33 (0)3 80 35 25 25
Website: www.ceapr.com

MAINTENANCE MANUAL ROBIN DR400
3rd edition - July 1995 Amendment 9 dtd February 16
th
, 2011 page 0 - 1
SECTION 0
PRESENTATION
This manual covers the entire range of DR400 aircraft except for the DR400/500 and
DR400 RP.
It is divided into 16 sections for easy reference. The table of contents on the following
pages will guide users straight to the relevant paragraph. Section 16 deals with the special
features of the DR400/200R.
This document has been produced in good faith to be both thorough and accurate. It is
intended for use by specialist personnel in approved workshops. It is first and foremost an
aid to maitaining aircraft in an airworthy condition.
To improve maintenance and so increase flight safety users are invited to send any
comments or suggestions to:

C.E.A.P.R.
Tl: +33 (0)3 80 25 22 Fax: +33 (0)3 80 35 25 25
Website: www.ceapr.com

COPYRIGHT STATEMENT
ALL RIGHTS RESERVED
This manual concerns exclusively DR400 aircraft followed up by C.E.A.P.R. It may not, in
whole or in part, be copied, photocopied, reproduced, translated, or reduced to any
electronic medium or machine readable form without prior consent, in writing, from
C.E.A.P.R.
WARNING: Improper or unauthorized applications of the information contained in
this manual may result in losses or damages to the user.
The accuracy and applicability of this manual has not been verified for any assembly,
component or part not manufactured by C.E.A.P.R. Any use of this manual for other than
its intended purpose or for performing any maintenance, replacement, adjustment or
inspection of any assembly, component or part not manufactured by C.E.A.P.R. is not
approved.
No liability will be assumed by C.E.A.P.R. for actual, consequential or other types of
damages directly or indirectly resulting from the unauthorized use of this manual for other
than its stated purposes.
When performing, maintenance, replacement, adjustment, inspection of any C.E.A.P.R.
assembly, component or part, it is imperative that the latest revision of the appropriate
manual or product support document be referenced. Contact C.E.A.P.R. to be sure you
have the latest manual or support document revision before performing any work.
All reasonable attempts were made to make this manual as complete and accurate as
possible. If you have any questions, comments, corrections or require clarification of any
information contained herein, please write:
C.E.A.P.R.


page 0 - 2 Amendment 10 dtd April 19
th
, 2011 3rd edition - July 1995

LIST OF PAGES

Pages Amdt Date
First page 10 April 19
th
, 2011
0-1 9 February 16th, 2011
0-2 10 April 19
th
, 2011
0-3 5 June 1
st
, 2007
0-5 10 April 19
th
, 2011
0-6 to 0-10 10 April 19
th
, 2011
1-1 to 1-5 - July 1995
1-6 to 1-8 6 July 27
th
, 2007
2-1 to 2-2 1 July 2006
3-1 to 3-2 - July 1995
3-3 8 July 01
st
, 2008
3-4 to 3-5 - July 1995
3-5 to 3-8 - July 1995
4-1 to 4-5 - July 1995
4-6/a to 4-6/e 2 October 2006
4-7 to 4-12 - July 1995
5-1 to 5-11 - July 1995
5-12 10 April 19
th
, 2011
5-13 to 5-16 - July 1995
5-17 to 5-19 9 February 16th, 2011
5-20 to 5-21 - July 1995
5-22 1 July 2006
5-23 to 5-26 - July 1995
5-27 10 April 19
th
, 2011
5-28 to 5-42 - July 1995
5-43 6 July 27
th
, 2007
5-44 to 5-50 - July 1995
6-1 to 6-15 - July 1995
6-16 1 July 2006
6-17 to 6-21 - July 1995
6-22 8 July 01
st
, 2008
Pages Amdt Date
6-23 to 6-26 - July 1995
6-27 1 July 2006
6-28 - July 1995
7-1 to 7-12 - July 1995
7-13 1 July 2006
7-14 - July 1995
7-15 1 July 2006
7-16 - July 1995
7-17 1 July 2006
7-18 1 July 2006
7-19 to 7-20 - July 1995
8-1 to 8-18 - July 1995
9-1 to 9-20 - July 1995
9-21 to 9-24 10 April 19
th
, 2011
10-1 to 10-6 - July 1995
10-7 to 10-8 7 May 17
th
, 2008
11-1 to 11-2 - July 1995
12-1 to 12-13 - July 1995
12-14 8 July 01
st
, 2008
12-15 to 12-21 - July 1995
12-22 to 12-23 3 December 14
th
, 2006
12-23a 8 July 01
st
, 2008
12-24 5 June 1
st
, 2007
12-24a 8 July 01
st
, 2008
13-1 to 13-2 - July 1995
14-1 to 14-2 - July 1995
15-1 to 15-19 - July 1995
15-20 to 15-22 4 May 16
th
, 2007
15-23 8 July 01
st
, 2008
15-24 & 15-26 4 May 16
th
, 2007
16-1 to 16-23 - July 1995
16-24 to 16-25 3 December 14
th
, 2006
3rd edition - July 1995 Amendment 5 dtd June 01
st
, 2007 page 0 - 3

LIST OF AMENDMENTS

Amdt
n
Description of the amendment
Pages
amended
Date Approval
- List of pages
- List of amendments
0-2
0-3
- Update of Manufacturer address 1st, 01
- Description of Maintenance
Schedule
2-1, 2-2
- Installation torque for spark plugs
and lead nuts
3-3, 5-22

- SB95 & AD F-1982-145 taken
into account
6-16
- Updating of fig. 6.10 6-27
1
- Oleo-strut and wheel inflation
values
7-13, 7-15, 7-17
& 7-18
July
2006
The technical content
of the original French
version of this
document is
approved under the
authority of DOA
nr. EASA.21J.213.
- List of pages
0-2
0-3
2
- Updating (following DET040703)
of 4.4.2.4. Adhesive bonding
p 4-6 suppressed
p 4-6/a to 4-6/e
inserted
October
2006
version of this
document is
approved under the
authority of DOA
nr. EASA.21J.213.
- Aircraft concerned
- List of pages
0-1
0-2
0-3
3
- Updating of section 12 (following
DET060602R1 "Instruments and
cabin light). Electrical wiring
diagrams inserted.
12-14
12-22
16-24
Inserted pages:
12-23, 12-24 and
16-25
December
14
th
, 2006
version of this
document is
approved under the
authority of DOA
nr. EASA.21J.213.
4
- 1st page
- List of pages
- Updating of Summary
- Updating of section 15
(DET020304 "Autopilot
S-TECH30: extended to other
models of DR400").

0-2
0-3
0-8
15-20
New pages:
15-21 to 15-26

May 16
th
,
2007
version of this
document is
approved under the
authority of DOA
nr. EASA.21J.213.
5
- 1st page
- List of pages
(DET070203 "Correction of
Electrical diagram 62-18-29").

0-2
0-3
12-24
June 01
st
,
2007
version of this
document is
approved under the
authority of DOA
nr. EASA.21J.213.

page 0 - 4 Amendment 9 dtd February 16
th

LIST OF AMENDMENTS (contd)

Amdt
n
Pages
amended
Date Approval
6
- 1st page
- List of pages
- List of amendments (Contd)
- Updating of sections 01 and 05
(DET020206) Lycoming engine
O-360 A1P taken into account for
DR400/180 and DR400/180R.

0-2
0-4
1-6 to 1-8
5-43
July 27
th
,
2007
version of this
document is
approved under the
authority of DOA
nr. EASA.21J.213.
7
- 1st page
- List of pages
- Summary
- Updating of sections 10
(DET040301) DR400 -
Instruments Magneti Marelli.

0-2
0-4
0-7
10-7 and 10-8
May 17
th
,
2008
version of this
document is
approved under the
authority of DOA
nr. EASA.21J.213.
8
- 1st page
- List of pages
- Updating of sections 3:
Torque setting of tightening
clamps for very low pressure
circuit hoses.
Special tools, reference of
drawings.
(DET060102 DR400 - Update of
pulley support tube)
(DET070306 DR400 - DC
generation - JPC Aviation
regulator). Insertion of electrical
diagrams.
- Updating of sections 15:
manufacturers name

0-2
0-4

3-3

3-6

6-22

12-14
12-23a
12-24a

15-23
July 01
st
,
2008
version of this
document is
approved under the
authority of DOA
nr. EASA.21J.213.
9
- 1st page
- List of pages

- Updating of sections (SB 100703
Powerplant Air intake Air
filter)

0-2
0-4
3-6
5-17 to 5-19
February
16th, 2011
DET 100703
Major change
approval
EASA nr.10034051
Dtd 02.03.2011

3rd edition - July 1995 Amendment 10 dtd April 19
th
, 2011 page 0 - 5
LIST OF AMENDMENTS (contd)

Amdt
n
Pages
amended
Date Approval
10
- 1st page
- List of pages
- Summary
(SB031104)
- Updating of section 9 (insertion of
Tank cap)

0-2
0-5, 0-6
0-7, 0-10
5-12, 5-27

9-21 to 9-24
April 19
th
,
2011
DET 031104
Major change
approval
EASA
nr.10034673
Dtd 19.04.2011


th

PAGE INTENTIONALLY LEFT BLANK

th
, 2011 page 0 - 7

SUMMARY

Section, Title Wording

1 GENERAL CHARACTERISTICS 1.1 DESCRIPTION
1.2 AVAILABLE MODELS
1.3 DIMENSIONS

2 MAINTENANCE SCHEDULE

3 MAINTENANCE REQUIREMENTS, 3.1 MAINTENANCE REQUIREMENTS
INSPECTIONS AND REPAIRS 3.2 WEIGHING AND CENTRING
3.3 TORQUING (screwed components)
3.4 CONTROL SURFACE BALANCING
3.5 REPAIRS
3.6 PROTECTION
3.7 SPECIAL TOOLS
3.8 TECHNICAL CARE PRODUCTS

4 AIRFRAME 4.1 INTRODUCTION
4.2 FUSELAGE
4.3 FIREWALL
4.4 CANOPIES
4.5 WINGS

th
5 POWER-PLANT 5.1 ENGINE COMPRESSION - VERIFICATION
5.2 ENGINE AND ACCESSORIES - REMOVAL
(S/N < 2212)
5.3 ENGINE - SWIVELLING (S/N > 2212)
5.4 ENGINE AND ACCESSORIES - REMOVAL
(S/N 2212 and later)
5.5 CARBURETTOR
5.6 FUEL SYSTEM - ENGINE COMPARTMENT
5.7 ENGINE OIL SYSTEM
5.8 ENGINE AIR INTAKE
5.9 IGNITION
5.10 ENGINE CONTROLS
5.11 ENGINE SUPERVISION
5.12 EXHAUST
5.13 ENGINE MOUNT, ENGINE SHOCK MOUNTS
5.14 STARTER
5.15 ALTERNATOR
5.16 PROPELLERS
5.17 ENGINE BAFFLES
5.18 ENGINE STORAGE
5.19 OPERATING DEFECTS

6 FLIGHT CONTROLS AND 6.1 GENERAL, DESCRIPTION
CONTROL SURFACES 6.2 STABILATOR CONTROL
6.3 STABILATOR
6.4 STABILATOR TRIM
6.5 RUDDER BARS (Pre-1988 aircraft)
6.6 RUDDER BARS (Post-1988 aircraft)
6.7 RUDDER
6.8 AILERON CONTROL
6.9 AILERONS
6.10 FLAP CONTROL
6.11 FLAPS
6.12 OPTIONS

7 LANDING GEAR 7.1 DESCRIPTION
7.2 NOSE LANDING GEAR
7.3 MAIN LANDING GEAR
7.4 WHEELS
7.5 FLUID AND HYDRAULIC LANDING GEAR - FILLING
7.6 FAULT-FINDING
th
, 2011 page 0 - 9

8 BRAKING SYSTEM 8.1 DRUM BRAKES - MAIN WHEEL ASSEMBLY
8.2 DISC BRAKES - MAIN WHEEL ASSEMBLY
8.3 BRAKE UNIT - PRE-1988 AIRCRAFT
8.4 BRAKE UNIT - 1988-1989 VERSION
8.5 BRAKE UNIT - 1989-1992 VERSION
8.6 BRAKE UNIT - POST-1992
8.7 MASTER CYLINDER AND PARKING BRAKE
VALVE SEALS - REPLACEMENT
8.8 BRAKE SYSTEM - DRAINING / BLEEDING
8.9 BRAKE FLUID RESERVOIR
8.10 FAULT-FINDING

9 FUEL SYSTEM 9.1 DESCRIPTION, GENERAL POINTS
9.2 110 LITRE MAIN FUEL TANK
9.3 WING TANK (S/N < 2137 & 2145, 2146)
9.4 WING TANK (S/N 2137 except 2145, 2146)
9.5 AUXILIARY FUEL TANKS
9.6 FUEL GAUGE
9.7 FUEL LEVEL SENDER ADJUSTMENT
9.8 FINGER SCREENS, FILTERS AND DRAINS
9.9 FUEL SELECTOR VALVES AND CONTROL
9.10 ELECTRICAL PRIMER PUMP
9.11 FUEL LINES, CONNECTIONS
9.12 TANK CAP
9-13 FAULT FINDING

10 INSTRUMENTS 10.1 GENERAL POINTS
10.2 PITOT-STATIC SYSTEM
10.3 VACUUM SYSTEM
10.4 TACHOMETER
10.5 FUEL PRESSURE INDICATOR
10.6 WESTACH OIL TEMPERATURE INDICATOR

11 INSTRUMENT PANEL, CONSOLE 11.1 GLARESHIELD
11.2 GLOVE COMPARTMENT
11.3 INSTRUMENT PANEL
11.4 CENTRE CONSOLE
11.5 FACIA PANEL


th
12 ELECTRICAL SYSTEM 12.1 WET ELECTROLYTE BATTERY
12.2 DRY BATTERIES (GEL)
12.3 BATTERY AND STARTER RELAY
12.4 REGULATOR AND OVERVOLTAGE RELAY
12.5 LANDING AND TAXI LIGHTS
12.6 GENERAL POINTS - WIRING
12.7 WIRING DIAGRAMS

13 HEATING AND VENTILATION 13.1 HEATING: DESCRIPTION - OPERATION
13.2 VENTILATION
13.3 HEATING SYSTEM MAINTENANCE

14 SEATS - PANELLING 14.1 FRONT SEATS
14.2 REAR SEATS
14.3 SEAT BELTS
14.4 SIDE PANELLING
14.5 CARPETS

15 OPTIONS - ACCESSORIES 15.1 NAVIGATION LIGHTS - ANTI-COLLISION LIGHTS
15.2 RADIO-NAVIGATION SETS
15.3 AUXILIARY FUEL TANKS
15.4 BAGGAGE COMPARTMENT DOOR
15.5 ROLL STABILISER
15.6 RUDDER TRIM
15.7 SILENCERS - EXHAUST FLUTES
15.8 TOW HOOK (DR400/180R & DR400/200R)
15.9 ADJUSTABLE REAR VIEW MIRROR
15.10 FIXED REAR VIEW MIRRORS
15.11 CABLE WINDER (MAAG Type RPM 01/88)
15.12 GROUND POWER SOCKET (NATO type)
15.13 S-TEC 20/30 AUTOPILOT

16 DR400/200R 16.1 GENERAL POINTS - PRESENTATION
16.2 ENGINE
16.3 PROPELLER
16.4 ENGINE AIR INTAKE
16.5 ENGINE CONTROLS
16.6 ENGINE COWL FLAP
16.7 EXHAUST AND SILENCER
16.8 FUEL SYSTEM
16.9 ELECTRICAL SYSTEM
16.10 HEATING - VENTILATION
page 1 - 6 Amendment 6 dtd July 27
th
, 2007 3rd Edition - July 1995

AIRCRAFT
LYCOMING
ENGINE
TYPE
NORMAL
RATED
POWER
CARBURAT.
setting
DISPLACEMENT
COMPR.
RATIO
FIRING
ORDER
DR400/100 O-235 L2A
118 HP
2800 RPM
MA3 PA
10.51.42
10.52.20
3769 cm
3
233.3 cu.in
8.5 :1 1-3-2-4
DR400/2+2
O-235 H2C
or C2C
108 HP
2600 RPM
MA3 PA
10.50.50
3769 cm
3
233.3 cu.in
6.75:1 1-3-2-4
DR400/120
O-235 L2A
or K2A or
K2B
118 HP
2800 RPM
MA3 PA
10.51.42
10.52.20
3769 cm
3
233.3 cu.in
8.5 :1 1-3-2-4
DR400/120A
O-235 L2A
or K2A or
K2B
118 HP
2800 RPM
MA3 PA
10.51.42
10.52.20
3769 cm
3
233.3 cu.in
8.5 :1 1-3-2-4
DR400/120D
O-235 L2A
or K2A or
K2B
118 HP
2800 RPM
MA3 PA
10.51.42
10.52.20
3769 cm
3
233.3 cu.in
8.5 :1 1-3-2-4
DR400/125
O-235 F2B
or J2A
125 HP
2800 RPM
MA3 PA
10.51.26
3769 cm
3
233.3 cu.in
9.7:1 1-3-2-4
DR400/140 O-320 E2A
150 HP
2700 RPM
MA4SPA
10.50.09
5240 cm
3
320 cu.in
7.0:1 1-3-2-4
DR400/140B O-320 D2A
160 HP
2700 RPM
MA4SPA
10.49.10
10.51.35
10.52.17
5240 cm
3
320 cu.in
7.0:1 1-3-2-4
DR400/160 O-320 D2A
160 HP
2700 RPM
MA4SPA
10.49.10
10.51.35
10.52.17
5240 cm
3
320 cu.in
8.5:1 1-3-2-4
DR400/160D O-320 D2A
160 HP
2700 RPM
MA4SPA
10.49.10
10.51.35
10.52.17
5240 cm
3
320 cu.in
8.5:1 1-3-2-4
DR400/180
O-360 A3A
or A1A or
A1P
180 HP
2700 RPM
MA4S
10.38.78
5900 cm
3
361 cu.in
8.5:1 1-3-2-4
DR400/180S O-360 A3A
180 HP
2700 RPM
MA4S
10.38.78
5900 cm
3
361 cu.in
8.5:1 1-3-2-4
DR400/180R
O-360 A3A
or A1P
180 HP
2700 RPM
MA4S
10.38.78
5900 cm
3
361 cu.in
8.5:1 1-3-2-4
DR400/200R
IO-360
A1B6
200 HP
2700 RPM
INJECTION
RSA-5AD1
5900 cm
3
361 cu.in
8.7:1 1-3-2-4
DR400/NGL O-360 A3A
180 HP
2700 RPM
MA4S
10.38.78
5900 cm
3
361 cu.in
8.5:1 1-3-2-4

TABLEAU 1.1 DR400 CHARACTERISTICS (ALL MODELS)

3rd Edition - July 1995 Amendment 6 dtd July 27
th
, 2007 page 1 - 7

MAGNETOS *** FUEL
AIRCRAFT
LYCOMING
ENGINE
TYPE LEFT RIGHT
SPARK
OCCURS
OCTANE
MINI
TOTAL
QUANTITY
UNUSABLE
FUEL QTY
DR400/100 O-235 L2A
S4LN-21
or 4372
S4LN-20
or 4370
20BTC 100/100LL MAIN: 110 L 10 L **
DR400/2+2
O-235 H2C
or C2C
4251
or 4371
4250 25BTC 80/87
MAIN: 110 L
Option : 50 L
10 L **
DR400/120
O-235 L2A
or K2A or
K2B
S4LN-21
or 4372
S4LN-20
or 4370
20BTC 100/100LL
MAIN: 110 L
Option : 50 L
10 L **
DR400/120A
O-235 L2A
or K2A or
K2B
S4LN-21
or 4372
S4LN-20
or 4370
20BTC 100/100LL
MAIN: 110 L
Option : 50 L
10 L **
DR400/120D
O-235 L2A
or K2A or
K2B
S4LN-21
or 4372
S4LN-20
or 4370
20BTC 100/100LL
MAIN: 110 L
Option : 50 L
10 L **
DR400/125
O-235 F2B
or J2A
S4LN-1227
or 4373
S4LN-1209
or 4370
25BTC 100/100LL
MAIN: 110 L
Option : 50 L
10 L **
DR400/140 O-320 E2A
S4LN-21
or 4373
S4LN-20
or 4370
25BTC 80/87
MAIN: 110 L
Option : 50 L
10 L **
DR400/140B O-320 D2A
S4LN-21
or 4373
S4LN-20
or 4370
25BTC
91/96 or
100/130
MAIN: 110 L
Option : 50 L
10 L **
DR400/160 O-320 D2A
S4LN-21
or 4373
S4LN-20
or 4370
25BTC
91/96 or
100/130
MAIN: 110 L
WING : 2x40 L
Option : 50 L
10 L **
2x1L
DR400/160D O-320 D2A
S4LN-21
or 4373
S4LN-20
or 4370
25BTC
91/96 or
100/130
MAIN: 110 L
WING : 2x40 L
Option : 50 L
10 L **
2x1L
DR400/180
O-360 A3A
or A1A or
A1P
S4LN-21
or 4373
S4LN-20
or 4370
25BTC
91/96 or
100/130
MAIN: 110 L
WING : 2x40 L
Option : 50 L
10 L **
2x1L
DR400/180S O-360 A3A
S4LN-21
or 4373
S4LN-20
or 4370
25BTC
91/96 or
100/130
MAIN: 110 L
WING : 2x40 L
Option : 50 L
10 L **
2x1L
DR400/180R
O-360 A3A
or A1P
S4LN-21
or 4373
S4LN-20
or 4370
25BTC
91/96 or
100/130
MAIN: 110 L
Option : 50 L
10 L
DR400/200R
IO-360
A1B6
S4LN-1227
or 4372
or 4373
S4LN-1209
or 4370
20BTC * 100/130
MAIN: 110 L
Option : 50 L
1 L
DR400/NGL O-360 A3A
S4LN-21
or 4373
S4LN-20
or 4370
25BTC
91/96 or
100/130
MAIN: 110 L
WING : 2x40 L
Option : 50 L
10 L **
2x1L
* NOTE : depends on the engine serial number
** NOTE : aircraft serial number 2212 and up: unusable fuel quantity of the main tank: 1 litre
*** NOTE : Magnetos SLICK or BENDIX might be fitted

TABLEAU 1.2 DR400 CHARACTERISTICS (ALL MODELS) (continued)
th
, 2007 3rd Edition - July 1995

ENGINE OIL
AIRCRAFT
LYCOMING
ENGINE
TYPE
OIL SUMP
CAPACITY
MINI SAFE
QUANTITY
CONSUMP.
Litres/h
MAXIMUM
PRESSURE
MINIMUM
PRESSURE
MAXIMUM
TEMP.
DR400/100 O-235 L2A
5,7 litres
6 Qts
1,9 litres
2 Qts
0,29 l/h
75% rated
6,2 BAR
90 PSI
4,13 BAR
60 PSI
118 C
245 F
DR400/2+2
O-235 H2C
or C2C
5,7 litres
6 Qts
1,9 litres
2 Qts
0,28 l/h
75% rated
6,2 BAR
90 PSI
4,13 BAR
60 PSI
118 C
245 F
DR400/120
O-235 L2A
or K2A or
K2B
5,7 litres
6 Qts
1,9 litres
2 Qts
0,28 l/h
75% rated
6,2 BAR
90 PSI
4,13 BAR
60 PSI
118 C
245 F
DR400/120A
O-235 L2A
or K2A or
K2B
5,7 litres
6 Qts
1,9 litres
2 Qts
0,28 l/h
75% rated
6,2 BAR
90 PSI
4,13 BAR
60 PSI
118 C
245 F
DR400/120D
O-235 L2A
or K2A or
K2B
5,7 litres
6 Qts
1,9 litres
2 Qts
0,28 l/h
75% rated
6,2 BAR
90 PSI
4,13 BAR
60 PSI
118 C
245 F
DR400/125
O-235 F2B
or J2A
5,7 litres
6 Qts
1,9 litres
2 Qts
0,28 l/h
75% rated
6,2 BAR
90 PSI
4,13 BAR
60 PSI
118 C
245 F
DR400/140 O-320 E2A
7,6 litres
8 Qts
1,9 litres
2 Qts
0,35 l/h
75% rated
6,2 BAR
90 PSI
4,13 BAR
60 PSI
118 C
245 F
DR400/140B O-320 D2A
7,6 litres
8 Qts
1,9 litres
2 Qts
0,35 l/h
75% rated
6,2 BAR
90 PSI
4,13 BAR
60 PSI
118 C
245 F
DR400/160 O-320 D2A
7,6 litres
8 Qts
1,9 litres
2 Qts
0,35 l/h
75% rated
6,2 BAR
90 PSI
4,13 BAR
60 PSI
118 C
245 F
DR400/160D O-320 D2A
7,6 litres
8 Qts
1,9 litres
2 Qts
0,35 l/h
75% rated
6,2 BAR
90 PSI
4,13 BAR
60 PSI
118 C
245 F
DR400/180
O-360 A3A
or A1A or
A1P
7,6 litres
8 Qts
1,9 litres
2 Qts
0,42 l/h
75% rated
6,55 BAR
95 PSI
3,8 BAR
55 PSI
118 C
245 F
DR400/180S O-360 A3A
7,6 litres
8 Qts
1,9 litres
2 Qts
0,42 l/h
75% rated
6,55 BAR
95 PSI
3,8 BAR
55 PSI
118 C
245 F
DR400/180R
O-360 A3A
or A1P
7,6 litres
8 Qts
1,9 litres
2 Qts
0,42 l/h
75% rated
6,55 BAR
95 PSI
3,8 BAR
55 PSI
118 C
245 F
DR400/200R
IO-360
A1B6
7,6 litres
8 Qts
1,9 litres
2 Qts
0,48 l/h
75% rated
6,55 BAR
95 PSI
3,8 BAR
55 PSI
118 C
245 F
DR400/NGL O-360 A3A
7,6 litres
8 Qts
1,9 litres
2 Qts
0,42 l/h
75% rated
6,55 BAR
95 PSI
3,8 BAR
55 PSI
118 C
245 F

TABLEAU 1.3 DR400 CHARACTERISTICS (ALL MODELS) (continued).


3rd Edition - July 1995 Amendment July 2006 page 2 - 1
SECTION 2
MAINTENANCE SCHEDULE
The maintenance programme is covered by a separate document entitled:

"AIRWORTHINESS LIMITATIONS & MAINTENANCE SCHEDULE"
(document no. 1001586 GB)

The Maintenance Schedule is made up of six headings:

Section 1 GENERAL INSTRUCTIONS
Section 2 TIME BETWEEN INSPECTIONS
Section 3 COMPONENTS AND EQUIPMENTS MAINTENANCE, USE AND
STORAGE PRACTICES
Section 4 SPECIAL MAINTENANCE INSPECTIONS
Section 5 CONTROL FLIGHT
Section 6 MAINTENANCE OPERATIONS TABLE


page 2 - 2 Amendment July 2006 3rd Edition - July 1995


3rd edition - July 1995 Amendment 8 dtd July 01
st
, 2008 page 3 - 3
3.3 - TORQUING (screwed components)
3.3.1 - Tightening on wood
When at least one of the components to be assembled is made of wood (frequently
the case on the DR400) assembly screws, bolts and nuts shall be torqued in
accordance with the rules of the art.
Reminder:
Wood varies in volume with atmospheric conditions (especially moisture).
CAUTION
Repeated tightening on wood causes non-negligible deformation of the support and the nut may
damage the last thread of the bolt.
CHECK NO SUCH DAMAGE OCCURS (engine mount attachment, landing gear attachment, nose
gear bracket, etc.). ADD A WASHER UNDER THE NUT WHERE NECESSARY.
3.3.2 - Tightening on metal components
General rule (values shown for self-locking nuts)
STANDARD TORQUE VALUES FOR STEEL NUTS AND BOLTS*
NOMINAL LUBRICATED UNLUBRICATED
DIMENSION m.daN in.lbs m.daN in.lbs

dia. 5 mm 0.3 26 0.5 44
dia. 6 mm 0.5 44 0.9 80
dia. 8 mm 1.2 106 2.0 177
dia. 10 mm 2.5 220 4.0 354
* Tolerance: 0, +15%
3.3.3 - Special torque settings
Propellers: refer exclusively to the manufacturer's manual or the indications on the
propeller placard.
Engine shock mount bolts: 5 - 5.7 m.daN (450 - 500 in.lbs).
Installation torque for spark plugs: 420 lbf.in (35 lbf.ft) 4,75 daN.m (see Lycoming
SI 1042).
Installation torque for lead nuts (see Lycoming SI 1042):
- nut 5/8 - 24 : 80-90 lbf.in 0,9 - 1,0 daN.m
- nut 3/4 - 20 : 110-120 lbf.in 1,24 - 1,36 daN.m
Tightening clamps for very low pressure circuit hoses (fuel circuit before pumps) and
connections of air ducts for cabin air (warm and cold) and for air heat exchanger
(cooling of oil): 5 N.m or 0.5 daN.m (44.25 lbf.in or 3.69 lbf.ft), tolerance 0, +15% for
hoses in good condition.
3.4 - CONTROL SURFACE BALANCING
Any repair work on the ailerons or stabilator must be carried out with stringent
observance of the balancing requirements defined in fig. 3.2. Balance shall
therefore be checked after such operations.
This operation is performed with the control surface disconnected and set on
friction-free axes (e.g. knife edge support).
No weight may be added to or removed from these components without written
consent from the manufacturer.

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3.6 - PROTECTION
All components are protected when new (varnish, paint, cadmium-plating,
electrolytic plating, etc.).
This protection may disappear over time or with wear possibly entailing serious
deterioration of the airframe (wood rot, metal corrosion, etc.).
It is therefore important to remedy matters as soon as possible.
Electrochemically protected components (cadmium or electrolytic plating, etc.) must
be renewed.
3.7 - SPECIAL TOOLS
Drawing (1)

- Aileron test template ..........................................
- Stabilator adjustment template...........................
- Anti-balance tab adjustment template................ 96-18-02
- Rudder adjustment template..............................
- Flap adjustment template...................................
- Shimmy damper test sleeve.................................. 96-18-01
- Valve core extractor (Schrader 30456-01)
- Swivel mount pin protector .................................... 96-18-00
- Vacuum regulator valve wrench............................ 96-18-03
These tools can be ordered from C.E.A.P.R. Parts department.
(1) Drawings are available on C.E.A.P.R. website.
3.8 - TECHNICAL CARE PRODUCTS
See table 3.1 on the next page.
There may be equivalent products to those listed (e.g. other brands) but the
manufacturer's approval must be obtained before use.

3rd edition - July 1995 page 4 - 5
4.4.2.2 - Rivet fastening
- Drill out the rivets (diameter 3.2 mm) all around the edge.
- Pull off the old Plexiglas taking care to cut the adhesive beads as you work.
Take care not to unstick the panelling.
- Take the opportunity to change the weatherstrips at the same time.
- Before fitting the new Plexiglas check the canopy frame thoroughly.
- Scrape off any adhesive, bonding compound or sealant and renew the protection
if necessary (zinc chromate).
- Lay on the Plexiglas with the weatherstrip (if any) held in place (adhesive tape)
and mark it out for trimming (narrow adhesive tape). Final fitting is to be done
with the canopy closed.
Have suitably sized washers ready for fitting between the Plexiglas and the
frame (when riveting) so the mating surfaces can be aligned.
- The Plexiglas must be trimmed around the wooden dome (ahead of the
instrument panel) to leave a constant 5 mm clearance (except for the sides
which must be well clear of the guides fixed to the front of the fuselage).
- Drill the Plexiglas by transparency (3.2 mm diameter pilot hole - final hole in
Plexiglas only: diameter 6 mm).
- Rivet (with packing washers as required), coating the rivet with polyurethane
sealant so the assembly is watertight.
- Apply a bead of black silicone sealant around the inner edges and smooth out
(damp cloth and finger).
- Refit the cover strip, handles, etc. making sure the seals are watertight
(polyurethane sealant or equivalent).
- Repaint.
REMINDER: Drill at high speed using a slow helix bit with a ground tip. See fig. 4.2.

NOTE: Remove the old rivets and other debris from the canopy anchor stud
compartments so they cannot interfere with the canopy jettison system.
4.4.2.3 - Screw fastening
Same procedure as for rivets except:
- Use new screws and seals (see spares catalogue).
- Final hole in Plexiglas: 8 mm diameter (be sure to use a drill bit with a ground
tip).
NOTE: Sealing washers may be replaced by polyurethane sealant applied in
sufficient quantity when fitting the screw to ensure a watertight seal.

page 4 - 6/a Amendment 2 - October 2006 3rd edition - July 1995
4.4.2.4 - Adhesive bonding
This process is used for polyesters domes, plexiglas REAR side panels and the doors of
baggage compartment of planes after 1988. It was extended to all canopy transparent
sheet and polyesters fastening processes since 1993 (serial no. 2212 and later).
At the beginning, the bonding of canopy has been made by means of compound
SIKAFLEX 260 or BETASEAL HV3 product.
The BETASEAL HV3 product, totally disappeared from the market, has been replaced by
the BETAMATE 7120.
Compounds BETAMATE 7120 or SIKAFLEX 260 can be used for the bonding of the
plexiglas of canopy by applying the respective instructions (see appendices below).

Limitations of use.
For the record:
Plexis glued with BETASEAL HV3 can be replaced and reglued with BETAMATE
7120. If this bonding is performed on the residues of cut joint (normal procedure), a
reactivating product 4000 or 4001 of the same manufacturer must be used.
Plexis glued with the SIKAFLEX 260 can be replaced and reglued with the
SIKAFLEX 260, provided that the remaining residues are not granular and perfectly
adhering to supports. Should the opposite occur, it is necessary to eliminate
mechanically any trace of the previous product.
Reglueing with a product of different brand from that of origin is unknown
and therefore unacceptable.
Consult the Individual Register of Control (RIC Registre Individuel de Contrle) to
possibly identify the type of glue used in production.
When the identification of the glue of origin is not possible, it is necessary to totally
clean the area to be glued.

General

a) Removal of the former plexiglas:
The used compound can only be removed mechanically. Cut the joint on its whole width
and all around by means of sharp blades (there are electric or pneumatic sharp devices).

NOTE: there might be locally washers to assure the thickness of the joint.

Cut away any remaining adhesive. However, it is not necessary to clean to bare support;
a thin layer of adhesive may remain.

CAUTION
Where the adhesive is applied directly to the fabric-covered wood (rear side panels,
plastic dome) special care must be taken not to damage the support.

3rd edition - July 1995 Amendment 2 - October 2006 page 4 - 6/b

b) Trimming the new plexiglas:
Hold the new sheet in place and trim around it roughly so it can be clamped in its final
position and marked out (narrow adhesive tape) for final cutting.

c) Preparation of surfaces:
See instructions specific to each compound (see appendix below).

d) Application of the compound bead:
Put down in a continuous and uniform way a preferably triangular bead (preparation of the
extremity of the syringe) of following dimension (mm):

e) Fitting of the element to be glued:
Guide and position so as to avoid any sliding.
Put in contact and press on the bead in such a way that it flows under pressure.
The pressed bead can be maxi 3 mm thick as long as the width of bonding is minimum
10 mm.
In the case of bonding of big length with products having very different coefficients of
expansion: the thickness of the bead will preferably have to be at least 1 mm.

Note: adhesives of polyurethane type such as Betamate 7120 or Sikaflex 260 are
incompatible with silicone type adhesives or silicone type compound throughout curing.
Wait approximately 48 hours before using such products (smoothed fillets).

f) Protecting against delamination:
Fit a screw at each corner of the Plexiglas.

g) Paint finish:
It is essential to widely paint over the bonded areas.

h) Protection:
If the bonding concerns a transparent, an anti-UV protection must be applied to all the
glued zone.

i) Record in the maintenance documents the glue used when replacing the canopy.

8 to 10
8 to 10

page 4 - 6/c Amendment 2 - October 2006 3rd edition - July 1995
Appendix 1

APPLICATION OF BETAMATE 7120 COMPOUND

The information of the technical cards of these products is applicable.

INDUSTRIAL HYGIENE AND SAFETY
Refer to the safety cards published by the manufacturer for each of the products.

ASSOCIATED PRODUCTS
The compound is necessarily used with a primer after cleaning grease off.
The grease remover is the BETACLEAN 3900. It is possible to use isopropylique alcohol.
The primer is BETAPRIME 5402 or 5404 for the following supports:
gelcoat side of polyester
fiber side of polyester
aluminium with acrylic-polyurethane painting
aluminium with phosphating primer
steels with acrylic - polyurethane painting
steel with phosphating primer
Altuglas and plexiglas

PREPARATION OF SURFACES
Maskings of zones to be protected.
Slight abrasive paper sandind of surfaces to be glued with Adhesive Tape Brite medium
grain (any type of support).
Degreasing.
Minimum drying 5 minutes in ambient temperature.
Application of the primary on the surface with a paintbrush in the thinner possible single
layer (do not paint again).
Minimum drying approximately 30 seconds in ambient temperature following technical
index card. The film must be perfectly dry.

Particular case: on fabric-covered wood: bonding directly on the fabric so that the
compound crosses this one, thus not painted fabric. For the record, the adhesive
resistance on this substratum is weak and has to be the object of a particular study.
3rd edition - July 1995 Amendment 2 - October 2006 page 4 - 6/d
Appendix 2

MASTIC - GLUE SIKAFLEX 260 APPLICATION

The information of the technical index card of this product is applicable.

HYGIENE AND SAFETY(SECURITY)
Refer to the safety cards published by the manufacturer for each of the products.

ASSOCIATED PRODUCTS
The mastic sticks is necessarily used with a primer after cleaning grease off (except on
fabric-covered wood)
The grease remover is the SIKA 205, possibility of using isopropylique alcohol.
The primer is SIKA 209 for the following supports:
aluminium with acrylic - polyurethane painting
aluminium with phosphating primer
steels with acrylic - polyurethane painting
steel with phosphating primer
Altuglas and plexiglas
The primer is SIKA 210T for the following supports:
gel coat side of polyester
fiber side of polyester

PREPARATION OF SURFACES
Masking of zones to be protected;
Slight abrasive paper sandind of surfaces to be glued with Adhesive Tape Brite medium
grain (any type of support).
Degreasing
Minimum drying 10 minutes in ambient temperature.
Application of the primary on the surface with a paintbrush in the thinner possible single
layer (do not paint again).
Minimum drying 30 minutes in ambient temperature

Particular case: on fabric-covered wood: bonding directly on the fabric so that the
compound crosses this one, thus not painted fabric. For the record, the adhesive
resistance on this substratum is weak and has to be the object of a particular study.

page 4 - 6/e Amendment 2 - October 2006 3rd edition - July 1995



page 5 - 12 Amendement 10 dtd April 19
th
5.7 - ENGINE OIL SYSTEM
5.7.1 - Oil change
- The oil is changed with the engine warm.
- Whenever the oil is changed, the strainer (screen) must be examined and
cleaned. It is located in the sump at the rear of the engine and fastened by four
screws. Renew the flat seal whenever it is removed.
- Authorized oils are listed on Textron Lycoming SI 1014.
Refer to the latest edition.
Reminder: required oil quantity
O-235 engine 6 Qts = 5.7 litres
IO-360 engine 8 Qts = 7.6 litres
5.7.2 - Oil cooler
5.7.2.1 - Maintenance, verification
- Check the cooler support brackets are in good condition and properly fixed.
- Make sure there are no leaks from the connectors. The fittings have taper
threads and must be moderately tight (max. 3 m.daN) as the internal thread is
made of aluminium.
If removed apply anti-seize compound systematically (cf. care products) to
prevent binding.
- Remove the plastic (or metal) diffuser from above the cooler. Clean and inspect
the cooling fins.
- Check that the grill on the baffle is clean.
5.7.2.2 - Oil cooler - replacement
No repairs to the oil cooler are authorized.
The cooler must be replaced if a leak is detected.
5.7.3 - Oil pressure
- The pressure sender is located:
S/N < 2212: right hand side, fastened to the firewall;
S/N 2212: right hand side, fastened to a side tube on the engine mount.
- The oil line that supplies the sender must be clean for it to work properly. In case
of malfunction, perform a careful cleaning of the oil hose and connectors,
including the restricted fitting and make sure to bleed any air from the line when
refitting.
5.7.4 - Oil temperature
The oil temperature sensor is located on the sump containing the strainer on the
accessory housing at the back of the engine.
See the electrical wiring diagram for connections.

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, 2011 page 5 - 17
5.8.4 - Intake assembly type C
5.8.4.1 - Air filter
The air filter is the "mesh and fabric" ring type located under the carburettor and
can be reached by removing the circular cover under the air intake box.
Clean thoroughly and check the general condition of the fabric in particular.
5.8.4.2 - Carburettor air intake box
Check the condition of the flap and bearings. Make sure there are no cracks in the
box and that the safety diaphragm (rubber) is flexible.
5.8.5 - Intake assembly type D
The air filter has an elliptic shape and is of the car type.

The first version of the air filter (P/N 56.23.02.000) which was not reversible has
been replaced in 2011 with filter (P/N 56.23.02.200) opened on both ends in order
to suppress any risk of back-to-front installation.
When installing the second version of the filter (P/N 56.23.02.200), the securing
plate (new plate with no hole) was to be replaced as well (refer to SB 100703).
- Make a special check that the carburettor heat flap is in good condition. Remove
it to examine concealed areas, especially the areas adjacent to the welds.
- Check for cracks and flaking paint.
- Condition of bearings and pins.
5.8.6 - Intake assembly type E
The air filter is of the accordion fold "mesh and fabric" type.

The first version of the air filter (P/N 56.28.10.000) which was not reversible has
been replaced in 2011 with filter (P/N 56.28.10.200) with mesh on both sides in
order to suppress any risk of back-to-front installation.

th
5.8.7 - Intake assembly type F
The air filter is located in a recess in the lower cover and is a paper filter on a cell
type support. Clean with a compressed air line only and replace in accordance with
the maintenance schedule.
5.8.7.2 - Intake conduit
- This is a rubber gaiter fastened to the rear of the filter housing. Check it is in
good condition and that the metal trim inside is fitted to retain its shape.
5.8.8 - Intake assembly types G & H
The air filter is made of open cell foam which comes in two grades (regular and
severe fouling).
The filter may be cleaned with a compressed air line, and possibly with fuel. It must
be replaced at least every 100 hours in accordance with the maintenance schedule.
5.8.8.2 - Conduit from air filter to air intake box
- The conduit is made of flameproof reinforced plastic: it may only be repaired with
flameproof resin.
- The box is fastened under the carburettor with a thick aluminium shim and a flat
washer on either side: see 5.3.3.
- It can be removed by taking off the bottom cover.
- The closure flap can be removed for inspection or replacement: it is held on its
pivots by two countersunk screws (head at felt side), washers and nuts.
NOTE: the screw heads are in contact with the flap (the felt is cut clear). The torque
value must be 0.4 - 0.5 m.daN.
- The felt is slightly larger than the flap and overlaps at the top by 3-4 mm
providing an airtight seal in the "carburettor heat" position.
Make regular checks (every 100 hours) that the overlap cannot be folded inside
the box when worn.
- The four bottom corners of the box are deliberately left open to prevent any fuel
accumulating whatever the attitude of the aircraft: make sure the openings are
not fouled.
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, 2011 page 5 - 19
5.8.9 - Intake assembly type J
The air filter is made of open cell foam which comes in two grades (regular and
severe fouling).
The filter may be cleaned with a compressed air line, and possibly with gasoline. It
must be replaced at least every 100 hours in accordance with the maintenance
schedule.
5.8.9.2 - Conduit from air filter to air intake box
- The conduit is made of flameproof reinforced plastic: it may only be repaired with
flameproof resin.
- The box is fastened to the carburettor: see 5.3.3.
- It can be removed by taking off the bottom cover.
- The closure flap can be removed for inspection or replacement: it is held on its
pivots by two countersunk screws (head at felt side), washers and nuts.
NOTE: the screw heads are in contact with the flap (the felt is cut clear). The torque
value must be 0.4-0.5 m.daN.
- The felt is slightly larger than the flap and overlaps at the top by 3-4 mm
providing an airtight seal in the "carburettor heat" position.
Make regular checks (every 100 hours) that the overlap cannot be folded inside
the box when worn.
- The four bottom corners of the box are deliberately left open to prevent any fuel
accumulating whatever the attitude of the aircraft: make sure the openings are
not fouled.

page 5 - 22 Amendment July 2006 3rd edition - July 1995
5.9.1.4 - Spark plugs - fitting
Before fitting the spark plugs make sure that the cylinder head thread is clean and
undamaged.
a) Apply anti-seize compound to the spark plug threads, fit the gasket over the
thread and insert the spark plug. Screw by hand as far as possible to ensure
the threads are correctly engaged.
Installation torque for spark plugs: 420 lbf.in (35 lbf.ft) 4,75 daN.m (see
Lycoming SI 1042).

b) Insert the ignition lead ends carefully. Tighten the end nuts.
- nut 5/8 - 24 : 80-90 lbf.in 0,9 - 1,0 daN.m
- nut 3/4 - 20 : 110-120 lbf.in 1,24 - 1,36 daN.m
5.9.2 - Ignition leads
When replacing the ignition harness refer to the diagram on the preceding page for
correct connection. Mark the position of the clamps and fastenings so the cables
can be fixed to the same places as before.
5.9.2.1 - Harnesses - removal
a) Detach the clamps fastening the various leads of the harness to the engine and
accessories. Remove the grommets isolating the harness from the baffle
passage points.
b) Unscrew the screw caps of the ignition leads on the spark plugs. Disconnect
the ignition leads. Take care not to damage the contact springs that penetrate
the spark plug connector wells.
c) Fit insulator caps to the free end of each ignition lead (insulator and spring).
d) Remove the rear protective cover from the magneto block noting its position.
e) Remove the ignition harnesses.
5.9.2.2 - Ignition harnesses - Refitting
NOTE: For standard connection: The cylinder number matches the number on the
hexagonal end nut of the ignition cable. The number on the nut is followed by T
(top) for the upper spark plugs and B (bottom) for the lower spark plugs.
a) Route each harness so each end corresponds to the relevant spark plug (see
fig. 5.5).
b) Refit the magneto block cover in position (noted when removed).
c) Fit the ignition lead clamps and insert the grommets into the engine baffles.
d) Reconnect the harness leads to the spark plugs.
- nut 5/8 - 24 : 80-90 lbf.in 0,9 - 1,0 daN.m
- nut 3/4 - 20 : 110-120 lbf.in 1,24 - 1,36 daN.m
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, 2011 page 5 - 27

5.11 - ENGINE SUPERVISION
5.11.1 - Tachometer
Periodically check that the tachometer cable end is correctly fastened (screw fitting)
to the rear of the engine and that it is correctly routed and clipped.
5.11.2 - Low fuel pressure alarm
The pressure switch is factory set at 0.080 bars. Below this value the instrument
panel warning light comes on.
No adjustment: if it does not work, check the electrical connections and replace if
necessary.
5.11.3 - Low oil pressure alarm
The pressure switch is set to trigger when pressure falls below 1.0 bar.
No adjustment: if it does not work, check the electrical connections, perform a
careful cleaning of the oil hose and connectors, including the restricted fitting and
replace if necessary.
5.12 - EXHAUST
5.12.1 - Two-in-one exhaust manifolds (All types S/N 2212)
- Check all the manifolds for any cracking especially at the fastening clamps, heat
exchanger shrouds and component welds.
- Check the clamps are held in position and airtight.
- Replace clamp screws at the slightest sign of weakening or serious corrosion.
- The clamps on the exhaust manifold must not be blocked. They must allow 2
cm sideways deflection of the end of the manifold.
NOTE: Some cracks may be repaired by welding. Consult the manufacturer.
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, 2007 page 5 - 43
5.17 - ENGINE BAFFLES
5.17.1 - Maintenance, repair
- Check all the baffles are in good condition: cracks, wear, deformation.
- Make sure that the passage ways for ducts, ignition cables and fluid lines are in
perfect condition and that the rubber grommets are correctly fitted.
- Repairs: Any cracks can be repaired by adding a strengthener locally in
accordance with the rules of the art outside the air space above the cylinders.
The strengthener must not be more than 12 cm
2
.
5.17.2 - Baffles - removal (S/N 2212)
All attachments may be removed to take off the baffles. Mark the screws and
brackets before removal.
5.17.3 - Side baffles- removal (S/N > 2212)
The gap between the baffles and engine is filled with sealant. To prevent the
sealant adhering to the rocker cover coat the rocker cover with a thin film of grease
(vaseline) when refitting before making the sealant bead.
5.17.4 - Lycoming O-360 A1P engine particularity (S/N 2207)
Engine baffles depend on the engine model: O-360 A3A or O-360 A1P.
When replacing the engine, make sure to install the appropriate baffles.



6.5.5. - Rudder cables - removal
a) Cut the safety wire and unscrew the rudder cable turnbuckle barrels at the
rudder lever.
b) Slacken the stabilator cables.
c) Attach a sufficiently long string to the end of the cables so the new cable can be
routed easily through the airframe.
d) Remove the centre console and the tunnel between the front and rear seats.
e) Remove the cable guides from the seat boxes.
f) Through the fuselage inspection hatch, remove the shaft from the pulley block
behind the fuel tank. Note the position of the cables on the pulleys so they can
be fitted in their proper places.
g) Disconnect the cable terminals from the rudder bars and remove the cables
through the front. Untie the string and leave it in place for refitting.
6.5.6 - Rudder cables - inspection
Check condition of the cables and replace if defective: worn, bent, elementary
strand broken. Fit new cables complying with the specified definition.
6.5.7 - Rudder cables - refitting
a) Draw the cables into position with the string left in place on removal.
b) Fix the ends of the cables to the rudder bars.
c) Refit the cable guides and the pulley block.
CAUTION
THE RUDDER CABLES CROSS OVER BETWEEN THE FRONT AND REAR
SEATS.

Note: It must be noted that these cables must slide smoothly, with a slight friction,
in their guide. If this is not the cae, check the components of the hole system, the
alignment of pulleyv support brackets and cable tensioning. in case of particular
anomaly, contact the manufacturer.
d) Adjust the control surface with the appropriate tools.
e) Safety the cable turnbuckles and refit the tunnel and centre console.
f) Check the deflection and that the rudder is working properly.

st
6.8.6 - Push rod

Inside each wing, the aileron control crosswheel (pulleys item 1) are attached on a push rod
(item 2).
Caution, the right hand and left hand push rods (item 2) are symetrical at rear spar support
bracket level (item 3).
Since February 2008, each push rod assembly is marked with a letter D for Right Hand
(Droite) or G for Left Hand (Gauche) located close to the pulley fixation holes.
Before any removal, clearly identify the position of the push rod assy at fixation level on the
wing rear spar.
6.8.7 - Aileron control - adjustment
NOTE: The neutral position of the aileron trailing edge is not in line with the trailing
edge of the flaps.
a) Place the adjustment template (cf. tools) on the wing upper surface parallel to
the centre line of the aircraft inserting the graduated section between the flap
and the aileron.
b) Make sure that aileron deflection corresponds to fig. 6.1.
c) Adjust the aileron cables to the tension shown in 6.1.3, setting the control
stick to neutral and making sure that the ailerons are in the neutral position too
(template).
d) Adjust the tension of the interlocking cable making sure that the ailerons remain
strictly in the neutral position. If necessary, adjust the aileron cables.
e) Check aileron deflection again and safety the turnbuckles.

3rd edition - July 1995 Amendment July 2006 page 6 - 27

FIG. 6.10 - RUDDER - STABILATOR CABLE GUIDE ARRANGEMENT

7.4.1.4 - Nose wheel - refitting
a) Fit the inner tube inside the tyre with the marks aligned (red or yellow mark on
inner tube opposite red mark on tyre). However, if the inner tube is unmarked
position the valve on the opposite side to the red tyre mark.
b) Fit the tyre and inner tube assembly onto the inboard wheel rim to which the
studs are attached. Match up the outboard wheel rim inserting the valve into
the hole provided.
c) Fasten the washers and nuts onto the bolts and tighten them (torque value:
1.5-2 m.daN) taking care NOT TO NIP the inner tube. Inflate the tyres.

DR400/120, DR400/100,
DR400/2+2,
DR400/120D,
DR400/125
DR400/140, DR400/140B,
DR400/160, DR400/160D,
DR400/180, DR400/180S,
DR400/180R
DR400/200R
DR400/500
DR400/NGL
Nose
wheel
1.6 bar 1.8 bar 1.8 bar 2.0 bar

Nota: Inflating wheels means the removal of fairings which allow cleaning them
from mud.
d) Paint a red mark on the wheel perimeter and extend it onto the tyre wall. This
mark is used to check for creep between tyre and wheel with use.
e) Lubricate.
f) Slide the complete wheel onto the axis. Position the wheel fairing bracket (8)
and fix it in place with the bolts (9), washers and nuts.
7.4.2 - Main wheel with disc brakes (fig. 7.5)
Limit of wear: see 8.2.1.
NOTE: There are two versions of wheel rims and disc brakes. Version A: older model; Version N:
new model. Only wheel rim removal is different (studs or bolts).
7.4.2.1 - Main wheel - removal
a) Jack up the aircraft so the wheels are completely clear of the ground. Release
the brakes.
b) Remove the wheel fairing.
c) Remove the two screws (15) and washers fixing the outer caliper jaw (13) and
remove it.
d) Remove the wheel fairing brackets (8) by extracting the two bolts (9), washers
and nuts.
e) Slide the wheel and disc brake (5 or 1) assembly off the axle.
7.4.2.2 - Main wheel - dismantling
a) Deflate the inner tube completely.
b) Remove the four nuts and washers fixed to the bolts and which hold the two
wheel rims (3 & 4) and (6 & 7) together. Remove the tyre and inner tube.
c) Remove the six countersunk screws and the corresponding washers and nuts
holding the brake disc (1) on the wheel rim (4) (Version A).
7.4.2.3 - Main wheel - verification (disc brake)
a) Check all the components for wear, cracks and any faults (see maintenance
schedule).
b) Check the assembly bolts or studs for weaknesses or sundry faults.
c) Examine the tyre for cuts, faults or poor internal condition.
d) Check the condition of the valve and the inner tube for friction or wear.
e) Check that the brake disc is in good condition, flat and correctly fixed to the
wheel rim.
f) Check the bearings and journals.
7.4.2.3 - Main wheel - refitting (disc brake)
a) Fit the inner tube into the tyre, matching up the marks (red or yellow mark on
inner tube opposite red mark on tyre) and add talc. If there is no mark on the
inner tube, position the valve on the opposite side to the red tyre mark.
b) Fit the brake disc onto the inboard wheel rim and fasten it with the six
countersunk screws, washers and nuts (Version A). On Version N the brake
disc is assembled at the same time as the two wheel rims.
c) Fit the tyre and inner tube assembly onto the inboard wheel rim. Fit the
outboard wheel rim, inserting the valve into the hole provided.
d) Fit the washers, nuts and bolts (studs) and tighten (torque value 1.5-2 m.daN)
taking care NOT TO NIP the inner tube. Inflate.

DR400/120, DR400/100,
DR400/2+2,
DR400/120D, DR400/125
DR400/140, DR400/140B,
DR400/160, DR400/160D,
DR400/180, DR400/180S,
DR400/180R
DR400/200R
DR400/500
DR400/
NGL
Main
wheels
1.8 bar 2.0 bar 2.0 bar 3.0 bar

e) Paint a red mark on the wheel perimeter and extend it onto the tyre wall. This
f) Lubricate the bearings if not sealed and the journals taking care not to get
grease on the brake disc or pads.
g) Slide the complete wheel onto the axle. Put on the wheel fairing bracket and fix
it.
h) Replace the outer caliper jaw and fix it with the two screws.
7.4.3 - Main wheel with drum brakes (fig. 7.6)
7.4.3.1 - Main wheel - removal (drum brake)
a) Jack up the aircraft so the wheels are completely clear of the ground. Release
the brakes.
b) Remove the wheel fairing.
c) Remove the wheel fairing bracket (1) by removing the tapered pin (2) secured
by the split pin (3).
d) Slide the complete wheel off the axle.
7.4.3.2 - Main wheel - dismantling (drum brake)
a) Deflate the inner tube completely.
b) Remove the four nuts and washers fastened to the studs (6) holding the
inboard (5) and outboard (9) wheel rims together. Separate the two parts.
7.4.3.3 - Main wheel - verification
a) Check all the components for wear, cracks and any faults.
b) Check the assembly studs (6) for weaknesses or faults.
c) Examine the tyre for cuts, faults or poor internal condition.
d) Check the condition of the valve and the inner tube (wear).
e) Check the brake drum for wear (ring in inboard wheel rim (5)).
f) Check the bearings (4) and journals.
7.4.3.4 - Main wheel - refitting (drum brake)
a) Fit the inner tube into the tyre, matching up the marks (red or yellow mark on
inner tube opposite red mark on tyre) and add talc. If there is no mark on the
inner tube, position the valve on the opposite side to the red tyre mark.
b) Fit the tyre and inner tube assembly onto the inboard wheel rim (5). Fit the
outboard wheel rim (9), inserting the valve into the hole provided.
c) Fit the washers (7) and nuts (8) onto the studs (6) and tighten them taking care
NOT TO NIP the inner tube. Inflate.

DR400/120, DR400/100,
DR400/2+2,
DR400/120D, DR400/125
DR400/140, DR400/140B,
DR400/160, DR400/160D,
DR400/180, DR400/180S,
DR400/180R
DR400/200R
DR400/500
DR400/
NGL
Main
wheels
1.8 bar 2.0 bar 2.0 bar 3.0 bar
d) Paint a red mark on the wheel perimeter and extend it onto the tyre wall. This
e) Lubricate the bearings (4) and journals taking care not to get grease on the
brake shoes (10) or the brake drum (internal part of wheel rim (5)).
f) Slide the complete wheel onto the axle. Put on the wheel fairing bracket (1) and
fix it with the tapered pin (2) which is secured by the split pin (3).


7.5 - FLUID AND HYDRAULIC LANDING GEAR - FILLING
(APR landing gear only)
7.5.1 - General points - precautions
- The level of fluid in the shock absorber also determines the volume of air and is
therefore decisive for optimum energy absorption.
- It is compulsory to fill the shock absorbers with the aircraft jacked up and the
wheels completely clear of the ground.
7.5.2 - Procedure
a) With no stress on the strut: deflate the shock absorber by depressing the valve,
then remove the valve core (tool).
b) Connect a flexible fluid line onto the valve tube and fill the shock absorber
completely with the recommended hydraulic fluid.
Drain any fluid from the flexible line (and reconnect).
c) Depress the strut (which expels the excess fluid) by the following amounts:
Nose gear shock absorber: 110 mm (approximately 1.15 litres remaining)
Main gear shock absorbers: 130 mm (approximately 0.6 litres remaining).
d) Drain any fluid from the flexible line and extend the oleo-strut fully: the quantity
of air is therefore the volume displaced by the oleo-strut stroke whose value
features in (c) above.
e) Refit the valve core with the appropriate tool. Inflate the shock absorber as
described in 7.5.3.
7.5.3 - Inflating
DR400/120,
DR400/100,
DR400/2+2,
DR400/120D,
DR400/125
DR400/140, DR400/140B,
DR400/160, DR400/160D,
DR400/180, DR400/180S,
DR400/180R
DR400/200R
DR400/500
DR400/
NGL
Nose landing
gear
4.0 bar 5.0 bar 6.5 bar 5.5 bar
Main landing
gear
6.0 bar 6.0 bar 10.0 bar 6.5 bar
- Inflate with no stress on the struts (aircraft jacked up).
- If the valve core has been removed, make sure the seal is airtight with a leak
detector product (or soapy water).
- Screw the valve cap on FINGER TIGHT ONLY - THE VALVE CAP MUST BE
FITTED.
7.6 - FAULT-FINDING
See table 7.1
th
, 2011 page 9 - 21

9.10 - ELECTRICAL PRIMER PUMP (fig. 9.5)
9.10.1 - Maintenance, general points
- Unscrew the pump base (bayonet) after snipping the safety wire and clean the
filter cartridge mesh (and decanting bowl for aircraft < 1988).
- The pump must be changed if it fails or there are doubts about its operation. It
cannot be repaired under any circumstances.
9.10.2 - Electrical pump - removal
a) Close the fuel valve and drain the part of the system between the valve and the
mechanical fuel pump via the fuel strainer drain valve.
b) Remove the fuel system inspection cover.
c) Disconnect the electrical leads to the anti-interference unit after noting their
position and remove the screw fastening the unit to the side of the recess.
d) Disconnect the two banjo unions from the electric pump.
e) Remove the two bolts fastening the electric fuel pump to the recess side
(captive nut on other side) and remove the pump.
9.10.3 - Electrical pump - installation
a) Position the pump in the recess under the fuselage and fix it with the two bolts.
b) Reconnect the two banjo unions to the electrical fuel pump inlet and outlet.
c) Fix the anti-interference unit to the side of the recess and reconnect the
electrical wires to the unit in the positions marked when removing.
d) Open the selector valve to make sure there are no leaks.
e) Refit the fuel system inspection cover and test the engine by running the
electric fuel pump and the fuel system in general.
9.11 - FUEL LINES, CONNECTIONS
Fitting with flared rigid pipe
Whenever removed, as a minimum, the pipe flares are to be examined very
carefully for any deformation or cracks which would affect mechanical soundness.
Fitting with biconcial olive (see fig. 9.6)
- These must be moderately tight (depending on design diameter).
- If deformed or leaking, the complete pipe must be changed as the olive is
crimped and cannot be removed.
Fittings with flat washers
Renew the flat washers each time they are removed.
Fittings with O-rings
Make sure the O-ring bearing surfaces are free from impurities, scratches and
deformations.
REMINDER: The O-rings used are all of appropriate quality for their purpose. USE
AVIONS ROBIN LISTED O-RINGS ONLY.


th
9.12 - TANK CAP

Figure 9.7

The tank cap assembly (P/N 52.11.34.030) consists of 4 parts:
1. The cap
2. The handle
3. The handle securing screw
4. The gasket

The handle is glued on the cap. The cap is drilled (air vent hole).

Figure 9.8

The assembly is done as follows:
o Install the handle on the cap by means of the screw.
o Slightly tighten the screw so as to allow modifying the position of the handle.
o Do not put the gasket in place.
o Set the cap on the tank filler neck (closed position).
o Direct the handle in flight direction, the bigger part of the handle towards the front
of the airplane.
o Mark the handle outline on the cap using a scribe.
th
, 2011 page 9 - 23
o Remove the cap from the tank.
o Prepare the area to be glued.
o Protect the cap with adhesive tape; leave the glue area free.
o Dry clean the area to be glued.
o Glue the handle on the cap with Epoxy adhesive and tighten the securing screw.
o Remove the protecting tape.
o Drill the air vent hole per following scheme: diameter 2.5 mm located at 20 mm
from the axis.

Figure 9.9
o Proceed to finishing (cleaning, painting) then insert the gasket.


th
9.13 - FAULT FINDING

FAULT CAUSE REMEDY
FUEL FAILS TO REACH
ENGINE
Obstruction in system
Electrical or mechanical fuel
pump failure
Selector valve not properly
open
Bleed and clean fuel system.
Check and replace if
necessary.
Check valve and valve
control.
FUEL GAUGE NOT
WORKING
Break in gauge electrical
circuit
Gauge indicator out of order
Float pierced and full of fuel
Circuit breaker tripped
Incorrect ground connection
Float or float arm detached
from sender unit
Check entire circuit and
repair.
Replace indicator
Renew float.
Check circuit and reset.
Check ground connection.
Check sender. Repair or
renew.
GAUGE WRONGLY
SHOWS TANK IS FULL
Sender conductor shorted to
ground
Check gauge sender electrical
circuit. Repair or renew.
NO FUEL PRESSURE
INDICATION
Valve out of order

Tank empty
Electrical or mechanical pump
defective
Defective pressure indicator
Check and replace if
necessary.
Check and fill.
Check each pump carefully.

Replace pressure indicator.
FUEL PRESSURE LOW
OR JERKY
Obstruction in circuit ahead of
pump
Electrical or mechanical pump
defective
Pump power supply failure
Check fuel system.

Check and renew if
necessary.
Check electric circuit and
repair.
UNIDENTIFIED LEAK Fuel pipe damaged or wrongly
fitted
Locate leak and repair.
LEAK FROM VALVE Damaged seals Send valve to repair centre.

TABLE 9.2 - FUEL SYSTEM FAULT FINDING
3rd edition - July 1995 Amendment 7 dtd May 17
th
, 2008 page 10 - 7
10.6 - WESTACH OIL TEMPERATURE INDICATOR.

In 2008, Magneti Marelli oil temperature indicators have been replaced by Westach oil
temperature indicators 2C9-2 or 2A9-2 (DET 040301). To make sure of the good aging of
these last ones, a follow-up of the evolution of their response curve is to be made at
intervals.

10.6.1 - General

The indicator verification periodicity is defined in the maintenance programme.
The follow-up consists in measuring the resistance which induces a definite movement of
the needle on the indicator then comparing it with the "reference" initial value.
The "reference" values are the values of resistance made by Apex Industries before the
installation of the indicator on the plane. They are supplied on the placard stuck on the
indicator.
When the difference between the measured values and the "references" values is greater
than 10 %, the indicator is considered as out of order.

10.6.2 - Mesurement

ALIMENTATION ou BATTERIE
POWER SUPPLY or BATTERIE
10 V < U < 15 V
+
-
Rsistance multitour
Multitour potentiometer
2000 ohms
Indicateur temperature huile
Oil temperature indicator
WESTACH 2C9-2
WESTACH 2A9-2
2
5
4

Installation diagram

SRemove indicator from airplane (pay attention to the spacer located under RH
lower screw).
SConnect the equipments. The power supply may be replaced with a battery. The
variable resistor must be adjustable from 0 to 2000 ohms at least (example:
Radiospare multitour potentiometre P/N. 5222996).
SCheck with multimetre that power supply voltage is between 10 and 15 VDC.
SAdjust the variable resistor in order to have 140F displayed on the indicator.
SDisconnect the resistor. Measure the value of resistance with multimtre. Log in the
table of results.
SRepeat measurement of the resistance for each of the following indications: 180,
200, 220 and 240 F, then log in the table of results.

page 10 - 8 Amendment 7 dtd May 17
th

Table of results (example)
Temp.
displayed
(F)
Resistance measured (ohms)
reference
meter
reading
reference
+ 10%
reference
- 10%
Meter
reading
2
Meter
reading
3
Meter
reading
4
Meter
reading
...
140
180
200
220
240
Date and
flight hours

SCheck resistance values at each check interval are within the range:
Reference - 10% Meter reading Reference + 10%

SWhen the values are not within the range reference 10%, replace the oil
temperature indicator.


st
12.6 - GENERAL POINTS - WIRING
12.6.1
The onboard electrical system is powered by the alternator with a direct current
supply. As the aircraft is made of wood, the ground is routed either by dedicated
cables or by shielded cables. A battery is included in the circuit to power the starter
and store energy in case of alternator failure. The battery and alternator power the
bus bar which supplies all the electrical equipment, except for the starter which
draws energy directly from the battery via the starter relay.
The system can be cut either by the manual battery cut-out or by a battery relay
operated by a switch on the instrument panel.
12.6.2 - Reminders
- All the circuits are protected by fuses or circuit breakers or by circuit breaker-
rocker switches, rated for the specific circuits.
- Cable cross-sections (gauges) are specific to each circuit and obviously cannot
be changed.
IMPORTANT: It is worth reiterating that the electrical cables must be fixed properly
to the structural components so that no strands can flap loose (vibrations cause
wear) or interfere with moving components (throttle, etc.).
- The electrical cables are usually numbered (except very short cables where
there is no chance of confusion). See the wiring diagram.
12.7 - WIRING DIAGRAMS
Refer to the wiring diagrams appended to this section.
- Diagram # 62.18.20 is applicable for DR400/160 & 180
S/N 2259, 2277, 2279 to 2282 inclusive, 2285, 2290 to 2292 inclusive and later
models.
- Diagram # 62.18.21 is applicable for DR400/120, 140B & 180R
S/N 2257, 2266, 2270 to 2275 inclusive, 2283, 2284, 2286, 2288, 2289 and later
models.
For earlier modes, refer to the wiring diagrams provided with the aircraft
documentation.
NOTE: Aircraft with S/N earlier than those above but built after 1988 may be
repaired with these diagrams except for the wiring of the fuel pressure
measurement system.
- Diagram # 62.18.16 shows the optional electrical rudder trim circuit and is also
applicable for the DR400/200R.
- Diagram # 62.18.15 is applicable for DR400/200R manufactured since October
2006 (refer to section 16).
- Diagrams # 62.18.28ind... are applicable for DR400/120, DR400/140B &
DR400/180R manufactured since October 2006 (sn 2608, 2610 inclusive and
later). Refer to diagram for serial numbers concerned.
- Diagrams # 62.18.29ind... are applicable for DR400/160 and DR400/180
manufactured since October 2006. Refer to each diagram for serial numbers
concerned.

page 12 - 22 Amendment 3 dtd December 14
th
ITEM LIST FOR DRAWING 62-18-28-ind3 AND 62-18-29-IND3

Ite
m
French designation English designation
1 DEMARREUR STARTER
2 ALTERNATEUR ALTERNATOR
3 BATTERIE BATTERY
4 RELAIS BATTERIE BATTERY RELAY
5 RELAIS DEMARREUR STARTER RELAY
6 SONDE TEMPERATURE D'HUILE OIL TEMPERATURE PROBE
7 TRANSMETTEUR PRESSION D'HUILE OIL PRESSURE SENDER
8 TRANSMETTEUR PRESSION D'ESSENCE FUEL PRESSURE SENDER
9 MANOCONTACT PRESSION D'ESSENCE FUEL PRESSURE SWITCH
10 FILTRE MAGNETOS MAGNETO FILTER
11 MAGNETOS MAGNETOS
12 CONNECTEUR CLOISON 3 BROCHES BULKHEAD CONNECTOR 3 PINS
22 FEUX NAVIGATION ARRIERE TAIL NAVIGATION LIGHT
23 ECLAIRAGE CABINE CABIN LIGHTS
24 CENTRALE ANTI-COLLISION ANTI-COLLISION POWER SUPPLY
25 LAMPE ANTI-COLLISION STROBE LIGHT
26 PHARES LANDING AND TAXI LIGHTS
27 REGULATEUR DE TENSION VOLTAGE REGULATOR
28 BOUTON DEMARREUR STARTER PUSH-BUTTON
29 DETECTEUR DE DECROCHAGE STALL WARNING SWITCH
30 FEU NAV DROIT RIGHT NAVIGATION LIGHT
31 FEU NAV GAUCHE LEFT NAVIGATION LIGHT
32 BREAKERS CIRCUIT-BREAKERS
33 FUSIBLES FUSES
34 INTERRUPTEURS DISJONCTEURS CIRCUIT-BREAKERS
35 SELECTEUR MAGNETOS MAGNETO SELECTOR SWITCH
36 LAMPE ECLAIRAGE VISIERE ANTIGLARE LIGHTS
37 CENTRALE ECLAIRAGE LIGHTING ASSEMBLY
38 INTERRUPTEUR RADIO RADIO SWITCH
39 POMPE ESSENCE FUEL PUMP
40 JAUGEUR ESSENCE FUEL GAUGE
41 AVERTISSEUR SONORE DECROCHAGE STALL WARNING BUZZER
42 CONTACTEUR FIN DE COURSE VOLETS FLAP EXTENDED SWITCH
43 BORNIER CONNECTING STRIP

1
2
3
4
5
6
7
8
D C B A E F G
H
L K J I M N O
P
1
2
3
4
5
6
7
8
D C B A E F G
H
L K J I M N O
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Rev Description de lvolution Date Dessinateur Vrificateur Dossier
APEX AIRCRAFT
1 route de Troyes
21121 DAROIS
Echelle :
Sans
Masse :
Format :
Tolrences non spcifies :
Pices symtrique :
Aucune
Aucune
Systme ATA :
Rfrence : Dsignation :
Page 1/1 Ce plan est la proprit dAPEX AIRCRAFT et ne peut tre communiqu ou reproduit sans autorisation
A1
Documents associs :
- Spcifications de marquage . . . . . . .1001653-A
- Spcification matire . . . . . . . . . . . . .Aucune
- Spcification traitement de surface . .Aucune
- Spcification soudure . . . . . . . . . . . . Aucune
3 CIRCUIT ECLAIRAGE CABINE 05/10/2006 GDO
62-18-28-IND3
DR400/120/140B/180R
SCHEMA ELECTRIQUE GENERAL
1 2
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54 G22
79 G18
78 G18
77 G18
76 G18
75 G18
74 G18
73 G18
72 G18
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OPTION
COMPTEUR
D'HEURE
PLAN : 62-18-23
3
1
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2
2
6
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3 4 5 6 7 8 9 10 1 2 11
BARRETTE DE VOYANTS
PRISE Ca
P
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S
S
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S
S
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4
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5
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2
3
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2
2
M
A
S
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E
N
3
REPERAGE FIL
N FIL GAUGE
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1
8
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2
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1 2 3
Pr.ise M
D G
1 2 3 4 5 6 7 8 9 10 11
Prise A
1
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8
5
G
2
2
6
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2
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7
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ALT
+
F1
F2
G2
DEM.
RELAIS
DEM.
RELAIS
BATTERIE
BATT.
MASSE
MOTEUR
1 2 3 4
Prise G
1
2
G
8
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0
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8
1
1
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1 2 3 4 5 6
Prise B
1
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4
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1
8
3
2
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2
2
3
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M
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27
1 2 3 4 5 6 7 8
PITOT C.
Voilure gauche
1 2
Pr. S
6
7
G
1
8
POMPE
ESS.
-
+
M
A
S
S
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2
4
2
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8
4
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1
6
4
0
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6
4
4
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6
M
A
S
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3
M
A
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2
22
31
26
51
F
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OPTION
1 2 3 4 5 6 7 8 9 10 11 12
Prise F
4
1
G
2
0
4
2
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1
8
6
3
G
2
2
5
1
G
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VOLETS
17
25
17 24
16
MASSE N3
6
5
G
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3
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1 2 3 4
Prise D
4
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1 2 3 4 5 6
Prise E
3
3
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5
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3
8
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1
53
40
SONDE
TEMP. EXT.
JAUGEUR
PRINCIPAL
1 2
Pr. S
52
RESERVOIR
SUPPLEM.
OPTION
M
A
S
S
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B
A
N
D
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A
U
S
U
P
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R
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8 11 5 6 4
PRISE Q A B E D
BROCHES 2 5 3 4 2
PRISE S K H T P
BROCHES 6 6 2
PRISE R Fa Cb
BROCHES
11 G8
MASSE N1 MASSE N2 MASSE N3
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34
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16
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16
19
M
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1
6
7
8
2
3
5
4
1
9
15
16
28
16 21
18
30
29
41
O
P
T
I
O
N
6
8
G
2
2
SONDE de
DECROCHAGE
FEUX NAV
DROIT BLEU
OPTION
CROCHET
CPF
Prise R
CE PLAN VALABLE A PARTIR DE L'AVION N2608
49
21
13 14
54 G22
68 G22
52 G22
5
4
G
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1 2
Pr. Ecl
5
4
G
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2
0
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16
6 5 4 3 2 1
8
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PRISE X
8
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F
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19
CENTRALE ECLAIRAGE
0
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2
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1
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G
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4
G
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0
G
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37
b c a
23
17
Eclairage
H.P.
Prises
radio
REP DESIGNATION
1 DEMARREUR
2 ALTERNATEUR
3 BATTERIE
4 RELAI BATTERIE
5 RELAI DEMARREUR
6 SONDE TEMPERATURE D'HUILE
7 TRANSMETTEUR PRESSION D'HUILE
8 TRANSMETTEUR PRESSION D'ESSENCE
9 MANOCONTACT PRESSION D'ESSENCE
10 FILTRE MAGNETOS
11 MAGNETOS
12 CONNECTEUR CLOISON 3 BROCHES
14
CONNECTEUR CLOISON 4 BROCHES Amphenol
Aerospace 3102A-22
22 FEUX NAV ARRIERE
23 ECLAIRAGE CABINE
24 CENTRALE ANTI-COLLISION
25 LAMPE ANTI-COLLISION
26 PHARES
27 REGULATEUR DE TENSION
28 BOUTON DEMARREUR
29 DETECTEUR DE DECROCHAGE
30 FEU NAV DROIT (BLEU)
31 FEU NAV GAUCHE (ROUGE)
BREAKER 2,5A
BREAKER 7,5A
BREAKER 40A
BREAKER 60A
FUSIBLE 1A
FUSIBLE 3A
INTERRUPTEUR DISJONCTEUR 4A NOIR
INTERRUPTEUR DISJONCTEUR 6A ROUGE
INTERRUPTEUR DISJONCTEUR 8A BLANC
35 SELECTEUR MAGNETOS
36 LAMPE ECLAIRAGE VISIERE
37 CENTRAALE ECLAIRAGE
38 INTERRUPTEUR RADIO
39 POMPE ESSENCE
40 JAUGEUR ESSENCE
41 AVERTISSEUR SONORE DECROCHAGE
42 CONTACTEUR FIN DE COURSE VOLETS
43 BORNIER
32
33
34
5
5
G
2
2
DET 060602R1 PMO
3rd Edition - July 1995
Amendment 3 dtd December 14th, 2006
page 12-23
1
2
3
4
5
6
7
8
D C B A E F G
H
L K J I M N O
P
1
2
3
4
5
6
7
8
D C B A E F G
H
L K J I M N O
P
Rev Descriptiondelvolution Date Dessinateur Vrificateur Dossier
APEX AIRCRAFT
1routedeTroyes
21121DAROIS
Echelle:
Sans
Masse:
Format:
Tolrencesnon spcifies:
Picessymtrique:
Aucune
Aucune
Systme ATA :
Rfrence: Dsignation :
Page1/1 Ceplan estlapropritdAPEX AIRCRAFT etnepeuttrecommuniquou reproduitsansautorisation
A1
Documentsassocis:
-Spcificationsdemarquage.......1001653-A
-Spcification matire.............Aucune
-Spcification traitementdesurface..Aucune
-Spcification soudure............ Aucune
4 REGULATEURDETENSION 25/07/2007 GDO
62-18-28-IND4
DR400/120/140B/180R
SCHEMA ELECTRIQUEGENERAL
12
Pr.DM
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OPTION
COMPTEUR
D'HEURE
PLAN:62-18-23
3
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Prise A
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DEM.
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MOTEUR
1234
PriseG
1
2
G
8
1
0
G
8
1
1
G
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123456
PriseB
1
G
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8
4
G
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8
3
2
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2
3
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2
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27
12345678
PITOT C.
Voiluregauche
12
Pr.S
6
7
G
1
8
POMPE
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M
A
S
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4
2
G
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8
4
3
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6
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6
4
4
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M
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3
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22
31
26
51
F
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OPTION
123456789101112
PriseF
4
1
G
2
0
4
2
G
1
8
6
3
G
2
2
5
1
G
2
2
1
2
B
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A
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BLEUCiel
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C
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O
P
T
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N
)
F
E
U
X
D
E
Q
U
E
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switch
VOLETS
17
25
17 24
16
MASSEN3
6
5
G
2
2
2
G
2
2
3
G
2
2
1234
PriseD
4
2
G
1
8
2
3
G
2
2
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PriseE
3
3
G
2
2
3
5
G
2
2
5
2
G
2
2
3
8
G
2
2
M
A
S
S
E
1
53
40
SONDE
TEMP.EXT.
JAUGEUR
PRINCIPAL
12
Pr.S
52
RESERVOIR
SUPPLEM.
OPTION
M
A
S
S
E
B
A
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bca
23
17
Eclairage
H.P.
Prises
radio
REP DESIGNATION
1 DEMARREUR
2 ALTERNATEUR
3 BATTERIE
4 RELAI BATTERIE
5 RELAI DEMARREUR
10 FILTRE MAGNETOS
11 MAGNETOS
14
Aerospace 3102A-22
22 FEUX NAV ARRIERE
23 ECLAIRAGE CABINE
26 PHARES
28 BOUTON DEMARREUR
BREAKER 2,5A
BREAKER 7,5A
BREAKER 40A
BREAKER 60A
FUSIBLE 1A
FUSIBLE 3A
37 CENTRAALE ECLAIRAGE
39 POMPE ESSENCE
40 JAUGEUR ESSENCE
43 BORNIER
32
33
34
5
5
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2
2
DET 070306 PMO
CEPLANVALABLE: AVION>N2615
Issue 3 - July 1995
Amendment 8 dtd July 01, 2008
Page 12-23a
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D C B A E F G
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L K J I M N O
P
APEX AIRCRAFT
1 route de Troyes
21121 DAROIS
Echelle :
Sans
Masse :
Format :
Tolrance non spcifies :
Pices symtrique :
Aucune
Aucune
Systme ATA :
A1
Documents associs :
4 CORRECTION CIRCUIT JAUGEUR DROIT 09/02/2007 GDO
62-18-29-IND4
DR400/160/180
1 2
Pr. DM
B
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CENTRALE ECLAIRAGE
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37
b c a
23
17
Eclairage
H.P.
Prises
radio
REP DESIGNATION
1 DEMARREUR
2 ALTERNATEUR
3 BATTERIE
4 RELAI BATTERIE
5 RELAI DEMARREUR
10 FILTRE MAGNETOS
11 MAGNETOS
14
Aerospace 3102A-22
22 FEUX NAV ARRIERE
23 ECLAIRAGE CABINE
26 PHARES
27 REGUALTEUR DE TENSION
28 BOUTON DEMARREUR
BREAKER 2,5A
BREAKER 7,5A
BREAKER 40A
BREAKER 60A
FUSIBLE 1A
FUSIBLE 3A
37 CENTRALE ECLAIRAGE
39 POMPE ESSENCE
40 JAUGEUR ESSENCE
43 BORNIER
32
33
34
5
5
G
2
2
DET 070203 PMO
Amendment 5 dtd June 01st, 2007
Page 12-24
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Rev Descriptiondelvolution Date Dessinateur Vrificateur Dossier
APEX AIRCRAFT
1routedeTroyes
21121DAROIS
Echelle:
Sans
Masse:
Format:
Tolrancenon spcifies:
Picessymtrique:
Aucune
Aucune
Systme ATA :
Rfrence: Dsignation :
Page1/1 Ceplan estlapropritdAPEX AIRCRAFT etnepeuttrecommuniquou reproduitsansautorisation
A1
Documentsassocis:
-Spcificationsdemarquage.......1001653-A
-Spcification matire.............Aucune
-Spcification traitementdesurface..Aucune
-Spcification soudure............ Aucune
5 REGULATEURDETENSION 25/07/2007 GDO
62-18-29-IND5
DR400/160/180
SCHEMA ELECTRIQUEGENERAL
12
Pr.DM
B
O
U
T
O
N
D
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D
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M
A
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54G22
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78G18
77G18
76G18
75G18
74G18
73G18
72G18
71G18
111256123478910
PriseQ
4
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6
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BALISEDE
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4
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DET070306 PMO
REP DESIGNATION
1 DEMARREUR
2 ALTERNATEUR
3 BATTERIE
4 RELAI BATTERIE
5 RELAI DEMARREUR
10 FILTRE MAGNETOS
11 MAGNETOS
14
Aerospace 3102A-22
22 FEUX NAV ARRIERE
23 ECLAIRAGE CABINE
26 PHARES
28 BOUTON DEMARREUR
BREAKER 2,5A
BREAKER 7,5A
BREAKER 40A
BREAKER 60A
FUSIBLE 1A
FUSIBLE 3A
32
33
34
39 POMPE ESSENCE
40 JAUGEUR ESSENCE
43 BORNIER
44 INDICATEUR PRESSION ESSENCE
45 INDICATEUR PRESSION HUILE
46 VOLTMETRE
47 INDICATEUR NIVEAU ESSENCE
48 INDICATEUR TEMPERATURE HUILE
49 VOYANT D'ALERTE
50 RELAI MAGNETO (option helice bois)
51 PITOT CHAUFFANT (OPTION)
52 JAUGE RESERVOIR SUPPL. (OPTION)
53 KIT TEMPERATURE EXTERIEURE
54 INDICATEUR ESSENCE SUPPL. (OPTION)
55 INDICATEUR ESSENCE GAUCHE (OPTION)
56 INDICATEUR ESSENCE DROIT (OPTION)
57 JAUGE RESERVOIR GAUCHE
58 JAUGE RESERVOIR DROIT
59 PLATINE SWITCHES SELECTION ESSENCE
Issue 3 - July 1995
Amendment 8 dtd July 01, 2008
Page 12 - 24a

th
15.13 - AUTOPILOT SYSTEM 20/30
15.13.1 - General

AUTOPILOT
MASTER SWITCH
S-TEC
SYSTEM 20
Absolute
Pressure
Transducer
Auto Pilot
Disconnect
Switch
ALT
ON/OFF
Pitch computer
module
Roll Servo
Pitch Servo
SYSTEME 30
Option
Audio
Warning
Device
HSI (option) Directional Gyro
Remote Altitude
Engage / Disengage
switch
VOR/LOC/glideslop
e
Indicator
th
, 2007 page 15 - 21
The S-TEC system 30 is a two axis automatic pilot (AP) that uses the tilted gyroscope of
the turn coordinator as sensor of roll and rate of turn. For pitch control, it bases itself on
data of the built-in accelerometer of the pitch computer and a pressure transducer. The
turn coordinator incorporates an anomaly detector (electric power supply, speed of
rotation of the gyroscope).

Heading track mode can be installed in option, as well as the elevator electric trim.

The S-TEC system 20 is similar to system 30, apart from the pitch control system.

1. Turn coordinator, mode and display selector

2. Annunciator panel

3. RDY green light
Comes on when AP can be engaged. If the AP disconnects, the light flashes with a
five-second audible beeping tone.

4. AP switch-off and mode select knob

With each push on this knob, any one of the four modes is engaged sequentially, from
left to right, starting with the ST mode (stabilizer) and finishing with the HI TRK mode
(tracking of a route with a high gain).
AP is disconnected by pressing and holding the push mode select knob for more than
2 seconds.
2
3
4 6
7
8
9
10
11
13
12
AP
OFF
1
14
(option)
13
5

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In ST mode, when turned left or right, it sends a proportional turn command to the AP
up to a standard turn rate.

5. Engage/disengage button for Altitude hold

This button (on the stick) is used to engage/disengage the altitude hold.
The ALT blue light comes on when ALT mode is engaged.

6. HD heading tracking mode
Used to select a heading by means of the heading bug of the directional gyro.

7. TRK(Not connected on this airplane)
Tracking of a VOR or GPS navigation route, in Lo gain (low) or Hi gain (high)
according to the expected response. Use Lo in cruise, Hi in cruise for a more precise
tracking and in GPS mode.

8. TRIM UP (*) light
Comes on to indicate the aircraft requires UP trim.

9. TRIM DN (*) light
Comes on to indicate the aircraft requires DOWN trim.

10. ALT (*) blue light
Comes on when Altitude mode is engaged.

11. Red flag window
Indicates that voltage is not adequate.

12. AP ON/OFF switch, located on the instrument panel.

13. AP ON/OFF switch, located on the stick.

(*) System 30 only
15.13.2 - Pitch servo-motor
The servo-motor is fixed to metal brackets behind the baggage compartment just
above the fuselage inspection hatch and acts on the "nose-down" cable.
The capstan is on the right hand side of the aircraft centre line and a guide keeps
the nose-down cable clear of the capstan.
15.13.3 - Roll servo-motor
The servo-motor is fixed to brackets on the rear of the wing spar and can be
reached via a rectangular cover on the wing lower surface to the left of the L/H
main landing gear. A guide keeps the aileron cable clear of the capstan.
15.13.4 - Pitch and roll servo-motor - checks
- Check the cable clips are properly tight while making sure the main cables are
not damaged.
- Make sure the servo-motor is properly fastened to its bracket and that the
retaining strengtheners are sound.
st
, 2008 page 15 - 23

15.13.5 - Trim servo-motor (optional)
- The servo-motor is fixed to a vertical bracket ahead of the fuselage inspection
hatch.
- The trim control unit drive is actuated by two drive pins located in the coupling
socket between the servo motor and unit. The servo-motor may be removed by
simply extracting the four screws holding it to the bracket.
- It is advisable to grease the mesh unit regularly (by removing the plugs) with the
grease recommended in Section 3.
15.13.6 - Adjustment of the friction of the clutch system
- Make sure the thin cable is properly rolled on the capstan and is taut.
- Check the cable clips do not restrict the full deflection of the flight control they
are attached to.
- The capstan is driven by a friction clutch system allowing the pilot to override the
automatic pilot. This friction is adjusted with spring washers, the number of which
defines the strain and is rated according to the table below:

Number of
spring
washers
Number of
separating
washers
Slippage torque
Servo type
(tension
washer p/n
1253-1)
(shim washer
p/n 1205-S5-00)
daN.m Inch.lb Ft.lb
Pitch
0107-P4
2 1 0.46 0.01 40 1 3.33
Roll
0105-R2
2 1 0.50 0.01 43 1 3.62
Stabilator
trim (*)
0105-T3
2 1 0.34 0.01 30 1 2.42

(*) as necessary.

15.13.7 - Ground test and in-flight test

Operational ground and in-flight tests, described in this chapter,are issued from S-TEC
bulletin no. 700 and Apex Aircraft procedures.

These tests are performed before return to flight and during acceptance flight.


th

1.1. Ground tests

1. Master switch on
2. AP switching on (breaker switched on, AP master switch "ON")
Check of the self-test of the roll computer
All lights illuminates, alert tone beeps, then all lamps extinguish one after the other.

During self-test, the pitch computer will be on (stiff stick).

At the end of self-test:
- all lamps extinguish,
- none of the servos are actuated. Stick free
- no alert tone
- green RDY light illuminates (gyro of turn coordinator is operating)

3. ST Mode
After the RDY light illuminates, press and release the select knob of the roll computer.
"ST" lamp illuminates, clutch of the servo is operating.
Rotate turn knob left or right, the roll servo is actuated and the stick moves respectively.

4. HDG Mode
After ST mode, press once more on the select knob of the roll computer to engage the
heading mode ; HDG lamp illuminates (ST lamp is off).
The clutch of the servo stays operating.
Rotate heading bug left or right to observe the stick moving respectively.

5. NAV Mode
After HDG mode, press once more on the select knob of the roll computer to engage the
NAV TRK LO mode ; lamp illuminates (HDG lamp is off).
The clutch of the servo stays operating.
Using the NAV401 test bench connected to the AP, make the VOR indicator needle vary
left and right from the zero position and observe the stick moves respectively showing
servo operates properly.
Do the same test with TRK HI mode (High gain)
To do so, press again on the select knob of the roll computer.

6. Ajustment of roll control in NAV mode
Set VOR indicator to zero: if stick moves, servo actuated, it is possible to stop the servo
for a VOR zero indication, by means of the 3-turn potentiometer located under the
fastening screw on right hand down position of the roll computer.

7. Altitude hold mode
Press blue button on pilot stick to engage altitude mode. Blue "ALT" indicator light
illuminates.
The clutch of the pitch servo in actuated (stiff stick).
If stick is pushed for more than one second, the alert tone will beep and the Trim Up light
illuminates.
Do the same in pulling the stick to check the Trim dn annunciates.
th
, 2007 page 15 - 25
Disconnect the Altitude hold mode by pressing once more on the ALT button on the pilot
stick: the blue ALT light extinguishes.

Set the test bench to adjust the depression for 1000 feet altitude. Permit the altitude to
stabilize, the stick must not move.
Slightly increase altitude, stick must move forward.
Slightly decrease altitude, stick must move aft.

Press on AP disconnect button to disconnect AP.
The clutches of the servos are no longer actuated.
All lights extinguish and green RDY light goes on.
Computers are supplied but do not control the servos.

To switch off completely the AP, switch AP master switch to the OFF position.

1.2. Flight test

Test of AP at holding point, before lining up.

Level flight, calm atmosphere.

Select "ST" mode with control knob of roll computer. Do a standard rate turn.
Come back to level flight.
Set the heading bug to center on the directional gyro and engage "HD" mode.

Set a desired heading on VOR indicator and set the heading bug for same heading.
Engage NAV (TRK LO) mode and permit the airplane to settle on that heading.
Check and adjust if necessary, the "roll center" (behind instrument screw, down right hand
position of roll computer) to fly with the needle centered on the Nav indicator.

Engage HDG mode and observe the heading bug is well centered within +/- 3.

Check of tracking.
Select a desired heading and check that interception is done at 45angle.

Check of altitude holding.
Engage "ALT" mode when reaching the desired altitude.
Check altitude displayed after tracking.

Check of AP mode disconnect.
Observe AP disconnects (servo no longer operating), Green RDY light illuminates after
pressing the on/off switch on the stick.


th

INTENTIONALLY LEFT BLANK

page 16 - 24 Amendment 3 dtd 14
th
December, 2006 3rd edition - July 1995

ITEM LIST FOR DRAWING 62-18-15-ind3 "Schma lectrique gnral DR400/200R"

Item French designation English designation
1 DEMARREUR STARTER
2 ALTERNATEUR ALTERNATOR
3 BATTERIE BATTERY
4 RELAIS BATTERIE BATTERY RELAY
5 RELAIS DEMARREUR STARTER RELAY
6 SONDE TEMPERATURE D'HUILE OIL TEMPERATURE PROBE
7 TRANSMETTEUR PRESSION D'HUILE OIL PRESSURE SENDER
9 MANOCONTACT PRESSION D'ESSENCE FUEL PRESSURE SWITCH
10 FILTRE MAGNETOS MAGNETO FILTER
11 MAGNETOS MAGNETOS
22 FEUX NAVIGATION ARRIERE TAIL NAVIGATION LIGHT
23 ECLAIRAGE CABINE CABIN LIGHTS
24 CENTRALE ANTI-COLLISION ANTI-COLLISION POWER SUPPLY
25 LAMPE ANTI-COLLISION STROBE LIGHT
26 PHARES LANDING AND TAXI LIGHTS
27 REGULATEUR DE TENSION VOLTAGE REGULATOR
28 HAUT-PARLEUR LOUD SPEAKER
29 DETECTEUR DE DECROCHAGE STALL WARNING SWITCH
30 FEU NAV DROIT RIGHT NAVIGATION LIGHT
31 FEU NAV GAUCHE LEFT NAVIGATION LIGHT
32 BREAKERS CIRCUIT-BREAKERS
34 INTERRUPTEURS DISJONCTEURS CIRCUIT-BREAKERS
35 SELECTEUR MAGNETOS MAGNETO SELECTOR SWITCH
36 ECLAIRAGE VISIERE ANTIGLARE LIGHTS
37 CENTRALE ECLAIRAGE LIGHTING ASSEMBLY
39 POMPE ESSENCE FUEL PUMP
40 JAUGEUR ESSENCE FUEL GAUGE
41 AVERTISSEUR SONORE DECROCHAGE STALL WARNING BUZZER
42 CONTACTEUR FIN DE COURSE VOLETS FLAP EXTENDED SWITCH
43 BORNIER CONNECTING STRIP
45 INDICATEUR DE PRESSION D'HUILE OIL PRESSURE INDICATOR
46 VOLTMETRE VOLTMETER
47 INDICATEUR DE NIVEAU D'ESSENCE FUEL LEVEL INDICATOR

1
2
3
4
5
6
7
8
D C B A E F G
H
L K J I M N O
P
1
2
3
4
5
6
7
8
D C B A E F G
H
L K J I M N O
P
APEX AIRCRAFT
1 route de Troyes
21121 DAROIS
Echelle :
Sans
Masse :
Format :
Tolrences non spcifies :
Pices symtrique :
Aucune
Aucune
Systme ATA :
A1
Documents associs :
3 CIRCUIT ECLAIRAGE CABINE 05/10/2006 GDO
62-18-15-IND3
DR400/200R
DET 060602R1
1
2
3
4
P
r
i
s
e
T
54 G22
MASSE N2
96 G18
5 6 1 2 3 4 7 8 9 10 11 12
Prise Q
4
3
G
1
6
M
A
S
S
E
N
1
1
4
G
1
2
4
4
G
1
6
4
1
G
1
6
4
2
G
1
6
4
2
G
1
6
4
2
G
1
6
4
0
G
1
6
6
4
G
2
2
2
G
2
2
3
G
2
2
2
G
2
2
3
G
2
2
BALISE DE
DETRESSE
(option)
4
G
1
8
1
4
G
1
2
6
A
1
4
G
1
2
6
7
G
1
8
8
A
M
A
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N
1
2
1
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1
2
2
2
G
1
8
6
A
5
1
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2
2
1
4
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1
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1
4
G
1
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1
4
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1
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1
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1
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1
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8
1
0
G
8
7
0
A
2
8
G
2
2
7
,
5
A
2
9
G
2
2
2
A
6
9
G
2
2
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2
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M
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D
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5
2
G
2
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6
8
G
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++
-
++
-
++ -
+
-
+
-
2
9
G
2
2
7
G
2
2
6
G
2
2
3
5
G
2
2
3
3
G
2
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P
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M
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A
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G
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S
S
P
1 2 3
Pr.ise H
1
9
G
2
2
2
9
G
2
2
MASSE N2
M
A
S
S
E
N
2
OPTION
COMPTEUR
D'HEURE
PLAN : 62-18-23
3
1
G
2
2
6
9
G
2
2
2
4
G
2
2
1
2
P
r
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1
2
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.
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D
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V
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A
G
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P
T
I
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N
3 4 5 6 7 8 9 10 1 2 11
BARRETTE DE VOYANTS
PRISE Ca
49
P
R
E
S
S
I
O
N
E
S
S
E
N
C
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D
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M
A
R
R
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A
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G
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P
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21
1
6
G
2
2
1
8
G
2
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5
G
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1
9
G
2
2
3
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G
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3
8
G
2
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6
3
G
2
2
6
4
G
2
2
6
5
G
2
2
3
0
G
2
2
M
A
S
S
E
N
3
REPERAGE FIL
N FIL GAUGE
G
1
8
13
G
1
8
1 2 3
Pr.ise M
D G
1 2 3 4 5 6 7 8 9 10 11
Prise A
1
G
1
8
5
G
2
2
6
G
2
2
7
G
2
2
1
6
G
2
2
ALT
+
F1
F2
DEM.
RELAIS
DEM.
RELAIS
BATTERIE
BATT.
MASSE
MOTEUR
1 2 3 4
Prise G
1
2
G
8
14
1 2 3 4 5 6
Prise B
1
G
1
8
4
G
1
8
3
2
G
2
2
3
1
G
2
2
M
A
S
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N
1
P
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6
1
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4
0
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1
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.
(
B
L
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)
+
R
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R
(
R
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)
+
D
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C
.
P
A
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N
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(
V
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)
V
O
Y
A
N
T
C
H
A
R
G
E
(
B
L
A
N
C
)
M
A
S
S
E
(
N
O
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R
)
27
1
2
P
r.
S
6 7 G 1 8
P
O
M
P
E
E
S
S
.
-
+
MASSE N2
F
E
U
X
D
E
Q
U
E
U
E
8 11 5 6 4
PRISE Q A B E D
BROCHES 2 5 3 4 2
PRISE S K H T P
BROCHES 6 6 2
PRISE R Fa Cb
BROCHES
11 G8
P
R
I
S
E
G
B
R
O
C
H
E
3
53
40
SONDE
TEMP. EXT.
JAUGEUR
PRINCIPAL
1 2 3 4 5 6 7 8
PITOT C.
Voilure gauche
4
2
G
1
8
4
3
G
1
6
4
0
G
1
6
4
4
G
1
6
M
A
S
S
E
N
3
31
26
51
F
E
U
X
N
A
V
R
O
U
G
E
G
A
U
C
H
E
P
H
A
R
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S
OPTION
20
18
P
H
A
R
E
1
0
A
P
H
A
R
E
1
0
A
A
N
T
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O
L
4
A
F
.
N
A
V
.
8
A
P
I
T
O
T
8
A
21
34
32
19
48 45
46
55
47
43
16
16
17
35
12
10
11
3
9
A
v
e
r
t
i
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s
e
u
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d
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d
c
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c
h
a
g
e
2
4
G
2
2
2
3
G
2
2
6
7
8
2
3
5
4
1
9
15
1
6
41
O
P
T
I
O
N
6
8
G
2
2
22
4
1
G
2
0
4
2
G
1
8
6
3
G
2
2
5
1
G
2
2
M
A
S
S
E
N
3
6
5
G
2
2
switch
VOLETS
42
1
2
B
O
I
T
I
E
R
A
N
T
I
C
O
L
A
B
C
NOIR
BLANC
ROUGE
A
B
C
TRESSE
BLEU F.
BLEU Ciel
NOIR
BLANC
ROUGE
FLASH
17
25
17 24
16
NOIR
ROUGE
1 2 3 4
Prise D
4
2
G
1
8
2
3
G
2
2
M
A
S
S
E
N
1
18
30
29
SONDE de
DECROCHAGE
FEUX NAV
DROIT BLEU
CPF
M
A
S
S
E
B
A
N
D
E
A
U
S
U
P
E
R
I
E
U
R
36
5
5
G
2
2
Rel
Bat
R
L
GRD
1
7
G
1
8
2
8
G
1
8
MASSE
MOTEUR
+
-
1
2
G
8
1
8
G
2
2
1 2 3 4 5 6
Prise E1
19
1 2 3 4
Prise E2
M
A
S
S
E
N
1
3
5
G
2
2
3
8
G
2
2
5
2
G
2
2
M
A
S
S
E
N
1
3
3
G
2
2
1
7
G
1
8
2
2
G
1
8
1 2
Pr. S
52
RESERVOIR
SUPPLEM.
OPTION
16
1
0
G
2
70A 32
G2
1 2 3 4 5 6
Prise Fa
1 2 3 4 5 6
Prise Fb
4
1
G
2
0
0
G
2
0
6
3
G
2
2
0
G
2
2
5
1
G
2
2
REMORQUAGE
TEMOIN
CBLE
28
C
H
A
R
G
E
7
0
A
B
A
T
2
A
2
A
8
0
G
2
2
A
B
C
C
O
M
M
A
D
E
D
'E
C
L
A
I
R
A
G
E
1
A
8
1
G
2
2
1
A
8
2
G
2
2
3
A
A C B
7
,
5
A
2
A
2
0
A
OPTION
RADIO
7
,
5
A
VOLET CAPOT
PLAN 62 18 17
92 G18
TRIM
PLAN 62 18 16
137 G16
134 G16
ENROULEUR DE
CBLE OPTION
PLAN 62 18 18
8
0
G
2
2
8
1
G
2
2
8
2
G
2
2
ECLAIRAGE
INSTRUMENTS
4
0
A
A
V
I
O
N
I
Q
U
E
38
54 G22
62
6 5 4 3 2 1
8
2
G
2
2
8
1
G
2
2
PRISE X
8
0
G
2
2
5
1
G
2
2
M
F
5
4
G
2
2
19
CENTRALE ECLAIRAGE
0
G
2
0
8
2
G
2
2
8
1
G
2
2
8
0
G
2
2
5
1
G
2
2
5
4
G
2
2
0
G
2
0
37
b c a
23
17
Eclairage
H.P.
Prises
radio
REP DESIGNATION
1 DEMAREUR
2 ALTERNATEUR
3 BATTERIE
4 RELAI BATTERIE
5 RELAI DEMARREUR
9 MANOCONTACT PRESSION ESSENCE
10 FILTRE MAGNETOS
11 MAGNETOS
22 FEUX NAV ARRIERE
23 LAMPE ECLAIRAGE CABINE
26 PHARES
28 HAUT-PARLEUR
30 FEUX NAV DROIT (BLEU)
31 FEUX NAV GAUCHE (ROUGE)
32 BREAKER 1A
BREAKER 2A
BREAKER 3A
BREAKER 7,5A
BREAKER 20A
BREAKER 70A
34 INTERRUPTEUR-DISJ. 4A NOIR
INTERRUPTEUR-DISJ. 6A ROUGE
INTERRUPTEUR-DISJ. 8A BLANC
INTERRUPTEUR-DISJ. 8A NOIR
INTERRUPTEUR-DISJ. 10A NOIR
36 ECLAIRAGE VISIERE
39 POMPE A ESSENCE
40 JAUGEUR ESSENCE
41 AVERTISSEUR DECROCHAGE
43 BORNIER
45 INDICATEUR DE PRESSION D'HUILE
46 VOLTMETRE
47 INDICATEUR DE NIVEAU D'ESSENCE
PMO
Amendment 3 dtd December 14th, 2006
page 16-25

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