AIRCRAFT

DV 20 KATANA

AIRPLANE MAINTENANCE MANUAL

Copyright © by DIAMOND AIRCRAFT INDUSTRIES, Wiener Neustadt, Austria

 Introduction DV 20 KATANA AMM
AIRCRAFT

This document is protected by copyright. All associated rights, in particular those of translation,
reprinting, radio transmission, reproduction by photo-mechanical or similar means and storing in data
processing facilities, in whole or part, are reserved.

Diamond Aircraft Industries GmbH

N. A. Otto-Str. 5
A-2700 Wiener Neustadt
Austria

Phone: +43-2622-26700
Fax: +43-2622-26780
% E-mail: [email protected]

The technical information contained in this document has been approved under the authority of
DOA No. EASA.21J.052.

This manual contains the maintenance information required by JAR-VLA. Contents and revision status
can be found in the TABLE OF CONTENTS and in the RECORD OF REVISIONS.
 DV 20 KATANA AMM Table of Contents
AIRCRAFT

TABLE OF CONTENTS

Chapter Title

GENERAL

01-00 Introduction
02-00 Organization and Handling of the Maintenance Manual
03-00 General Description of the Airplane
04-00 Airworthiness Limitations
05-00 Time Limits / Maintenance Checks (Inspection Intervals)
06-00 Dimensions and Areas
07-00 Lifting and Shoring
08-00 Leveling and Weighing
09-00 Towing and Taxiing
10-00 Parking and Mooring
11-00 Required Placards
12-00 Servicing

EQUIPMENT

20-00 Standard Practices - Airframe

21-00 Environmental Systems
23-00 Communications
24-00 Electrical Power
25-00 Equipment/Furnishings
27-00 Flight Controls
28-00 Fuel
31-00 Indicating/Recording System
32-00 Landing Gear
33-00 Lights
34-00 Navigation and Pitot Static

AIRFRAME

51-00 Structures
53-00 Fuselage
55-00 Stabilizers
57-00 Wings

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Chapter Title

PROPELLER

61-00 Propeller

ENGINE

71-00 Power Plant (Engine)

75-00 Liquid Cooling
76-00 Engine Controls
77-00 Engine Indicating
78-00 Exhaust
79-00 Oil

WIRING DIAGRAMS

92-00 Wiring Diagrams

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Record of Revision

1. Record of Revision

Use this check list to record and control all of the revisions which you put in this Airplane Maintenance
Manual (AMM). Put the affected pages of the revision into the AMM as soon as you get them. Remove
and destroy the pages which are superseded. Complete the table below when you have put the
revision in the AMM.

Revision Date Inserted Inserted Revision Date Inserted Inserted

Number Issued On By Number Issued On By

Original

1 Sept. 1993

2 Mar. 1994

3 Nov. 1994

4 Dec. 1994

5 Mar. 1995

6 May 1995

7 Jan. 1996

8 May 1997

9 Jan. 1999

10 Jul. 1999

11 Sep. 2001

12 Apr. 2003

13 Dec. 2018

% 14 Mar. 2022

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Revision Number Date Affected Pages

Original Issue Jun. 1993

Rev. No. 1 Sep. 1993 03-00/4,

(SB 20-2) 05-10/1, 61-00/1

Rev. No. 2 Mar. 1994 04/1 thru 04/2

04-00/1
04-10/1
05/2
05-00/1
05-10/1 thru 05-10/2
05-20/1 thru 05-20/16b
05-40/1 thru 05-40/3
07/2
07-00/1
07-10/1
07-20/1
27-10/1 thru 27-10/2
27-10/4 thru 27-10/10
27-20-00/1
27-20-20/1 thru 27-20-20/2
27-20-30/2
27-30/1 thru 27-30/5
27-40/1 thru 27-40/4
27-50/7
32-10/4
32-40/4 thru 32-40/5
57/2
57-10/2 thru 57-10/5
57-60/2
71-00/1
75-10/1
79-00/1

Rev. No. 3 Nov. 1994 04/2

04-00/1 thru 04-00/3

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Revision Number Date Affected Pages

Rev. No. 4 Dec. 1994 04-10/1

05-10/1
05-20/6b
05-20/7a
05-20/8a
05-20/9a
05-20/11a
05-20/12a
05-20/13a
24/2
24-31/5 thru 24-31/8

Rev. No. 5 Mar. 1995 01/7

(SB 20-17) 05/2
05-20/9a
05-21/1 thru 05-21/2
05-21/3a,b thru 05-21/16a,b
11/2
11-11/1 thru 11-11/8
12/2
12-21/1 thru 12-21/2

Rev. No. 6 May 1995 05/2

(SB 20-18) 05-20/1 thru 05-20/4b
05-20/6b
05-20/11a
05-20/12a
05-20/13b
05-20/14a
05-21/1 thru 05-21/4b
05-21/6b
05-21/11a
05-21/12a
05-21/13b
05-21/14a
12-10/2
32-20/4
32-20/5
32-40/2
32-40/8

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Revision Date Affected Affected Pages

Number Chapters

Rev. No. 7 Jan. 1996 C

01 3
03-00 3 thru 5
04-10 1
05-10 1
05-20 6a, 7b, 8a, 10a, 10b, 11b, 12b, 13b, 14a

05-21 6a, 7b, 8a, 10a, 10b, 11b, 12b, 13b, 14a

06-00 4 thru 6
08-00 4
09-00 1
10-30 2
11-10 4, 5, 8
11-11 3 thru 6, 8
12-10 5
12-20 1, 2
12-21 1, 2
20-00 2
21-20 2
24-30 3
24-31 4
25-10 2
27-10 1, 2, 2A, 6, 7, 9, 10
27-20-30 1
27-50 1, 2, 7, 8
28-00 1
28-10 1
28-20 2
28-40 1, 2
32-10 3 thru 5
32-20 4 thru 6
32-40 10
34-12 1, 2
34-50 1
51-10 1, 2, 2A, 3, 11, 18
55-10 2

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Revision Date Affected Affected Pages

Number Chapters

Rev. No. 7 57-10 2 thru 4

(continued) 61-00 1 thru 6
71-20 1, 2
76-10 5
92 2; wiring diagrams amended as marked
on page 2

Rev. No. 8 May 1997 D

05-20 5, 6b, 12b, 13a, 14b
05-21 1, 6b, 13a, 14b
10-30 1
51-10 15

Rev. No. 9 Jan. 1999 D

03-00 5, 6
05-10 1
05-20 1, 8b, 9a, 9b, 14b
05-21 1, 6a thru 14b
05-30 1
20-00 2
24-00 2
24-30 2, 7
24-50 2
51-10 1, 2, 2a
51-20 1
61-00 5
92 2 and diagrams as indicated on page
92-2

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Revision Date Affected Affected Pages

Number Chapters

Rev. No. 10 Jul. 1999 D

03-00 4, 5
05-10 1
05-20 5, 6a thru 9a, 14b
05-21 5, 6a thru 9a, 14b
11-10 8
11-11 8
12-10 2, 2a, 5, 6
28-00 1
61-00 1, 6
71-00 2, 3, 3a, 5
75-10 1
77-00 1, 2, 6

Rev. No. 11 Sep. 2001 D

04 1
04-10 1, 2

Rev. No. 12 Apr. 2003 E

05-20 10b, 14b
05-21 10b, 14b
11-10 5
11-11 5

Rev. No. 13 Dec. 2018 all all

% Rev. No. 14 Mar. 2022 all all

%

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 DV 20 KATANA AMM Record of Revision
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2. Record of Incorporated Temporary Revisions

The following Temporary Revisions are incorporated into the DV 20 KANTANA AMM by Revision 13:

Temporary Revision Number Description of Temporary Revision

AMM-TR-MÄM-20-252/a&442 Airframe Life Limit

AMM-TR-MÄM-20-259 Alteration of Coolant

AMM-TR-MÄM-20-323/a Drain Holes Inspection Checklist

AMM-TR-MÄM-20-357 Life Limited Parts

AMM-TR-MÄM-20-390 Spark Plug Replacement

AMM-TR-MÄM-20-405 Change from CHT to Coolant Temperature Measurement

AMM-TR-MÄM-20-422 Wheel Inflation Pressure

AMM-TR-OÄM-20-244&245 Instrument Panel Version D20-3110-00-00 and

External Alternator

AMM-TR-OÄM-20-249 Garmin SL 30 COM/NAV

AMM-TR-OÄM-20-253 Preparation for installation of a portable Garmin

GPS (GPSMAP 196/296/396/496)

AMM-TR-OÄM-20-266 New Oil Pressure Indicator

AMM-TR-OÄM-20-267 Provisions for NVFR

% The following Temporary Revision is incorporated into the DV 20 KANTANA AMM by Revision 14:

% Temporary Revision Number Description of Temporary Revision

% AMM-TR-MÄM-20-463 Powerplant Maintenance

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DV 20 KATANA AMM Introduction
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CHAPTER 01

INTRODUCTION

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TABLE OF CONTENTS

CHAPTER 01

INTRODUCTION

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Layout of this Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

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CHAPTER 01
INTRODUCTION
1. General

The purpose of this Maintenance Manual is to furnish the maintenance personnel with all data required
to maintain the DV 20 KATANA airplane. It comprises a detailed description of its systems,
troubleshooting and correction, removal and installation, as well as maintenance information.

This manual comprises only information regarding tasks to be performed on the airplane itself, e.g.
removal and installation of components.

For the electric system, only such diagrams are shown in the manual which are of importance for
understanding of the task.

Maintenance work, repairs, and inspections must be performed in accordance with the procedures
given in this Maintenance Manual.

The following documentation should be used in conjunction with this manual:

) DV 20 KATANA Flight Manual.

) Vendor documentation as listed in Chapter 03-00, 3. VENDOR DOCUMENTATION.

A. Revisions

Each page of the Maintenance Manual has the date of issue of the first edition printed in the footer,
or, if the page has already been revised, the date of issue of the revision.

The Record of Revisions, which is part of each Revision issued shows the pages affected. These
should be exchanged.

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B. Warning, Cautions and Notes

Whenever maintenance work is performed on the airplane, the general safety and maintenance
procedures must be observed.

In addition, the Maintenance Manual contains safety information which is shown in a specific format
so it will not be overlooked:

WARNING: A WARNING TELLS THE PERSON DOING THE MAINTENANCE THAT

INJURY OR DEATH IS POSSIBLE IF THEY DO NOT STRICTLY FOLLOW
THE INSTRUCTIONS.

CAUTION: A CAUTION TELLS THE PERSON DOING THE MAINTENANCE THAT

DAMAGE TO EQUIPMENT IS POSSIBLE IF THEY DO NOT FOLLOW
THE INSTRUCTIONS.

Note: A Note tells the person doing the maintenance how to make the task easier.

2. Layout of this Manual

The layout of the Maintenance Manual in general is in accordance with the Air Transport Association
of America, ATA Specification No. 100. The title of each chapter can be found in the general table of
contents located at the beginning of the manual.

Each system is described in a chapter which is subdivided into sections in which the subsystems are
described.

The chapters are combined in main groups as follows:

1. Introduction Chapters 01-03

2. General Chapters 04-12

3. Equipment Chapters 20-37

4. Airframe Chapters 51-57

5. Propeller Chapter 61

6. Engine Chapters 71-79

Each of the main groups as well as each chapter is divided by a cover page showing the chapter no.
and the title.

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A. Contents (Peculiarities)

(1) MAIN GROUP 02, GENERAL

Chapter 05 includes maintenance and inspection procedures with reference to respective

chapters in this manual.

Chapter 12 describes all ground support activities such as refueling and lubrication schedules.

(2) MAIN GROUP 03, EQUIPMENT

Chapter 20 consists of standard practices valid for the airplane.

In chapter 31, only the instrument locations are described. A detailed description of each
instrument is given with each of the system descriptions, e.g. flaps position indicator in chapter
27, etc.

(3) MAIN GROUP 04, AIRFRAME

Chapter 51 includes a description of the airframe structure, procedures for cleaning and surface
treatment, and instructions for minor repairs of the entire airframe.

(4) MAIN GROUP 05, PROPELLER

Chapter 61 contains maintenance procedures for the propeller with references to the
manufacturer's manual.

(5) MAIN GROUP 06, ENGINE

This group contains only parts of the powerplant installation. For engine maintenance refer to
the engine manufacturer’s manual.

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B. Chapters

Refer to the table of contents in the maintenance manual.

C. Arrangement of Chapters

(1) STRUCTURE

xx yy zz
Chapter Section Unit

Sample:
27 20 10
(Flight Controls) (Rudder) (Pedal assy.)

This type of chapter structure in three groups ensures a clear and understandable organization
of the Maintenance Manual and guarantees a problem free integration of any new or revised
pages.

The description of each system is kept straight forward, which leaves the third group free for the
more complex assembly groups so that they can be described in detail.

(2) CHAPTER CONTENTS

Each chapter, section, and subsection is subdivided as follows:

) Description and Function

) Troubleshooting

) Maintenance Comments

The maintenance comments consist of:

1. Ground Service

2. Removal and Installation

3. Adjustment / Test

4. Checks / Inspections

5. Cleaning / Painting

6. Repairs

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D. Order of Pages

(1) PAGES PRECEDING THE ACTUAL MANUAL

Page

Cover Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -

Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1, 2

Record of Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A

Check List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i/ii

Table of Temporary Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ii/iv

Table of Service Bulletins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . v/vi

E. Illustrations

The illustrations are arranged in accordance with the chapter in which they are presented. The
numbering will start with (1) for each section and will be continued throughout this section.

F. Record of Revisions

A Record of Revisions is located in the front section of the manual in which the revisions to the
manual are recorded.

G. Check List

The Check List is used to keep control over the changes entered into the manual.

H. Supplementary Sub-Chapters

This manual contains the additional sub-chapters 05-21, 11-11, and 12-21 which are presented in
German language for the use in German speaking/reading countries.

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CHAPTER 02

ORGANIZATION AND HANDLING

OF THE MAINTENANCE MANUAL

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TABLE OF CONTENTS

CHAPTER 02

ORGANIZATION AND HANDLING OF THE MAINTENANCE MANUAL

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Service Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4. Concession-Reports and Non-Conformance-Reports . . . . . . . . . . . . . . . . . . . . . . 2
5. Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

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CHAPTER 02
ORGANIZATION AND HANDLING OF THE MAINTENANCE MANUAL

1. General

To search and gain information regarding a specific system of the airplane, the manual user should
refer to the Table of Contents for the correct chapter no.

Detailed chapter breakdown can be found in the chapters own Table of Contents located at the
beginning of each chapter.

A. Applicability

Data applicable to a series of airplane is marked with an applicability note.

E.g. valid for S/N:

20067 to 20090

This shows that such information can be used for serial numbers 20067 through 20090 inclusive.

2. Revisions

Revisions of the Maintenance Manuals are issued in regular intervals and can have various reasons
(changed of requirements, design changes, typing errors, etc.)

A Revision Notice contains a brief description of the change such as

) revised pages

) reason for the revision

) serial numbers affected

All changes, additions, as well as deletions are identified by a vertical revision bar located next to the
revised portion.

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A. Temporary Revisions

Deviating from the regular revision service, in urgent cases Temporary Revisions can be issued.
In such cases revised pages are printed on yellow paper and will be considered at the next regular
revision of the Maintenance Manual.

B. Service Bulletins

In the event that a Service Bulletin causes a revision of the Maintenance Manual, this will be noted
in the Service Bulletin issued.

Service Bulletins (SBs) are classified as follows:

) Alert SB: Airworthiness is directly affected. The SB is delivered as fast as

possible to the users.

) Standard SB: Standard SBs are issued in such cases where Alert SB is not
required.

) Recommended SB: This SB informs the user of approved changes on this airplane.

Note: All Service Bulletins issued for this airplane type should be recorded in the List of
Service Bulletins, page v/vi.

3. Service Information

A Service Information tells the operator about permitted installations or provided information to installed
or additional equipment. It also gives the applicable technical data.

4. Concession-Reports and Non-Conformance-Reports

Concession- and Non-Conformance-Reports are tools to approve and document deviations from the
standard manufacturing processes during construction and assembly of an individual airplane (for
example, handling of a mis-drilled hole in the fuselage). In case the operator or the maintenance
organization needs to be informed as a consequence of the deviations for that particular airplane (for
example, the use of a special spare part is necessary or a different limit in a control surface balancing
report applies), these Concession- and Non-Conformance-Reports are contained in the airplane log.
Before you do maintenance, check the airplane log for such Concession- and Non-Conformance
Reports.

5. Abbreviations

Where appropriate, abbreviations are used in accordance with applicable regulations.

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CHAPTER 03

GENERAL DESCRIPTION
OF THE AIRPLANE

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TABLE OF CONTENTS

CHAPTER 03

GENERAL DESCRIPTION OF THE AIRPLANE

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Vendor Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

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CHAPTER 03
GENERAL DESCRIPTION OF THE AIRPLANE
1. General

Diamond Aircraft Industries GmbH

N.A. Otto-Str. 5

2700 Wiener Neustadt

Austria

is manufacturer of the DV 20 KATANA.

2. Description

The DV 20 KATANA may be operated under VFR conditions.

It is approved as a "Normal" airworthiness category airplane.

The single engine, two-seated, low wing airplane consists of a self supporting wing structure and a
T-tail.

The latest state of the art fiber composite production techniques were used in the manufacturing of the
DV 20 KATANA.

The fuselage is built in a semimonocoque construction consisting of a self supporting GFRP-shell with
bulkheads and stiffeners. The one part canopy ensures a generous all around view.

The cantilever wing is a semimonocoque sandwich construction and has a trapezoidal shape. It
incorporates an I-shaped spar with caps constructed of carbon fiber rovings.

The wing spar stumps reach to the middle of the fuselage. Each wing is attached to the fuselage using
three bolts. Conventional ailerons and electrically operated wing flaps are attached at the trailing edge
of the wing.

The vertical stabilizer consists of two GFRP half-shells which are integrated into the fuselage, and are
reinforced by a web and a stiffener.

The horizontal stabilizer is also of semimonocoque construction, and incorporates two root ribs,
stiffeners, and a spar. The horizontal stabilizer is attached to the vertical stabilizer with five bolts.

The construction of elevator and rudder is similar to that of the flaps and ailerons.

An acrylic filler as well as acrylic varnish is used to protect the outside skin against ultraviolet rays and
humidity.

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10780

80

1900

7165

2100

1750
2650

Figure 1: Three-view Drawing Dimensions in Millimeters

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The DV 20 KATANA is equipped with a fixed tricycle landing gear. The main wheels are equipped with
hydraulically operated disk brakes.

The flight controls consist of conventional ailerons, elevator, and rudder. Ailerons and elevator are
deflected through push rods, while rudder and trim tab are controlled by use of control cables. The
wing flaps are operated electrically.

The engine of the DV 20 KATANA is a ROTAX 912 A3 or S3. On this four cycle engine, the cylinders
are cooled by ram air, while the cylinder heads are cooled by using a liquid cooling system.

Engine output is transferred to the constant speed two-bladed propeller (Hoffmann HO-V72F/S170DW,
Hoffmann HO-V352F/170FQ, Hoffmann HO-V352F/C170FQ or mt-Propeller MTV-21-A/175-05) using
a reduction transmission. The propeller blades are of wood composite construction, with the spinner
manufactured of aluminum.

Fuel is supplied using a tank located in the fuselage. It has a capacity of 79 liters, 77 liters of which are
usable. The aluminum tank is located between the backrest of the seat and the B-bulkhead below the
floor of the baggage compartment.

3. Vendor Documentation

The following table lists suppliers of vendor systems and equipment installed in the DV 20 KATANA.
It will be helpful when detailed information on the respective systems and equipment is to be obtained.

Engine: Rotax 912 A3 or Rotax 912 S3

Supplier Bombardier-Rotax GmbH

A-4623 Gunskirchen, Austria

Phone No. : +43-7246-601-0

Fax No. : +43-7246-6370

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Propeller: Hoffmann HO-V72F/S170DW

Supplier: Hoffmann Propeller

Küpferlingstr. 9
D-83022 Rosenheim, Germany

Phone No. : +49-8031-18780

Fax No. : +49-8031-187878

Available Manuals: Operation & Maintenance Manual No. E243

Overhaul Manual No. E105

Propeller: Hoffmann HO-V352F/170FQ or HO-V352F/C170FQ

Supplier: Hoffmann Propeller, address see above

Available Manuals: Operation & Maintenance Manual No. E540

Overhaul Manual No. E569

Propeller: mt-Propeller MTV-21-A/175-05

Supplier: mt-Propeller
Airport Straubing-Wallmühle
D-94348 Atting, Germany

Phone No. : +49-9429-9409

Fax No. : +49-9429-8432

Available Manuals: Operation & Installation Man. No. E-124

Overhaul Manual & Parts List
No. E-220 (English) or E-128 (German)

Main Wheel Brakes: Cleveland 30-9

Supplier: Parker Hannifin Corporation

Aircraft Wheel and Brake Division
P.O. Box 158
Avon, Ohio 44011
USA

Phone No.: (216) 937-1203

Fax No. : (216) 937-6416

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CHAPTER 04

AIRWORTHINESS LIMITATIONS

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TABLE OF CONTENTS

CHAPTER 04
AIRWORTHINESS LIMITATIONS

1. Paint Finish . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2. Registration Markings and Warning Marks . . . . . . . . . . . . . . . . . . . . 3

Section 04-10
TIME LIMITS

1. Time Limit for Airframe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 04-20
MAJOR STRUCTURAL INSPECTIONS

1. Recurrent Structural Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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CHAPTER 04
AIRWORTHINESS LIMITATIONS

THIS AIRWORTHINESS LIMITATIONS SECTION IS APPROVED BY EUROPEAN AVIATION

SAFETY AGENCY (EASA) IN ACCORDANCE WITH THE APPLICABLE CERTIFICATION
PROCEDURES AND THE TYPE CERTIFICATION BASIS. IT SPECIFIES THE AIRWORTHINESS
LIMITATIONS REQUIRED BY JAR-VLA.

THIS AIRPLANE MAINTENANCE MANUAL CHAPTER 04 (AIRWORTHINESS LIMITATIONS) IS

APPROVED WITH EASA APPROVAL NO. 0010053079 AND 10065523 AND 10069516.

THE AIRWORTHINESS LIMITATIONS SECTION IS FAA APPROVED AND SPECIFIES

MAINTENANCE REQUIRED UNDER SECS. 43.16 AND 91.403 OF THE FEDERAL AVIATION
REGULATIONS UNLESS AN ALTERNATIVE PROGRAM HAS BEEN FAA APPROVED.

FOR CANADIAN REGISTERED AIRPLANES, THE AIRWORTHINESS LIMITATIONS ARE TO BE

UNDERSTOOD AS RECOMMENDED SERVICE LIFE LIMITATIONS.

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Note: It is the responsibility of the operator to ensure that time limits or operating
limitations for equipment described within this chapter are not exceeded.

1. Paint Finish

Since the strength of the fiber composite structure has only been shown up to a temperature of 54 °C
(129 °F), the outer surface of the aircraft must be painted white.

The paint specified in Sub-Chapter 51-10 or an equivalent product must be used.

Exceptions are the registration markings and warning marks in accordance with 2. below.

2. Registration Markings and Warning Marks

Registration markings and warning marks are subject to the following restrictions (see Fig. 1):

Zone I No registration markings or warning marks may be applied here.

Zone II Registration markings and warning marks may be applied here. They may have

(a) any shape, provided that colors with a solar absorptivity not exceeding 0.5 (e.g.
light yellow or light green) are used

or

(b) any color, provided that no area measuring 15 cm by 15 cm (½ ft. by ½ ft.) is

covered by more than 50 %. One consequence is that the width of decoration
stripes must not exceed 7.5 cm (3 in.).

Zone III Registration markings and warning marks of any shape and color may applied
here without restrictions.

CAUTION: IN CASE OF AIRPLANES EQUIPPED WITH A WING-FOLDING

MECHANISM, THE WING LOWER SURFACE IS PART OF ZONE II, NOT
ZONE III!

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Zone I

Zone II

Zone III

Figure 1: Paint Color Scheme

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Section 04-10
TIME LIMITS

1. Time Limit for Airframe

There is no structural lifetime limit.

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Section 04-20
MAJOR STRUCTURAL INSPECTIONS

1. Recurrent Structural Inspection

The Major Structural Inspection must be carried out at 6000 hours, 12000 hours, and every 4000 hours
thereafter, with a tolerance of ± 100 hours. The inspection is specified in AMM Chapter 05-20.

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CHAPTER 05

TIME LIMITS / MAINTENANCE CHECKS

(INSPECTION INTERVALS)

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TABLE OF CONTENTS

CHAPTER 05

TIME LIMITS / MAINTENANCE CHECKS

(INSPECTION INTERVALS)

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 05-10
TIME LIMITS

1. Time Limits for Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

% 2. Time Limits for Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
% 3. Scheduled Maintenance Time Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Section 05-20
Scheduled Maintenance Checks

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Drain Holes Inspection Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3. 100, 200, and 1000 Hour Inspection Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4. Major Structural Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

Section 05-21
PERIODISCHE KONTROLLEN

(GERMAN VERSION OF CHAPTER 05-20)

1. Allgemeines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Checkliste zur Überprüfung der Entwässerungsbohrungen . . . . . . . . . . . . . . . . . . 2
3. Checklisten für die 100, 200 und 1000 h Kontrollen . . . . . . . . . . . . . . . . . . . . . . . . 4
4. Große Inspektion der Flugzeugstruktur . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

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Section 05-30
GENERAL INSPECTIONS

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Postflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 05-40
UNSCHEDULED INSPECTIONS

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Special Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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CHAPTER 05
TIME LIMITS / MAINTENANCE CHECKS
(INSPECTION INTERVALS)
1. General

During the design of the DV 20 KATANA maintainability of the equipment was one of the prime
considerations.

Chapters 04 and 05 should be used by the maintenance personnel as reference in the execution of
proper maintenance and inspections.

The inspections and their intervals described in Chapters 04 and 05 are the minimum required to keep
the airplane in airworthy condition.

From time to time, the time-intervals could be changed as new experiences are constantly evaluated.
Information with regard to any such changes will be issued through the revision service.

In the event that the usage of the airplane prevents maintenance at the recommended intervals, the
time interval should rather be decreased but under no circumstances be extended without the express
approval of the manufacturer.

WARNING: TO PREVENT INJURY TO PERSONNEL, IT MUST BE ENSURED THAT

THE PROPELLER AREA IS CLEAR OF ANY PERSON, IN THE EVENT
THAT AN INSPECTION OF MAINTENANCE MUST BE PERFORMED
WITH THE MASTER SWITCH IN THE “ON” POSITION, THE BATTERY
CONNECTED, THE IGNITION SWITCH ACTUATED, AND THE
PROPELLER BEING MOVED. IN SUCH CASES, UNINTENTIONAL
FIRING OF THE ENGINE CANNOT BE RULED OUT.

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A. Referenced Maintenance Data

Use latest revision of referenced maintenance data.

Supplier Document Name Document No.

ACS Service Bulletin Ignition Switch ACS A510-2 ACS SB 92-01
Artex Installation and Maintenance Manual for the 570-1600
ME406 ELT
Cleveland/Parker Cleveland/Parker Maintenance Manual AWBCMM0001
Cleveland/Parker Cleveland/Parker Product Catalog AWBPC0001
Cleveland/Parker Cleveland/Parker Technician’s Service Guide AWBTSG0001
Goodyear Aircraft Tire Care & Maintenance
Hoffmann Instruction Manual No. 243 for installing and E243
Propeller Operating Constant Speed Propeller Models
HO-V 72
Hoffmann Operation and Maintenance Manual No. E540A
Propeller E540A HO-V 72
mt-Propeller mt-Propeller Operation and Installation Manual E124, ATA 61-01-
mt-Propeller mt-Propeller Operation and Installation Manual for E-1048, ATA 61-20-48
the Hydraulic Constant Speed Governor
Rotax Operators Manual 912 series OM-912
Rotax Installation Manual 912 series IM-912
Rotax Maintenance Manual 912 and 914 series MMH-912/MMH-914
% Rotax Maintenance Manual Line 912 Series MML-912

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Section 05-10
TIME LIMITS

1. Time Limits for Equipment

The following components must be overhauled at the specified intervals:

Component TBO
in accordance with
applicable documents of
Engine ROTAX 912 A3 or S3
manufacturer
(e.g. Rotax SB 912-14).
Reduction Gear together with engine
Mounted Equipment together with engine
Governor Woodward together with engine
in accordance with
Governor MT P-850-12 applicable documents of
manufacturer (e.g. SB)
in accordance with
Propeller HO-V72F/S170DW applicable documents of
manufacturer (e.g. SB)
in accordance with
Propeller HO-V352F/(C)170FQ applicable documents of
manufacturer (e.g. SB)
in accordance with
Propeller MTV-21-A/175-05 applicable documents of
manufacturer (e.g. SB)
2000 hrs.
Ignition switch ACS A510-2
(Maintenance according to ACS-SB 92/1)

To ensure correct observation of these times, the date of removal, installation, or overhaul of such
components as well as the flight hours must be entered in the Service Time Record (filed in the
Airplane Maintenance Log).

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% 2. Time Limits for Parts

The items listed below are time limited items which must be removed from service at the replacement
times shown and discarded (scrapped).

Component Replacement Time

hrs. yrs.
Elastomer brake lines 8 years
Teflon hoses in airframe and engine compartment on condition
Fuel hoses to and from the mechanical fuel pump 5 years
Mechanical fuel pump with fuel hoses directly attached 5 years
5 years or upon
engine overhaul,
Oil hoses
whichever comes
first
Coolant hoses 5 years
Carburetor membranes 5 years
Carburetor vent hoses 5 years
Elastomer fittings between intake manifolds and
5 years
carburetors
Hoses between airbox and carburetors 5 years
All hoses connected to compensator pipe between
5 years
intake manifolds
Engine shock mounts upon engine overhaul
Intake air filter cartridge 600 hrs
1200 hrs or 6 years,
Rudder control cables, non stainless steel
whichever comes first
Rudder control cables, stainless steel on condition
ELT battery depending on type
Safety belts 12 years
Elevator drive lever 12000 hrs.
Aluminium elevator bell crank at vertical tail spar,
12000 hrs.
(S/N 20.130 and above)
Horizontal stabilizer bracket front 12000 hrs.
Horizontal stabilizer bracket rear 12000 hrs.

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Operating Fluid Replacement Time

Coolant EVANS NPG+
on condition
(engines without suffix -01)
Coolant based on ethylene glycol
2 years
(engines with suffix -01)
Brake fluid 3 years

To ensure correct observation of these times the date of removal and installation of such components
as well as the flight hours must be entered in the Service Time Record (filed in the Airplane
Maintenance Log).

% 3. Scheduled Maintenance Time Limits

(Refer to Sections 05-20 through 05-21).

The following recommended hourly time limits apply to the scheduled maintenance checks which are
necessary to maintain the airplane in a good technical condition. Do the scheduled maintenance at
the intervals and within the tolerances shown below:

Scheduled
Maximum
Maintenance Check Do At These Times
Tolerance
(Hourly)
100 Hour Check At 100 hours since new and every 100 hour intervals. ± 10 %
200 Hour Check At 200 hours since new and every 200 hour intervals. ±5%
1000 Hour Check At 1000 hours since new and every 1000 hour intervals ±5%

Major Structural At 6000 hours & 12000 hours since new, ± 100 hours
Inspection (MSI). and every 4000 hours thereafter

The intervals between the inspections must be adhered to within the tolerances shown. These
tolerances must not be added up. For example: if the 100 hour inspection was done at 110 hours, the
next inspection must be done at 200 ±10 hours, not 210 ±10 hours.

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Section 05-20
Scheduled Maintenance Checks

1. General

The tasks contained in this sub-chapter include the requirements for performing daily checks, regular
inspections, and annual inspections.

Daily checks are done before the first flight of the day and are described in the Flight Manual.

A. Airplanes not Serviced in Accordance with FAR 91

Regular inspections are inspections performed at 100, 200, and 1000 hour intervals.

Annual inspections are 200 hour inspections performed at intervals not to exceed one year.

In addition, a 100 hour inspection must be performed after the first 25 hours of operation of a new
airplane. This inspection must include re-torquing of the bolts attaching the engine mount to the
firewall (for proper torque refer to Chapter 20-00, page 2).

B. Airplanes Serviced in Accordance with FAR 91

The 100 hour inspection checklist shall be accomplished for the 100 Hour and Annual Inspections
required by FAR 91.

The 200 hour and 1000 hour inspections specified in this sub-chapter shall be accomplished in
addition to the 100 Hour and Annual Inspections required by FAR 91.

In addition, a 100 hour inspection must be performed after the first 25 hours of operation of a new
airplane. This inspection must include re-torquing of the bolts attaching the engine mount to the
firewall (for proper torque refer to Chapter 20-00, page 2).

Do the scheduled maintenance checks with reference to the 100, 200, and 1000 Hour Inspection
Checklist in this Section. In parallel do the scheduled drain hole checks with reference to the Drain
Holes Inspection Checklist.

Note: Diamond Aircraft Ind. has replaced the 600 hours inspection. The first 1000 hours
inspection has to be done 1000 flight hours after the last 600 hours inspection.
Thereafter 1000 hours interval applies.

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2. Drain Holes Inspection Checklist

Do a check of the drain holes. The drain holes must not be blocked by dirt or other residues. Make
sure to remove all foreign objects and clean the drain holes to their full diameter. Otherwise the drain
capacity may not be sufficient under certain conditions like heavy rain etc.

All drain holes should be drilled with a diameter of 5 mm (+2 mm / -0 mm) or 0.2 in. (+0.08 in /
- 0.00 in). The holes should be circular, deburred, not frayed and cleaned.

Refer to the corresponding indication on the figures 1 - 6 to identify the locations of the drain holes
listed below.

Drain Holes Inspection Checklist

Ref. Drain Hole Location Hours Initials
1 FUSELAGE
1.01 Front side of fuselage shell, in corner of hat profile, LH and 200
RH.
1.02 Footwell, LH and RH. 200
1.03 Fuselage shell, in corner of middle console, rear, RH. 200
1.04 Fuselage shell, behind middle console, close to connection 200
channel, LH.
1.05 Backside of main bulkhead, near center. 1000
1.06 In corner of sickle bulkhead, LH and RH. 200
1.07 In center of fuselage shell, behind sickle bulkhead. 200
1.08 Through lower end of half frame. 1000
1.09 Through lower end of ring bulkhead 1. 1000
1.10 Through lower end of ring bulkhead 2. 1000
1.11 Through lower end of ring bulkhead 3. 1000
1.12 On lowest point of fin. 100
1.13 Through backside of vertical stabilizer rib lower. 1000
1.14 In rudder bolt mounting shell, top of the vertical stabilizer bar. 100
2 CANOPY
2.01 In forward corner of canopy frame, LH and RH. 100
2.02 In the middle of the canopy frame (under the door lock 100
mechanism), LH and RH.
2.03 In rear corner of lower canopy frame, LH and RH. 100

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Drain Holes Inspection Checklist

Ref. Drain Hole Location Hours Initials
3 HORIZONTAL STABILIZER
3.01 Lower shell, near the outside of the elevator rib, in front of the 100
elevator spar, LH and RH.
3.02 Lower shell, behind the elevator spar, close to the recess in 100
the center, LH and RH.
3.03 Lower shell, in center of the recess. 100
4 ELEVATOR
4.01 Lower shell, in front of trailing edge, near the center, LH and 100
RH.
5 ELEVATOR TRIM TAB
5.01 Lower shell, leading edge section, near center, LH and RH. 100
6 RUDDER
6.01 Close to center and lower edge, LH and RH. 100
7 WINGS
7.01 In aft of wing tip sandwich rib (LH and RH wing). 100
7.02 Lower shell, between outside of wing rib center and trailing 100
edge (LH and RH wing).
7.03 Lower shell, under maintenance access (LH and RH wing). 100
7.04 In lower shell of landing flap stop in front of trailing edge (LH 100
and RH wing).
8 FLAPS
8.01 Root rib, next to trailing edge bonding, LH and RH. 100
9 AILERONS
9.01 Inner root rib, next to the trailing edge bonding, LH and RH. 100

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1.14

1.13
1.05

1.02
1.10 1.11
1.09
1.08
1.07 1.12
1.01 1.03 1.06
1.04

X 100 Hours Check Horizontal Drainage Hole

X 200 Hours Check Vertical Drainage Hole

X 1000 Hours Check Exterior Drainage Hole

Drainage Hole Inside the Structure

Figure 1: Drain Holes Fuselage (Part 1)

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1.02

1.01 1.03
1.06

1.05 1.07 1.08

1.01 1.04 1.06

1.02

X 100 Hours Check Horizontal Drainage Hole

X 200 Hours Check Vertical Drainage Hole

X 1000 Hours Check Exterior Drainage Hole

Drainage Hole Inside the Structure

Figure 2: Drain Holes Fuselage (Part 2)

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2.01 2.02 2.03

2.01 2.02 2.03

2.01 2.02 2.03

X 100 Hours Check Horizontal Drainage Hole

X 200 Hours Check Vertical Drainage Hole

X 1000 Hours Check Exterior Drainage Hole

Drainage Hole Inside the Structure

Figure 3: Drain Holes Canopy

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3.01 3.01

3.02 3.02

3.03

4.01 4.01

5.01 5.01

X 100 Hours Check Horizontal Drainage Hole

X 200 Hours Check Vertical Drainage Hole

X 1000 Hours Check Exterior Drainage Hole

Drainage Hole Inside the Structure

Figure 4: Drain Holes Horizontal Stabilizer, Elevator and Elevator Trim Tab

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View A

A
6.01
6.01 6.01

X 100 Hours Check Horizontal Drainage Hole

X 200 Hours Check Vertical Drainage Hole

X 1000 Hours Check Exterior Drainage Hole

Drainage Hole Inside the Structure

Figure 5: Drain Holes Rudder

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7.02
7.03

7.01 8.01
9.01
Drain Hole
in Flap
7.04
Drain Hole
in Flap Stop

X 100 Hours Check Horizontal Drainage Hole

X 200 Hours Check Vertical Drainage Hole

X 1000 Hours Check Exterior Drainage Hole

Drainage Hole Inside the Structure

Figure 6: Drain Holes Wings, Flaps and Ailerons

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3. 100, 200, and 1000 Hour Inspection Checklist

All inspection items listed in Table 2 must be performed within the specified intervals.

Note: All items marked with X must be performed at these intervals on any airplane.

All items marked with an asterisk (*) must be performed at these intervals on U.S.,
Canadian and Russian registered airplanes.

All items performed must be signed by the airplane maintenance engineer. Completion of the properly
performed inspection must be recorded in the log book.

Findings as well as their correction must be recorded in a Findings Report and filed together with the
completed Inspection Checklist in the Airplane Maintenance Log.

Note: Where applicable reference is made to the Maintenance Manual of the Rotax
Engine, abbreviated as "EMM" (Engine Maintenance Manual).

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A. INSPECTION CHECKLIST DV 20 KATANA

Registration : _________________
S/N : _________________

Engine operating

Date : _________________ hours, TSN/TSO : _________________

Scope Airplane operating

(100, 200, 1000) : _________________ hours : _________________

Flight Hours
Inspection Items 100 200 1000 Initials
PRIOR TO INSPECTION
Review Airworthiness Directives for compliance. X X X
Review Service Bulletins for compliance. X X X
Check Service Time Record. X X X
Check log book for unattended findings/complaints. X X X
Clean aircraft thoroughly. X X X

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(1) Initial Test-Run

INITIAL TEST-RUN Flight Hours

Inspection Items 100 200 1000 Initials
WARNING: DO NOT LET PERSONS GO INTO THE DANGER AREA OF THE
PROPELLER. PROPELLERS CAN CAUSE INJURY OR DEATH.

WARNING: SET THE PARKING BRAKE TO ON. IF YOU DO NOT DO THIS, THE
AIRPLANE CAN MOVE. THIS CAN CAUSE INJURY OR DEATH.

1. Check oil level according to ROTAX Engine Maintenance X X X

Manual (EMM) Chapter 12-00.
2. Run engine until oil temp. has reached 40 °C, check X X X
engine instruments for abnormal operation.
(see EMM Chapter 12-00).
3. Ignition check at: X X X

1700 RPM (912 A3)

1600 RPM (912 S3)

Drop 1: _____ RPM (max. 150)

Drop 2: _____ RPM (max. 150)

Between 1&2: ___ RPM (max. 50).

4. Carburetor heat check at the same RPM as above X X X
Drop: _____ RPM (min. 30) .
5. Note idle speed: ______ RPM. X X X
6. Check fuel shut-off valve for improper operation. Engine X X X
must stop with valve closed.
7. Ignition "OFF", master switch "OFF" (remove ignition X X X
key).

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(2) Engine

ENGINE Flight Hours

Inspection Items 100 200 1000 Initials

WARNING: MAKE SURE THE EXHAUST SYSTEM IS COOL BEFORE YOU DO

MAINTENANCE ON THE ENGINE. THE EXHAUST SYSTEM CAN BE
HOT. THIS CAN CAUSE INJURY TO PERSONS.

WARNING: DO NOT GET OIL ON YOU. OIL CAN CAUSE SKIN DISEASE.

WARNING: DO NOT GET FUEL ON YOU. FUEL CAN CAUSE SKIN DISEASE. DO
NOT ALLOW FIRE NEAR FUEL. FUEL BURNS AND CAN CAUSE
INJURY TO PEOPLE AND DAMAGE TO EQUIPMENT.

1. Remove upper and lower cowling, check for cracks, X X X

overheated areas, deformation, loose or missing
fasteners.

Clean cowlings if dirty.

2. Do engine maintenance in accordance with the X X X
referenced engine maintenance manual (EMM), latest
revision (Refer to Section 05-00).
3. If control light for coolant qty. is installed: X X X

Check for improper operation. See Chap 77-00.

4. Check cooling system for loss of coolant; dispatcher X X X
vessel should be full. Refill if needed. (See Chap. 12-10
of this manual). Verify cap is securely closed. Check
chafing protection pad on dispatcher vessel for damage.
5. Check equalizing reservoir and line to dispatcher vessel X X X
for damage, leaks and obstructions. Refill coolant if
necessary. Check vent bore in cap for obstructions.
6. Clean coolant radiator ribs; check for damage and leaks. X X X
7. Check radiator for looseness; check mounting for poor X X X
condition.
8. Check air distribution box for carburetor heat for insecure X X X
mounting, cracks, leakage, deformation, and heat
defects; check drip bowls for insecure attachment.
9. Check carburetor heat flaps for looseness and improper X X X
operation.

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ENGINE Flight Hours

Inspection Items 100 200 1000 Initials
10. Clean oil radiator ribs, check for damage and leaks. X X X
11. Check oil radiator for looseness, check radiator mounting X X X
for poor condition.
12. Check compensator pipe between the intake manifolds X X X
for chafing and leakage.
13. Check oil tank breather for blockage and obvious X X X
defects. Ensure that alternate vent hole is clear (at lower
end of vent pipe 5 cm or 2" inside of engine cowling).
14. Check engine mount for cracks, deformation, heat X X X
damage, corrosion, missing fasteners and safetying
devices; check shock mounts for poor condition.
15. Check electrical system for heat damage, corrosion and X X X
chafing; check central plug (if installed), cable fastenings
and all connectors by lightly pulling by hand.
(EMM 12-00)

Ground strap o

Starter o

Oil temperature sensor o

Oil pressure sensor o

Generator o

Voltage regulator,
(if installed) o

Fuel pressure sensor o

Coolant quantity
sensor, (if installed) o
16. Check starter, relays, and ignition boxes for insecure X X X
attachment.
17. Perform continuity check (refer to Sub-Chapter 24-31). X
18. Check hoses for cabin heat, carburetor intake and X X X
carburetor heat for defects.
19. Check cabin heat flap for defects and looseness. X X X

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ENGINE Flight Hours

Inspection Items 100 200 1000 Initials
20. Check exhaust pipes and mounting brackets for cracks X X X
and looseness;

check for leakage at the connection to the muffler;

check deflector shield for insecure attachment;

check springs for corrosion.

21. Check heat exchanger (muffler heating jacket) for cracks X X X
and insecure mounting to muffler;

check hoses for insecure mounting.

22. Open heat exchanger, check muffler for cracks, X X
deformation and corrosion. The connection sleeves are
especially susceptible to cracking.
23. Remove muffler and check for interior damage through X X
connection sleeves.
24. Check firewall breaches for leaks and insecure X X X
attachment of clamps and missing sealant.
25. Check fire resistant hoses for poor condition; X X X

check fuel lines for improper routing and leaks;

check fittings for looseness.

Check fuel lines for porosity and hardening from heat

where applicable.
26. Clean filter in electrical fuel pump; close and secure X X X
pump cap; close and secure hose coupling.
27. Check electrical fuel pump for leakage and insecure X X X
mounting.
28. Check mechanical fuel pump and all connections for X X X
leakage, looseness, and insecure mounting.
29. Check carburetor vent lines to air distribution box for X X X
insecure attachment and poor condition; check drip bowl
drains for blockage.
30. Check battery mount for poor condition; check battery X X X
acid level; check battery vent hose for blockage.
31. Check battery charge and capacity. X X X

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ENGINE Flight Hours

Inspection Items 100 200 1000 Initials
32. Check all bowden cables for insecure condition, X X X
interference, and lack of operating clearance; lubricate.

Check clamp straps for looseness.

Throttle o

Carburetor Heat o

Cabin Heat o

Choke o

Prop. Speed Control o

33. Re-torque bolts attaching engine mount to firewall (see X
Chap. 20-00, page 2).
34. Check for foreign objects; X X X

install cowling.

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ENGINE Flight Hours

Inspection Items 100 200 1000 Initials
Operating fluids used: (Type and quantity)

Oil : ____________________________________

Coolant : ____________________________________

Misc. : ____________________________________

Parts Replaced:

____________________________________________

___________________________________________

____________________________________________

____________________________________________

Remarks:

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(3) Propeller

PROPELLER Flight Hours

Inspection Items 100 200 1000 Initials
WARNING: DO NOT LET PERSONS GO INTO THE DANGER AREA OF THE
PROPELLER. PROPELLERS CAN CAUSE INJURY OR DEATH.

WARNING: YOU MUST MAKE SURE THAT THE ENGINE IS SAFE BEFORE YOU
TURN THE PROPELLER.

1. Remove spinner; check spinner and spinner mount for X X X

cracks, dents, and run-out.
2. Do inspection in accordance with the referenced X X X
propeller maintenance manual, latest revision (Refer to
Section 05-00).
3. Install spinner. X X X
4. Check governor for insecure mounting; check lines for X X X
poor condition and leaks;

check bowden cable for insufficient travel.

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(4) Cabin

CABIN Flight Hours

Inspection Items 100 200 1000 Initials
1. Check canopy, sliding windows and seals for damage. X X X
2. Check canopy attachment rods, coil springs, hinges and X X X
rubber bumper for damage.
3. Check canopy lock mechanism & emergency release for X X X
damage and improper operation in accordance with
measure 1 of Service Bulletin MSB20-39/1.
4. Check safety belts and their fastenings for defects. X X X
5. Remove seat shells; remove any dirt. X X X
6. Check flap actuator and position switch assembly under X X X
pilot's seat for insecure attachment and improper
operation.
7. Remove center console cover; X X X

check elevator trim system for damage.

8. Check rudder control cables for chafing and broken X X X
strands in the adjustment range of the S-guides and in
the area around the rollers and cable guides;

check rollers for interference;

check pedestals for insecure attachment.

9. Check rudder pedals for insecure attachment and X X X
interference;

check return springs for poor condition;

check pedal adjustment for inproper operation;

lubricate if necessary.
10. Check brake pedals for interference, play, and improper X X X
operation.

Check mechanism for damage and wear.

11. Check brake cylinders and brake lines for leakage. X X X
12. Check parking brake valve for improper operation; X X X

check all connections for leaks.

13. Check brake fluid for poor condition, replace if X X X
necessary. Fill brake fluid reservoir to maximum level
(15 mm = 5/8" below top).

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CABIN Flight Hours

Inspection Items 100 200 1000 Initials
14. Check control sticks for interference; X X X

check stops for defects;

check zero position;

check all fittings and bearings for looseness.

15. Check play of aileron and elevator control system with X X X
one stick blocked.

Maximum allowable play: 3 mm (0.12"), measured at the

edge of ailerons and elevator.
16. Check instrument markings. X X X
17. Check flap position indicator for improper operation. X X X
18. Check all switches and handles for missing placards in X X X
accordance with Maintenance Manual, Chapter 11-10.
19. Check ignition switch for improper operation. X X X
20. Remove instrument panel top cover; check all X X
components, switches, instruments, breakers and wiring
for insecure attachment; remove any dirt.
21. Check air ducts in fuselage for aging, cracks, obvious X X
defects and loose connectors.
22. Check wing main bolt locking device for improper X X X
operation and poor condition.
23. Check main bulkhead bushings for looseness. X X

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(5) Structure and Control Surfaces

STRUCTURE AND CONTROL SURFACES Flight Hours

Inspection Items 100 200 1000 Initials
1. Check skin of wings, tail surfaces, and fuselage for X X X
defects, especially dents, cracks, holes, etc.
2. Examine composite structure in the area of the entrance X X X
step. If cracks or delamination are detected reinforce in
accordance with Chapter 51-10.
3. Check aileron hinges for excessive play. Allowable: X X X

axial : ±2.0 mm (±0.08 in.)

radial: ±0.25 mm (±0.01 in.)

4. Check aileron balancing masses for damage and X X X
looseness.
5. Check aileron control system in wings through plexiglass X X X
windows for improper connection and improper
safetying.
6. Check flaps and flap control mechanism in wings and X X X
fuselage for improper connection and improper safetying.
7. Check flaps pre-tension and adjust if required. X X

Correct pre-tension: 30 to 50 N (6.7 to 11.2 lbs.)

8. Remove rudder; lubricate hinge bushes; check vertical X X
stabilizer interior structure for damage.
9. Remove horizontal tail; X

check mounting hardware for insecure attachment and

corrosion;

check forward bolts for corrosion; lubricate;

re-install horizontal tail.

10. Check elevator and horizontal stabilizer for insecure or X X X
improper attachment and improper safetying.
11. Check rearward parts of elevator control system for X X X
insecure mounting, excessive play, improper safetying,
and corrosion.
12. Disconnect friction damper and check friction with a * X X
spring scale; adjust if necessary.

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STRUCTURE AND CONTROL SURFACES Flight Hours

Inspection Items 100 200 1000 Initials
13. Check trim tab and trim tab hinges for damage; X X X

check trim tab control mechanism for play;

check hinge wire and castle nut for improper safetying.

14. Remove elevator push rod in fuselage tube; check for X
chafing in guide roller area.
15. Remove tail fin; check rearward fuselage bulkheads for X
damage; remove any dirt.
16. Check rudder mounting and control cable connection X X X
points for wear in the cable eyes, looseness, play, and
improper safetying; check rudder lower edge for cracks.
17. Examine upper rudder hinge bearing for radial play X
between spherical surface and wear. If necessary
replace it in accordance with Chapter 27-20-30.
18. Examine upper rudder hinge pin. If corrosion or X
grooves are detected, or a diameter less than 5.9 mm
(0.232 in) is measured, replace it in accordance with
Chapter 27-20-30.
19. Check tail fin for improper or insecure attachment and X X X
damage.
20. Remove floor plate from baggage compartment. * X X

Check landing gear mounting for insecure attachment

and improper safetying;

check rudder control cables, rudder lever (in

B-bulkhead), and aileron and flap control system parts
for damage, corrosion, improper operation, and improper
safetying;

check flaps synchro tube for damage; remove any dirt.

Check rudder cable tension.

Nominal: 15 ± 2 daN (33.7 ± 4.5 lbs.)
21. Remove fuel tank, check for damage and corrosion; X

remove and clean integrated fuel screen.

Calibrate fuel quantity indicating system after reinstalling

the tank.

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STRUCTURE AND CONTROL SURFACES Flight Hours

Inspection Items 100 200 1000 Initials
22. Remove panel aft of baggage compartment; * X X

check fuselage tube for deformation and cracks;

check elevator push rod guidance for insecure mounting;

check rudder control cables and turn buckles for

corrosion, wear, and improper safetying;

remove any dirt.

23. Check fuel lines, fuel tank and filler for damage and X X X
leakage;

check vent line and additional vent bore (airplanes

registered in Russia only) for blockage;

check tank fastening for defects.

24. Check electrical system and ground straps for chafing; X X X

check cable ties and all connectors by lightly pulling by

hand.
25. Check Pitot head and antennas for insecure attachment; X X X

check stall warning system for improper operation.

26. Check drain and vent bores in wings, fuselage, and X X X
control surfaces.
27. Check placards. Refer to Airplane Flight Manual X X X
Supplements for placards for optional equipment.
28. Remove wings; X X

inspect bolts and bushes, refer to Chapter 57-10;

lubricate.
29. Check air ducts in LH wing for aging, cracks, obvious X X
defects, and looseness of connectors.
30. Remove aileron push rods; X

check for chafing in roller guide area.

31. Check aileron and flap control system parts in the area of X X
the wings' and fuselage's root rib for insecure mounting
and wear;

lubricate if necessary.

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STRUCTURE AND CONTROL SURFACES Flight Hours

Inspection Items 100 200 1000 Initials
32. Check fastening units of B-bolts for improper operation X X X
(locking devices must catch perceptibly every 60°).
33. Check pins of flap synchronizing tube assembly for X X
looseness.
34. Install wings; apply adhesive tape to gaps between X X
wings and fuselage.
35. Remove tips from wings and horizontal stabilizer; X

check interior structure for damage.

36. Check strobe lights and position lights for damage and X X X
looseness.

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(6) Landing Gear

LANDING GEAR Flight Hours

Inspection Items 100 200 1000 Initials
1. Clean main landing gear and nose wheel; X X X

remove fairings;

check fairing mounts for cracks.

2. Check main landing gear for cracks, unusual X X X
deformation, and damage.
3. Measure the maximum deflection X of the unloaded main X
gear struts. (Lay a straight rod [grey] on the upper side of
the strut and measure the maximum value of the gap
according to the sketch).

S X # 3 mm (0.12 in): Examine main gear strut for

corrosion and cracks (particularly at the curvatures).

S X > 3 mm (0.12 in): Replace the strut.

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LANDING GEAR Flight Hours

Inspection Items 100 200 1000 Initials
4. Examine main landing gear attachment brackets. If X
cracks, damages or serious corrosion is detected
remove the MLG legs in accordance with Chapter 32-10
Section 6.

Examine inboard main landing gear attachment bolt

(item 7). Replace if wear exceeds 0.1 mm.

Examine outboard main landing gear attachment bolts

(items 14, 16) and replace nuts.

Examine main landing gear bracket attachment screws

(items 26 - 29) for corrosion and poor condition, replace
if necessary.

Retorque main landing gear bracket attachments bolts.

5. Examine main landing gear strut for excessive wear at X

attachment brackets.

Repair paintcoat when worn.

6. Check toe & camber in accordance with X
Sub-Chapter 32-10.
7. Check brake linings for wear. X X X

Minimum thickness: 4.0 mm (0.16").

8. Check brake disks for wear. X X X

Min. thickness: 3.8 mm (0.15").

9. Check brake lines and calipers for leakage, damage, X X X
cracks, and corrosion.

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LANDING GEAR Flight Hours

Inspection Items 100 200 1000 Initials
10. Check nose wheel assembly for insecure attachment, X X X
cracks, and deformation;

check bearings in fuselage bottom for play;

check LH and RH journal in rubber spring assembly for

play;

lubricate.
11. Examine nose landing gear for excessive wear at X
bearings in top hat profile.
12. Examine engine mount around nose landing gear shock X
strut attachment for distortion and cracks.
13. Examine all bronze coated bushings and collar bushings X
on nose landing gear.
14. Check rubber spring assy. for damage; tighten if X X X
necessary.
15. Check nose wheel fork for play and friction with nose X X
wheel off the ground (3 - 5 daN / 6.75 - 11.25 lbs. at
axle).
16. Remove nose landing gear fork. Check vertical pivot
bearing for corrosion & play, lubricate. Re-install fork.

S/N's 20.005 thru 20.119: X X X

S/N's 20.120 and subsequent : X

17. Check 3 tires for cuts, wear, defective valve stems; X X X

check slip markings. Observe limits set forth in

FAA AC 43.13-1A.
18. Ensure correct inflation: X X X

Main wheels: 2.3 bar or 33 PSI.

Nose wheel: 1.8 bar or 26 PSI.

19. Check 3 rims for cracks. X X X
20. Check 3 wheel bearings for play, wear, corrosion, and X X X
irregular running.
21. Remove main wheels; clean and lubricate bearings. * * X
22. Examine main landing gear axles and their attachment X
bolts for cracks, corrosion and wear.
23. Check axles for cracks, deformation, and corrosion. X

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LANDING GEAR Flight Hours

Inspection Items 100 200 1000 Initials
24. Install 3 wheels and fairings. X X X

(7) General

GENERAL Flight Hours

Inspection Items 100 200 1000 Initials
1. Review Airplane Flight Manual Supplements for optional X X X
equipment that requires inspection.
2. Inspect ELT and its battery as prescribed by * X X
manufacturer.
3. Check Pitot-static system for leaks and contamination.. X
4. Drain any water which may have accumulated in the * X X
Pitot and static system.
5. Lubricate in accordance with Lubrication Schedule (see X X X
Sub-Chapter 12-20).
6. Check for foreign objects and tools; close all inspection X X X
holes.
7. Perform general functional test and engine test run X X X
(engine test: according EMM and (1) Initial Test-Run).
8. Check engine for leakage. X X X
9. Tighten oil filter. X X X
10. Perform carbon monoxide test. X X X
11. Perform check flight, carry out and confirm all items on X
the form "Check Flight".
12. Enter inspection in log book. X X X
13. File Inspection Checklist, material tags, Findings Report, X X X
Engine Test Run Report, and Check Flight Report in
Airplane Maintenance Log.

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GENERAL Flight Hours

Inspection Items 100 200 1000 Initials

REMARKS:

The airplane is airworthy with respect to its maintenance condition.

Place : ____________________

Date : ____________________

A.M.E. : ____________________

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B. CHECK FLIGHT REPORT

If an engine with suffix -01 is installed, the items ‘Cylinder head temperature indicator’ and ‘Cylinder
head temperature’ are changed to ‘Coolant temperature indicator’ and ‘Coolant temperature’.

DV 20 KATANA

AIRCRAFT
CHECK FLIGHT Page 1 of 2

Registration: Pilot: Airdrome:

Date: Take-Off: Landing:

Findings
Functional Check, Flight Behavior
NO YES

Fuel quantity indicator

ACL, navigation lights

Warning and caution lights

Altimeter, QNH adjustment

Radio, radio check

Navigational instruments

Electrical fuel pump

Engine starting behavior, cold

Oil pressure indicator

Ammeter, Generator

RPM indicator

Cylinder head temperature indicator / Coolant temperature indicator

Oil temperature indicator

Parking brake

Wing flaps

Propeller speed control

Ignition circuits

Carburetor heat

Taxiing behavior, take-off behavior

Airspeed indicator

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AIRCRAFT
CHECK FLIGHT Page 2 of 2

Vertical speed indicator

Compass

Behavior during climb

Cylinder head temperature / Coolant temperature

Oil temperature

Cabin heat / cabin air

Behavior during high-speed flight

Trim / trim range

Behavior during slow-speed flight

Stall warning

Landing behavior

Fuel shut-off valve

Engine starting behavior, warm

Engine shut-down behavior

Remarks:

Pilot: _________________________________

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4. Major Structural Inspection

After 6000 hours, 12000 hours and every 4000 hours of operation thereafter an inspection as specified
in this Section must be done in addition to the 1000 hours inspection defined in Section 3.

The purpose of this inspection is a recurrent structural inspection to extend the life limit of the airframe.

Legend:
T Tap Test
V Visual Inspection
F Functional or Fit Check

NOTE: Where the inspection method indicated in the following tables is followed by the
symbol "(T)", perform a tap test, if visual inspection reveals evidence of possible
delamination and/or disbond.

NOTE: If damages are determined which cannot be repaired in accordance with the
Airplane Maintenance Manual Diamond Aircraft must be contacted for repair
instructions.

A. General

GENERAL Inspection Initials

Inspection Items Method
Prior to Inspection
1. Implement all Mandatory Service Bulletins. N/A
General - Disassembly
2. Replace engine mount attachment bolts. N/A

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GENERAL Inspection Initials

Inspection Items Method
3. Remove and inspect the following parts of the flight control V
system in accordance with AMM Chapter 27. All parts must
be examined for wear, corrosion deformation and poor
condition.

Aileron:

S Aileron push rods connecting control sticks (item 2).

S Bell crank attached to rearward transverse stiffener

(item 3).

S Push rod in center console (item 4).

S Bell crank attached to sickle shaped bulkhead (item 5).

S Aileron push rods connected to aileron pockets (item 6).

S Aileron pockets (item 7).

S Bell crank engaging in aileron pocket (item 8) - if installed.

S Long push rod in wing (item 9).

S Aileron bell crank (item 10).

S Short push rod in wing (item 11).

Rudder:

S Rudder pedal assembly (27-20-10).

S Cables between firewall and rudder lever (item 1).

S Cables between rudder lever and lower mounting plate

(item 2).

S Cable fittings (item 3).

S Rudder lever (item 5).

S Lower mounting plate (item 7).

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GENERAL Inspection Initials

Inspection Items Method
Elevator:

S Elevator push rod (item 3).

S Elevator push rod in fuselage tube (item 4).

S Elevator bell crank (item 5).

S Elevator push rod in rudder fin (item 6).

Elevator trim:

S Trim lever (item 1).

S Trim Bowden cable - examine for elongation (item 2).

S Actuating lever.

Flaps:

S Flaps actuator.

S Bell crank assembly.

S Push rods.

S Pockets.

S Synchro tube.

S For S/N 20.005 through S/N 20.100:

S Flaps pockets.

S Bell crank engaging in flaps pocket.

S Long push rod in wing.

S Flap bell crank.

S Short push rod in wing.

Examine interior of push rods for corrosion with Boroscope

and renew corrosion protection. Use material published in
DP-S-15-00010 Section 4.4.1.

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B. Left Wing

LEFT WING Inspection Initials

Inspection Items Method
Left Wing Root Ribs

(in front of and behind spar)

1. Bonding with the skins. V (T)
2. Joints with main spar/spar stump. V
3. Laminate (cracks, delamination). V
4. A-bolt bushing and bearing in forward root rib (bond of V/F
bushing in rib, tight fit of bearing in bushing, corrosion or wear
of bearing).
5. B-bolt bushing and bearing in aft root rib (bond of bushing in
rib, tight fit of bearing in bushing, corrosion or wear of
V/F
bearing).
Left Wing Spar Stump
6. Laminate (cracks, delamination). V
7. Main bolt bushing in spar web. V/F
Left Wing Main Spar
8. Main spar bonding with wing skins (cracks, delamination). V (T)
9. Main spar flange joint with web outboard of root rib looking V
through root rib openings (delamination).
10. Spar web sandwich structure outboard of root rib looking V
through root rib openings and examine condition of laminate
(delamination, condition of core).
Left Upper and Lower Wing Skins
11. Laminate (delamination, cracks, dents, scratches). V (T)
12. Paint (chips, scratches, UV damage). V
13. Condition of core (damage, delamination to skin). V (T)
14. Leading edge bond (disbonds, cracks above or below overlap V (T)
seam).
15. Remove tie down ring and inspect for delamination, cracks, V
elongation of hole.

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LEFT WING Inspection Initials

Inspection Items Method
Left Wing Trailing Edge Spar
16. Laminate (resin erosion, without any resin cover - refer to V
Chapter 51-10 Section 11).
17. Bonding of trailing edge to skins (cracks, foam strip brittle - V (T)
refer to Chapter 51-10 Section 11).
18. Bonding of flap and aileron hinges to trailing edge and skin. V (T)
19. Flap and aileron hinges (cracks, corrosion, fit of clevis pin in V/F
hinge, paint and separation of trailing edge spar or lower skin
ahead of spar face, loose rivet - refer to Chapter 57).
Left Wing Internal Ribs
20. Laminate (cracks, delamination). V
21. Bellcrank brackets (cracks, elongation of bellcrank mounting V
holes, corrosion, paint and delamination and disbond between
bracket and rib).
22. Guide rollers in wing (excessive play in roller - refer to V
Chapter 27-11 Section 6 and 7)
23. Replace all bronze coated bushings and collar bushings on N/A
control system.

C. Right Wing

RIGHT WING Inspection Initials

Inspection Items Method
Right Wing Root Ribs

(in front of and behind spar)

1. Bonding with the skins. V (T)
2. Joints with main spar/spar stump. V
3. Laminate (cracks, delamination). V
4. A-bolt bushing and bearing in forward root rib (bond of V/F
bushing in rib, tight fit of bearing in bushing, corrosion or wear
of bearing).
5. B-bolt bushing and bearing in aft root rib (bond of bushing in
rib, tight fit of bearing in bushing, corrosion or wear of
V/F
bearing).

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RIGHT WING Inspection Initials

Inspection Items Method
Right Wing Spar Stump
6. Laminate (cracks, delamination). V
7. Main bolt bushing in spar web. V/F
Right Wing Main Spar
8. Main spar bonding with wing skins (cracks, delamination) V (T)
9. Main spar flange joint with web outboard of root rib looking V
through root rib openings (delamination).
10. Spar web sandwich structure outboard of root rib looking V
through root rib openings and examine condition of laminate
(delamination, condition of core).
Right Upper and Lower Wing Skins
11. Laminate (delamination, cracks, dents, scratches). V (T)
12. Paint (chips, scratches, UV damage). V
13. Condition of core (damage, delamination to skin). V (T)
14. Leading edge bond (disbonds, cracks above or below overlap V (T)
seam).
15. Remove tie down ring and inspect for delamination, cracks, V
elongation of hole.
Right Wing Trailing Edge Spar
16. Laminate (resin erosion, without any resin cover - refer to V
Chapter 51-10 Section 11).
17. Bonding of trailing edge to skins (cracks, foam strip brittle - V (T)
refer to Chapter 51-10 Section 11).
18. Bonding of flap and aileron hinges to trailing edge and skin. V (T)
19. Flap and aileron hinges (cracks, corrosion, fit of clevis pin in V/F
hinge, paint and separation of trailing edge spar or lower skin
ahead of spar face, loose rivet - refer to Chapter 57).
Right Wing Internal Ribs
20. Laminate (cracks, delamination). V
21. Bellcrank brackets (cracks, elongation of bellcrank mounting V
holes, corrosion, paint and delamination and disbond between
bracket and rib).
22. Guide rollers in wing (excessive play in roller - refer to V
Chapter 27-11 Section 6 and 7)
23. Replace all bronze coated bushings and collar bushings on N/A
control system.

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D. Fuselage

FUSELAGE Inspection Initials

Inspection Items Method
Fuselage Skin, including Vertical Stabilizer
1. Laminate (delamination, cracks, dents, scratches). V (T)
2. Paint (chips, scratches, UV damage, condition of fire-proof V
paint aft of lower cowl outlet).
3. Laminate at trailing edge spar of vertical stabilizer (resin V
erosion, dry without any resin cover - refer to Chapter 51-10
Section 11).
4. Fuselage bonding lines - centerline of fuselage, upper and V (T)
lower surfaces (cracks in paint and separation of internal
composite components and skin).
5. NLG bushings in T-panel on bottom of fuselage (security of V (T)
bushing in T-panel, play between NLG strut and bushing,
condition of laminate, bond of T-panel to floor panel and
fuselage skin).
Bulkheads, Webs, Ribs in Vertical Stabilizer
6. Laminate (delamination, cracks - particularly around access V
holes).
7. Internal composite components (look through access holes in V (T)
vertical stabilizer spar and inspect for separation from skin
and for delamination and cracks).
8. Guide rollers in fuselage (excessive play in roller bearings - V
refer to Chapter 27-30 Section 6.
9. Rudder cable pulleys (play and excessive wear). V
10. Rudder control cable guides (wear). V
11. Replace all bronze coated bushings and collar bushings on N/A
control system.
12. Replace all bronze coated bushings and collar bushings on N/A
trim system.
13. Bushings at aft horizontal stabilizer attachment (corrosion, V
cracks, delamination or cracks in composite around bushing)
14. Replace horizontal stabilizer forward mounting bolt. V/F
15. Fuselage skin around lower tail fin (cracks). V
16. Bonding line to vertical stabilizer web (cracks). V
17. Lower rudder bearing block (deformation). V

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FUSELAGE Inspection Initials

Inspection Items Method
18. Trailing edge reinforcement rib (delamination from skin, V
cracks).
Main Bulkhead and Wing Connection
19. Main bulkhead laminate and bonding to fuselage V
(delamination).
20. Fuselage skin outboard of seat fastener through side of main V (T)
bulkhead (delamination).
21. Main bolt, A- and B-bolt bushings (security of bushings in V
surrounding composite, tightness of fit of pin/bolt, cracks,
corrosion).
22. Main bolts and A-bolts (corrosion, distortion and wear or play V/F
refer to Chapter 57-10.
23. Main landing gear and A-bolt attachment brackets (cracks or V
corrosion of bracket, disbond from or delamination in
surrounding laminate).
Firewall
24. Laminate when viewed from cockpit side (cracks and V
delamination, - particularly around engine mount fastener
holes, battery box, discoloration).
25. Replace firewall heat isolation - refer to Chapter 51-10 V
Section 10.
Cockpit Area
26. Seats and attachments (cracks, delamination, damage around V
fastener holes).
27. Connection between backrest and fuselage in region of V
canopy frame (cracks in the thickened resin - refer to
Chapter 51-10 Section 9).
28. Floor (cracks or delamination around aft rudder pedal bracket V
and throttle quadrant opening).
29. B-bulkhead (cracks, delamination, particularly around fuel V
tank attachments).
30. Lap belt attachments (general condition, security of metal V
fitting in surrounding composite).
31. Flap actuator mounting on LHS of center console (security of V
bracket on laminate, cracks in surrounding laminate).

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FUSELAGE Inspection Initials

Inspection Items Method
32. Rudder lever mounting (located under B-bulkhead, check for V
security of mounting, elongation of hole, cracks in surrounding
laminate).
33. Bronze coated bushings and collar bushings on pedals. V
Canopy
34. Frame (delamination, scratches, cracks - particularly around V
fastener holes).
35. Cantilever, frame, fittings and attachment at backrest V
(damage or poor condition).

E. Horizontal Stabilizer

HORIZONTAL STABILIZER Inspection Initials

Inspection Items Method
HS Skins
1. Delamination, cracks, dents, scratches. V (T)
2. Paint (chips, scratches, UV damage). V
3. Damage to core or disbond between skin and core. V (T)
4. Leading edge bond (disbonds, cracks above or below overlap V (T)
seam).
HS Spar
5. Bonding to skins. T
HS Trailing Edges
6. Laminate (resin erosion on glass layer, appears dry without V
any resin cover - refer to Chapter 51-10 Section 11).
7. Bonding of trailing edge to skin (brittle foam strip, cracks - V (T)
refer to Chapter 51-10 Section 11).
8. Elevator hinges (cracks, corrosion, fit of clevis pin in hinge). V/F
9. Inner hinge plates (cracks, corrosion, delamination of trailing V
edge and skin from stabilizer).
HS Attachments
10. Aft mounting plate (cracks in plate, cracks in bond between V
plate and web, delamination in web around bushings, cracks,
corrosion).

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HORIZONTAL STABILIZER Inspection Initials

Inspection Items Method
11. Forward mounting bracket (cracks in plate, cracks in bond to V/F
plate, delamination in rib around fasteners, condition of
spherical bearing, fit of pin in bearing).
12. Elevator PAF bushing at the horizontal stabilizer (wear). V
13. Replace all bronze coated bushings and collar bushings on N/A
control system.

F. Control Surfaces

CONTROL SURFACES Inspection Initials

Inspection Items Method
Ailerons
1. Surface (delamination, cracks, dents, scratches). V (T)
2. Paint (chips, scratches, UV damage). V
3. Core and laminate (cracks, damage, delamination to skin). V (T)
4. Ribs (bonding with skins). V (T)
5. Laminate around hinges and control horn fasteners (cracks, V
delamination).
6. Replace all bronze coated bushings and collar bushings. N/A
7. Mass balance attachment (cracks in laminate and bonding V
paste around fasteners - accessible through access hole on
lower surface).
8. Check technical records to ensure mass and static moment V/F
are within specified limits (Chapter 06-00).
9. Hinges and control horns (cracks, corrosion, disbond from V/F
skin, condition of plain bearing, fit of clevis pin in bearing -
refer to Chapter 57).
10. Bonding strips on aileron (disbonding and disconnection). V
Flaps
11. Surface and laminate (delamination, cracks, dents, V (T)
scratches).
12. Paint (chips, scratches, UV damage). V
13. Core (cracks, damage, delamination to skin). T
14. Ribs (bonding with skins). V (T)

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CONTROL SURFACES Inspection Initials

Inspection Items Method
15. Hinges and control horn (cracks, corrosion, disbond from skin, V
condition of plain bearing, fit of clevis pin in bearing - refer to
Chapter 57).
16. Flap horn (cracks, wear). V
17. Replace bronze coated bushings and collar bushings on Flap N/A
actuator.
18. Examine flap interconnection bushings. V
19. Check technical records to ensure mass and static moment V/F
are within specified limits (Chapter 06-00).
Elevator and Tab
20. Surface and laminate (delamination, cracks, dents, V (T)
scratches).
21. Paint (chips, scratches, UV damage). V
22. Core (cracks, damage, delamination to skin). T
23. Hinges (cracks, corrosion, disbond from leading edge, V/F
tightness of fasteners, fit of pin, condition of sliding surface on
plain bearing).
24. Both intermediate elevator bearings (corrosion, wear and V
excessive play).
25. Replace all bronze coated bushings and collar bushings on N/A
elevator and trim tab.
26. Control horn (cracks, corrosion, deformation, disbond from V/F
skin, tightness of fasteners, fit of pin, mass balance
attachment - refer to Chapter 27-30).
27. Tab hinge and hinge-wire (corrosion, wear, hinge pin security V
and poor condition).
28. Trim actuation levers (poor condition) and replace ball joint V
connections (4x).
29. Check technical records to ensure mass and static moment V/F
are within specified limits (Chapter 06-00).
30. Replace the elevator springs. N/A
Rudder
31. Examine skins for delamination, cracks, dents, scratches. V (T)
32. Paint (chips, scratches, UV damage). V
33. Damage to core or disbond between skin and core. V (T)

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CONTROL SURFACES Inspection Initials

Inspection Items Method
34. Check technical records to ensure mass and static moment V/F
are within specified limits (Chapter 06-00).

G. After Assembly

GENERAL - AFTER ASSEMBLY Inspection Initials

Inspection Items Method
1. Control surface adjustment - refer to Chapter 06-00. V/F
2. Do bonding test - refer to Chapter 51-80. F
3. Determine empty weight and corresponding center of gravity.
4. Do necessary entries in the airframe logs.

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Section 05-21
PERIODISCHE KONTROLLEN
(GERMAN VERSION OF CHAPTER 05-20)

1. Allgemeines

Regelmäßige Kontrollen sind alle 100, 200 und 1000 Betriebsstunden durchzuführen.

Zusätzlich ist nach den ersten 25 Betriebsstunden eine 100 h-Kontrolle fällig, bei der auch die
Motorträger-Befestigungsschrauben nachzuziehen sind (Drehmoment siehe Kap. 20-00). Die in Kapitel
05-21 dargestellte Kontrolliste enthält alle dazu erforderlichen Wartungs- und Kontrollarbeiten.

Die Zeit zwischen zwei 200 h Kontrollen darf nicht mehr als 1 Jahr betragen.

Zusätzliche Hinweise für die Motorwartung sind im Betriebshandbuch für den ROTAX 912 A3 / S3
Motor und in den Technischen Mitteilungen enthalten.

Zusätzliche Hinweise für die Wartung des Propellers finden sich im Propellerhandbuch.

Bei jeder Kontrolle sind auch die Ausführungen des Schmierplans zu beachten.

WICHTIGER HINWEIS: Die Wartungsvorschriften für in den U.S.A., in Kanada und in

Rußland registrierte Flugzeuge weichen von den allgemeinen
Wartungsvorschriften ab. Siehe hierzu Chapter 05-20.

Die Checklisten für die 100, 200 und 1000 Kontrollen in diesem Abschnitt sind abzuarbeiten. Parallel
muß die Checkliste zur Überprüfung der Entwässerungsbohrungen durchgeführt werden.

ANMERKUNG: Diamond Aircraft Ind. hat die 600 Stunden Kontrolle durch eine
1000 Stunden Kontrolle ersetzt. Die erste 1000 Stunden
Kontrolle ist 1000 Flugstunden nach der letzten 600 Stunden
Kontrolle durchzuführen. Danach gelten die 1000 Flugstunden
Intervalle.

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2. Checkliste zur Überprüfung der Entwässerungsbohrungen

Die Entwässerungsbohrungen sind zu überprüfen. Entwässerungsbohrungen dürfen nicht durch

Schmutz oder andere Ablagerungen verstopft sein. Alle Fremdkörper müssen entfernt werden und die
Entwässerungsbohrungen sind komplett zu reinigen. Anderenfalls kann die Entwässerungskapazität
unter bestimmten Umständen, wie Starkregen, etc., unzureichend sein.

Alle Entwässerungsbohrungen müssen einen Durchmesser von 5 mm (+ 2 mm / - 0 mm) or 0.2 in.

(+ 0.08 in / - 0.00 in) aufweisen. Die Entwässerungsbohrungen müssen kreisrund, entgratet, nicht
ausgefranst und sauber sein.

Siehe entsprechende Markierungen in den Abbildungen 1 - 6 (Kapitel 05-20) um die Position der
nachfolgend gelisteten Entwässerungsbohrungen zu bestimmen.

Checkliste zur Überprüfung der Entwässerungsbohrungen

Ref. Position der Entwässerungsbohrungen Stunden Initialen
1 RUMPF
1.01 Vorderseite der Rumpfschale, in Ecke des Hutprofils, LH 200
und RH.
1.02 Fußraum, LH und RH. 200
1.03 Rumpfschale, hinten in der Ecke des Mitteltunnels, RH. 200
1.04 Rumpfschale, hinter Mitteltunnel, nahe dem 200
Verbindungskanal, LH.
1.05 In hinterer unterer Ecke des Hauptspants, nahe der Mitte. 1000
1.06 Rumpfschale, in der Ecke des Sichelspants, LH und RH. 200
1.07 In der Mitte der Rumpfschale, hinter Sichelspant. 200
1.08 Durch unteres Ende des Halbspant. 1000
1.09 Durch unteres Ende des Ringspant 1. 1000
1.10 Durch unteres Ende des Ringspant 2. 1000
1.11 Durch unteres Ende des Ringspant 3. 1000
1.12 Am tiefsten Punkt der Finne. 100
1.13 Durch Hinterseite der Seitenleitwerk-Rippe unten. 1000
1.14 In Seitenleitwerksteg, oben hinter Seitenruder-Lager. 100
2 HAUBE
2.01 In vorderer Ecke des Haubenrahmens, LH und RH. 100
2.02 In der Mitte des Haubenrahmens (unter 100
Verschlußmechanismus), LH und RH.
2.03 In hinterer Ecke des Haubenrahmens, LH und RH. 100

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Checkliste zur Überprüfung der Entwässerungsbohrungen

Ref. Position der Entwässerungsbohrungen Stunden Initialen
3 HÖHENFLOSSE
3.01 Unterschale, nahe der Außenseite der HF-Rippe, vor HF- 100
Holm, LH und RH.
3.02 Unterschale, hinter HF-Holm, nahe der Aussparung in der 100
Mitte, LH und RH.
3.03 Unterschale, in der Mitte der Aussparung. 100
4 HÖHENRUDER
4.01 In der Unterschale, vor der Hinterkante, nahe der Mitte, LH 100
und RH.
5 HÖHENRUDERTRIMMUNG
5.01 In der Unterschale, an der Profilnase, nahe der Mitte, LH 100
und RH.
6 SEITENRUDER
6.01 Am tiefsten Punkt nahe der Mitte, LH und RH. 100
7 TRAGFLÄCHE
7.01 Wing-Tip Hinterseite durch Sandwich Rippe, LH und RH. 100
7.02 In Unterschale neben mittlerer Rippe, LH und RH. 100
7.03 In Unterschale unter dem Wartungsdeckel, LH und RH. 100
7.04 In Unterschale, nahe der Hinterkante vom 100
Landeklappenanschlag LH und RH.
8 LANDEKLAPPE
8.01 Durch Wurzelrippe, nahe der Hinterkante, LH und RH. 100
9 QUERRUDER
9.01 Durch Wurzelrippe, nahe der Hinterkante, LH und RH. 100

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3. Checklisten für die 100, 200 und 1000 h Kontrollen

Die in Tabelle 2 angeführten Arbeiten müssen bei der 100, 200 oder 1000 Stunden-Kontrolle erledigt
werden.

Alle von der ausführenden Person erledigten Arbeiten müssen Punkt für Punkt abgezeichnet werden.
Die ordnungsgemäße Durchführung der Kontrolle ist im Bordbuch zu bescheinigen.

Beanstandungen und Maßnahmen zu deren Behebung müssen in einem Befundbericht festgehalten

und zusammen mit der Kontrolliste im Lebenslaufakt abgelegt werden.

ANMERKUNG: Wenn das Wartungshandbuch für den Rotax Motor in Querverweisen

angeführt wird, ist dieses mit MHB (Motorhandbuch) abgekürzt.

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A. CHECKLISTE DV 20 KATANA

Werk-Nr : _________________ Kennzeichen : _________________

Motorbetriebszeit

Datum : _________________ TSN/TSO : _________________

Kontrollumfang Flugzeug-

(100, 200, 1000) : _________________ Betriebszeit : _________________

Flugstunden
Wartungsarbeiten 100 200 1000 Wart
VOR DER KONTROLLE
Lufttüchtigkeitsanweisungen beachten. X X X
Technische Mitteilungen beachten. X X X
Betriebszeitenübersicht kontrollieren. X X X
Bordbuch auf offene Beanstandungen überprüfen. X X X
Das Flugzeug gründlich reinigen. X X X

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(1) Eingangsstandlauf

EINGANGSSTANDLAUF Flugstunden
Wartungsarbeiten 100 200 1000 Wart
WARNUNG: IM GEFAHRENBEREICH DES PROPELLERS DÜRFEN SICH KEINE
PERSONEN BEFINDEN. DER PROPELLER KANN PERSONEN
VERLETZEN ODER TÖTEN.

WARNUNG: DIE PARKBREMSE MUSS GESETZT WERDEN. WENN DIE

PARKBREMSE NICHT GESETZT IST, KANN SICH DAS FLUGZEUG
BEWEGEN UND PERSONEN VERLETZEN ODER TÖTEN .

1. Ölstand kontrollieren gemäß Wartungshandbuch für X X X

Rotax Motor (MHB). Kapitel 12-00.
2. Öltemperatur auf 40 Grad erwärmen lassen, Triebwerks- X X X
instrumente auf abnormales Verhalten kontrollieren
(siehe MHB Kapitel 12-00).
3. Zündkontrolle bei: X X X

1700 RPM (Rotax 912 A3).

1600 RPM (Rotax 912 S3).

Abfall 1: _____ RPM (max. 150).

Abfall 2: _____ RPM (max. 150).

Diff. 1&2: ___ RPM (max. 50).

4. Kontrolle der Vergaservorwärmung bei gleicher RPM wie X X X
unter Punkt 3. angegeben.

Abfall: _____ RPM (min. 30)

5. Leerlaufdrehzahl notieren: ______ RPM. X X X
6. Brandhahn auf Fehlfunktion kontrollieren. Motor muss X X X
bei geschlossenem Hahn stehenbleiben.
7. Zündung "AUS", Hauptschalter "AUS" (Zündschlüssel X X X
abziehen).

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(2) Motor

MOTOR Flugstunden
Wartungsarbeiten 100 200 1000 Wart

WARNUNG: VOR BEGINN VON WARTUNGSARBEITEN AM MOTOR MUSS

ÜBERPRÜFT WERDEN, OB DIE AUSPUFFANLAGE ABGEKÜHLT
IST. EINE HEISSE AUSPUFFANLAGE KANN PERSONEN
VERLETZEN.

WARNUNG: VERMEIDEN SIE HAUTKONTAKT MIT ÖL. ÖL KANN

GESUNDHEITSSCHÄDEN HERVORRUFEN.

WARNUNG: VERMEIDEN SIE HAUTKONTAKT MIT KRAFTSTOFF. KRAFTSTOFF

KANN GESUNDHEITSSCHÄDEN HERVORRUFEN. VERMEIDEN SIE
FEUER IN DER NÄHE VON KRAFTSTOFF. KRAFTSTOFF BRENNT
UND KANN PERSONEN VERLETZEN UND AUSRÜSTUNG
BESCHÄDIGEN.

1. Obere und untere Cowling abnehmen, auf Risse, X X X

überhitzte Stellen, Verformungen, lose oder fehlende
Verschlüsse kontrollieren;

Verschmutze Cowling reinigen.

2. Motorwartung in Übereinstimmung mit dem X X X
referenzierten Motor Wartungshandbuch, der
letztgültigen Version durchführen. (siehe Kapitel 05-00).
3. Falls Kontrolllampe für Kühlmittel installiert: X X X

Auf Fehlfunktion prüfen (siehe Kapitel 77-00).

4. Kühlsystem auf Flüssigkeitsverlust prüfen; Verteilergefäß X X X
soll voll sein. Gegebenenfalls nachfüllen (siehe Kapitel
12-10).

Der Verschluss muss sicher eingerastet sein.

Schutzgummi des Verteilergefäßes auf Schaden
kontrollieren.
5. Vorratsbehälter und Leitung zum Verteilergefäß auf X X X
Lecks, Schäden und Verstopfung kontrollieren.

Gegebenenfalls Kühlmittel auffüllen.

Entlüftungsbohrung muss frei sein.

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MOTOR Flugstunden
Wartungsarbeiten 100 200 1000 Wart
6. Rippen des Kühlers reinigen und auf Beschädigungen X X X
und Undichtheit kontrollieren.
7. Kühler auf Festsitz und dessen Befestigung auf X X X
mangelhaften Zustand kontrollieren.
8. Vergaservorwärmkasten auf mangelhafte Befestigung, X X X
Risse, undichte Stellen, Verformung und Hitzeschäden
kontrollieren. Tropftassen auf mangelhafte Befestigung
kontrollieren.
9. Vorwärmklappen auf lockeren Sitz und Fehlfunktion X X X
kontrollieren.
10. Rippen des Ölkühlers reinigen und auf Beschädigung X X X
und Leckage kontrollieren.
11. Ölkühler auf mangelhaften Sitz und Halterung auf X X X
mangelhaften Zustand kontrollieren.
12. Ausgleichsleitung zwischen den Ansaugkrümmern auf X X X
Scheuerstellen und Leckage kontrollieren.
13. Ölbehälterbelüftung auf Beschädigung und Verstopfung X X X
kontrollieren. Bohrung in Belüftungsleitung (ca. 5 cm
oder 2" innerhalb der Cowling) auf Verstopfung
kontrollieren.
14. Motoraufhängung auf Risse, Verformungen, X X X
Hitzeschäden, Korrosion und fehlende Befestigungs-
und Sicherheitsteile kontrollieren.

Schwingungsdämpfer auf mangelhaften Zustand

kontrollieren.

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MOTOR Flugstunden
Wartungsarbeiten 100 200 1000 Wart
15. Elektrische Installation auf Hitzeschäden, Scheuerstellen X X X
und Korrosion kontrollieren (siehe MHB). Zentralstecker
(falls installiert), Kabelbefestigungen und Verbindungen
durch leichtes Ziehen von Hand prüfen.

Masseband o

Starter o

Öltemperaturgeber o

Öldruckgeber o

Generator o

Spannungsregler,

(falls installiert) o

Kraftstoffdruckgeber o

Kontrolllampe für Kühl-

mittel (falls installiert) o

16. Starter, Relais und Zündboxen auf mangelhafte X X X
Befestigung kontrollieren.
17. Durchgangsprüfung (Continuity Check lt. Kapitel 24-31) X
durchführen.
18. Kabinenheizungsschlauch, Vergaseransaug- und X X X
Vorwärmschlauch auf mangelhaften Zustand
kontrollieren.
19. Klappe für Kabinenheizung auf Beschädigungen und X X X
lockeren Sitz kontrollieren.
20. Auspuffrohre und Befestigungsschellen auf Risse und X X X
lockeren Sitz kontrollieren;

Anschlüsse zum Auspufftopf auf undichte Stellen

kontrollieren;

Abschirmblech auf lockeren Sitz, Federn auf Korrosion

kontrollieren.
21. Wärmetauscher (Heizungsummantelung des X X X
Schalldämpfers) auf Risse, losen Sitz und schadhafte
Befestigung, sowie Befestigungen der Schläuche auf
Defekte kontrollieren.

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MOTOR Flugstunden
Wartungsarbeiten 100 200 1000 Wart
22. Wärmetauscher öffnen, Auspufftopf auf Risse, Korrosion X X
und Deformation kontrollieren (Rissgefährdet sind vor
allem die Anschlussstutzen).
23. Auspufftopf ausbauen, durch die Stutzen auf innere X X
Beschädigungen kontrollieren.
24. Brandspantdurchführungen und entlang der Kanten des X X X
Hitzeschutzblocks auf undichte Stellen und fehlende
Isolierung kontrollieren.
25. Brandschutzmäntel auf Defekt, Kraftstoffleitungen auf X X X
falsche Verlegung, undichte Stellen und lose Anschlüsse
kontrollieren. Kraftstoffleitungen auf Verhärtung durch
Hitze und Porosität kontrollieren.
26. Filter der elektrischen Kraftstoffpumpe reinigen X X X
Pumpendeckel schließen und sichern;

Schlauchkupplung schließen und sichern.

27. Elektrische Kraftstoffpumpe auf Leckage und losen Sitz X X X
kontrollieren.
28. Mechanische Kraftstoffpumpe und deren Anschlüsse auf X X X
Lecks und losen Sitz kontrollieren.
29. Vergaserbelüftungseinleitungen zum Vorwärmkasten auf X X X
mangelhafte Befestigung und Zustand kontrollieren

Tropftassenabläufe auf Verschmutzung kontrollieren.

30. Batteriehalterung auf mangelhaften Zustand X X X
kontrollieren;

Säurezustand der Batterie prüfen;

Schlauch der Entgasung auf Verstopfung kontrollieren.

31. Ladezustand und Kapazität der Batterie überprüfen. X X X

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MOTOR Flugstunden
Wartungsarbeiten 100 200 1000 Wart
32. Alle Betätigungszüge auf unsicheren Zustand, X X X
Schwergängigkeit und Blockierung kontrollieren und
schmieren;

Klemmnippel auf losen Sitz kontrollieren.

Gas o

Vergaservorwärmung o

Heizung o

Choke o

Propellerverstellung o
33. Motorträger-Befestigungsschrauben nachziehen X
(Drehmoment siehe Kapitel 20-00).
34. Fremdkörperkontrolle durchführen; X X X

Cowling montieren.

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MOTOR Flugstunden
Wartungsarbeiten 100 200 1000 Wart
Verwendete Betriebsmittel: (Sorte und ggf. Menge)

Öl : ____________________________________

Kühlmittel : ___________________________________

Sonstige : ____________________________________

Ausgetauschte Teile:

____________________________________________

___________________________________________

____________________________________________

____________________________________________

Bemerkungen:

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(3) Propeller

PROPELLER Flugstunden
WARNUNG: IM GEFAHRENBEREICH DES PROPELLERS DÜRFEN SICH KEINE
PERSONEN BEFINDEN. DER PROPELLER KANN PERSONEN
VERLETZEN ODER TÖTEN.

WARNUNG: DER MOTOR MUSS GESICHERT WERDEN; BEVOR DER

PROPELLER GEDREHT WIRD.

Wartungsarbeiten 100 200 1000 Wart

1. Spinner entfernen, Spinner und Spinnerträger auf Risse, X X X
Beulen und Schlag kontrollieren.
2. Die Inspektion in Übereinstimmung mit dem X X X
referenzierten Propeller Wartungshandbuch, der
letztgültigen Version durchführen. (Siehe Kapitel 05-00).
3. Spinner montieren. X X X
4. Governor auf losen Sitz prüfen; X X X

Leitungen auf mangelhaften Zustand und undichte

Stellen kontrollieren.

Betätigungszug auf eingeschränkte Verstellmöglichkeit

kontrollieren.

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(4) Kabine

KABINE Flugstunden
Wartungsarbeiten 100 200 1000 Wart
1. Kabinenhaube, Schiebefenster und Abdichtungen auf X X X
Beschädigungen kontrollieren.
2. Haubenbefestigungsarme, Ferdern, Lagerungen und X X X
Gummipuffer auf Beschädigungen kontrollieren.
3. Haubenverriegelung und -notbetätigung gemäß X X X
Technischer Mitteilung Nr. MSB20-39/1 auf Schäden und
Fehlfunktionen kontrollieren.
4. Anschnallgurte und deren Befestigungen auf Verschleiß X X X
und Schäden kontrollieren.
5. Sitze ausbauen, Schmutz entfernen. X X X
6. Landeklappen-Aktuator und Positionsschalterleiste unter X X X
Pilotensitzschale auf losen Sitz und Fehlfunktion prüfen.
7. Mitteltunneldeckel entfernen und Trimmung im X X X
Mitteltunnel auf Schäden kontrollieren.
8. Steuerseile im Verstellbereich der S-Führungen und im X X X
Bereich der Umlenkrollen und Durchführungen auf
Scheuerstellen und Litzenrisse kontrollieren;

Seitenruder-Seilumlenkrollen auf schwergängigen Lauf

und Lagerböcke auf losen Sitz kontrollieren.

9. Seitenruderpedale auf mangelhafte Befestigung, X X X
Schwergängigkeit, mangelhafte Rückholfedern
kontrollieren;

die Pedalverstellung auf Fehlfunktion kontrollieren und

ggf. schmieren.
10. Bremspedale auf Schwergängigkeit, Spiel, Fehlfunktion X X X
und Mechanik auf Schäden und Abnutzung kontrollieren.
11. Bremszylinder und -leitungen auf Leckagen kontrollieren. X X X
12. Parkbremsventil auf fehlerhafte Funktion, Anschlüsse auf X X X
Leckage kontrollieren.
13. Zustand der Bremsflüssigkeit prüfen, ggf. wechseln. X X X

Bremsflüssigkeit bis zum Maximum auffüllen (15 mm =

5/8" unter Behälter-Oberkante).

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KABINE Flugstunden
Wartungsarbeiten 100 200 1000 Wart
14. Steuerknüppel auf Schwergängigkeit, defekte Anschläge X X X
und übermmäßiges Spiel kontrollieren.

Null-Stellung prüfen.

Beschläge und Lagerungen auf losen Sitz kontrollieren.

15. Einen Steuerknüppel blockieren; X X X

Steuerungsspiel an den Ruderendkanten messen.

Maximalspiel: 3 mm (0.12").
16. Instrumente auf fehlende oder falsche Markierungen X X X
prüfen.
17. Klappenanzeige auf fehlerhafte Funktion kontrollieren. X X X
18. Bediengriffe auf fehlende oder falsche Beschriftung und X X X
Kennzeichnung laut Kapitel 11-11 kontrollieren.
19. Zündschalter auf fehlerhafte Funktion kontrollieren. X X X
20. Gerätepilzabdeckung abnehmen: X X

Alle Geräte, Schalter, Instrumente, Sicherungen und

Leitungen auf losen Sitz kontrollieren;

Schmutz entfernen.
21. Pitot- und Statikleitungen im Rumpf auf Alterung, Risse, X X
Beschädigung und lose Verbindungen kontrollieren.
22. Sicherung der Hauptbolzen af mangelhafte Funktion und X X X
mangelhaften Zustand kontrollieren.
23. Hauptspantbuchsen auf losen Sitz kontrollieren. X X

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(5) Zelle

ZELLE Flugstunden
Wartungsarbeiten 100 200 1000 Wart
1. Schale von Flügel, Leitwerk und Rumpf auf X X X
Beschädigungen, insbesondere Beulen, Risse, Löcher
oder Ähnliches kontrollieren.
2. Prüfe den Zustand der Faserverbundstruktur im Bereich X X X
der Trittstufenbefestigung. Bei Beschädigung gemäß
Kapitel 51-10 reparieren.
3. Querruderlagerung auf Spiel kontrollieren. Max. zulässig: X X X

axial : ±2.0 mm (±0.08 in.)

radial: ±0.25 mm (±0.01 in.)

4. Querruder-Ausgleichsmassen auf Beschädigung und X X X
losen Sitz kontrollieren.
5. Querruderantrieb im Flügel durch Plexiglasscheibe auf X X X
falschen Anschluss und schadhafte Sicherung
kontrollieren.
6. Landeklappen und LK-Mechanismus in Flügeln und X X X
Rumpf auf falschen Anschluss und fehlerhafte Sicherung
kontrollieren.
7. LK-Vorspannung prüfen ggf. einstellen X X

Vorspannkraft: 30 to 50 N (6.7 to 11.2 lbs.)

8. Seitenruder abbauen und Lagerbuchsen schmieren, X X
Seitenflosse innen auf Schäden kontrollieren.
9. HLW abbauen; X

Beschläge auf losen Sitz und Korrosion kontrollieren.

Vordere Lagerbolzen auf Korrosion kontrollieren,

schmieren;

HLW montieren.
10. Befestigung der Höhenflosse und des Höhenruders auf X X X
losen Sitz und schadhafte oder fehlende Sicherungen
prüfen.
11. Höhenruderantrieb auf losen Sitz, Spiel, schadhafte oder X X X
fehlende Sicherungen und auf Korrosion kontrollieren.

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ZELLE Flugstunden
Wartungsarbeiten 100 200 1000 Wart
12. Antriebsreibungsdämpfer abschließen und mit X X
Federwaage auf falsche Reibkraft überprüfen bzw.
einstellen.
13. Trimmruder und Lagerung auf Beschädigung X X X
kontrollieren;

Antrieb auf Spiel kontrollieren;

Lagerungsdraht und Kronenmutter auf schadhafte oder

fehlende Sicherung kontrollieren.
14. Höhenruder-Stoßstange in Rumpfröhre ausbauen, auf X
Scheuerstellen an Rollenführungen kontrollieren.
15. Heckfinne demontieren; X

Hintere Rumpfspanten auf Beschädigung kontrollieren;

Schmutz entfernen.
16. Aufhängung des Seitenruders und Anschluss der X X X
Steuerseile auf Verschleiss in den Seilkauschen, auf
losen Sitz, übermäßiges Spiel, schadhafte oder fehlende
Sicherungen prüfen;

Unteren Seitenruderrandbogen auf Risse untersuchen.

17. Oberes Rundschanierlager auf Verschleiß an der X
Kugelfläche und auf Radialspiel prüfen. Wenn notwendig
gemäß Kapitel 27-20-30 ersetzen.
18. Den oberen Rundstift prüfen. Bei Korrosion, Kerben oder X
einem Durchmesser kleiner 5.9 mm (0.232 in) gemäß
Kapitel 27-20-30 ersetzen.
19. Heckfinne auf losen Sitz und Beschädigung prüfen. X X X

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ZELLE Flugstunden
Wartungsarbeiten 100 200 1000 Wart
20. Gepäckfachboden ausbauen. X X

Fahrwerksaufhängung auf losen Sitz und schadhafte

oder fehlende Sicherungen kontrollieren.

Seitenrudersteuerseile, Seitenrudersteuerscheit,
Querruderumlenkung, Landeklappenantrieb auf
Schäden, Korrosion und Fehlfunktion und auf schadhafte
oder fehlende Sicherungen kontrollieren.

Landeklappen-Torosionsverbindungsrohr auf Schäden,

Risse oder Korrosion kontrollieren, Schmutz entfernen.

Seitenruder-Seilspannung prüfen:

Soll 15 ± 2 daN (33.7 ± 4.5 lbs.)

21. Tank ausbauen; X

Auf Beschädigung und Korrosion prüfen;

Kraftstoffsieb ausbauen und reinigen;

Nach Einbau des Tanks Tankanzeige kalibrieren.

22. Deckel hinter Gepäckfach entfernen; X X

Rumpfröhre auf Verformungen, Risse;

Lagerung der Höhenruder-Stoßstange auf losen Sitz,

sowie Steuerseile und Spannschlösser auf Korrosion,

Verschleiss und schadhafte oder fehlende Sicherungen
kontrollieren;

Schmutz entfernen.
23. Kraftstoffleitungen, Tank und Tankeinfüllstutzen auf X X X
Beschädigungen und Leckstellen kontrollieren;

Tankbefestigung auf Beschädigung prüfen.

24. Elektrische Installation und Massebänder auf X X X
Scheuerstellen kontrollieren,

Kabelbefestigungen und Steckverbindungen durch

leichte Ziehen von Hand überprüfen.
25. Staurohr und Antennen auf festen Sitz kontrollieren, X X X

Überziehwarnung auf fehlerhafte Funktion prüfen.

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ZELLE Flugstunden
Wartungsarbeiten 100 200 1000 Wart
26. Entwässerungs- und Belüftungsöffnungen in Flügeln, X X X
Rumpf und Rudern auf Verstopfung prüfen.
27. Hinweisschilder und Beschriftungen kontrollieren. X X X
Hinweisschilder für optionale Ausrüstung: siehe Anhang
zum Flughandbuch.
28. Flügel abrüsten; X X

Bolzen und -lagerungen auf losen Sitz, Risse und

Korrosion prüfen; Verschleißgrenzen gemäß
Kapitel 57-10;

Schmieren.
29. Pitot- und Statikleitungen im linken Flügel auf Alterung, X X
Risse, Beschädigung und lose Verbindungen prüfen.
30. Querruder-Stoßstangen ausbauen, X

auf Scheuerstellen bei Rollenführungen überprüfen.

31. Querruderantrieb und Landeklappenantrieb an der X X
Wurzelrippe sowie an der Flügelanformung rumpfseitig
auf losen Sitz und Verschleiß prüfen und gegebenenfalls
schmieren.
32. B-Bolzen-Sicherungselemente auf fehlende X X X
Sicherungswirkung prüfen (Einrasten der
Sicherungselemente alle 60° Drehwinkel soll spürbar
sein).
33. Mitnehmer der Klappentorsionsverbindung auf losen Sitz X X
prüfen.
34. Nach Montage der Flügel X X

Flügel-Rumpf-Übergang mit Klebeband abkleben.

35. Flügel und Höhenleitwerk entfernen, X

Innenstruktur auf Beschädigung kontrollieren.

36. Anti-Kollisionslichter und Positionslichter auf X X X
Beschädigungen und losen Sitz prüfen.

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(6) Fahrwerk

FAHRWERK Flugstunden
Wartungsarbeiten 100 200 1000 Wart
1. Fahrwerke reinigen, X X X

Radverkleidungen demontieren;

Halterungen der Verkleidungen auf Risse kontrollieren.

2. Hauptfahrwerk auf Risse, ungewöhnliche Verformungen, X X X
Beschädigungen kontrollieren.
3. Maximalen Spalt X der unbelasteten X
Hauptfahrwerksstrebe messen (geraden Stab [grau] auf
die Oberseite der Strebe legen und den maximalen
Abstand zwischen Stab und Strebe messen [siehe
Skizze]).

S X # 3 mm (0.12 in): Hauptfahrwerksstrebe auf

Korrosion und Risse kontrollieren (besonders an den
Krümmungen).

S X > 3 mm (0.12 in): Strebe ersetzen.

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FAHRWERK Flugstunden
Wartungsarbeiten 100 200 1000 Wart
4. Die Befestigungsklammern am Hauptfahrwerk auf Risse, X
Beschädigungen und übermäßige Korrosion prüfen. Bei
einem dieser Defekte sind die Hauptfahrwerksbeine
gemäß Kapitel 32-10, Abschnitt 6 zu entfernen.

Die innenseitigen Befestigungsbolzen des

Hauptfahrwerks (Bauteil 7) kontrollieren. Wenn die
Abnutzung 0.1 mm übersteigt den Bolzen ersetzen.

Die außenseitigen Befestigungsbolzen des

Hauptfahrwerks (Bauteile 14, 16) kontrollieren und
Bolzenmuttern ersetzen.

Die Befestigungsbolzen an den Klammern des

Hauptfahrwerks (Bauteile 26-29) auf Korrosion und
schlechten Zustand prüfen.

Die Befestigungsbolzen an den Klammern des

Hauptfahrwerks nachziehen.

5. Die Hauptfahrwerksstrebe an den X

Befestigungsklammern auf Abnützung kontrollieren.

Lackschicht bei Verschleiß erneuern.

6. Spur und Sturz gemäß Sub-Chapter 32-10 prüfen. X
7. Bremsbeläge auf Abnützung kontrollieren, X X X

Mindestdicke: 4.0 mm (0.16").

8. Bremsscheiben auf Abnützung kontrollieren, X X X

Mindestdicke: 3.8 mm (0.15").

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FAHRWERK Flugstunden
Wartungsarbeiten 100 200 1000 Wart
9. Bremsleitungen und Bremszylinder auf Lecks, X X X
Beschädigungen und Korrosion prüfen.
10. Bugradaufhängung auf losen Sitz, Schäden, Risse und X X X
Verformungen prüfen;

Lagerung im Rumpf auf Spiel, seitliche Lagerzapfen im

Federpaket auf Spiel prüfen;

Schmieren.
11. Das Bugfahrwerk am Lager im Hutprofil auf übermäßige X
Abnutzung kontrollieren.
12. Die Motoraufhängung um die Bugfahrwerk- X
Federbeinbefestigung auf Verformung und Risse prüfen.
13. Alle bronzebeschichteten Buchsen und alle X
Bundbuchsen am Bugfahrwerk kontrollieren.
14. Gummifederpaket kontrollieren, ggf. Nachspannen X X X
(siehe Kapitel 32-20).
15. Bugradgabel auf Spiel und mangelnde Reibung im X X
entlasteten Zustand kontrollieren (3 - 5 daN / 6.75 -
11.25 lbs. bei Achse).
16. Bugradgabel abbauen; Lenklager auf Korrosion und
Spiel kontrollieren, schmieren, Bugradgabel einbauen.

Werk-Nr. 20.005 thru 20.119:

X X X
Werk-Nr. 20.120 and subsequent :
X
17. 3 Reifen auf Schnitte, Verschleiß, defekte Ventile und X X X
verschobene Rutschmarken kontrollieren. Limits gemäß
FAA AC 43.13-1A beachten.
18. Luftdruck prüfen: X X X

Haupträder: 2.3 bar oder 33 PSI.

Bugrad: 1.8 bar oder 26 PSI.

19. 3 Felgen auf Risse prüfen. X X X
20. 3 Radlager auf Spiel, Korrosion und rauhen Lauf prüfen. X X X
21. Haupträder abbauen, Radlager reinigen und schmieren. X
22. Die Hauptfahrwerksachsen und deren X
Befestigungsbolzen auf Risse, Korrosion und Abnutzung
prüfen.
23. Achsen auf Risse, Deformation und Korrosion prüfen. X

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FAHRWERK Flugstunden
Wartungsarbeiten 100 200 1000 Wart
24. 3 Räder und Radverkleidungen montieren. X X X

(7) Allgemeines

ALLGEMEINES Flugstunden
Wartungsarbeiten 100 200 1000 Wart
1. Optionale Ausrüstung gemäß Anhängen zum X X X
Flughandbuch kontrollieren.
2. ELT und dessen Batterie gemäß Herstellerangaben X X
überprüfen.
3. Druckmeßsystem (Pitot-Statik) auf Lecks und X
Verunreinigungen kontrollieren.
4. Pitot-Statik-System entwässern. X X
5. Gemäß Schmierplan schmieren (siehe Kapitel 12-21). X X X
6. Fremdkörperkontrolle und Werkzeugkontrolle X X X
durchführen, alle geöffneten Wartungsöffnungen wieder
verschließen.
7. Allgemeine Funktionsprüfung und Motorstandlauf X X X
durchführen (Standlauf: gemäß MHB und (1)
Eingangsstandlauf).
8. Motor auf Undichtheit prüfen. X X X
9. Ölfilter nachziehen. X X X
10. CO-Test durchführen. X X X
11. Werkstattflug durchführen und sämtliche Kontrollpunkte X
im Formblatt “Werkstattflug” durchführen und bestätigen.
12. Kontrolle im Luftfahrzeug-Bordbuch eintragen. X X X
13. Kontrollliste, Materialanhänger, Befund-, Standlauf- und X X X
Flugbericht in Lebenslaufakt abheften.

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ALLGEMEINES Flugstunden
Wartungsarbeiten 100 200 1000 Wart

BEMERKUNGEN:

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ALLGEMEINES Flugstunden
Wartungsarbeiten 100 200 1000 Wart

Das Luftfahrzeug ist in Bezug auf seine Wartung flugklar.

Ort : ____________________

Datum : ____________________

Stempel : ____________________

Unterschrift: ____________________

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Wenn ein Motor mit dem Suffix -01 eingebaut ist, werden die Punkte ‘Zylinderkopfthermometer’ und
‘Zylinderkopf-Temperatur’ in ‘Kühlmittelthermometer’ and ‘Kühlmittel-Temperatur’ geändert.

DV 20 KATANA

AIRCRAFT WERKSTATTFLUG nach der Wartung Seite 1 of 2

Kennzeichen: Flugzeugführer: Flugplatz:

Datum: Startzeit: Landezeit:

Beanstandungen

Funktionsprüfungen, Flugverhalten nein ja

Kraftstoffanzeige

Zusammenstoßwarnlicht, Navigationsbeleuchtung

Kontrolllampen

Höhenmesser, QNH Einstellung

Funk, Sprechprobe

Navigationsinstrumente

Elektrische Kraftstoffpumpe

Anlassverhalten, kalt

Öldruckanzeige

Amperemeter, Generator

Drehzahlmesser

Zylinderkopfthermometer / Kühlmittelthermometer

Ölthermometer

Parkbremse

Flügelklappen

Propellerverstellung

Zündkreise

Vergaservorwärmung

Rollverhalten, Startverhalten

Fahrtmesser

Variometer

Kompass

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DV 20 KATANA

AIRCRAFT WERKSTATTFLUG nach der Wartung Seite 2 of 2

Verhalten im Steigflug

Zylinderkopf-Temperatur / Kühlmittel-Temperatur

Öltemperatur

Heizung / Lüftung

Verhalten im Schnellflug

Trimmung / Trimmbereich

Verhalten im Langsamflug

Überziehwarnung

Landeverhalten

Brandhahn

Anlassverhalten, warm

Triebwerkabstellverhalten

Bemerkungen:

Flugzeugführer: _________________________________

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4. Große Inspektion der Flugzeugstruktur

Nach 6000 Stunden, 12000 Stunden und danach nach allen 4000 Stunden muss die folgende
Inspektion zusätzlich zur 1000 Stunden Kontrolle gemäß Kapitel 3 durchgeführt werden.

Der Zweck dieser Prüfung ist die wiederkehrende Inspektion der Struktur um die Lebensdauer der
Zelle zu verlängern.

Legende:
K Klopf Test
S Sichtprüfung
F Funktionalitäts- oder Passungsprüfung

ANMERKUNG: Wenn die Inspektionsmethode in den folgenden Tabellen mit dem Symbol
“(K)” ergänzt ist, soll ein Klopf Test durchgeführt werden, wenn die
Sichtprüfung Hinweise auf eine mögliche Delamination und/oder Ablösung
gibt.

ANMERKUNG: Wenn die festgestellte Beschädigung nicht in Übereinstimmung mit dem

Wartungshandbuch repariert werden kann muss Diamond Aircraft für
Reparaturanweisungen kontaktiert werden.

A. Allgemein

ALLGEMEIN Inspektions Wart

Inspektionsgegenstand Methode
Vor der Inspektion
1. Alle vorgeschriebenen Technischen Mitteilungen einarbeiten. N/A
Allgemein - Auseinandernehmen
2. Die Motorträgerbolzen ersetzen. N/A

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ALLGEMEIN Inspektions Wart

Inspektionsgegenstand Methode
3. Folgende Teile des Steuersystems müssen demontiert und S
inspiziert werden. (Siehe Kapitel 27) Alle Teile müssen auf
Verschleiß, Korrosion, Verformung und schlechten Zustand
kontrolliert werden.

Querruder:

S Die Querruderstoßstangen, die die Steuerknüppel

verbinden. (Bauteil 2).

S Umlenkhebel an der hinteren Querversteifung (Bauteil 3).

S Stoßstange in der Mittelkonsole (Bauteil 4).

S Umlenkhebel am sichelförmigen Spant (Bauteil 5).

S Die Querruderstoßstangen, die mit den Querrudertaschen

verbunden sind. (Bauteil 6).

S Querrudertaschen (Bauteil 7).

S Umlenkhebel, der in die Querrudertaschen eingreift

(Bauteil 8) - wenn eingebaut.

S Lange Stoßstange im Flügel (Bauteil 9).

S Querruderumlenkhebel (Bauteil 10).

S Kurze Stoßstange im Flügel (Bauteil 11).

Seitenruder:

S Ruderpedal System (Siehe 27-20-10).

S Steuerseile zwischen Brantspant und Ruderhebel

(Bauteil 1).

S Steuerseile zwischen dem Seitenruderhebel und der

unteren Befestigungsplatte (Bauteil 2).

S Steuerseilverschraubungen (Bauteil 3).

S Seitenruderhebel (Bauteil 5).

S Untere Befestigungsplatte (Bauteil 7).

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ALLGEMEIN Inspektions Wart

Inspektionsgegenstand Methode
Höhenruder:

S Höhenruderstoßstange (Bauteil 3).

S Höhenruderstoßstange in der Rumpfröhre (Bauteil 4).

S Höhenruderumlenkhebel (Bauteil 5).

S Höhenruderstoßstange in der Seitenflossen (Bauteil 6).

Höhenrudertrimmung:

S Trimmhebel (Bauteil 1).

S Kabelzüge der Trimmung (auf Längung kontrollieren)

(Bauteil 2).

S Betätigungshebel.

Landeklappen:

S Landeklappenbetätigungshebel.

S Umlenkhebelsystem.

S Stoßstangen.

S Landeklappentaschen.

S Synchronisationsrohr.

S Für S/N 20.005 bis inklusive S/N 20.100:

S Landeklappentaschen.

S Umlenkhebel, der in die Landeklappentasche eingreift.

S Lange Stoßstange im Flügel.

S Landeklappenumlenkhebel.

S Kurze Stoßstange im Flügel .

Die Innenseiten der Stoßstangen mit einem Boroskop

kontrollieren und den Korrosionsschutz erneuern. Das in der
DP-S-15-00010 Abschnitt 4.4.1 gelistete Material ist zu
verwenden.

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B. Linker Flügel

LINKER FLÜGEL Inspektions Wart

Inspektionsgegenstand Methode
Linke Flügelwurzelrippen

(Vor und hinter Holm)

1. Verklebung mit der Flügelschale. S (K)
2. Verklebung mit dem Hauptholm/Hauptholmstrumpf. S
3. Zustand der Faserverbundstruktur (Risse und Delamination). S
4. A-Bolzenbuchse und Lager in der vorderen Wurzelrippe S/F
(Verklebung der Buchse mit der Rippe, fester Sitz des Lagers
in der Buchse, Korrosion oder Abnutzung des Lagers).
5. B-Bolzenbuchse und Lager in der hinteren Wurzelrippe
(Verklebung der Buchse mit der Rippe, fester Sitz des Lagers
S/F
in der Buchse, Korrosion oder Abnutzung des Lagers).
Linker Holmstumpf
6. Zustand der Faserverbundstruktur (Risse, Delaminaton). S
7. Hauptbolzenbuchse im Holm. S/F
Linker Hauptholm
8. Verklebung zwischen Hauptholm und Flügelschale. S (K)
9. Hauptholmflanschverbindung mit Steg von außen durch die S
Wurzelruppenöffnungen auf Delamination prüfen.
10. Holm-Verbundstruktur von außen durch die S
Wurzelrippenöffnungen inspizieren. (Zustand der
Faserverbundstruktur, Delamination, Zustand des Kerns).
Linke Flügel Ober- und Unterschale
11. Zustand der Faserverbundstruktur (Delamination, Risse, S (K)
Dellen und Kratzer).
12. Lackierung überprüfen (Abplatzer, Kratzer, und UV Schäden). S
13. Zustand des Kerns (Schäden, Ablösung zwischen Kern und S (K)
Decklage).
14. Tragflächenvorderkanten Verklebung (Ablösung oder Risse S (K)
ober- und unterhalb der Überlappungsnaht).
15. Verzurrring entfernen und Verbindungsstruktur auf S
Delamination, Risse und Verschleiß des Lochs kontrollieren.

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LINKER FLÜGEL Inspektions Wart

Inspektionsgegenstand Methode
Linker Hinterkantenholm
16. Zustand der Faserverbundstruktur. (Harzerosion, fehlende S
Abdeckung durch Harz - siehe Kapitel 51-10).
17. Verklebung zwischen Hinterkante und Flügelschalen (Risse, S (K)
brüchiger Schaumstoffstreifen - siehe Kapitel 51-10).
18. Verklebung der Landeklappen- und Querruderscharniere mit S (K)
der Hinterkante und den Flügelschalen.
19. Zustand der Querruderscharniere (Risse, Korrosion, Sitz des S/F
Lagerbolzen im Scharnier, Lackierung, Ablösung vom
Hinterkantenholm oder der Unterschale vor der Flanke des
Holms und lose Nieten - Siehe Kapitel 57).
Innere Rippen - Linker Flügel
20. Zustand der Faserverbundstruktur (Risse Delamination). S
21. Umlenkhebelhalterung (Risse, Verschleiß des S
Befestigungslochs, Korrosion, Delamination und Ablösung
zwischen Halterung und Rippe).
22. Rollkäfige im Flügel auf übermäßiges Spiel kontrollieren. S
(siehe Kapitel 27-11).
23. Alle bronzebeschichteten Buchsen und alle Bundbuchsen am N/A
Kontrollsystem ersetzen.

C. Rechter Flügel

RECHTER FLÜGEL Inspektions Wart

Inspektionsgegenstand Methode
Rechte Flügelwurzelrippen

(Vor und hinter Holm)

1. Verklebung mit der Flügelschale. S (K)
2. Verklebung mit dem Hauptholm/Hauptholmstumpf. S
3. Zustand der Faserverbundstruktur (Risse und Delamination). S
4. A-Bolzenbuchse und Lager in der vorderen Wurzelrippe S/F
(Verklebung der Buchse mit der Rippe, fester Sitz des Lagers
in der Buchse, Korrosion oder Verschleiß des Lagers).
5. B-Bolzenbuchse und Lager in der hinteren Wurzelrippe
(Verklebung der Buchse mit der Rippe, fester Sitz des Lagers
S/F
in der Buchse, Korrosion oder Verschleiß des Lagers).

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RECHTER FLÜGEL Inspektions Wart

Inspektionsgegenstand Methode
Rechter Holmstumpf
6. Zustand der Faserverbundstruktur (Risse, Delamination) . S
7. Hauptbolzenbuchse im Holm. S/F
Rechter Hauptholm
8. Verklebung zwischen Hauptholm und Flügelschale. S (K)
9. Hauptholmflanschverbindung mit Steg von außen durch die S
Wurzelruppenöffnungen auf Delamination prüfen.
10. Holm-Verbundstruktur von außen durch die S
Wurzelrippenöffnungen inspizieren (Zustand der
Faserverbundstruktur, Delamination, Zustand des Kerns).
Rechte Flügel Ober- und Unterschale
11. Zustand der Faserverbundstruktur (Delamination, Risse, S (K)
Dellen und Kratzer).
12. Lackierung überprüfen (Abplatzer, Kratzer, und UV Schäden). S
13. Zustand des Kerns (Schäden, Ablösung zwischen Kern und S (K)
Decklage).
14. Tragflächenvorderkanten Verklebung (Ablösung oder Risse S (K)
ober- und unterhalb der Überlappungsnaht).
15. Verzurrring entfernen und Verbindungsstruktur auf S
Delamination, Risse und Verschleiß des Lochs kontrollieren.
Rechter Hinterkantenholm
16. Zustand der Faserverbundstruktur. (Harzerosion, fehlende S
Abdeckung durch Harz -siehe Kapitel 51-10).
17. Verklebung zwischen Hinterkante und Flügelschalen (Risse, S (K)
brüchiger Schaumstoffstreifen - siehe Kapitel 51-10).
18. Verklebung der Landeklappen- und Querruderscharniere mit S (K)
der Hinterkante und den Flügelschalen.
19. Zustand der Querruderscharniere (Risse, Korrosion, Sitz des S/F
Lagerbolzen im Scharnier, Lackierung, Ablösung vom
Hinterkantenholm oder der Unterschale vor der Flanke des
Holms und lose Nieten - siehe Kapitel 57).

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RECHTER FLÜGEL Inspektions Wart

Inspektionsgegenstand Methode
Innere Rippen - Rechter Flügel
20. Zustand der Faserverbundstruktur (Risse, Delamination). S
21. Umlenkhebelhalterung auf Risse, Verschleiß des S
Befestigungslochs, Korrosion, Delamination und Ablösung
zwischen Halterung und Rippe.
22. Rollkäfige im Flügel auf übermäßiges Spiel kontrollieren. S
(Siehe Kapitel 27-11).
23. Alle bronzebeschichteten Buchsen und alle Bundbuchsen am N/A
Kontrollsystem ersetzen.

D. Rumpf

RUMPF Inspektions Wart

Inspektionsgegenstand Methode
Rumpfhülle inklusive Seitenflosse
1. Zustand der Faserverbundstruktur (Delamination, Risse, S (K)
Dellen und Kratzer).
2. Zustand der Lackierung überprüfen (Abplatzer, Kratzer, UV S
Schäden und feuerfeste Lackierung hinter dem Auslass der
unteren Motorgondel).
3. Faserverbundstruktur am Seitenflossenhinterkantenholm S
(Harzerosion, fehlende Abdeckung durch Harz - siehe
Kapitel 51-10).
4. Rumpfverklebungen entlang der Rumpfmittellinie auf Ober- S (K)
und Unterseite (Risse in der Lackierung, Ablösung zwischen
Schale und inneren Komponenten).
5. Die Buchsen des Bugfahrwerks im T-Profil auf der S (K)
Rumpfunterseite kontrollieren auf:

S Befestigung der Buchse im T-Profil.

S Spiel zwischen der Bugfahrwerksstrebe und der Buchse.

S Zustand der umliegenden Faserverbundstruktur.

S Verklebung zwischen T-Profil, Bodenpanel und

Rumpfschale.

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RUMPF Inspektions Wart

Inspektionsgegenstand Methode
Spanten, Stege, Rippen in der Seitenflosse
6. Zustand der Faserverbundstruktur (Delamination und Risse - S
besonders um die Zugangsöffnungen).
7. Innere Faserverbundstrukturen (Ablösung von der Schale, S (K)
Delamination und Risse durch Zugangslöcher in
Seitenleitwerksholmen).
8. Führungsrollen im Rumpf auf übermäßiges Spiel im Lager S
kontrollieren. Siehe Kapitel 27-30.
9. Seitenrudersteuerseilumlenkrollen auf Spiel und übermäßige S
Abnutzung kontrollieren.
10. Seilführungen der Seitenrudersteuerseile (Verschleiß). S
11. Alle bronzebeschichteten Buchsen und alle Bundbuchsen am N/A
Steuerungssystem ersetzen.
12. Alle bronzebeschichteten Buchsen und alle Bundbuchsen am N/A
Trimmsystem ersetzen.
13. Buchsen an der hinteren Höhenflossenbefestigung auf S
Korrosion, Risse, Delamination und Risse in der umliegenden
Faserverbundstruktur kontrollieren.
14. Den vorderen Befestigungsbolzen des Höhenleitwerks S/F
ersetzen.
15. Die Rumpfschale um die untere Heckflinne auf Risse S
kontrollieren.
16. Verklebekante zum Seitenleitwerkssteg (Risse). S
17. Unteren Ruder Lagerblock auf Deformation prüfen. S
18. Hinterkantenverstärkungsrippe auf Risse und Ablösung von S
der Seitenleitwerksstruktur kontrollieren.
Hauptspant und Flügelverbindung
19. Zustand des Hauptspantlaminats und die Verklebung zum S
Rumpf auf Delamination prüfen.
20. Rumpfschale außerhalb der Sitzbefestigungen durch Seite S (K)
des Hauptspants inspizieren (Delamination).
21. Haupt-, A- und B-Bolzen Buchsen auf Risse, Korrosion, Sitz S
des Bolzen und die Verbindung mit der umliegenden Struktur.
22. Haupt- und A- Bolzen (Korrosion, Verformung, Abnutzung und S/F
Spiel gemäß Kapitel 57-10).

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RUMPF Inspektions Wart

Inspektionsgegenstand Methode
23. Halterung des Hauptfahrwerks und der A Bolzen (Risse, S
Korrosion, Ablösung von der Faserverbundstruktur und
Delamination in der umgebenden Faserverbundstruktur).
Brandspant
24. Faserverbundstruktur von der Cockpitseite (Risse, S
Delamination und Verfärbung - insbesondere um die
Motorbefestigungslöcher und der Batteriebox).
25. Die Brandspant Isolierung ersetzen - siehe Kapitel 51-10. S
Cockpit
26. Sitze und Befestigungen (Risse, Delamination und Schäden S
um die Befestigungslöcher).
27. Verbindung zwischen Rückenlehne und Rumpf im Bereich S
des Kabinenhaubenrahmens (Risse im Dickharz - siehe
Kapitel 51-10).
28. Boden (Risse oder Delaminationen um die hinteren S
Ruderpedalhalterungen und der Öffnung für den
Gashebelquadranten).
29. B-Spant (Risse und Delamination, besonders um die S
Kraftstofftankbefestigung).
30. Beckengurtbefestigungen (allgemeiner Zustand, Befestigung S
der Metallstruktur in der Faserverbundstruktur).
31. Klappenhebelbefestigung auf der linken Seite der S
Mittelkonsole (sichere Befestigung der Halterung auf der
Faserverbundstruktur, Risse in der umliegenden Struktur).
32. Ruderhebelbefestigung (befestigt unter dem B-Spant - sichere S
Befestigung, Längung der Löcher und Risse in der
umliegenden Struktur).
33. Bronzebeschichtete Buchsen und alle Bundbuchsen an den S
Pedalen.
Kabinenhaube
34. Rahmen (Delamination, Kratzer und Risse - besonders um S
die Befestigungslöcher).
35. Träger, Rahmen, Beschläge und Befestigungen an der S
Rückenlehne (Schäden, schlechter Zustand).

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E. Höhenleitwerk

HÖHENLEITWERK Inspektions Wart

Inspektionsgegenstand Methode
Höhenflossenschale
1. Faserverbundstruktur (Delamination, Risse, Dellen und S (K)
Kratzer).
2. Lackierung (Abplatzer, Kratzer und UV Schäden). S
3. Kern (Delamination zwischen Kern und Decklage, Schäden). S (K)
4. Verklebung der Nasenleiste (Ablösungen, Risse über und S (K)
unter der Überlappungsnaht).
Höhenflossenholm
5. Verklebung zu den Schalen. K
Höhenflossenhinterkanten
6. Zustand der Faserverbundstruktur (Harzerosion auf der S
Glasschicht, fehlende Abdeckung durch Harz - siehe
Kapitel 51-10).
7. Verklebung zwischen Hinterkante und Schalen (Risse, S (K)
brüchiger Schaumstoffstreifen - siehe Kapitel 51-10).
8. Höhenruderscharniere (Risse, Korrosion, und Sitz des S/F
Lagerzapfens).
9. Innere Scharnierplatten (Risse, Korrosion und Ablösung der S
Hinterkante und der Schale von der Höhenflosse).
Höhenleitwerksbefestigungen
10. Hintere Befestigungsplatten auf Risse und Korrosion S
kontrollieren. Die Verbindung zwischen Buchse und Struktur
auf Risse und Delamination kontrollieren.
11. Vordere Montagehalterungen (Risse in der Platte, Zustand S/F
des Lagers, Sitz des Lagerzapfens und Ablösungen in der
Rippe um die Halterung).
12. Höhenruder PAF - Buchse an der Höhenflosse. S
13. Alle bronzebeschichteten Buchsen und alle Bundbuchsen am N/A
Kontrollsystem ersetzen.

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F. Steuerflächen

STEUERFLÄCHEN Inspektions Wart

Inspektionsgegenstand Methode
Querruder
1. Zustand der Faserverbundstruktur (Delamination, Risse, S (K)
Dellen und Kratzer).
2. Lackierung (Abplatzer, Kratzer, UV Schäden). S
3. Kern (Ablösung zwischen Kern und Decklage, Schäden). S (K)
4. Rippen (Ablösung von den Schalen). S (K)
5. Struktur um die Scharniere und die Befestigungen des S
Steuerhorns (Risse und Delamination).
6. Alle bronzebeschichteten Buchsen und alle Bundbuchsen N/A
ersetzen.
7. Befestigungen der Ausgleichsmassen (Risse in der Struktur S
und der Verklebung, Zugänglich über das Inspektionsloch auf
der Unterschale).
8. Sicherstellen, dass die Massen und statischen Momente S/F
innerhalb der Limits sind. Siehe Kapitel 06-00.
9. Scharniere und Steuerhorn (Risse, Korrosion, Ablösung von S/F
der Schale, lockeren Sitz des Lagerbolzen und die
Gleitlagerflächen auf den Zustand - siehe Kapitel 57).
10. Potentialausgleichsverbindung am Querruder (Ablösung oder S
unzureichende Verbindung).
Landeklappen
11. Zustand der Faserverbundstruktur (Delamination, Risse, S (K)
Dellen und Kratzer).
12. Lackierung (Abplatzer, Kratzer, UV Schäden). S
13. Kern (Ablösung zwischen Kern und Decklage, Schäden). K
14. Rippen (Ablösung von den Schalen). S (K)
15. Scharniere und Steuerhorn (Risse, Korrosion, Ablösung von S
der Schale, lockeren Sitz des Lagerbolzen und die
Gleitlagerflächen auf den Zustand kontrollieren - siehe
Kapitel 57).
16. Ruderhorn (Risse und Abnutzung). S
17. Alle bronzebeschichteten Buchsen und alle Bundbuchsen am N/A
Klappenantrieb ersetzen.
18. Klappenverbindungsbuchsen prüfen. V

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STEUERFLÄCHEN Inspektions Wart

Inspektionsgegenstand Methode
19. Massen und statischen Momente innerhalb der Limits. S/F
(siehe Kapitel 06-00).
Höhenruder und Trimmruder
20. Zustand der Faserverbundstruktur (Delamination, Risse, S (K)
Dellen und Kratzer).
21. Lackierung (Abplatzer, Kratzer, UV Schäden). S
22. Kern (Ablösung zwischen Kern und Decklage, Schäden). K
23. Zustand der Lager (Risse, Korrosion, Ablösung von der S/F
Nasenleiste, fester Sitz, Sitz des Lagerbolzen und Oberfläche
der Gleitlager).
24. Mittlere Höhenruder (Korrosion, Verschleiß und übermäßiges S
Spiel).
25. Alle bronzebeschichteten Buchsen und alle Bundbuchsen am N/A
Höhenruder und am Trimm Hilfsruder ersetzen.
26. Steuerhorn (Risse, Korrosion, Ablösung von der Schale, S/F
lockeren Sitz, lockeren Sitz des Lagerbolzen und fehlende
Trimmgewichte kontrollieren - siehe Kapitel 27-30).
27. Trimmruderschanier und Scharnierstange (Korrosion, S
Abnützung und Sitz der Scharnierstange).
28. Trimmruder Betätigungshebel (schlechter Zustand) und die S
Kugelgelenkverbindungen ersetzen (4x).
29. Sicherstellen, dass die Massen und statischen Momente S/F
innerhalb der Limits sind. Siehe Kapitel 06-00.
30. Die Höhenruderfedern ersetzen. N/A
Seitenruder
31. Zustand der Faserverbundstruktur (Delamination, Risse, S (K)
Dellen und Kratzer).
32. Lackierung (Abplatzer, Kratzer, UV Schäden). S
33. Kern (Ablösung zwischen Kern und Decklage, Schäden). S (K)
34. Sicherstellen, dass die Massen und statischen Momente S/F
innerhalb der Limits sind. Siehe Kapitel 06-00.

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G. Abschließende Arbeitsschritte

ABSCHLIEßENDE ARBEITSSCHRITTE Inspektions Wart

Wartungsarbeiten Methode
1. Steuerflächeneinstellung überprüfen - Siehe Kapitel 06-00. S/F
2. Einen Test des elektrischen Potentialausgleichsystems F
durchführen - Siehe Kapitel 51-80.
3. Das Leergewicht und die zugehörige Schwerpunktlage
ermitteln.
4. Die notwendigen Eintragungen im Logbuch durchführen.

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Section 05-30
GENERAL INSPECTIONS

1. General

Preflight as well as postflight inspections are part of the general inspection procedure. In general these
inspections are performed on a daily base. These inspections are described in the Airplane Flight
Manual and are performed by the pilot.

2. Preflight Inspection

This inspection should be performed before the first flight of the day to determine the general condition
of the airplane and its engine.

Specific attention should be given to the preflight inspection, because many accidents were caused
by insufficient preflight inspection. It must be ensured that all switches are in the OFF position (also
refer to the Airplane Flight Manual) before any inspection is attempted.

3. Postflight Inspection

This inspection should be performed after the last flight of the day.

Measures supplementary to those described in the Airplane Flight Manual:

Check on-board log book for any open complaints, as well as for correct recording of all landings and
flight hours.

If required, moor the airplane (refer to Chapter 10).

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Section 05-40
UNSCHEDULED INSPECTIONS

1. General

Unscheduled inspections are only performed in the event that during flight operation of the airplane
incidents occur which are not part of a normal flight operation, and which could have caused a defect
or interfere with the airworthiness of the airplane.

2. Special Inspections

A. Hard Landing

In the event of an excessively hard landing or any other atypical load on the landing gear, a careful
inspection of all involved components and connection points must be performed as follows:

(1) The landing gear fittings should be inspected, using a mirror and flashlight, for defects (e.g.
cracks), inspect surrounding structure for delamination.

The landing gear struts must be inspected for deformation and cracks. Measure track and
compare with value shown in adjustment report (use gliding sheets).

Check tires for cuts in side walls; check brake system for damage.

(2) Condition of the complete nose wheel assembly must be checked (cracks, deformation).
Special attention must be given to the upper cross bar of the engine mount to which the nose
wheel assembly is attached. Check for deformation.

(3) The top hat profile in the fuselage bottom should be inspected for white spots and
delamination in the area around the bearings for the nose wheel assembly.

Check the nose wheel assembly in the unloaded condition for excessive play in the bearings
due to overloading.

(4) In addition to the landing gear, all control surfaces (hinges, balancing weights), and the
complete engine mounting (engine mount, mounting points to the firewall, shock mounts,
etc.) should be inspected.

Furthermore wings and stabilizers must be inspected on the leading edge, in the vicinity of
the wing spar, around the connecting points to the fuselage, and especially in the area of the
mounting fittings.

NOTE: In case of suspicion of damage to any load carrying member, the manufacturer must
be consulted for proper repair procedures.

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B. Sudden Engine Stoppage (Prop Strike)

Refer to the ROTAX Operator's Manual and to Sub-Chapter 71-00 Propeller Flange Check.

C. Non-Operation of More Than 30 Days

With non-operation of more than 30 days, refer to Chapter 10-30 for correct procedure.

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CHAPTER 06

DIMENSIONS AND AREAS

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TABLE OF CONTENTS

CHAPTER 06

DIMENSIONS AND AREAS

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3. Adjustment Values for Control Surfaces and Trim, Adjustment Report . . . . . . . . . 4
4. Control Surface Gaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
5. Masses and Residual Moments of Control Surfaces . . . . . . . . . . . . . . . . . . . . . . . 6

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CHAPTER 06
DIMENSIONS AND AREAS
1. General

Most dimensions in this chapter are metric. The spans are measured parallel to their respective datum
plane if not indicated otherwise.

Unit Conversions

LENGTH

mm
----------- = inch
25.4

cm
----------- = inch
2.54

m
----------- = feet
0.3048

MASS / FORCE

kg
----------- = lbs.
0.45359

daN
----------- = lbs.
0.44482

MOMENT

kg * cm
----------- = inch * lbs.
1.152

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10780

80

1900

7165

2100

1750
2650

Figure 1: Three View Drawing

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2. Dimensions

DV 20 KATANA Dimensions

Overall Dimensions

Wing span 10.78 m (35.4 ft)

10.84 m (35.6 ft) including ACL

Length 7.28 m (23.9 ft)
Height (nominal) 1.76 m (5.77 ft)
Wings
Airfoil Wortmann FX63-137/20 HOAC
Wing area 11.6 m² (125 ft²)
Mean aerodynamic chord (MAC) 1.09 m (42.9 in)
Aspect ratio 10.0
Dihedral 4°
Sweep 1°
Ailerons

Area 0.658 m² (7.08 ft²)

Wing Flaps

Area 1.236 m² (13.3 ft²)

Horizontal Tail Surfaces

Area 1.692 m² (18.21 ft²)

Elevator area 0.441 m² (4.75 ft²)

Angle of incidence -2°

Vertical Tail Surface

Area 1.134 m² (12.21 ft²)

Rudder area 0.426 m² (4.59 ft²)

Landing Gear

Wheel track 1.90 m (6.2 ft)

Wheel base 1.75 m (5.7 ft)

Nose wheel 300*100/4.00-4

Main wheel 380*150/15*6.00-5

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3. Adjustment Values for Control Surfaces and Trim, Adjustment Report

All adjustment values are recorded in the so called Adjustment Report before a DV 20 KATANA is
delivered. The completed report is part of the Airplane Maintenance Log.

When the adjustment values are checked, the report should be used to determine whether any
deviations from the recorded measurements have occurred.

NOTE: All residual moments given in this chapter are trailing edge heavy.

NOTE: For each serial number, two Adjustment Report forms are valid:

(a) the one that was filled out before delivery (filed in the Airplane Maintenance Log)
(b) the master copy on the next page.

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4. Control Surface Gaps

The gaps between control surfaces and wings/fins must be at least 3 mm (0.12") wide.

5. Masses and Residual Moments of Control Surfaces

After re-painting or repair of control surfaces special attention must be paid to ensure that the masses
(weights) and residual moments of the control surfaces are within the limit values specified on the
Adjustment Report (see paragraph 3. ADJUSTMENT VALUES FOR CONTROL SURFACES AND
TRIM, ADJUSTMENT REPORT on the previous pages).

Multiply kilograms [kg] by 2.2046 to obtain pounds [lbs.].

Multiply [kg*cm] by 0.868 to obtain [in.*lbs.].

For the determination of residual moments, the surfaces must be removed from the aeroplane and
supported in their axes of rotation with as little friction as possible. The horns remain attached to the
surfaces.

The residual moment is: M = m * r

where the value "m" is measured (e.g. with a spring scale) opposite to the balancing weight and
"r" is the lever arm (distance between the hinge line and the point where "m" was measured)

If the values are exceeded, the balancing weight must be supplemented. Before repairing or modifying
any balancing weight, the manufacturer must be contacted.

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CHAPTER 07

LIFTING AND SHORING

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TABLE OF CONTENTS

CHAPTER 07
LIFTING AND SHORING

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Required Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 07-10
LIFTING

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 07-20
SHORING

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Shoring the Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Lowering the Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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CHAPTER 07
LIFTING AND SHORING
1. General

The DV 20 KATANA is a very light airplane and does not have any crane attachment points. Belts are
used to lift the airplane.

The wings and elevator unit are removed and carried by hand.

The DV 20 KATANA has two jacking points. To perform maintenance operations, the fuselage may
be placed on jacks. The rear fuselage is supported at the junction of fuselage and vertical stabilizer
forward of the fin.

2. Required Equipment

Item Quantity

Jacks with conical depression on support (for forward jacking points) 2

Suspension support frame (for rear fuselage) 1

Lifting belts 2

Rope bridge 1

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Section 07-10
LIFTING
1. General

No lifting equipment is required for installation and removal of the wings and elevator unit.

Belts are used to lift the fuselage. The forward belt should be placed in front of the steps, the rearward
belt should be placed in front of the tail fin.

Lifting Belt Positions

Forward Jacking Rearward Jacking

Point (LH & RH) Point

Figure 1: Lifting and Jacking Positions

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Section 07-20
SHORING
1. General

Two jacking points are provided for jacking and shoring the DV 20 KATANA. They are located at the
bottom of the fuselage's root ribs (see Fig. 1). The rear is supported, using the proper support seat,
by the third jack in front of the vertical stabilizer.

CAUTION: THE FRONT JACKS MAY ONLY BU USED IN

CONJUNCTION WITH THE CONICAL INSERTS.

2. Shoring the Airplane

The following must be observed when shoring the airplane:

Detail Steps/Work Items Key Items/References

(1) If the airplane is shored outside, is must be

pointed into the wind.

CAUTION: DO NOT SHORE THE AIRPLANE IF THE AMBIENT WIND SPEED

EXCEEDS: 6 KTS (10 KM/H).

(2) Position jacks with the proper seats at the correct

positions under the fuselage.

(3) Remove chock blocks and release parking brake.

(4) Operate jacks simultaneously maintaining

airplane in level position.

3. Lowering the Airplane

Detail Steps/Work Items Key Items/References

(1) Check if the space below and immediately above

the airplane is clear.

(2) Lower the airplane evenly, by operating the jacks.

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CHAPTER 08

LEVELING AND WEIGHING

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TABLE OF CONTENTS

CHAPTER 08
LEVELING AND WEIGHING

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Leveling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Weighing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4. Permissible Empty Mass (Weight) C.G. Range ........................ 4

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CHAPTER 08
LEVELING AND WEIGHING
1. General

To obtain the expected flight performance, flight characteristics and flight safety, the airplane must be
operated within the permissible load and center of gravity envelope.

Therefore empty mass (weight) and corresponding center of gravity must be re-determined every time
the airplane or its equipment is modified in a way that might influence its mass (weight) or center of
gravity position.

Empty mass (weight) and corresponding center of gravity and useful load must be recorded in the
Weighing Report (see DV 20 KATANA Flight Manual).

2. Leveling

Prior to weighing the airplane axes must be aligned horizontally and vertically by leveling the airplane.

Alignment of longitudinal axis: Template horizontal on fuselage tube (see sketch on Weighing Report).

Alignment of lateral axis: Level on back rest of seat.

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3. Weighing

The weighing may be performed using mechanical or electrical scales. The scale manufacturers' guide
lines must be observed.

Preparations to be made before every weighing:

) Check that the equipment is complete and installed in the correct positions according to the
equipment list.

) Clean and dry the airplane, and remove foreign objects such as tools, baggage, etc.

) Drain fuel tank down to the unusable fuel quantity (2 liters / 0.5 US gal.).

) Fill engine operating fluids (including coolant) up to the maximum markings.

) Position all control surfaces in neutral positions.

After these preparations the airplane is placed on three scales. When rolling the main wheels onto the
scales, ensure that the landing gear struts do not distort the scales which would result in inaccurate
weighing. The nose wheel must be aligned to the rear, and must be centered on the scale.

NOTE: Two scales of exactly the same height must be used for the two main wheels.

After that, the airplane must be horizontally aligned (leveled) using a level. As mentioned previously,
a template is placed on top of the fuselage tube.

NOTE: The weighing should be performed in a closed room to prevent weighing error due
to the influence of wind.

After the canopy is closed, the mass (weight) portions can be read off the scales and recorded in the
Weighing Report (see Fig. 1). The net mass (weight) is calculated by subtracting the tare mass
(weight) - e.g. chock blocks - from the gross mass (weight).

Additional information regarding the center of gravity calculations can be found in the Airplane Flight
Manual.

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4. Permissible Empty Mass (Weight) C.G. Range

The empty mass center of gravity must be within the limits listed in the table below. On one hand,
these limits permit the operation of the airplane by a 55 kg (121 lbs.) pilot with 19 kg (42 lbs.) of fuel
without exceeding the rearward CG limit according to the Airplane Flight Manual. On the other hand,
two pilots weighing 86 kg (190 lbs.) each with only the unusable fuel can operate the airplane without
exceeding the forward CG limit according to the Airplane Flight Manual.

Empty Mass [kg] Max. Rearward Empty Max. Forward Empty

Mass CG [mm aft of RD] Mass CG [mm aft of RD]

490 400 288

495 400 288

500 400 287

505 400 287

510 400 287

515 400 286

520 400 286

525 400 286

530 400 285

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CHAPTER 09

TOWING AND TAXIING

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TABLE OF CONTENTS

CHAPTER 09
TOWING AND TAXIING

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Equipment and Accessories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 09-10
TOWING

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Towing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 09-20
TAXIING

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Taxiing Procedures ............................................ 1

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CHAPTER 09
TOWING AND TAXIING
1. General

Movement of the airplane on the ground is accomplished either by towing with a draw tongue or by
taxiing. To prevent damage to the airplane it is of great importance to familiarize oneself closely with
the towing and taxiing procedures.

2. Equipment and Accessories

The DV 20 KATANA is towed using a draw tongue that is part of the optional equipment, and attached
to the nose wheel. One person is capable of moving the airplane on a smooth, level surface using this
equipment.

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Section 09-10
TOWING
1. General

On the ground, the airplane can be moved manually or with a tow vehicle. The towing procedures are
described below.

2. Towing Procedures

A. Towing without Tow Vehicle

Normally the DV 20 KATANA is moved manually using the draw tongue. The following procedure
should be followed:

Detail Steps/Work Items Key Items/References

(1) Attach the draw tongue to the nose wheel strut

and close.

(2) Release parking brake.

(3) Remove chock blocks.

(4) Move airplane to desired position.

(5) Position chock blocks in front of main wheels.

(6) Remove draw tongue.

(7) Set parking brake.

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B. Towing with a Tow Vehicle

When the airplane is moved with a tow vehicle, the following procedure must be followed:

Detail Steps/Work Items Key Items/References

(1) Attach the draw tongue to the nose wheel strut

and close.

(2) Attach draw tongue to tow vehicle.

(3) Release parking brake.

(4) Remove chock blocks.

(5) Move airplane to desired position.

(6) Position chock blocks in front of main wheels.

(7) Remove draw tongue from airplane and tow

vehicle.

(8) Set parking brake.

NOTE: When towing the airplane with a tow vehicle, one person must always be in
the cockpit to operate the brakes in an emergency.

CAUTION: THE NOSE WHEEL CAN BE DEFLECTED 30° TO EITHER SIDE. IF THIS
ANGLE IS EXCEEDED, DAMAGE TO THE NOSE WHEEL MAY OCCUR.

WARNING: WHEN TOWING WITH THE DRAW TONGUE ENSURE THAT THE DRAW
TONGUE CLAMPS ENGAGE THE NOSE WHEEL STRUT PROPERLY.

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C. Moving without Draw Tongue

The airplane may be moved without using the draw tongue. The DV 20 KATANA may be pushed
at the wing-tips and at the wing-fuselage connection.

CAUTION: NEVER PUSH OR PULL ON THE CONTROL SURFACES!

In the case of reduced freedom to maneuver two people can turn the airplane about the main
wheels. One person must push down in front of the vertical stabilizer and turn the airplane while
the other person is holding on to one wing tip.

CAUTION: EXCESSIVE FORCE ON THE PROPELLER OR CONTROL SURFACES

MUST BE AVOIDED UNDER ANY CIRCUMSTANCES. WEIGHTS MAY
NEVER BE PLACES ON THE TAIL UNIT TO RAISE THE NOSE WHEEL.
IN ADDITION, WHEN THE WHEELS ARE OBSTRUCTED BY SNOW OR
MUD TOWING SHOULD BE AVOIDED.

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Section 09-20
TAXIING
1. General

The DV 20 KATANA is controlled with the foot operated brakes during taxiing. In order to achieve very
tight turning radii, the brake may be applied to individual wheels.

NOTE: The airplane may only be taxied by authorized personnel.

2. Taxiing Procedures

Detail Steps/Work Items Key Items/References

(1) Remove all foreign object from the airplane area

(tools, tool carts, etc.).

(2) Remove chock blocks, mooring ropes, and draw

tongue if required.

(3) Set parking brake by pulling the parking brake

lever and operating the foot brakes.

WARNING: ENSURE THAT NO MAINTENANCE PERSONNEL OR

OBSTRUCTIONS ARE IN THE IMMEDIATE AREA SURROUNDING
THE AIRPLANE.

(4) Start engine. See Airplane Flight Manual DV 20

KATANA.

(5) Release parking brake.

(6) Check brake operation during taxiing.

CAUTION: THE AIRPLANE MUST BE TAXIED IN SUCH A WAY THAT A BRAKE

FAILURE WILL NOT CAUSE THE AIRPLANE TO COLLIDE WITH ANY
OBJECTS OR PERSONNEL.

THE SAFETY AREA FOR TAXIING OPERATIONS MUST BE

OBSERVED.

ON UNEVEN GROUND, TAXIING OPERATIONS MUST BE

PERFORMED ESPECIALLY CAREFULLY TO AVOID PROPELLER
GROUND CONTACT. LOOSE STONES, GRAVEL OR SIMILAR
MATERIAL MAY ALSO DAMAGE THE PROPELLER.

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Detail Steps/Work Items Key Items/References

(7) Taxi the airplane to the desired position.

(8) Turn off engine. See Airplane Flight Manual DV 20

KATANA.

(9) Park the airplane and moor as required. See Chapter 10.

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CHAPTER 10

PARKING AND MOORING

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TABLE OF CONTENTS

CHAPTER 10
PARKING AND MOORING

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Equipment and Accessories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 10-10
PARKING

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Short Term Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Long Term Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Section 10-20
MOORING

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 10-30
PARKING DURATION

1. Parking Over 30 Days . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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CHAPTER 10
PARKING AND MOORING
1. General

To avoid possible damage to the airplane, the DV 20 KATANA should always be parked or moored
while not in use. The pilot and maintenance personnel should thoroughly familiarize themselves with
the procedures described in Chapters 10-10 and 10-20.

2. Equipment and Accessories

The following table lists the equipment required to park and moor the airplane.

Item Quantity Purpose

Chock blocks. 4 Prevent airplane from

moving.

Mooring rings. 2 Airplane mooring.

Ropes (nylon or hemp). 3 Airplane mooring.

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Section 10-10
PARKING
1. General

The following parking procedures must be followed to protect the airplane when it is parked outside.
The scope of the procedure depends on the parking time and weather conditions.

2. Short Term Parking

If the airplane is parked for a short period of time, the following procedure should be followed:

Detail Steps/Work Items Key Items/References

(1) Taxi or tow airplane to its parking position. See Chapter 09.

(2) Align airplane in headwind direction.

CAUTION: DO NOT END THE TAXI OR TOW OPERATION WITH AN ANGLED

NOSE WHEEL. THE NOSE WHEEL MUST ALWAYS BE ALIGNED
BEFORE THE AIRPLANE COMES TO STOP IN ORDER TO AVOID
EXCESSIVE SIDE FORCES ON THE LANDING GEAR.

(3) In very gusty or stormy weather, moor the See Chapter 10-20.
airplane.

(4) If the parking area is covered with packed snow

or ice, pour a 5 mm (0.2 in.) layer of sand under
the wheels.

(5) Set parking brake.

CAUTION: Do not set the parking brake when the brakes are overheated, or the
danger of the brakes freezing up exists.

(6) Position chock blocks before and behind main

wheels.

(7) Release parking brake.

(8) Position all control surfaces in neutral position

and install control surfaces lock.

(9) Retract flaps.

(10) Close and lock canopy.

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3. Long Term Parking

If the airplane is parked for long periods of time, danger of wheel bearing corrosion exists. To prevent
this, the wheels of the lifted airplane (Chapter 07) should be turned three to four revolutions. Parked
airplanes should be moved by pushing or towing.

To prevent flat spots and other deformations which may lead to irregular running or oscillations, the
wheels should be positioned at a new position according to the instructions above.

The frequency of the movement depends on the weather conditions. It should be performed daily in
cold weather, and weekly in warm weather.

NOTE: Check Chapter 10-30 for procedures required for longer parking durations.

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Section 10-20
MOORING
1. General

Whenever the airplane is parked outside for extended periods of time, it should be moored.
Unexpected strong gusts or heavy winds can cause severe damage to an airplane that is not moored.

2. Mooring

The airplane has three mooring points; one on each wing and one on the tail fin.

To moor the airplane, proceed as follows:

Detail Steps/Work Items Key Items/References

(1) Park the airplane. See Chapter 10-10.

(2) Ensure that flaps are retracted.

(3) Screw mooring rings into the adapters below the

wings.

(4) Attach ropes.

CAUTION: When using hemp ropes, keep in mind that the ropes will tighten
themselves under the influence of moisture. To is of special importance
when mooring the airplane to secure ground anchors.

Moor the airplane at the provided mooring points only.

(5) Remove all foreign objects that may damage

the airplane.

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Section 10-30
PARKING DURATION
1. Parking Over 30 Days

For parking over 30 days the following maintenance work is required:

A. Engine Preservation and De-Preservation

See Operator's Manual for the Rotax engine.

B. Fuel Supply

The fuel tank must be filled completely. Check for water in the tank each week.

C. Landing Gear, Wheels and Tires

) Main and Nose Landing Gear

No special procedures are required for the main and nose landing gear.

) Wheels

The wheels should be turned three to four revolutions to prevent corrosion.

) Tires

(a) Wipe tires with dry cloth, and treat with tire protector spray.

(b) Turn wheels. Mark tire position and date with chalk.

(c) Air pressure: daily visual inspection, check weekly or during take-off preparations.

D. Electrical System

After 30 days of storage: remove battery and perform maintenance (see Sub-Chapter 24-31).

E. Lubrication

Before storing the airplane, lubricate according to the Lubrication Schedule (see Chapter 12).

F. Instruments

Instruments remain installed in the airplane.

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G. Loose Equipment

Collect loose equipment and store.

H. Electronic Equipment

No special procedure required.

I. Airplane Ventilation

Vent the airplane thoroughly before parking.

J. Parking and Mooring

See Chapter 10-20.

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CHAPTER 11

REQUIRED PLACARDS

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TABLE OF CONTENTS

CHAPTER 11
REQUIRED PLACARDS

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 11-10
LOCATION OF PLACARDS

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 11-11
ANBRINGUNGSORTE DER HINWEISSCHILDER UND BESCHRIFTUNGEN

(GERMAN VERSION OF CHAPTER 11-10)

1. Allgemeines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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CHAPTER 11
REQUIRED PLACARDS
1. General

Placards are used for identification and indication purposes. They should describe the function,
operation, and operating limitations of the various systems and equipment.

This chapter describes the location of the placards on the interior and exterior surfaces of the airplane.

Self adhesive plastic foil is used for exterior placards, and self adhesive metal foil is used for interior
placards.

Placards with poor readability or other damage must be replaced.

2. Material

The material required to replace placards is listed in the following table.

Item Manufacturer Purpose

Self adhesive plastic foil placard. Identification/indication.

Self adhesive metal foil placard. Identification/indication.

Methylated spirit. Commercial Clean surfaces

merchandise. for metal foil.

Soap water. Clean surfaces

for plastic foil.

3. Removal and Installation

A. Self Adhesive Metal Foil Placards

Procedure:

Detail Steps/Work Items Key Items/References

(1) Pull off old sign and remove remaining adhesive

using methylated spirit.

(2) Remove the protective layer from the new

placard.

(3) Rub on new placard with a cloth.

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B. Self Adhesive Plastic Foils

Procedure:

Detail Steps/Work Items Key Items/References

(1) Moisten foil and surface with soap water using a

sponge.

(2) Press on new placard using plastic spatula.

(3) Remove protective film and let the placard dry.

(4) The removal of plastic foil placards can be

facilitated by heating the placard with a hot-air
blower.

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Section 11-10
LOCATION OF PLACARDS
1. General

In addition to the fire proof identification plate, the following placards are installed:

Easily visible in the cockpit

Maneuvering speed: vA = 104 kts.
S/N's registered This aeroplane is classified as a very light aeroplane
outside of North approved for day VFR only, in non-icing conditions. All
America: aerobatic maneuvers including intentional spinning are
prohibited. See Flight Manual for other limitations.

U.S.A.
Maneuvering speed: vA = 104 kts.
This airplane must be operated as a VLA-Special
S/N's registered
Class Category airplane. It is approved for day VFR
in the U.S.A.:
only, in non-icing conditions. All aerobatic maneuvers
including intentional spinning are prohibited. See
Flight Manual for other limitations.

CDN
Maneuvering speed: vA = 104 kts.
S/N's registered This airplane is classified as a very light airplane
in Canada: approved for day VFR only, in non-icing conditions.
All aerobatic maneuvers, except of intentional
spinning which is permitted with flaps UP only, are
prohibited. See Flight Manual for other limitations.

On the rear wall of the baggage compartment

Baggage, max. 20 kg (44 Ibs.),

only with baggage harness

On the center console

Full throttle Idle

OFF Carburetor Heat ON

Prop.

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Near the pilot's feet, next to the fuel shut-off valve (partly colored red)

Fuel valve open

closed <-- colored red

On the left and right side wall on the air vents

Cabin air

Under the instrument panel next to the individual knobs and handles

Cabin heat
pull - ON

Parking brake
pull

Choke
pull - ON

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On the instrument panel next to the individual breakers, switches, and caution and warning lamps
(partly colored red)

Flaps

LO / V

The area marked gray is red on the actual placard.

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On the instrument panel next to the individual breakers, switches, and caution and warning lamps (if
OÄM 20-244 & OÄM 20-245 are installed):

On the instrument panel next to the individual breakers and switches (if OÄM 20-267 is installed):

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On the center console next to the trim lever:

Next to the canopy emergency release handles (all colored red)

inside, left inside, right

outside, left 8 last two lines

only if ELT
is installed

outside, right

Next to the ignition switch (colored red)

CHECK before take-off:

CANOPY LOCKED ON BOTH SIDES

(refer to MSB20-38)

Next to fuel tank filler cap

S/N's registered
outside of Canada S/N's registered in Canada

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On the brake fluid reservoirs

Hydraulic
Fluid 4

Next to main wheels

2.3 bar 33 psi

Next to nose wheel

1.8 bar 26 psi

On oil filler cap

Oil 3.0 l SAE 15W-40

or according to
Flight Manual

On lid in canopy, inside (colored red)

CAUTION!
DO NOT USE AVIATION
GRADE ENGINE OIL!

On coolant equalizing reservoir

Coolant

On coolant dispatcher vessel

Coolant Dispatcher vessel

Do not open!

NOT valid on 912 S3

and with coolant qty
sensor installed

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On the instrument panel or within the pilot's field of vision

No smoking!

Next to ELT (if installed) to indicate switch positions

ELT
on - off - auto

On fuselage upper skin behind cockpit (only if ELT is installed), colored yellow

Next to GPS (if installed)

GPS not approved for primary navigation.

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On power plant instruments

usable
77 l / 20.3 gal.

A. Engine with Cylinder Temperature Senor

If an engine without suffix -01 is installed, use the following placards:

for ROTAX 912 A3 only:

Cyl. max.
150°C

for ROTAX 912 S3 only:

Cyl. max.
135°C

B. Engine with Coolant Temperature Sensor

If an engine with suffix -01 is installed, use the following placard:

Coolant
max. 120 °C

C. Oil Temperature

for ROTAX 912 A3 only:

Oil max. Oil
140 °C pressure

for ROTAX 912 S3 only:

Oil max. Oil

130 °C pressure

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Section 11-11
ANBRINGUNGSORTE DER HINWEISSCHILDER UND BESCHRIFTUNGEN
(GERMAN VERSION OF CHAPTER 11-10)

1. Allgemeines

Es sind außer dem feuerfesten Typenschild noch folgende Schilder angebracht:

Gut sichtbar im Cockpit

Manövergeschwindigkeit: vA = 104 kts.

Dieses Flugzeug ist eingestuft als Leichtflugzeug und nur für
Tag-Sichtflug ohne Vereisungsbedinungen zugelassen. Alle
Kunstflugmanöver, einschließlich beabsichtigtem Trudeln,
sind verboten. Weitere Betriebsgrenzen sind dem Flughand-
buch zu entnehmen.

An der Rückwand des Gepäckraums:

Gepäck, max. 20 kg,

nur mit Gepäcknetz

Auf der Mittelkonsole:

Vollgas Leerlauf

Prop. AUS Vergaservorwärmung EIN

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Im linken Fußraum neben dem Brandhahn: (teilweise rot)

Brandhahn auf

zu <-- rot

An der rechten und linken Bordwand auf der Lüftungsdüse:

Lüftung

Unter dem Instrumentenbrett neben den einzelnen Betätigungsgriffen:

Kabinenheizung
ziehen - EIN

Parkbremse
ziehen

Choke
ziehen - EIN

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Auf dem Instrumentenbrett neben den Sicherungen, Schaltern und Kontrollampen (teilweise rot):

Flaps

LO / V

Die grau markierte Fläche ist auf dem Schild rot.

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Auf dem Instrumentenbrett neben den Sicherungen, Schaltern und Kontrolllampen (wenn
OÄM 20-244 & OÄM 20-245 eingebaut sind):

Auf dem Instrumentenbrett neben den Sicherungen und Schaltern (wenn OÄM 20-267eingebaut ist):

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Auf der Mittelkonsole neben dem Trimmknopf:

Kopflastig - Trimmung - Schwanzlastig

Neben den Griffen für den Haubennotabwurf (alle rot):

innen links innen rechts

außen links 8 untere zwei

Zeilen nur
falls ELT
eingebaut
ist

außen rechts

Neben dem Zündschalter (rot):

CHECK vor dem Start:

HAUBE BEIDSEITIG VERRIEGELT
(siehe MSB20-38)

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Neben dem Tankeinfüllstutzen:

79 l AVGAS 100 LL, MOGAS,
Auto Super min. 95 ROZ
verbleit oder unverbleit
ausfliegbar: 77 l

Auf den Bremsflüssigkeitsbehältern:

Hydraulic
Fluid 4

Neben den Hauptfahrwerksrädern:

2,3 bar 33 psi

Neben dem Bugrad:

1,8 bar 26 psi

Auf dem Öldeckel: Öl 3,0 l SAE 15W-40

oder laut
Flughandbuch

Auf dem Wartungsdeckel für den Öltank (in der oberen

Cowling) ACHTUNG!
KEIN FLUGMOTORENÖL
VERWENDEN!

Auf dem Kühlflüssigkeits-Ausgleichsgefäß:

Kühlflüssigkeit

Auf dem Kühlflüssigkeits-Verteilergefäß:

Kühlflüssigkeit Verteilergefäß
nicht öffnen

nicht für ROTAX 912 S3 oder wenn

Sensor für Kühlmittel installiert ist.

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Auf dem Instrumentenbrett oder im Sichtfeld des Piloten:

Rauchen verboten

Neben dem ELT (falls eingebaut) zur Kennzeichnung der Schalterstellung:

ELT
on - off - auto

Auf der Rumpfoberseite hinter dem Cockpit (falls ELT eingebaut ist, Farbe gelb):

Beim GPS (falls eingebaut):

GPS nicht für Primärnavigation zugelassen

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Auf den Triebwerksüberwachungsinstrumenten

ausfliegbar
77 l

A. Motor mit Zylinderkopftemperatursensor

Wenn ein Motor ohne Suffix -01 eingebaut ist, werden die folgenden Placards verwendet:

nur für ROTAX 912 A3:

Cyl. max.
150°C

nur für ROTAX 912 S3:

Cyl. max.
135°C

B. Motor mit Kühlflüssigkeitstemperatursensor

Wenn ein Motor mit dem Suffix -01 eingebaut ist, wird das folgende Placard verwendet:

Kühlmittel
max. 120 °C

C. Öltemperatur

nur für ROTAX 912 A3:

Öl max. Öldruck
140 °C

nur für ROTAX 912 S3:

Öl max. Öldruck
130 °C

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CHAPTER 12

SERVICING

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TABLE OF CONTENTS

CHAPTER 12
SERVICING

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 12-10
REPLENISHING

1. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3. Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4. Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5. Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
6. Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Section 12-20
SCHEDULED SERVICING

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Lubrication Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Section 12-21
PERIODISCHE KONTROLLEN

(GERMAN VERSION OF CHAPTER 12-20)

1. Allgemeines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Schmierplan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

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Section 12-30
UNSCHEDULED SERVICING

1. Cleaning, Exterior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Cleaning, Interior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Engine Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4. Snow and Ice Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

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CHAPTER 12
SERVICING
1. General

Servicing on the ground in general includes replenishing and the periodic lubrication of component
groups. Other tasks which are performed during ground services are also described in this chapter.

Detailed procedures for preventive and corrective maintenance of the individual systems are described
in the respective Chapters of this manual.

Chapter 05 comprises the inspection intervals of all maintenance tasks.

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Section 12-10
REPLENISHING
1. Fuel System

A. REFUELING

Fuel for the DV 20 KATANA is supplied from a fuselage mounted fuel tank with a capacity of either
55 liters (14.5 US gal.) or 79 liters (20.9 US gal.). The aluminum welded fuel tank is located
between the main- and B-bulkhead below the baggage compartment floor.

Refueling of the DV 20 is performed via a filler neck located on the left side of the airplane,
integrated into the fuselage.

During re-fueling, the following must be observed:

) Airplane as well as fuel supply (fuel truck, filling station, etc.) must be grounded (ground
connection on engine exhaust pipe).

) Fire extinguisher must available.

) All ground equipment located in the re-fueling area must be switched off.

) Operation of electrical switches is not permitted.

) Only fuel types in accordance with the Flight Manual, Chapter 2 should be used.

B. DEFUELING

Fuel is drained via the drain valve located at the lowest point of the tank. Open lid over inspection
hole and open drain valve. A sufficient number of canisters should be available for the fuel to be
drained. The fuel tank sump is also drained via the drain valve. In principle the same safety
procedures as described in A. should be observed.

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2. Oil System

The engine installed in the DV 20 KATANA is equipped with a dry sump pressure lubrication system
with a capacity of 3 liters (3.2 US quarts). The filler cap of the oil tank is located on the right hand side
of the engine behind cylinder No. 3. It can be reached by opening the lid in the upper right engine
cowling. A dipstick is located in the tank indicating the oil level with min/max markings. The difference
between the markings represents 1 liter (appr. 1 US quart).

A. Oil specification

Motorcycle oil of a registered brand with gear additives.

For information on approved engine oils refer to the Airplane flight Manual, Section 1.9.

) Because of the incorporated friction clutch, oils with friction modifier additives are unsuitable
as this could result in a slipping clutch during normal operation.

) Heavy duty 4-stroke motor cycle oils meet all the requirements. These oils are usually no
mineral oils but semi- or fully-synthetic oils.

) Oils primarily used for Diesel engines are generally unsuitable due to insufficient
high-temperature properties and additives which favour clutch slipping.

CAUTION: IF THE ENGINE IS RUN ON AVGAS 100 LL, THE FOLLOWING

MAINTENANCE WORK IS REQUIRED EVERY 50 HOURS OF
OPERATION:

- OIL FILTER CHANGE

- OIL CHANGE

- OIL LEVEL CHECK

FURTHERMORE

- AVOID CONTINUOUS USE OF CARB HEAT

- AVOID RUNNING ENGINE ON IDLE LONGER THAN NECESSARY.

The use of multi-grade oils is recommended.

NOTE. Multi-viscosity grade oils are less sensitive to temperature variations than single
grade oils. They are suitable for use throughout the seasons, ensure rapid
lubrication of all engine components at cold start and keep their favorable
properties even at higher temperatures.

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3. Brake System

Servicing of the brake system is limited to checking and refilling of brake fluid. The brake fluid
reservoirs are located on the brake cylinders on the co-pilot's side.

Remove reservoir filler caps to add fluid. In the event that the fluid level is found to be low, the reason
for loss of brake fluid must be determined.

CAUTION: REMOVE ANY DIRT ON THE BRAKE FLUID RESERVOIR FILLER CAPS
BEFORE OPENING.

Only brake fluid meeting the MIL-H-5606A specification should be used.

CAUTION: BRAKE FLUID SPILLED MUST BE REMOVED IMMEDIATELY AS IT

DAMAGES PAINT UPON CONTACT.

4. Tires

The DV 20 KATANA main landing gear is equipped with tires of the size 380 x 150/15 x 6.00-5. The
tire size used on the nose wheel is 4.00-4.

The tire pressure on the landing gear wheels is 2.3 bar (33 psi), on the nose wheel 1.8 bar (26 psi).
To reduce any damage to the tires due to landing shocks or stones with sharp edges and to increase
the life time of the tires, the tire pressure should be checked at regular intervals.

A visual tire inspection should be performed each time the tire pressure is checked including visually
checking the red slip markings on the main wheels.

NOTE: The slip markings should be in alignment.

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5. Battery

The battery mount holding a 12 Volt battery is installed to the front left hand side of the firewall. The
battery provides power for the engine starter. Furthermore it allows the electrical consumers to be
operated while the engine is off. The standard battery has a capacity of 30 amp.hrs.

Battery charge and fluid level should be visually inspected at regular intervals. This battery inspection
is normally included in the 100 hour and 200 hour inspection (refer to Chapter 05-20).

CAUTION: THE BATTERY SHOULD ONLY BE REFILLED USING DISTILLED

WATER UP TO THE MAXIMUM LEVEL AS MARKED ON THE BATTERY.

During the above mentioned battery inspection, the battery terminals should be cleaned and lubricated.
In addition the battery cable connector lugs should be inspected.

NOTE: The battery should be removed from the airplane prior to a battery inspection.

Battery and battery mount must be kept clean and dry at all times. For cleaning of both parts, use clear
water and wipe dry afterwards. It should also be checked in regular intervals that the breather tube is
clean and operative.

6. Cooling System

A. Coolant

(1) Engine with Cylinder Temperature Sensor

If an engine without suffix -01 is installed, ensure that only EVANS NPG+ is used.

CAUTION: COOLANT OF MINOR QUALITY INCREASES THE LIKELINESS OF

PARTICULATE FORMATION AND (PARTIAL) OCCLUSION IN THE
COOLING SYSTEM AND MAY RESULT IN INSUFFICIENT COOLING.

“EVANS NPG+” OR EQUIVALENT COOLANT MUST BE USED

WITHOUT WATER OR OTHER ADDITIVES.

CAUTION: WATER OR WATER CONTAINING COOLANT MUST NOT BE ADDED IN

ANY CASE TO THE COOLING SYSTEM!

CAUTION: THE ADVICE OF THE COOLANT MANUFACTURER MUST BE

FOLLOWED!

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(2) Engine with Coolant Temperature Sensor

If an engine with suffix -01 is installed, ensure that only antifreeze concentrate based on
ethylene glycol, designed for aluminum engines is used (e.g. BASF Glysantin Protect Plus/G48).

NOTE: Coolant of minor quality increases the likeliness of particulate formation and (partial)
occlusion in the cooling system and may result in insufficient cooling.

Mixing ratio:

50% antifreeze concentrate with additives against corrosion and 50% distilled water shall be
used, or alternatively an equivalently premixed coolant.

NOTE: If problems are encountered with boiling after engine stop gradually increase the
percentage of antifreeze concentrate.

In all cases the mixing ratio must not exceed the coolant manufacturer's recommendations.
Non-compliance to the manufacturer's recommendation may lead to particulate formation and
(partial) occlusion or inadequate protection against freezing.

CAUTION: PARTICULATE FORMATION AND (PARTIAL) OCCLUSION MAY BE HARMFUL

TO COOLING SYSTEM COMPONENTS AND MAY RESTRICT COOLANT FLOW
TO AND FROM EQUALIZING RESERVOIR.

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B. Adding of Coolant

Prior to adding coolant, the reason for the loss of the liquid must be investigated and corrected (e.g.
leaky hose connections).

NOTE: Consumption of coolant is very limited under normal circumstances. Therefore

topping up is necessary and senseful only if the coolant quantity is below the
minimum marking.

NOTE: For those aircraft equipped with the control light for coolant quantity see also
Chapter 77.

When the engine is cold, open the pressure cap on top of the engine and fill the dispatcher vessel
up completely. The level in the equalizing reservoir must not exceed the maximum marking.

After the first top-up, close the pressure cap and let the engine run for approximately 3 minutes at
increased idle speed. Then fill up dispatcher vessel completely as described above.

The maximum coolant quantity is 2.5 liters (2.6 US quarts), the minimum is 2.4 liters (2.4 US
quarts).

The minimum marking of the equalizing reservoir refers to a quantity of 0.1 liters (0.1 US quarts),
the maximum marking to a quantity of 0.2 liters (0.2 US quarts).

Before closing the pressure cap check rubber sealing rings for poor condition.

WARNING: WHEN CLOSING THE DISPATCHER VESSEL PUSH DOWN THE

PRESSURE CAP FIRMLY IN ORDER TO ALLOW IT TO BE HELD BY ITS
SAFETY CATCH. VERIFY DISPATCHER VESSEL IS SECURELY
CLOSED!

Draining of the cooling system is performed by opening the hose connection on the radiator on the
lower right hand side.

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Section 12-20
SCHEDULED SERVICING
1. General

The complete flight control system and all other mechanical systems are, with a few exceptions,
equipped with maintenance free friction bearings and rod end bearings. However, these bearings and
joints should be inspected regularly, especially under tough climatic conditions such as airborne sand,
saltwater concentrations in the air etc., and if required cleaned and lubricated.

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2. Lubrication Schedule

Independent of the lubrication during rigging, lubrication is required at the intervals marked with a X.
Prior to lubrication all lubrication points must be cleaned.

LUBRICATION SCHEDULE Hours

100 200 1000
1. Clamp straps of engine operating cables (oil). X X X
2. All rod end bearings (grease). X
3. Rudder pedal adjusting device on both sides (grease); X X X

cable guides and cables (oil).

4. S/N's with removable wings. X X

Main bolts, A-bolts, B-bolts, pins of flaps synchronizing tube

assembly (grease);

telescopic rods, if installed (grease).

5. S/N's with removable wings. X X

Rollers in the bellcranks for aileron and wing flap control

systems (in wing root rib; grease).
6. Main landing gear bearings (grease). X
7. Vertical pivot bearing of nose wheel fork (grease).

S/N's 20.005 thru 20.119 X X X

S/N's 20.120 and subsequent X

8. 2 Journals in rubber spring assembly of nose wheel (oil). X X X
9. Locking rings in the two B-bolt fastening units (oil). X X
10. Cable eyes on rudder (grease). X X X
11. Upper rudder hinge (grease). X X X
12. Battery terminals (suitable grease). X X X

All commercial greases are appropriate. However, lubricants containing MoS2 must not be combined
with common all-purpose grease.

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Section 12-21
PERIODISCHE KONTROLLEN
(GERMAN VERSION OF CHAPTER 12-20)
1. Allgemeines

Mit wenigen Ausnahmen sind die gesamte Steuerung und die sonstige Mechanik mit wartungsfreien
Gleitlagern und Gelenklagerköpfen ausgerüstet. Trotzdem sollten die Lager (besonders bei härteren
klimatischen Bedingungen wie Flugsand, salzwasserfeuchte Luft usw.) ständig beobachtet und bei
Bedarf gereinigt und nachgefettet werden.

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2. Schmierplan

Neben dem Schmieren beim Aufrüsten ist ein Schmieren an den jeweils mit einem X versehenen
Zeitpunkten erforderlich. Alle Schmierstellen müssen vor dem Schmieren gereinigt werden.

SCHMIERPLAN Hours
100 200 1000
1. Klemmnippel der Triebwerksbedienungs-Bowdenzüge ölen. X X X
2. Alle Lager der Gelenkstangenköpfe fetten. X
3. An beiden Sitzen Pedalverstellung fetten, X X X

Seileinlauf und Seile ölen.

4. Für WNrn. m. abnehmbaren Flügeln: X X

Hauptbolzen, A-Bolzen, B-Bolzen und

LK-Torsionsstangenmitnehmerstifte fetten,

Teleskopstange fetten, wenn vorhanden.

5. Für WNrn. m. abnehmbaren Flügeln: X X

Querruder- und Landeklappenantriebsrollen in der

Wurzelrippe fetten.
6. Hauptradlager fetten. X
7. Lenklager der Bugradgabel fetten

Werk-Nrn. 20.005 bis 20.119 X X X

Werk-Nrn. 20.120 und höher. X

8. Seitliche Lagerzapfen (2 Stk.) im Bugfahrwerk-Federpaket X X X
ölen.
9. Kugelsicherungsringe an den B-Bolzenschraubelementen X X
ölen.
10. SR-Seilkauschenverbindungen fetten. X X X
11. Oberes Seitenruderlager fetten. X X X
12. Batteriepole mit Polfett schützen. X X X

Zum Nachfetten sind alle handelsüblichen Fette geeignet. Es dürfen jedoch keine MoS2-haltigen
Schmiermittel mit normalen Mehrzweckfetten kombiniert werden

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Section 12-30
UNSCHEDULED SERVICING
1. Cleaning, Exterior

For the flight characteristics of a composite airplane with a laminar airfoil, a clean external surface is
most important. For this reason it is highly recommendable that the airplane, especially the leading
edge of the wings are kept clean at all times.

For best result, the cleaning is performed using much water. If necessary, a mild cleaning agent can
be added. Excessive dirt such as insects etc. are best cleaned off immediately after flight, because
once dried they are difficult to remove.

Approximately once a year, the surface of the airplane should be treated and buffed using a silicon free
automotive polish.

CAUTION: DO NOT USE ANY CLEANING AGENT CONTAINING SILICON BASED

MATERIALS.

Cover all lubricated and oiled surfaces prior to the cleaning procedure.

For cleaning the Plexiglas canopy, in principal the same rules should be applied as for the outside
surface of the DV 20. The cleaning should be performed using plenty of water, and with only clean
sponges and chamois. Even the smallest dust particle can cause scratch marks.

CAUTION: NEVER RUB OR POLISH DRY PLEXIGLAS!

Dull or scratched parts of the canopy may be polished using a special plexiglass polishing paste.
Scratches can be removed by using special polishing emery cloth (e.g. micro-mesh).

2. Cleaning, Interior

Seat covers and floor should be vacuumed at regular intervals.

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3. Engine Cleaning

For cleaning of the engine a cold cleaning agent should be used.

CAUTION: ENSURE THAT THE ENGINE CLEANING AGENT DOES NOT GET INTO
THE FOLLOWING INSTRUMENTS AND COMPONENTS: IGNITION
SYSTEM, GENERATOR, STARTER, AIR INTAKES.

FURTHERMORE, IT MUST BE ENSURED THAT THE ENGINE IS

STARTED ONLY AFTER ALL OF THE CLEANING SOLUTION HAS
EVAPORATED.

4. Snow and Ice Removal

After snow has collected on the airplane it should be removed as soon as possible to prevent melt
water from refreezing on the surface, or in any gaps.

CAUTION: DO NOT USE SHARP OBJECTS TO REMOVE SNOW OR ICE.

If ice has formed it is recommended that the ice is melted by placing the airplane in a heated hangar.

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CHAPTER 20

STANDARD PRACTICES - AIRFRAME

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TABLE OF CONTENTS

CHAPTER 20
STANDARD PRACTICES - AIRFRAME

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Bolt Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Standard Torques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4. Special Torques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
5. Measuring Technique Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

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CHAPTER 20
STANDARD PRACTICES - AIRFRAME
1. General

The design of the structure does not call for a special maintenance procedure. Therefore this chapter
only describes the bolts and screws used in the DV 20 KATANA and gives information on prescribed
torque values and associated measuring technique details.

2. Bolt Types

The bolts used in the DV 20 KATANA are of DIN and LN specifications which can be identified by the
markings located on the head of the bolts and by the surface treatment.

Bolt type Marking on Head Surface Treatment

DIN-bolt zinc coated

LN-bolt zinc coated and yellow

chromized

3. Standard Torques

The nuts used (except for lock nuts) comply with LN 9348 and DIN 985 specifications.

Maximum permissible torque values for bolts and nuts in accordance with DIN and LN specifications:

Metric Thread Torque (Nm) Torque (lbf.ft.)

M4 1.8 1.3

M5 3.6 2.7

M6 6.4 4.7

M8 16.0 11.8

M10 32.0 23.6

M12 57.0 42.0

The above torque values are valid for all screws that comply with these specifications, with the
exception of the parts described in paragraph 4 below.

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4. Special Torques

Part Torque (Nm) Torque (lbf.ft.)

Propeller lock nuts. see propeller manual

Spinner mounting screws. see Chapter 61 or propeller manual

Spark plugs. 20 14.8

Bolts attaching engine mount to firewall. 40 29.5

Nose wheel stop bolts limiting steering angle. 15 11.1

Main landing gear bolt, near center. height of spring washers

4 ± 0.5 mm (0.16 ± 0.02 in.)

Main landing gear bolts, outside. 20 14.8

B-bolt fastening units. 6 4.4

Engine. see engine Operator’s Manual

8 Bolts for horizontal tail rear attachment fitting. 45 33.2

NOTE: Observation of the prescribed torque value and installation of the prescribed
safetying device must be ensured with each screw connection.

CAUTION. SELF LOCKING NUTS MUST BE REPLACED AFTER REMOVAL IN THE

EVENT THAT THE FICTION TORQUE HAS DIMINISHED.

5. Measuring Technique Details

Where self locking nuts are used, the torque value of the safetying mechanism (friction or brake
torque) must be added to the value in the table. This value can be read from the torque wrench
indicator before seating of the nut has been accomplished.

When bolts are torqued from their head-side, additional torque due to the friction of the barrel may
occur. This value can be read from the torque wrench indicator before seating of the screw has been
accomplished, and must be added to torque value in the table.

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CHAPTER 21

ENVIRONMENTAL SYSTEMS

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TABLE OF CONTENTS

CHAPTER 21
ENVIRONMENTAL SYSTEMS

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 21-20
DISTRIBUTION

1. Functional Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Maintenance Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 21-40
HEATING

1. Heat Exchanger Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

2. Heat Exchanger Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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CHAPTER 21
ENVIRONMENTAL SYSTEMS
1. General

The heating and ventilation system installed in the DV 20 KATANA permits the independent supply
of cold and warm air as well as the supply of warm air to the floor and the canopy.

Control of the heating system is located in the center console on the transition piece to the instrument
panel. Fresh air can be supplied and regulated through adjustable air-vents located on the left and
right side under the instrument panel or, if OÄM 20-244 (Instrument Panel Version D20-3110-00-00)
is installed, on the left and right side of the instrument panel.

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Section 21-20
DISTRIBUTION
1. Functional Description

A. Heating System and Canopy Defroster

During flight, ram air is directed to the heat exchanger through an air hose installed behind the
radiator. After passing the heat exchanger, the warm air is directed by an air hose to the air
distributor, which is mounted to the lower half of the firewall.

An air duct located in the center directs warm air to the window defrosting vents. At the same time,
openings in the air duct allow warm air to reach the floor.

An air regulating flap is located within the air distribution box which can be set via a bowden cable.
If warm air is required to flow into the cabin, the cabin heat button located in the front part of the
center console must be pulled to the stop. To regulate the heat, any position inbetween can be
used.

B. Ventilation

Fresh air is directed from the air intake openings (NACA type) located on both sides of the forward
fuselage to adjustable vents. Amount of fresh air as well as the direction of flow can be individually
adjusted.

2. Maintenance Information

A. Inspections

During each scheduled inspection, the heat exchanger must be checked for insecure mounting,
leakage, and poor condition.

All air vents should be inspected for poor condition, improper operation, and any kind of
obstructions. The inspection also includes the examination of all hot air and fresh air hoses for poor
condition, leaks, and insecure attachment. Furthermore it should be checked whether the position
of the control flap within the airbox corresponds to the position of the operating button.

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Section 21-40
HEATING

1. Heat Exchanger Removal

Detail Steps/Work Items Key Items/References

(1) Remove engine cowlings.

(2) Loosen hose clamps of air intake and cabin

heat hose,

remove both hoses from the upper half of the

heat exchanger.

(3) Remove carburetor heat hose in a similar

manner.

(4) Remove the three bolts holding the heat

exchanger jacket.

(5) Remove heat exchanger jacket.

2. Heat Exchanger Inspection

The heat exchanger must be inspected during each 100 hour inspection for insecure attachment,
leakage, and poor condition.

In addition, the exhaust muffler should be inspected at each 100 hour inspection. Cracks or holes in
the muffler could allow carbon monoxide to enter the heating system causing danger to occupants.

Recommended muffler inspection procedure:

Detail Steps/Work Items Key Items/References

(1) Remove lower half of the heat exchanger as
described in paragraph 1 (above).

(2) Check muffler for cracks or holes.

(3) If cracks or holes are detected, replace muffler.

(4) If no defects have been found, re-assemble

heat exchanger by reversing the sequence
described in paragraph 1 (above).

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CHAPTER 23

COMMUNICATIONS

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TABLE OF CONTENTS

CHAPTER 23
COMMUNICATIONS

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 23-10.1
SPEECH COMMUNICATION BECKER AR3201

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
4. Maintenance Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Section 23-10.2
SPEECH COMMUNICATION BENDIX/KING KX125

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4. Maintenance Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Section 23-10.3
SPEECH COMMUNICATION GARMIN GNS 430

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 23-10.4
SPEECH COMMUNICATION GARMIN SL 30

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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CHAPTER 23
COMMUNICATIONS
1. General

The VHF radio system is used for communication between airplane and ground station, and between
airplanes. It operates in the frequency band between 118,00 to 136,975 MHz.

The system consists of the following components:

1 VHF-COMM transceiver

1 VHF folded-top antenna (mounted in the rudder fin)

1 Swan-neck or hand held microphone

1 Speaker

2 Headsets (optional)

Power is supplied by the generator and by the battery via the avionics master switch and the COMM
breaker.

The intercom system enables communication between pilots using the headsets, and is activated via
the intercom switch which is located on the switch panel. During intercom operation, the speaker is
switched off. The radio system located within the center console can be operated by both pilots.

Radio Antenna

Speaker
Radio

Figure 1: Radio System Components

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Section 23-10.1
SPEECH COMMUNICATION BECKER AR3201

1. General

The AR3201-(.) radio system consists of a transmitter/receiver including operator panel, and is
designed as a single unit system.

The frequency range of 118.000 MHz to 136.975 MHz includes 760 channels in intervals of 25 kHz.

The memory can store up to 4 frequencies.

The transmitter is activated with the buttons located in the control sticks.

The AR3201-(.) can be operated using a swan-neck microphone or headsets.

A breaker located in the instrument panel protects the on-board network from overloading in the event
of any short circuit within the radio system.

The AR3201-(1) can be used to measure the outside air temperature and the on-board voltage. The
measured values are displayed on the LC-display by operation of a spring loaded switch located in the
instrument panel.

The outside air temperature sensor is located in the left NACA-type air intake (refer to Chapter 34-10).

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1 8 7

SQL
ON
OFF
VOL STORE

6
2

COM
4 3 2
3
1
A

BECKER

4 5

1 ON/OFF Switch, combined with Squelch Switch

2 Transit Mode Indicator
3 Channel Selector Switch
4 Mhz Frequency Selector Switch
5 kHz Frequency Selector Switch
6 LCD for Frequency Selector Switch
7 Memory Switch
8 Volume Control

Figure 1: Becker AR3201-(.)

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2. System Description

A. Receiver Description

The high frequency signal received by the antenna arrives via a coaxial cable at the antenna input
of the radio unit. It is selected, amplified, demodulated, and fed to the speaker or headphones as
a low frequency signal.

The required volume can be adjusted using the volume control (VOL).

The automatic squelch control is activated with the OFF-ON-SQL switch and suppresses any signal
noise in the speaker or headphone in the event that the HF carrier voltage at the antenna input is
not sufficient.

B. Transmitter Description

The radio unit is automatically switched to transmit mode when the transmit button is pressed. The
signal received by the microphone is directed to the transmitter unit, amplified, and modulated to
a high frequency carrier signal which is then sent by the antenna.

Antenna
Intercom Switch

Speaker / Headset

AR3201-(.) Microphone / Headset

Transmit Button

Circuit Breaker

Temperature Sensor

Figure 2: AR3201-(.) Radio Unit, Functional Diagram

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C. Unit Operation

Switch master switch and avionics master switch ON.

(1) SWITCHING ON

Switch the VHF unit switch ON. For a few seconds the number 188.88 (display test) as well as
an arrow (transmit mode indicator) is displayed on the LC-display. Following that the VHF unit
is switched automatically to the last used frequency if the channel selector is in position A. If the
channel selector is in any other position (selector position 1 to 4), the frequency stored at that
position will be displayed. In the event that a frequency other than the displayed one is required,
the channel selector should be positioned in the A position, and the required frequency selected
by use of the frequency selectors, MHz and kHz.

(2) STORING FREQUENCIES

Four memory positions are available which can be used for any frequency within the
aeronautical radio service between 118,000 and 136,975 MHz. Sequence of the stored
frequencies is users discretion.

Storage procedure:

Detail Steps/Work Items Key Items/References

(1) Switch the channel selector to position A.

(2) Select the required frequency using the MHz

and kHz selector.

(3) Position the channel selector on the position in

which the selected frequency is to be stored.

(4) Press the STORE button for approximately two

(2) seconds.

To overwrite or delete a stored frequency proceed to step (1).

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(3) TRANSMIT MODE INDICATOR

While transmitting, a small arrow is displayed left of the selected frequency on the LC-display.
It indicates that the VHF unit is in transmit mode.

(4) ON-BOARD INTERCOMMUNICATION

The speaker is switched off in this operation mode.

Switch the intercom switch ON. Communication between pilot and co-pilot through the headsets
should be clear and without interruptions.

The volume of the intercom can be adjusted using the EIV control located on the side of the
VHF-unit.

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3. Troubleshooting

The following table contains procedures for general troubleshooting on the radio and intercom system.
For the corresponding wiring diagrams refer to Chapter 92 of the Maintenance Manual.

Complaint Possible Cause Repair

Unable to transmit or receive, Defective power supply. Repair.

LCD inoperative.
Defective COMM breaker. Replace.

If other avionics are also Replace.

without power: defective
avionics master switch.

Defective radio unit. Repair.

Unable to transmit from the Defective transmit button on Replace.

pilot’s side (missing transmit pilot’s side.
mode indicator on LCD).
Defective wiring between Repair.
pilot’s transmit button and
radio unit.

Unable to transmit from the Defective transmit button on Replace.

co-pilot’s side (missing co-pilot’s side.
transmit mode indicator on
LCD). Defective wiring between Repair.
co-pilot’s transmit button and
radio unit.

No modulation when Defective pilot’s headset. Repair.

transmitting from pilot’s side.
Defective wiring. Repair.

No modulation when Defective co-pilot’s headset. Repair.

transmitting from co-pilot’s
side. Defective wiring. Repair.

No modulation when Defective swan-neck Replace.

transmitting with swan-neck microphone.
microphone.
Defective wiring. Repair.

Short range in transmit mode, Defective radio unit. Repair.

reception without problems.

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Complaint Possible Cause Repair

Short range in receive mode, Defective radio unit. Repair.

signal noise in reception.

Short range in transmit and COMM antenna, coaxial cable Repair or replace.
receive mode, signal noise in and plug.
reception.

Speaker silent, headsets Defective speaker. Replace.

operating normal.
Defective wiring. Repair.

Defective intercom switch Replace.

Transmit mode indicator on Transmit button stuck. Replace.

LCD is always visible.

Intercom system inoperative, Defective intercom switch. Replace.

transmit mode ok.
Defective wiring. Repair.

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4. Maintenance Information

A. General

The Becker AR3201 radio unit requires no regular maintenance.

The built-in buffer battery for the stored frequencies has a lifetime expectancy of approximately four
(4) years. We recommend that the AR3201 unit is sent to the manufacturer or an approved Becker
representative for replacement of the battery if the stored frequencies are lost. Early replacement
prevents possible damage to the radio unit which might occur due a leaky battery.

B. Removal and Installation of Radio Unit

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove electrical and antenna connectors.

(2) Loosen the four (4) Phillips screws on the front

side and remove unit.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

(2) Perform radio check.

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Section 23-10.2
SPEECH COMMUNICATION BENDIX/KING KX125

1. General

The KX125 radio system is part of the NAV/COMM system used in the DV 20 KATANA. The COMM
frequency range of 118.000 MHz to 136.975 MHz includes 760 channels.

The memory can store one frequency.

The unit can be operated using a speaker and a hand held microphone or headsets. It is switched to
transmit mode with the transmit button.

The hand held microphone is connected to the microphone plug which is located on the right side
under the pilot's instrument panel.

A breaker located in the instrument panel protects the on-board network from overloading in the event
of any short circuit within the radio system.

For the description of the NAV part of the KX125 refer to Chapter 34.

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Active COMM
Frequency
COMM Frequency
Indicator

COMM Transfer Transmit

Switch Mode Indicator

T
X
S S
B TO B
Y
OBS FR FLAG Y
KX125 TSO COMM NAV

PULL MODE PULL

PULL 25K OBS
OFF PULL
TEST IDENT

Unit Lock
COMM Volume, COMM Frequency LCD Contrast
On/OFF Rotational Selector Buttons Adjustment
Switch, Test/Squelch
Control Switch

Figure 1: BENDIX/KING KX125

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2. System Description

A. Receiver Description

The high frequency signal received by the antenna arrives via a coaxial cable at the antenna input
of the radio unit. It is selected, amplified, demodulated, and fed to the speaker or headphones as
a low frequency signal.

The required volume can be adjusted using the volume control.

The automatic squelch control suppresses any signal noise in the speaker or headphone in the
event that the HF carrier voltage at the antenna input is not sufficient. It can be deactivated by
pulling the PULL TEST switch.

B. Transmitter Description

The radio unit is automatically switched to transmit mode when the transmit button is pressed. The
signal received by the microphone is directed to the transmitter unit, amplified, and modulated to
a high frequency carrier signal which is then sent by the antenna.

Antenna
Intercom Switch

Speaker / Headset

KX125 Microphone / Headset

Transmit Button

Circuit Breaker

Figure 2: KX125 Unit, Functional Diagram

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C. Unit Operation

Switch master switch and avionics master switch ON.

(1) SWITCHING ON

The KX125 unit is switched ON by turning the COMM/PULL/TEST rotating switch from the OFF
position in clockwise direction. The last selected as well as the pre-selected frequencies are
displayed on the LC Display.

The volume is adjusted by pulling and turning the COMM volume button. After selection the
COMM volume button should be pushed back to activate the automatic squelch.

(2) FREQUENCY SELECTION

The required frequency is selected by rotating of the COMM frequency selection buttons, where
the outer button is the MHz control. With the inner knob, the frequency can be adjusted in steps
of 50 kHz (pushed position) or 25 kHz (pulled position).

The upper COMM frequency display shows the presently active frequency, while the lower
display shows the pre-selected frequency. Normally selection of any frequency is performed in
the STANDBY window, and then by pressing the COMM transfer button exchanged with the
frequency shown in the ACTIVE window. For a direct change of frequency, the COMM transfer
button must be pressed for at least two (2) seconds. After that, only the ACTIVE frequency is
displayed, and can be changed directly.

Additional pressing of the COMM transfer button will restore the previous state.

(3) TRANSMIT MODE INDICATOR

In transmit mode the TX-indicator is displayed on the LCD. The KX125 is designed for
uninterrupted transmission of up to 30 seconds. With exceeding of this time limit the transmitter
is switched off and the COMM frequency display will flash. The transmitter is ready for operation
immediately after release of the transmit button.

(4) ON-BOARD INTERCOMMUNICATION

The intercom is activated by a toggle switch located in the instrument panel. In this operating
mode the speaker is switched off.

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3. Troubleshooting

The following table contains procedures for general troubleshooting on the radio and intercom system.
For the corresponding wiring diagrams refer to Chapter 92 of the Maintenance Manual.

Complaint Possible Cause Repair

Unable to transmit or receive, Defective power supply. Repair.

LCD inoperative.
Defective COMM breaker. Replace.

If other avionics are also Replace.

without power: defective
avionics master switch.

Defective radio unit. Repair.

Unable to transmit from the Defective transmit button on Replace.

pilot’s side (missing transmit pilot’s side.
mode indicator on LCD).
Defective wiring between Repair.
pilot’s transmit button and
radio unit.

Unable to transmit from the Defective transmit button on Replace.

co-pilot’s side (missing co-pilot’s side.
transmit mode indicator on
LCD). Defective wiring between Repair.
co-pilot’s transmit button and
radio unit.

No modulation when Defective pilot’s headset. Repair.

transmitting from pilot’s side.
Defective wiring. Repair.

No modulation when Defective co-pilot’s headset. Repair.

transmitting from co-pilot’s
side. Defective wiring. Repair.

No modulation when Defective hand-held Replace.

transmitting with hand-held microphone.
microphone.
Microphone not plugged in. Plug in.

Defective wiring. Repair

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Complaint Possible Cause Repair

Short range in transmit mode, Defective radio unit. Repair.

reception without problems.

Short range in receive mode, Defective radio unit. Repair.

signal noise in reception.

Short range in transmit and COMM antenna, coaxial cable Repair or replace.
receive mode, signal noise in and plug.
reception.

Speaker silent, headsets Defective speaker. Replace.

operating normal.
Defective wiring. Repair.

Defective intercom switch Replace.

Transmit mode indicator on Transmit button stuck. Replace.

LCD visible without transmut
button pressed; COMM display
starts flashing after 30
seconds.

Intercom system inoperative, Defective intercom switch. Replace.

transmit mode ok.
Defective wiring. Repair.

Unable to transmit; reception Defective intercom switch. Replace.

via headsets ok.
Defective wiring. Repair.

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4. Maintenance Information

A. General

The Bendix/King KX125 radio unit requires no regular maintenance.

B. Removal and Installation of Radio Unit

The KX125 is held in its place by a retaining claw which can be turned with a hexagon socket screw
and catches in the rack. The hexagon socket screw is accessible from the front side and is located
to the left of the MODE button. A 3/32 inch wrench is required to remove or install the radio unit.

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Use wrench to turn hexagon socket screw under
opening beside MODE button in anti clockwise
direction until fixing device unlocks.

(2) Remove unit from rack.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

(2) Check NAV/COMM unit.

(3) LCD Contrast Adjustment

The contrast of the LCD can be adjusted with a small screwdriver through an opening in the
front panel (located to the right of the PULL/IDENT button).

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Section 23-10.3
SPEECH COMMUNICATION GARMIN GNS 430

1. General

Figure 1 shows the GNS 430 NAV/COM/GPS system. It is located in the avionics rack in the
instrument panel, see Chapter 31. Refer to the equipment manufacturers’ manuals for more data about
the equipment.

The GNS 430 has these functions:

) Two-way voice communication in the frequency range from 118 MHz to 136.975 MHz in 25 kHz
or 8.33 kHz increments (depends on setup). This gives 760 or 2278 communication channel
operation.

) Receiving navigation signals in the frequency range from 108 MHz to 117.95 MHz in 50 kHz
increments. This gives 200 navigation channel operation.

) Receiving glideslope signals in the frequency range from 329.15 MHz to 335 MHz in 150 kHz
increments.

The GNS 430 has the communication and navigation controls on the left. They have these controls:

) The small left knob (PUSH C/V) (1) is used to tune the kilohertz (kHz) value of the standby
frequency for the communications transceiver (COM) or the VLOC receiver, whichever is currently
selected by the tuning cursor. Press this knob momentarily to toggle the tuning cursor between the
COM and VLOC frequency fields.

) The large left knob (COM/VLOC) (2) is used to tune the megahertz (MHz) value of the standby
frequency for the communications transceiver (COM) or the VLOC receiver, whichever is currently
selected by the tuning cursor.

) The VLOC volume knob (3) controls audio volume for the selected VOR/Localizer frequency. Press
momentarily to enable/disable the ident tone.

) The VLOC flip-flop key (4) is used to swap the active and standby VLOC frequencies (i.e., make
the selected standby frequency active).

) The COM power/volume knob (5) controls unit power and communications radio volume. Press
momentarily to disable automatic squelch control.

) The COM flip-flop key (6) is used to swap the active and standby COM frequencies. Press and hold
to select emergency channel (121.500 MHz).

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The GNS 430 display is divided into separate 'windows' (or screen areas), including a COM window,
VLOC window and the GPS window (the right 3/4 of the display).

Figure 1: Garmin GNS 430 NAV/COM/GPS

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Section 23-10.4
SPEECH COMMUNICATION GARMIN SL 30

1. General

Figure 1 shows the SL 30 COM/NAV. It is located in the avionics rack in the instrument panel, see
Chapter 31. Refer to the equipment manufacturers’ manuals for more data about the equipment.

The SL 30 has these functions:

) Two-way voice communication in the frequency range from 118 MHz to 136.975 MHz in 25 kHz
increments. This gives 760 communication channel operation.

) Receiving navigation signals in the frequency range from 108 MHz to 117.95 MHz in 50 kHz
increments. This gives 200 navigation channel operation.

) Receiving glideslope signals in the frequency range from 328 MHz to 335 MHz in 150 kHz
increments.

The SL 30 has these controls:

) Power On/Off - Volume - Squelch. The knob on the left side of the SL 30 controls power on/off,
volume, and squelch test. Rotate the knob clockwise (CW) past the detent to turn the power on.
Continuing to rotate the knob to the right increases speaker and headphone amplifier volume
level. Rotate the knob to the left to reduce the volume level. Pull the knob out to disable
automatic squelch. The SL 30 may be configured to have the volume knob control NAV and
intercom volume, as well as COM volume.

) Large/Small knobs. The dual concentric knobs on the right side of the SL 30 are used to select
frequencies, to view the features available within a function, or make changes.

) Flip/Flop. Press the FLIP/FLOP button to switch between the active (left-most) and standby
(right-most) frequency. Switching between COM frequencies is disabled while you are
transmitting.

) COM. Press COM to select the COM radio mode. The annunciator will light above the button
when you are in COM mode. Press COM a second time to monitor the standby frequency.

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) NAV. Press NAV to select the NAV radio mode. The annunciator above the button will light
when you are in NAV mode. Press NAV a second time to monitor the standby frequency.

) SYS. Press SYS to reach the System mode. The annunciator above the button will light when
you are in System mode.

) OBS. Press OBS to see the current OBS setting and graphic CDI. If the annunciator above the
OBS button lights, you may use the Large and Small knobs to change the displayed OBS
values. If your system is configured with an external CDI, the OBS radial of your remote display
will be decoded and displayed on the screen of the SL 30.

) T/F. Press T/F to toggle between the bearing TO or radial FROM the active VOR. The T/F
button does not operate for Localizer frequencies.

) ID. Press ID to select the NAV audio and toggle between VOICE or IDENT. Pressing ID will
cancel the VOR monitor function. Selecting the monitor function will suspend the ID function
until the monitor function is disabled.

) SEL. Press SEL to choose from a list of channel types or to change values. In COM or NAV
modes, press SEL to choose frequencies from the available lists. Press SEL again if you want
to cancel the selection process. The annunciator will light above the button when this function
is active.

) ENT. Press ENT to save selected values, to confirm a prompt, or to save the Standby
frequency.

Figure 1: Garmin SL 30 COM/NAV

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CHAPTER 24

ELECTRICAL POWER

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TABLE OF CONTENTS

CHAPTER 24
ELECTRICAL POWER

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4. Maintenance Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Section 24-30
DC GENERATION

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
5. Maintenance Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Section 24-31
BATTERY SYSTEM

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
4. Maintenance Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
5. Continuity Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
6. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
7. Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Section 24-50
ELECTRIC LOAD DISTRIBUTION

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4. Maintenance Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

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CHAPTER 24
ELECTRICAL POWER
1. General

The DV 20 is equipped with a 14 Volt direct current (DC) electrical system. An alternator integrated
into the engine and connected to a rectifier/voltage regulator supplies power to the electrical system.

Optional, the DV 20 can be equipped with a external alternator (OÄM 20-245), which is mounted onto
the front of the engine and driven by a flat belt. This alternator has an internal voltage regulator.

A 12 Volts, 30 amp.hrs. battery is charged by the alternator and supplies power for starting the engine,
and for equipment while the engine is not running. The battery also supports the alternator in such
cases when a temporary capacity overload occurs (e.g. operation of the landing light).

The electrical circuits of the system are, with the exception of the engine start circuit, protected by
automatic circuit breakers. The master switch is used to switch all electrical sources within the system
ON and OFF.

An overvoltage sensor protects the electrical system in the event of generator overvoltage.

With the exception of battery, alternator, and starter motor, all electrical components within the engine
compartment are mounted to a base plate attached to the engine mount. Connections to the cockpit
are established through a plug either attached to the firewall or to the instrument panel floor.

The components of the electrical system are identified in accordance with the ATA 100 specification
and can thus easily be assigned to their respective sub-systems.

e.g. VR2430-01

VR: Voltage regulator

24: Chapter 24 Electrical Power

30: Sub-Chapter 30 DC Generation

01: Item No. within the system

For detailed wiring diagrams refer to Chapter 92 of the Maintenance Manual.

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Figure 1: DV 20 Electrical System, Components in Engine Compartment

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Voltage Regulator
VR2430-01
Central Ground
Overvoltage Connectors
Relay K2430-01
Battery Relay
K2431-01

Anti-Interference
Capacitor C2430-02
(under K2430-01)
Capacitor
C2430-01

Starting Relay
K8010-01

Figure 2: Electrical Shelf in Engine Compartment

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Figure 3: Electrical Shelf in Engine Compartment (OÄM 20-245, External Alternator)

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2. Description

A. Battery

The lead acid battery is located in the engine compartment, supplies power to the starter and is
also used as emergency supply when the engine has stopped.

B. Battery Relay

The battery relay connects the battery to the electrical buses 1 and 2, the starting relay, and the
avionics bus. The battery relay is controlled by means of the master switch.

C. Master Switch

The master switch is located in the switch panel (in the center section of the instrument panel). It
controls the battery and overvoltage relays.

A red sleeve is used to mark the master switch.

If OÄM 20-244 (Instrument Panel Version D20-3110-00-00) is installed, the master switch is located
in the bottom section of the instrument panel on the pilot’s side. The switch is colored red.

D. Voltage Regulator

The voltage regulator rectifies the AC supplied by the alternator to DC and regulates the voltage
to a constant value of 13.75 Volts.

If OÄM 20-245 (External alternator) is installed, the voltage regulator is internal of the alternator.

E. Starting Relay

The starting relay connects the output of the battery relay with the starter motor. The starter can
only be operated with the master switch ON, and the battery relay closed.

F. Overvoltage Sensor

The overvoltage sensor monitors the system voltage and controls the overvoltage control relay. In
the event that the on-board system voltage rises above the threshold of 16.1 Volts, the sensor
disconnects the alternator by switching the overvoltage control relay off.

G. Generator Warning Light

The generator warning indicator is illuminated in the event of generator failure.

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H. Ammeter

The ammeter is located in the right hand section of the instrument panel and indicates charging (+)
and discharging (-) of the battery.

I. Low Voltage Caution Light

The low voltage caution light is located adjacent to the ammeter in the right hand section of the
instrument panel, and illuminates when the on-board voltage drops below the threshold of
12.5 Volts.

If OÄM 20-244 (Instrument Panel Version D20-3110-00-00) is installed, the low voltage caution light
is installed in the top, center section of the instrument panel, and illuminates when the on-board
voltage drops below the threshold of 12.75 Volts.

J. Electrical Buses 1 and 2

The electrical buses 1 and 2 distribute power to the electrical components via automatic circuit
breakers. The electrical bus 1 is located in the instrument panel on the right hand side, while
electrical bus 2 is located in the switch panel above the radio rack.

If OÄM 20-244 (Instrument Panel Version D20-3110-00-00) is installed, the electrical buses 1 and 2
are located on the left, bottom side of the instrument panel on the pilot´s side.

K. Avionics Master Switch and Avionics Bus

The avionics bus is connected to the electrical bus 1 via the avionics master switch and supplies
electrical power to the avionics through circuit breakers.

A red sleeve is used to mark the master switch.

If OÄM 20-244 (Instrument Panel Version D20-3110-00-00) is installed, the avionics bus is
connected to the electrical bus 1 via the avionics master relay. The avionics master switch controls
the avionics master relay.

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3. Troubleshooting

The following table lists defects as they could appear in the electrical system, and their correction.
Detailed troubleshooting tables are presented in the respective chapters.

The wiring diagrams are located in Chapter 92 of the Maintenance Manual.

Complaint Possible Cause Repair

Starter motor inoperative; Starting relay. Replace.

warning lights in instrument
panel operating normal during Starter cabling; breaker. Replace.
starting.
Ignition switch. Replace.

Starting relay control. Repair.

Starter operates for a short Battery. Charge, replace.

time and then stops; warning
lamps in instrument panel Contact interruption between Repair.
operating normal before battery and battery relay.
starting and extinguish during
start attempt. Battery relay. Replace.

Starter motor turns very slowly, Starter motor. Replace.

battery fully operational.
Contact resistance in starter Repair.
power supply.

Ground connection between Repair.

battery and engine block.

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4. Maintenance Information

CAUTION: GENERAL SAFETY REGULATIONS SHOULD BE OBSERVED DURING

MAINTENANCE PERFORMED ON THE ELECTRICAL SYSTEM, AS
WELL AS SAFETY INSTRUCTIONS DESCRIBED IN THE FOLLOWING
CHAPTERS.

THE BATTERY SHOULD BE DISCONNECTED FOR EXTENSIVE

MAINTENANCE OPERATIONS. AFTER COMPLETION OF
MAINTENANCE TASKS, AND BEFORE RE-CONNECTION OF THE
BATTERY, THE ELECTRICAL SYSTEM SHOULD BE CHECKED USING
AN EXTERNAL 14 VOLTS POWER SUPPLY WITH ADJUSTABLE
OVERCURRENT PROTECTION.

CAUTION. IN THE EVENT THAT DURING MAINTENANCE OR REPAIR WORK,

ELECTRIC OR ELECTRONIC COMPONENTS ARE TO BE REPLACED
ON THE DV 20, ONLY GENUINE SPARE PARTS APPROVED BY THE
AIRPLANE MANUFACTURER SHOULD BE INSTALLED.

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Section 24-30
DC GENERATION
1. General

The generator system consists of the following components:

Description Identification
a) Internal alternator GEN2430-01

b) Voltage regulator VR2430-01

c) Overvoltage control relay K2430-01

d) Overvoltage sensor SE2430-01

e) Generator warning light DS2430-01

f) Low voltage caution light DS2430-02

g) Generator circuit breaker CB2430-01

h) Generator control circuit breaker CB2430-02

i) External alternator (OÄM 20-245) none

j) Low voltage monitor (OÄM 20-244) none

The maintenance free alternator is integrated into the engine and supplies power to the equipment
during normal operation. If OÄM 20-245 (External alternator) is installed, the alternator is mounted on
the left front side of the engine and driven by a flat belt.

The voltage regulator and the overvoltage control relay are installed on the electrical shelf attached
to the engine mount and are accessible after removing the upper cowling. If OÄM 20-245 (External
alternator) is installed, no voltage regulator is installed on the electrical shelf, because the external
alternator has an internal regulator.

The overvoltage sensor is located in the cockpit in front of the right hand instrument panel. S/Ns
20.200 and above have the overvoltage sensor installed on the firewall adjacent to the electrical shelf
in the engine compartment.

The low voltage caution light with integrated sensor is located next to the ammeter in the right hand
section of the instrument panel. If OÄM 20-244 (Instrument Panel Version D20-3110-00-00) is
installed, the low voltage caution light is installed in the top center section of the instrument panel. An
external voltage monitor is installed on the right side of the instrument panel floor and controls the low
voltage caution light.

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The generator warning light is located under the battery master switch in the switch panel above the
radio rack. If OÄM 20-244 (Instrument Panel Version D20-3110-00-00) is installed, the generator
warning light is installed in the top center section of the instrument panel.

For wiring diagram of DV 20 Generator System, please refer to Chapter 92.

% 20
%
%
Generator Output

15
%
Amperes

%
10
%
%
5
%
%
0
%
0 0 1000 1500 2000 2500
%
% Propeller RPM
% Figure 1: Max. Generator Output as a Function of Propeller RPM

Figure 2: Max. Alternator Output (OÄM 20-245, External Alternator)

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2. Description

The generator is a permanently excited ten-pole monophase alternator. It is connected directly to the
engine crankshaft through a flange. The voltage is generated in coils which are arranged in tangential
direction and whose windings are crossed by the magnetic flux lines of the rotor magnet. The
generated AC voltage is dependent on the rotor RPM. It is rectified and regulated by the voltage
regulator. The voltage regulator is adjusted by the manufacturer to a fixed threshold of 13.75 volts and
can not be re-adjusted.

The filter capacitor (C2430-01) connected to the output side of the voltage regulator reduces the
alternating component. The anti-interference capacitor (C2430-02), connected in parallel, filters
intermittent high frequency spikes to ground.

The electrical bus 1 which supplies the electrical equipment and recharges the battery (BT2431-01)
is fed by the voltage regulator via the generator circuit breaker (CB2430-01).

In addition to its purpose described in Chapter 24-31, the battery is also part of the generator system,
and serves to stabilize the on-board electrical voltage in conjunction with voltage regulator and the filter
capacitor (C2430-10).

Power is supplied to the voltage regulator as well as to the generator indicators and the overvoltage
protection via the generator control circuit breaker (CB2430-02).

The generator warning DS2430-01 light is illuminated when the generator fails to deliver power.

The low voltage caution light (DS2430-02) is equipped with an integrated sensor which enables
illumination of the light if the on-board voltage drops below 12.5 Volts. This indicates that the current
supplied by the alternator is not sufficient; e.g. in case of low engine RPM which causes low output of
the alternator due to its design, or in case that all electrical equipment is switched on simultaneously,
using more current then the alternator can supply (refer to Figure 1).

In such cases, the system voltage drops below the threshold, the low voltage caution light is
illuminated, and additional power is supplied to the system by the battery. Since such cases are limited
in time, it is ensured that the battery is recharged.

The overvoltage protection consists of the overvoltage sensor (SE2430-01) and the overvoltage control
relay (K2430-01).

When switching the battery master switch (S2430-01) ON, voltage is supplied to the overvoltage
sensor which in turn supplies voltage to the overvoltage control relay via the control output. This relay
connects the alternator to the voltage regulator.

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In the event that the voltage on the sensing input of the overvoltage sensor (on-board voltage)
increases above 16.1 Volts due to malfunction of the voltage regulator, the control output interrupts
the supply to the overvoltage control relay, the control relay opens and disconnects the alternator from
the voltage regulator. This condition is maintained until the supply to the overvoltage sensor is
interrupted (switching battery master switch OFF).

The external alternator, as installed by OÄM 20-245, is installed on the left front side of the engine. It
is driven by a flat belt, which is driven by the propeller flange. The alternator has an internal regulator
and cannot be adjusted or replaced. Refer to the engine manufacturer for more data about the
alternator.

The filter capacitor connected to the output of the alternator reduces the alternating component.

The electrical bus 1 which supplies the electrical equipment and recharges the battery is fed by the
alternator via the generator circuit breaker.

In addition to its purpose described in Chapter 24-31, the battery is also part of the alternator system,
and serves to stabilize the on-board electrical voltage in conjunction with the filter capacitor.

Power is supplied to the internal voltage regulator of the alternator, as well as to the overvoltage
protection via the master control circuit breaker.

The generator warning light is illuminated when the alternator fails to deliver power.

The low voltage caution light has an external voltage monitor which enables illumination of the light
if the on-board voltage drops below 12.75 Volts. This indicates that the current supplied by the
alternator is not sufficient; e.g. in case of low RPM which causes low output of the alternator due to
its design.

The overvoltage protection consists of the overvoltage sensor and the overvoltage relay.

When switching the battery masters switch ON, voltage is supplied to the overvoltage sensor which
in turn supplies voltage to the overvoltage control relay via the control output. This relay connects the
alternator excitation to the master control circuit breaker.

In the event that the voltage on the sensing input of the overvoltage sensor (on-board voltage)
increases above 16.1 Volts due to malfunction of the internal voltage regulator of the alternator, the
control output interrupts the supply to the overvoltage control relay, the control relay opens and
disconnects the alternator excitation from the master control circuit breaker. This condition is
maintained until the supply to the overvoltage sensor is interrupted.

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3. Troubleshooting

The following table lists defects as they could appear on the generator system, and their correction.

The wiring diagrams are located in Chapter 92 of the maintenance manual, or this temporary revision
to the maintenance manual.

Find the trouble in column 1 do the repair given in column 3.

Trouble Possible Cause Repair

No power supplied by Internal alternator. Repair.

alternator with engine running
(malfunction even with External alternator Replace.
minimum current (OÄM 20-245).
consumption);
generator warning light and Overvoltage control activated. Replace voltage regulator.
low voltage caution light Replace alternator if the
illuminated. external alternator
(OÄM 20-245) is installed.

Overvoltage relay. Replace.

Voltage regulator. Replace.

Replace alternator if the
external alternator
(OÄM 20-245) is installed.

Wiring, connectors, electrical Repair.

connections.

Battery master switch Replace.

S2400-01.

Overvoltage sensor. Replace.

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Trouble Possible Cause Repair

No power supplied by Voltage regulator. Replace. Replace alternator if

alternator with engine running the external alternator
(malfunction even with (OÄM 20-245) is installed.
minimum current
consumption); low voltage Generator circuit breaker. Replace.
caution light illuminated.
Wiring, electrical connections Repair.
between voltage regulator and
electrical bus, or between
alternator and electrical bus
(OÄM 20-245).

No power supplied by Defective supply to the voltage

alternator with engine running; regulator or alternator,
ammeter indicates constant overvoltage sensor, and low
discharging of battery; low voltage caution light or low
voltage caution light and voltage monitor.
generator warning light are not
illuminated (even when engine Generator circuit breaker Replace.
is not running). (CB2430-01).

Wiring circuit breaker Repair.

(CB2430-01).

Generator circuit or master Voltage regulator Replace. Replace alternator if

control breaker (CB2430-01) the external alternator
opens with battery master (OÄM 20-245) is installed.
switch on.
Filter capacitor (C2430-01). Replace.

Anti-interference capacitor
(C2430-02) (if installed). Repair.

Wiring.

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Trouble Possible Cause Repair

Generator control or mater Voltage regulator. Replace. Replace alternator if

control circuit breaker opens the external alternator
with battery master switch on. (OÄM 20-245) is installed.

Overvoltage sensor. Replace.

Low voltage caution light. Replace.

(OÄM 250-244 not installed).

Wiring. Repair.

RPM related error (noise) in Filter capacitor (C2430-01). Replace.

speaker or head set.
Defective ground connection of Replace.
alternator cable shielding
(OÄM 20-245 not installed).

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4. Removal and Installation

A. Alternator

For removal and installation of the alternator refer to engine operator's manual.

(1) Voltage Regulator

(a) Removal

Detail Steps/Work Items Key Items/References

(1) Throw master switch in OFF position.

(2) Remove upper engine cowling.

(3) Remove connector (P2430-01) from voltage

regulator.

(4) Remove voltage regulator by loosening the two

mounting screws.

(b) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

CAUTION: THE CAPACITOR (C2430-02) AND RELAY (K2430-01) MUST BE

INSTALLED USING THE FORWARD MOUNTING SCREW OF THE
VOLTAGE REGULATOR.

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(2) Overvoltage Control Relay

(a) Removal

Detail Steps/Work Items Key Items/References

(1) Switch OFF the electric master switch.

(2) Remove upper engine cowling.

(3) Remove connector (P2430-03) from overvoltage

control relay.

(4) Remove the front mounting screws on

overvoltage control relay; remove relay.

(b) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

(3) Overvoltage Sensor

(a) Removal

Detail Steps/Work Items Key Items/References

(1) Switch OFF the electric master switch.

(2) Remove top cover from instrument panel.

For S/Ns 20.200 and higher, remove the upper
engine cowling.

(3) Remove connector (P/J2430-02 or P/J2430)

from overvoltage sensor.

(4) Remove mounting screw; remove sensor.

(b) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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(4) Low Voltage Sensor

(a) Removal

Detail Steps/Work Items Key Items/References

(1) Switch OFF the electric master switch.

(2) Remove top cover from instrument panel.

(3) Disconnect low voltage sensor on terminal

board TB1. If OÄM 20-244 (Instrument Panel
Version D20-3110-00-00) is installed,
disconnect the low voltage sensor at connectors
P/J2440.

(4) Remove low voltage sensor by loosening both

hex nuts on back side. If OÄM 20-244
(Instrument Panel Version D20-3110-00-00) is
installed, remove the low voltage sensor by
removing the screws, washers and nuts.

(b) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

5. Maintenance Information

The generator system does not require periodic maintenance.

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Section 24-31
BATTERY SYSTEM
1. General

The DV 20 is equipped with a 12 Volts, 30 amp.hrs. lead acid accumulator located in the engine
compartment in a composite trough.

The battery is charged by the alternator.

Venting of the battery cells is accomplished through a silicon hose which directs the gas generated
by the charging process in downward direction to the exterior of the airplane.

Firewall Breach

Electrical
Shelf

Positive (+)
Battery
Terminal
Battery

Figure 1: DV 20 Battery System, Components in Engine Compartment

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Engine Flight
Compartment Compartment

Master
Starting Relay
B8010-01 Relay

Ammeter Electrical Bus 1

M M2431-01
H
Engine K8010-01 K2431-01 K
Starter 10

11
Engine
S7430-01 Start
Battery 22
12V/30AH +
Starting Switch CB8010-01
BT2431-01 Part of
Ignition Switch

Figure 2: DV 20 Battery System, Simplified Schematic

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2. Description

The battery is connected to the electrical buses, and consequently to the on-board network, via the
master relay (K2431-01).

With the battery master switch (S2400-01) in the OFF position, the battery voltage is connected to the
opened master relay (K2431-01). By throwing the master switch in the ON position, the master relay
(K2431-01) is closed, connecting the battery via the ammeter (M2431-01) to the electrical bus 1 and
to the open starting relay (K8010-01).

The ammeter indicates charging or discharging of the battery.

The lead acid battery requires regular maintenance.

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3. Troubleshooting

The following table lists defects as they could appear on the battery system, and their correction.

The wiring diagrams are located in chapter 92 of the maintenance manual.

Complaint Possible Cause Repair

Battery cannot be connect to Discharged battery. Charge.

the bus.
Master switch. Replace.

Master relay. Replace.

Cabling. Repair.

Battery uses too much water. Voltage regulator (charging Replace.

voltage to high).

Ammeter on constant zero (0) Ammeter. Replace.

indication.

Battery capacity permanently Voltage regulator (charging Replace.

too low. voltage to low).

Battery. Replace.

Starter motor turns to slowly or Refer to Chapter 24-00.

not at all.

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4. Maintenance Information

The battery has an inspection interval of 100 flight hours. At this interval or after prolonged parking
(see Sub-Chapter 10-30), the fluid level should be checked (should be approximately 1 cm or 0.4 inch
above the lead plates), as well as the charge condition using a hydrometer. The vent tube must be
checked for blockage.

CAUTION: THE FLUID LEVEL SHOULD BE FILLED TO THE MAXIMUM MARKING

USING DISTILLED WATER ONLY.

ACID, CAUSTIC SOLUTIONS, OR ADDITIVES CAN DESTROY THE

BATTERY, AND SHOULD NOT BE USED.

WARNING: TO AVOID BURNS OR FIRE DURING MAINTENANCE TASKS

PERFORMED IN THE ENGINE COMPARTMENT, NEAR THE BATTERY,
OR DIRECTLY ON THE ELECTRICAL SYSTEM (REPLACING OF
COMPONENTS, OR WORKING ON THE CABLING), EXERCISE
CAUTION. DISCONNECT THE NEGATIVE (-) BATTERY POLE TO AVOID
SHORT CIRCUIT.

THE BATTERY IS FILLED WITH DILUTED SULFURIC ACID WHICH CAN

CAUSE SEVERE ACID BURNS. FOR HANDLING THE LEAD ACID
BATTERY, RUBBER GLOVES, RUBBER APRON AND GOGGLES MUST
BE WORN.

TO NEUTRALIZE ANY ACID BURNS ON THE SKIN, A SOLUTION OF

NATRIUM CARBONATE AND WATER SHOULD BE USED AND
AFTERWARDS REMOVED WITH PLENTY OF WATER. ACID BURNS IN
THE AREA OF THE EYES SHOULD BE WASHED IMMEDIATELY WITH
PLENTY OF WATER (USING AN EYE WASH STATION).

IN CASE OF ACID BURNS A PHYSICIAN MUST BE CONSULTED

IMMEDIATELY.

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5. Continuity Check

The continuity check is performed to detect eventual defects in parallel routed wires. If OÄM 20-244
(Instrument Panel Version D20-3110-00-00) and OÄM 20-245 (External Alternator) are installed, this
check must not be performed. Refer to Wiring Diagram No. 01-2400-14-1 in Chapter 92.

Procedure:

Detail Steps/Work Items Key Items/References

(1) Remove upper engine cowling.

(2) Disconnect battery.

(3) Disconnect ignition harness from spark plugs.

(4) Disconnect firewall breach plug No. P2400-01. See Figure 1.

WARNING: AFTER DISCONNECTION OF THE FIREWALL BREACH PLUG, THE

MAGNETOS ARE HOT. WHEN THE SPARK PLUGS ARE NOT
DEACTIVATED (STEP 3) AND THE PROPELLER IS MOVED UNDER
THESE CONDITIONS, THE ENGINE MIGHT FIRE.

(5) Check wires for continuity using table below,

using a continuity tester or a low resistance
ohmmeter.

P2400-01 (plug, engine side):

S Pin H to K.

S Pin B to C.

S2400-01 (socket, mounted to firewall):

S Socket H to K.

S Socket B to C.

(6) Visually check connector contacts for poor

condition.

(7) Re-connect firewall breach plug.

(8) Re-connect ignition harness to spark plugs.

(9) Reconnect battery.

(10) Re-install engine cowling.

(11) Inspect electrical systems for proper operation.

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6. Removal and Installation

CAUTION: WHEN DISCONNECTING THE BATTERY, ALWAYS DISCONNECT THE

NEGATIVE TERMINAL FIRST.

FOR RECONNECTING THE BATTERY, ALWAYS CONNECT THE

NEGATIVE TERMINAL LAST.

A. Battery (BT2431-01)

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Throw master switch in OFF position.

(2) Disconnect negative battery terminal.

(3) Disconnect positive battery terminal.

(4) Disconnect battery vent line.

(5) Loosen mounting clamp and lift battery

carefully.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

CAUTION: ENSURE CORRECT RE-CONNECTION OF THE BATTERY

TERMINALS. WRONG CONNECTION WILL RESULT IN SEVERE
DAMAGE TO THE ELECTRICAL AND ELECTRONIC SYSTEM.

Note: To avoid corrosion, DOW CORNING COMPOUND 4 (DC4) should be

applied to the battery terminals and the cable lugs.

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B. Master Relay (K2431-01)

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Throw master switch in OFF position.

(2) Disconnect negative battery terminal.

(3) Disconnect cable from relay.

(4) Remove relay by loosening the mounting

screws.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

Note: Ensure correct polarization of the diode! Refer to Chapter 92 for wiring diagram.

C. Ammeter (M2431-01)

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Throw master switch in OFF position.

(2) Disconnect negative battery terminal.

(3) Remove instrument panel top cover.

(4) Disconnect wires from ammeter.

(5) Remove ammeter.

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(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

Note: Ensure correct re-connection of the connecting wires! Refer to Chapter 92 for
wiring diagram.

D. Master Switch (S2400-00)

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Throw master switch in OFF position.

(2) Disconnect negative battery terminal.

(3) Remove instrument panel top cover.

(4) Disconnect wires from master switch.

(5) Remove master switch.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

Note: Ensure correct re-connection of the connecting wires! Refer to Chapter 92 for
wiring diagram.

7. Cleaning

In the event that acid has leaked from the battery, the battery must be removed from the airplane and
rinsed with water, as well as the battery trough should be cleaned and rinsed with water.

Any acid residue should be neutralized with natrium carbonate solution and rinsed with plenty of water.

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Section 24-50
ELECTRIC LOAD DISTRIBUTION
1. General

The electrical power from the alternator and the battery is supplied via bus 1 and bus 2, the avionics
bus, and the respective circuit breakers to the individual electrical equipment.

The circuit breakers of bus 1 and the avionics bus are located in the right hand section of the
instrument panel, while the circuit breakers of bus 2 are located in the switch panel above the radio
rack. If OÄM 20-244 (Instrument Panel Version D20-3110-00-00) is installed, all circuit breakers are
located on the bottom left side of the instrument panel.

For simplified and detailed schematics of electrical load power distribution, please refer to Chapter 92.

2. Description

Electric power os distributed via the electrical bus 1, the electrical bus 2, and the avionics bus which
is connected to bus 1 through the avionics master switch (S2450-01) or, if OÄM 20-244 (Instrument
Panel Version D20-3110-00-00) is installed, through the avionics master relay.

The electrical equipment is directly connected to the breakers, the avionics systems are supplied via
a Faston connector terminal board (TB1), which is located in the cockpit in front of the right hand
instrument panel. If OÄM 20-244 (Instrument Panel Version D20-3110-00-00) is installed, all electrical
equipment, including the avionics equipment, is connected to the individual circuit breakers.

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3. Troubleshooting

The following table lists defects as they could appear on the power distribution system, and their
correction.

The wiring diagrams are located in Chapter 92 of the maintenance manual, or this temporary revision
to the maintenance manual.

Find the trouble in column 1 do the repair given in column 3.

Complaint Possible Cause Repair

No electrical power on radio- Defective avionics master Replace.

and navigational equipment. switch.

Defective avionics master relay Replace.

(with OÄM 20-244 only).

Defective wiring from bus 1 to Repair.

the avionics bus or avionics
master relay.

No electrical power on Defective wiring from bus 1 to Repair.

electrical bus 2. bus 2.

Intermittent operation of Defective wiring (loose Repair.

various electrical equipment. connection to circuit breaker
and/or on terminal board).

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4. Maintenance Information

WARNING: TO AVOID BURNS OR FIRE DURING MAINTENANCE TASKS

PERFORMED IN THE ENGINE COMPARTMENT, NEAR THE BATTERY,
OR DIRECTLY ON THE ELECTRICAL SYSTEM (REPLACING OF
COMPONENTS, OR WORKING ON THE CABLING), EXERCISE
CAUTION. DISCONNECT THE NEGATIVE (-) BATTERY POLE TO AVOID
SHORT CIRCUITS.

During maintenance performed on the power distribution system, check all wires and connectors for
looseness and poor condition.

5. Removal and Installation

A. Circuit Breakers

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Throw master switch in OFF position.

(2) Disconnect negative battery terminal.

(3) Remove instrument panel top cover.

(4) Disconnect wires from breaker.

(5) Remove mounting nut, remove breaker.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

Note: Ensure correct re-connection of the connecting wires!

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CHAPTER 25

EQUIPMENT / FURNISHINGS

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TABLE OF CONTENTS

CHAPTER 25
EQUIPMENT / FURNISHINGS

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 25-10
FLIGHT COMPARTMENT

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3. Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Section 25-50
BAGGAGE COMPARTMENT

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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CHAPTER 25
EQUIPMENT / FURNISHINGS
1. General

The cabin equipment is subdivided into the two (2) pilot seats, cabin lining, equipment components,
and baggage compartment.

A description of the individual component groups and equipment can be found in the respective
chapters.

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Section 25-10
FLIGHT COMPARTMENT
1. General

This chapter describes the equipment components located in the cabin.

A. Map Pockets

Map pockets are installed on the LH and RH cockpit sidewall. Optional extra map pockets are
located under the instrument panel. They are useful for the storage of items such as airplane
documents, flight maps, and other small items required during flight.

B. Fire Extinguisher

The fire extinguisher is located behind the right seat in the baggage compartment. The extinguisher
agent HALON is - with restrictions - considered non toxic and leaves no residues.

Maintenance is limited to checking the pressure indicator and the seal wire and checking the
mounting for looseness. If the seal wire is damaged, the fire extinguisher should be checked by
weighing. The mass (weight) should be equal to the full mass recorded on the test plaque, or the
tare and the filling mass engraved on the container. A mass deficit of up to 0.02 kg (0.044 lbs.) is
permissible.

With mass deviations greater than permissible and insufficient pressure or after use, the fire
extinguisher must be replaced or sent to the manufacturer for service.

NOTE: The fire extinguisher must be overhauled every ten (10) years from the date of
manufacture (month and year are recorded on the inspection tag).

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C. Emergency Locator Transmitter (ELT)

The DV 20 can be equipped with an Emergency Locator Transmitter. The ELT is installed in a
compartment designed for the ELT and located in the rear part of the baggage compartment. The
cover of this compartment can easily be removed by loosening the snap screws. The ELT transmits
a signal automatically after a crash on the emergency frequencies of 121.5 and 243.0 MHz. The
ELT can also be manually operated (e.g. after an emergency landing or for testing).

Maintenance consists of a visual inspection of the housing, the antenna, and the mounting. In
addition, an inspection of the battery as well as a functional test should be performed at regular
intervals.

The batteries have life time limitation depending on the battery type and should be replaced upon
expiry (see the ID plaque located on the housing) or after one cumulative hour of operation.

To always ensure an operational battery it is recommended that the ELT is switched OFF if not
needed. In case the airplane is not in use for a longer time, it is recommendable to remove the
battery from the unit.

D. Lining of Side Panels

The lining of the side panels consists of a fire resistant material and is attached using a spray glue.
For cleaning use a vacuum cleaner. Excessive dirt can be removed by using a mild soap solution.
After cleaning it must be ensured that the area is sufficiently ventilated to prevent the collection of
extra humidity and the possibility of corrosion.

E. Instrument Panel Cover

The instrument panel cover is located above the instrument panel, it is a GFRP part covered with
synthetic material (Nextel). Air vents for the avionics are located on the upper side of the panel.

F. Center Console Cover

The center console cover is a GFRP part that can be removed.

G. Seats

The seats consist of a backrest in the shape of a bulkhead and the seat shells whose side parts
form the armrests and part of the side cover.

H. Safety Belts

Both seats are equipped with a four (4) point safety belt with central lock. Each safety belt can be
adjusted individually to suit the user. The safety belts should be inspected at regular intervals.
Should cracks or fraying be detected, the belts must be replaced. Also refer to the operating
instructions of the safety belt manufacturer.

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2. Removal and Installation

A. ELT

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Loosen wing nuts, remove cover.

(2) Slide unit from mounting, disconnect antenna.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

(3) Functional Test

Detail Steps/Work Items Key Items/References

(1) Set receiver of the radio unit to frequency
121.5 MHz. Operate ELT manually, check that a
signal can be heard. Switch off ELT.

Note: The functional test should only be performed within the first five (5) minutes
following each full hour to prevent false alarm situations.

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B. Instrument Panel Cover

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove screws around instrument panel cover.

(2) Remove cover by lifting.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

C. Seat Shells

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove seat cushions if installed.

(2) Remove boot around control stick.

(3) Remove screws around seat shells.

(4) Remove seat shells by lifting.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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D. Safety Belts

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove shoulder harnesses by loosening the
mounting screws.

(2) Remove seat shells.

(3) Remove lap belts with central lock by feeding

belts through mountings.

(4) Remove lap belts without central lock by

loosening mounting screw and pulling belts from
attachment.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

E. Center Console Cover

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Loosen mounting screws around cover.

(2) Remove cover.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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3. Cleaning

A. Seats

The seat and backrest cushions consist of fire resistant material. For cleaning the cushions are
vacuumed. For persistent dirt, the seat covers can be cleaned using a mild soap solution.

B. Safety Belts

Excessive dirt can be removed using a mild soap solution.

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Section 25-50
BAGGAGE COMPARTMENT
1. General

The baggage compartment is used for storage of small baggage and equipment. It is located within
the cabin and is within reach of both seats. The baggage compartment has flame resistant floor
covering and is approved for loads of up to 20 kg (44 lbs.). A baggage net, which can be attached with
eyelets, secures the baggage.

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CHAPTER 27

FLIGHT CONTROLS

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TABLE OF CONTENTS

CHAPTER 27-00
FLIGHT CONTROLS

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4. Maintenance Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 27-10
AILERON CONTROL SYSTEM

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
4. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
5. Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
6. Inspection of Aileron Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
7. Replacement of Aileron Control System Roller Cages . . . . . . . . . . . . . . . . . . . . . 14

Section 27-11
MAIN COLUMN

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5. Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Section 27-20-00
RUDDER CONTROL SYSTEM

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

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Section 27-20-10
RUDDER PEDAL ASSEMBLY

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Section 27-20-20
RUDDER CONTROLS IN FUSELAGE

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4. Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Section 27-20-30
RUDDER

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4. Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
5. Replacement of Rudder Upper Hinge Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
6. Replacement of Rudder Upper Hinge Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Section 27-30
ELEVATOR CONTROL SYSTEM

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
5. Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
6. Replacement of Fuselage Roller Cages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

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Section 27-40
ELEVATOR TRIM SYSTEM

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5. Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Section 27-50
WING FLAPS

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5. Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

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CHAPTER 27-00
FLIGHT CONTROLS
1. General

This chapter describes construction, operation, and adjustment of control surfaces and their operating
devices. The DV 20 KATANA is equipped with dual control systems. Through push rods and bellcranks
the control movements are transmitted to the respective control surfaces.

2. Description

The DV 20 is equipped with conventional ailerons, rudder, and elevator.

Ailerons and elevator are deflected with the control stick via push rods. The rudder is deflected with
the rudder pedals via control cables.

The DV 20 KATANA is equipped with a manual elevator trim system. The trim lever in the center
console is connected to the elevator trim tab. The airplane is trimmed "nose down" when the lever is
in a forward position. A rearward lever position results in a "nose up" trim.

3. Troubleshooting

Defects that may occur within the control system are described in the respective sub-chapters.

4. Maintenance Information

If maintenance is carried out on the flight control system, common safety precautions must be taken.
After working on the control systems, check for interference and looseness.

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Section 27-10
AILERON CONTROL SYSTEM
1. General

The ailerons are used to control the movement of the airplane about its longitudinal axis. Actuating the
stick results in the deflection of one aileron in upward direction and the other in downward direction.
The ailerons are actuated via push rods and bellcranks. The airplane can be trimmed about its
longitudinal axis by means of a fixed trim tab on the left hand aileron.

The aileron balancing mass is attached to the aileron horn.

2. Description

S/N's 20.005 thru 20.100: refer to Figure 1.

S/N's 20.101 and subsequent: refer to Figure 2.

The DV 20 KATANA can be operated from either seat. A roll control movement is transmitted from the
control sticks to the ailerons through the following parts:

(2) 2 push rods connecting the control sticks (1) in cross direction, attached to bottom end of
sticks

(3) bellcrank attached to rearward transverse stiffener

(4) push rod

(5) bellcrank attached to sickle shaped bulkhead

(6) push rod to either side

(7) aileron pocket in fuselage's root rib (only S/N's 20.005 thru 20.100)

(8) bellcrank engaging in aileron pocket (only S/N's 20.005 thru 20.100)

(9) push rod

(10) aileron bellcrank

(11) push rod

(12) aileron horn

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5
1 4

8
2

12
LH shown,
RH similar
10 11

Figure 1: Aileron Control System S/N's 20.005 thru 20.100

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5
1 4

12
LH shown,
RH similar
10 11

Figure 2: Aileron Control System S/N's 20.101 and subsequent

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3. Troubleshooting

The following table lists defects as they could appear in the aileron control system, and their correction.

Complaint Possible Cause Repair

Interference. Unclean or detective bearings. Replace bearings.

Aircraft moves about Aileron push rods adjusted Re-adjust.

longitudinal axis. incorrectly.

Fixed trim tab adjusted Re-adjust.

incorrectly.

Wing flaps adjusted incorrectly. Re-adjust.

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4. Removal and Installation

Refer to Figure 1 or 2.

A. Item (1): Control Sticks

Refer to Sub-Chapter 27-11.

B. Item (2): Aileron Push Rods Connecting Control Sticks

(Located under seat shells).

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove mounting bolts from rod end bearings
of the respective push rod.

(2) Remove push rod from bellcrank and control

stick.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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C. Item (3): Bellcrank Attached to Rearward Transverse Stiffener

Seat shells must be removed.

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove 2 mounting bolts of aileron push rods.

(2) Remove mounting bolt from pedestal.

(3) Remove bellcrank from pedestal.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

D. Item (4): Push Rod in Center Console

This push rod is located under the center console between the seats. In order to gain access to the
push rod, both seat shells and the center console cover must be removed.

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove both mounting bolts of the aileron push
rod.

(2) Move push rod in rearward direction until

forward end can be lifted through opening in
center console, extract push rod in forward
direction.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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E. Item (5): Bellcrank Attached to Sickle Shaped Bulkhead

Baggage compartment floor and fuel tank must be removed.

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove 2 mounting bolts of the aileron push
rods.

(2) Remove mounting bolt of bellcrank in upward

direction.

(3) Remove bellcrank together with guide bushing

from pedestal.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

F. Item (6): Aileron Push Rods Connected to Aileron Pockets

Fuel Tank must be removed.

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove 2 mounting bolts from rod end
bearings.

(2) Remove push rods.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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G. Item (7): Aileron Pockets

Only installed in S/N's 20.005 thru 20.100. Wings must be removed.

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove mounting bolt of push rod.

(2) Remove bolts attaching pocket to fuselage

structure; remove pocket.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

H. Item (8): Bellcrank Attached to Wing Root Rib

Only installed in S/N's 20.005 thru 20.100. Wings must be removed.

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Disconnect flap push rod and aileron push rod.

(2) Remove pedestal mounting bolts, remove

pedestal.

(3) Remove rivet serving as bearing journal using a

drill.

(4) Remove bellcrank from pedestal.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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I. Item (9): Push Rod in Wing

Wings must be removed (see Chapter 57).

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Open inspection hole on wing bottom side.

(2) Remove bolts from rod end bearings at

differentiator lever and in wing root rib.

(3) Remove push rod from wing.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

J. Item (10): Aileron Bellcrank in Wing

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Open inspection hole on wing bottom side.

(2) Remove mounting bolts of push rods.

(3) Remove mounting bolt of bellcrank bearing.

(4) Remove bellcrank.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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A
A

Cross Section A - A

Figure 3: Aileron Bellcrank in Wing

NOTE: For reasons of production technique, the aileron bellcrank has holes which must
NOT be used. The bellcrank must not be confused with the flap bellcrank (see
Chapter 27-50).

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5. Adjustment

Refer to Fig. 1 (S/N's 20.005 thru 20.100) or Fig. 2 (S/N's 20.101 and subsequent).

The DV 20 KATANA is an airplane with excellent aerodynamic characteristics; any improper

adjustment of the ailerons may have a negative effect on the roll stability. After a repair of the aileron
control system, a check of the system to verify the correct aileron deflections given in Sub-Chapter
06-00 must be carried out. To adjust the system, push rod eye-ends must be adjusted so as to obtain
the following:

A. Control Stick (1) / Aileron Push Rods in Main Column (2)

With control sticks centered, control stick columns must be at right angles to the aileron push rods
(seen from front or rear).

B. Aileron Push Rods in Main Column (2) / Bellcrank in Rearward Transverse Stiffener (3)

Longitudinally oriented arm of bellcrank must be at right angles to aileron push rods in main
column.

C. Bellcrank in Rearward Transverse Stiffener (3) / Aileron Push Rod in Center Console (4)

Transversely oriented arm of bellcrank must be at right angles to aileron push rod in center console.

D. Aileron Push Rod in Center Console (4) / Bellcrank in Sickle Shaped Bulkhead (5)

Push rod must be at right angles to lower arm of bellcrank.

E. Bellcrank in Sickle Shaped Bulkhead (5) / Aileron Push Rods under Baggage
Compartment (6)

Upper arm of bellcrank must be at right angles to push rods.

F. Aileron Push Rods Connected to Pockets (6) / Aileron Pockets (7)

Applicable only to S/N's 20.005 thru 20.100. Align LH and RH aileron pockets horizontally using a
ruler.

G. Aileron Push Rod Connected to Horn (11) / Bellcrank in Wing (10)

With aileron at zero deflection, adjust rod ends until transverse arm of bellcrank is at right angles
to push rod.

H. Aileron Push Rod in Wing (9) / Bellcrank in Wing Root Rib (8)

Applicable only to S/N's 20.005 thru 20.100. Adjust rod-end bearing on inboard end of push rod
until vertical arm of bellcrank is parallel with wing root rib.

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I. Aileron Push Rod in Wing (9) / Aileron Push Rod under Baggage Compartment (6)

Applicable only to S/N's 20.101 and subsequent. Wing must be attached, control sticks centered,
ailerons at zero deflection.

Adjust length of push rods until they can be connected properly.

Connect push rods.

If inadequate roll stability is observed during flight, the left aileron must be fitted with a fixed trim tab
20 centimeters (8 inches) from the inboard edge.

Verify that the aileron travel up and down corresponds to prescribed values (refer to Sub-Chapter
06-00).

J. Fine Adjustment

The requirements for roll stability and a properly trimmed longitudinal axis must be met in all flight
conditions.

The following modifications can be made to achieve correct adjustment:

1. Adjusting the fixed trim tab.

2. Adjusting the wing flaps.

If these components are properly adjusted, the airplane is stable about its roll and yaw axis when
evenly loaded, in the entire airspeed range and with all power settings.

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6. Inspection of Aileron Control System

Detail Steps/Work Items Key Items/References

(1) Remove push rod in wing (9). Refer to Figure 1 or 2.

(2) Remove aileron bellcrank (10) and (8) if Refer to Figure 1 or 2.

installed.

(3) Remove push rod connecting aileron horn (11). Refer to Figure 1 or 2.

(4) Remove aileron horn (12). Refer to Figure 1 or 2.

(5) Check all parts for corrosion, deformation,

function and poor condition.

(6) Assemble and adjust all parts. Refer to Paragraphs 4 and 5.

Maintenance opening Inspection hole 2

Figure 4: Inspection Holes

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7. Replacement of Aileron Control System Roller Cages

Detail Steps/Work Items Key Items/References

(1) Remove the LH and RH wing. Refer to Chapter 57.

(2) Remove the roller cages by drilling out the

rivets with an angle driller:

S Remove the first roller cage through Refer to Figure 4.

inspection hole 2.

S Remove the second roller cage through the Refer to Figure 4.

maintenance opening.

Temporary
stop for
positioning

CAUTION: THE WASHERS BETWEEN GFRP AND RIVET ARE ESSENTIAL FOR
THE INSTALLATION.

(3) Install the new roller cages by riveting using

washers.

(4) Clean working area and remove foreign

objects.

(5) Check all altered, replaced, repaired parts for

proper function.

(6) Check all systems in working area for function.

(7) Re-install all maintenance covers and Refer to Chapter 57.

assemble the LH and RH wing.

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Section 27-11
MAIN COLUMN
1. General

The main column is located under the seats. It consists of the two control sticks and a torque tube for
the transmission of elevator and aileron control inputs.

2. Description

The ailerons and the elevator are actuated by means of the control sticks.

3. Troubleshooting

The freedom of movement of the main column must be ensured at all times. Interference is in most
cases caused by defective bearings. Defective bearings must be replaced under all circumstances.

4. Removal and Installation

A. Control Stick

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Disconnect aileron push rod.

(2) Remove bolt of stick bearing.

(3) Disconnect ground strap and wires.

(4) Extract stick in upward direction.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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B. Elevator Torque Tube Assembly

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Disconnect elevator push rod.

(2) Remove LH and RH aluminum mounting ribs.

(3) Remove Torque Tube Assembly.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

NOTE: Ensure proper ground connections!

5. Adjustment

A. Control Sticks

The control sticks must be centered for initial adjustment. The stops next to the sticks must be
adjusted so that the surface deflections conform to the nominal values given in the Adjustment
Report.

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Section 27-20-00
RUDDER CONTROL SYSTEM
1. General

A deflection of the rudder results in the airplane turning about its vertical axis. The operation of the
pedals causes the rudder to be deflected to the left or right side.

2. Description

The DV 20 KATANA is equipped with dual control rudder pedals. Any movement of the pedals is
transmitted to the rudder through control cables and guide rollers. Either pedal assembly can be
adjusted.

Rudder Pedestal Assy

Control Cable
Rudder Control Bracket

Co-Pilot’s Rudder
Pedal Assy Turnbuckle Assy

Pulley Wheel Assy

Control Cable

Pilot’s Rudder
Pedal Assy

Cable Mounting Bracket

Figure 1: Rudder Control System

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3. Troubleshooting

The following table lists defects as they could appear in the rudder control system, and their correction.

Complaint Possible Cause Repair

Interference. Unclean or detective bearings. Replace or clean bearings.

Aircraft moves about yaw axis. Rudder adjusted incorrectly. Re-adjust.

Fixed trim tab adjusted Re-adjust.

incorrectly.

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Section 27-20-10
RUDDER PEDAL ASSEMBLY
1. General

The DV 20 KATANA includes complete pedal assemblies on both sides as standard equipment.

These are mounted on the floor group. In addition to the pedals, each assembly consists of an
adjustment mechanism and brake cylinders for the left and right wheel brakes. After loosening the
mounting bolts, the complete assembly can be removed from the fuselage.

2. Description

The movement of the pedals is transmitted to the rudder lower mounting plate through control cables.
The pedals can be pushed forward or pulled rearward when the arresting is disengaged (black T-grip
pulled). To lock the pedals into place at the desired position, release the arresting grip and push the
pedals forward. The pedal axis is attached to the adjustment cradle. Secondary levers are mounted
to the top of the pedals to actuate the brake cylinders.

Brake Pedals

Right Rudder Pedal

Tension Springs

Brake Master Cylinder Left Rudder Pedal

Aft Attachment
to Floor Panel

Rudder Control Cable

Front Attachment
to Floor Panel
Brake Master Cylinder

Figure 1: Rudder Pedal Assembly

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3. Removal and Installation

A. Pedal Assembly

(1) Removal

It is recommendable to remove the complete pedal assembly.

Detail Steps/Work Items Key Items/References

(1) Disconnect control cables from firewall.

(2) Remove mounting bolts of cradle tube.

(3) Remove brake cylinders.

(4) Remove pedal assembly from cockpit.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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Section 27-20-20
RUDDER CONTROLS IN FUSELAGE
1. General

Rudder control inputs are transmitted through control cables within the fuselage. Four rollers under
the seats and the rudder lever under the B-bulkhead guide the cables through the fuselage structure.

2. Description

Refer to Figure 1 in Sub-Chapter 27-20-00.

The movement of the 4 control cables is transferred to the rudder lever via guide rollers. From there,
two cables run back to the rudder lower mounting plate, guided by teflon hoses.

3. Removal and Installation

Refer to Figure 1 in Sub-Chapter 27-20-00.

A. Item (1): Cables Between Firewall and Rudder Lever

(1) Removal

Seats and fuel tank must be removed.

Detail Steps/Work Items Key Items/References

(1) Disconnect cable from fitting (3) on firewall by
removing bolt through cable eye.

(2) Cut off cable, pull through guides. Remove

cable.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) Thread new cable, install cable eyes.

(2) Attach cable eyes to fitting (3) on firewall and to

rudder lever (5).

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B. Item (2): Cables Between Rudder Lever and Rudder Lower Mounting Plate

(1) Removal and Installation

Analogous with removal and installation of forward cables, but with the rudder removed from the
airplane.

NOTE: Only original material may be used. The cable ends are crimped using cable eyes
and Nico-Press clamps for 3.2 millimeter diameter steel cables in accordance with
LN 9374.

Crimping is done using the proper crimping tools and gauges.

4. Adjustment

Refer to Figure 1 in Sub-Chapter 27-20-00.

After a repair of the rudder control system a check of the system to verify the correct rudder deflections
given in Sub-Chapter 06-00 must be carried out.

To adjust the system, the multi-hole fittings (3) on the firewall, the control cable turnbuckles (6), and
the stop bolts (see Sub-Chapter 27-20-30) in the rudder lower mounting plate (7) must be adjusted.

A. Item (1): Cables Between Firewall and Rudder Lever

Adjustment is performed with the pedals in a vertical position (90 ). The cable eyes must be
attached to the firewall mounted fitting (3) using the appropriate hole.

B. Item (2): Cables Between Rudder Lever and Rudder Lower Mounting Plate

These cables must be adjusted to a pre-tension of 15 ± 2 daN (33.7 ± 4.5 lbs.) by means of the
turnbuckles (6). Ensure correct neutral position of the rudder.

Verify rudder travel left and right corresponds to prescribed values (refer to Sub-Chapter 06-00).

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Section 27-20-30
RUDDER
1. General

The DV 20 KATANA is equipped with a conventional rudder which allows control of the airplane about
its vertical axis.

A fixed trim tab on the rudder allows fine adjustment of the yaw angle. The forward center section of
the rudder contains a balancing mass. The rudder is supported by two hinges at the top and bottom.

2. Description

On its bottom part, rudder is attached to the rudder lower mounting plate. A movement of this fitting
causes a deflection of the rudder.

3. Removal and Installation

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove mounting nuts on rudder lower
mounting plate.

(2) Swing rudder rearward, remove in downward

direction.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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4. Adjustment

A. Rudder Deflection

The rudder deflections are limited by stop bolts located in the lower mounting plate. The bolts may
be adjusted and locked with lock nuts. For adjustment values, refer to Chapter 06-00.

Direction of Flight

Control Cable Control Cable

Rudder
Pedestal
Assy
Stop Bolt

Lock Nuts

Figure 1: Rudder Stop Bolts

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5. Replacement of Rudder Upper Hinge Bearing

Note: Fiber direction reference for all glass fiber plies is the leading edge of the rudder.

Detail Steps/Work Items Key Items/References

(1) Remove the ball from the bearing.

CAUTION: DO NOT DAMAGE THE COMPOSITE STRUCTURE.

(2) Cut the bearing jacket with a hand milling

machine and remove the bearing.

(3) Paste the new bearing with thickened resin. Refer to Chapter 51.

(4) Cure and post cure the area of the bearing.

6. Replacement of Rudder Upper Hinge Pin

Detail Steps/Work Items Key Items/References

(1) Cut two Ø 30 mm (1.2 in) holes beside the

rudder nose bonding flange:

S Cut the first hole 35 mm (1.4 in) behind the

nose bonding flange and 65 mm (2.55 in)
below the hinge pin.

S Cut the second hole 30 mm (1.2 in) below

the first hole. (The distances are measured
to the center of the holes).

(2) Connect the holes to an elongated hole in Refer to Figure 2.

accordance with sketch 1.

(3) Remove the glass fiber cloth that covers the bolt
with a hand milling machine.

(4) Remove the bolt.

(5) Bond the new bolt with thickened resin.

(6) Cover the bolt with

S 3 layers 110 x 70 mm (4.3 x 2.8 in) of 92125

glass fiber fabric (+/- 45°).

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Detail Steps/Work Items Key Items/References

(7) Manufacture one pre-layer 92110 in accordance Refer to Figure 2.

with sketch 2 (cure this layer).

(8) Chamfer the cloth around the hole in Refer to Figure 2.

accordance with sketch 3.

(9) Prepare two holes for sheet metal screws to

affix the layer.

(10) Prepare bonding surface and pre-laminate for

bonding.

(11) Affix a sheet metal screw in the center of the

pre-layer and paste the layer from the
inside with thickened resin. Press the prepared
layer against the laminate around the
elongated hole using two sheet metal screws.

(12) Remove excess thickened resin.

(13) After the thickened resin has cured, remove the

3 screws.

(14) Prepare surface for repair. Refer to Chapter 51.

(15) Apply Refer to Figure 2.

S one ply 92110 (+/- 45°), then

S one 92146 (90°) and

S two 92110 (+/- 45°) in accordance with

sketch 3 and 4.

(16) Post cure and paint the repair area.

(17) Check mass and residual moment of rudder for

compliance with adjustment report.

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CAUTION: ALL LINEAR MEASURES ARE IN MM.

Figure 2: Replacement of Rudder Upper Hinge Pin

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Intentionally left blank

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Section 27-30
ELEVATOR CONTROL SYSTEM
1. General

The elevator control system provides control of the airplane about its pitch axis. It consists of the
control sticks, the elevator torque tube assembly, push rods, and the elevator. The elevator is
equipped with a trim tab consisting of two halves which are connected to each other. Within the rudder
fin, there are two springs connected to the vertical elevator push rod.

2. Description

Pulling or pushing the control sticks causes the elevator to deflect upward or downward. (Refer to
Figure 1.) The elevator torque tube assembly (2) is mounted to the control sticks (1). It transmits
control inputs to the push rod (3) located in the center console and further to the push rod (4) in the
fuselage tube. A bellcrank (5) connects this push rod to the vertical push rod (6) located in the rudder
fin. The vertical rod is connected to the elevator horn (7). The elevator is attached to the elevator fin
with maintenance free bearings.

5
1

3
2

Figure 1: Elevator Control System

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3. Troubleshooting

The following table lists defects as they could appear in the elevator control system, and their
correction.

Complaint Possible Cause Repair

Interference. Unclean or detective bearings. Replace or clean bearings.

Excessive play. Bearing or bolt worn. Replace.

4. Removal and Installation

Refer to Figure 1.

A. Items (1) and (2): Control Sticks and Torque Tube Assembly

Refer to Sub-Chapter 27-11.

B. Item (3): Elevator Push Rod in Center Console

Seats must be removed.

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove mounting bolts.

(2) Remove push rod in rearward direction.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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C. Item (4): Elevator Push Rod in Fuselage Tube

Rudder must be removed.

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove mounting bolts.

(2) Remove push rod in rearward direction.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

D. Item (6): Elevator Push Rod in Rudder Fin

Rudder must be removed.

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove mounting bolts on bellcrank and
elevator horn.

(2) Disconnect springs.

(3) Remove push rod in downward direction.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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E. Elevator

Elevator tips and rudder must be removed (see Chapter 27-20).

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Disconnect trim tab control mechanism (see
Chapter 27-40).

(2) Pull out pins from outboard elevator hinges.

CAUTION: BE CAREFUL NOT TO DAMAGE THE CONNECTION BETWEEN THE

HINGES AND THE ELEVATOR FIN!

(3) Remove bearing journals.

(4) Remove mounting bolts of elevator horn.

(5) Remove elevator in rearward direction.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

NOTE: The outboard bearings must be locked with dowel pins.

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5. Adjustment

Refer to Figure 1.

After a repair of the elevator control system a check of the system to verify the correct elevator
deflections given in Sub-Chapter 06-00 must be carried out. To adjust the system, push rod eye-ends
must be adjusted to obtain the following:

A. Items (1)+(2): Control Sticks and Torque Tube Assembly

Control sticks must be centered.

B. Items (3)+(4): Push Rods in Center Console & Fuselage Tube

Adjust push rod eye-ends so that bellcrank is at right angles to rudder fin web.

C. Item (6): Push Rod in Rudder Fin

Adjust push rod eye-ends so that elevator is in neutral position.

D. Elevator Stops

The stop for the pull direction is located in the floor element (forward of the stick). It cannot be
adjusted. The adjustable stop for the push direction is located on the LH mounting rib for the main
column. The total travel is adjusted on the vertical push rod in the rudder fin.

Verify elevator travel corresponds to prescribed values (ref. Sub-Chapter 06-00).

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6. Replacement of Fuselage Roller Cages

Detail Steps/Work Items Key Items/References

(1) Remove the elevator control system. Refer to Section 27-30.

CAUTION: DO NOT DAMAGE THE COMPOSITE STRUCTURE.

(2) Remove the installed roller cage in half frame Refer to Figure 2.
with the drill < Ø 5.3 mm (0.17 in) and
the roller cage in the Ring Frame 2 with a drill
of <Ø 5.3 mm (0.17 in) by using an
extension.

(3) Drill the holes in the ring frame and the half
frame to Ø 5.3 mm (0.17 in).

(4) Remove drilling chips with vacuum.

(5) Place the roller cage RG2 with an auxiliary tool Refer to Figure 3.
on the ring frame and fix it with
screws and washers.

(6) Remove all foreign objects.

(7) Install the elevator control system and adjust it. Refer to Section 27-30.

(8) Check all systems in working area for function.

(9) Do all necessary entries into work report.

Figure 2: Example of Drill Extension

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Figure 3: Example of Auxiliary Tool

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Section 27-40
ELEVATOR TRIM SYSTEM
1. General

The DV 20 KATANA is equipped with a manual elevator trim system to allow trimming of the airplane
for different center of gravity positions. The trim tab is adjusted with an arresting lever on the center
console. Its movement is transmitted to the tab through a bowden cable. The lever position indicates
the trim condition of the airplane.

The tab is also used as an anti-servo tab to increase the elevator control forces.

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2. Description

Refer to Figure 1. The trim adjustment lever is connected to the actuating levers through a bowden
cable. The actuating levers are connected to each other and drive one half of the tab each. A friction
damper prevents flutter in the event of a failure in the trim control system.

TrimTab

Right Actuating Lever

Left Actuating lever

Friction Damper

Friction
Clamp Flexible Operating Cable Inner
Block

Flexible Operating Cable Outer

Trim Adjustment Lever

Flexible Operating
Cable Outer

Flexible Operating
Cable Inner

Figure 1: Elevator Trim System

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3. Troubleshooting

The following table lists defects as they could appear in the elevator trim system, and their correction.

Complaint Possible Cause Repair

Excessive play in trim system. Worn bearings or joints. Replace.

Interference. Defective bowden cable. Replace.

Friction damper adjusted Re-adjust.

in-correctly.

4. Removal and Installation

A. Item (1): Trim Lever

Center console cover must be removed.

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove lever mounting bolt.

(2) Remove locking pin, open ball joint connection

of bowden cable.

(3) Remove lever in upward direction.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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B. Item (2): Trim Bowden Cable

Ground straps must be disconnected, holding straps in fuselage must be removed, rudder must be
removed.

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove mounting bolts for pedestal in center
console.

(2) Open ball joint connection on trim lever.

(3) Remove bowden cable mount from rudder fin.

(4) Disconnect fork head of bowden cable from tab

actuating lever.

(5) Pull bowden cable out of the fuselage.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

Trim Knob
Nut
Spacer
Nut

Locking Plate

Trim Lever

Ball Joint Washer

Nut

Washer
Washers
Locking Nut Bolt

Spacer
Spring
Washers Polyamid
Washers

Figure 2: Trim Lever

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C. Item (3): Actuating Lever

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Disconnect tab actuating levers from friction
damper and bowden cable.

(2) Remove safetying of hinge wires; extract hinge

wires in outboard direction using nippers.

CAUTION: PREVENT TAB FROM FALLING!

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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5. Adjustment

After a repair of the trim system a check of the system to verify the correct trim tab deflection given in
Sub-Chapter 06-00 must be carried out. To adjust the system perform the following:

A. Parts in Center Console

Place trim lever in NOSE DOWN position. Pull bowden cable conduit back to the stop. Pull conduit
5 mm (0.2 in.) forward, attach to fitting in center console.

B. Parts in Rudder Fin

The bowden cable must be adjusted to ensure proper tab deflections in accordance with the
Adjustment Report.

The friction damper must be adjusted to a friction force of 15 - 30 N (3.4 - 6.7 lbs.) as follows:

Detail Steps/Work Items Key Items/References

(1) Disconnect RH actuating lever.

(2) Measure friction force with spring scale.

(3) If re-adjustment is necessary, remove fairing at

junction of elevator fin and rudder fin.

(4) Adjust friction. See Figure 1.

The bowden cable position within the mount (clamp block) is fixed by a nut pair on the mount's front
side. This simplifies initial adjustment in the case of repeated removal/installation of the horizontal
stabilizer.

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Section 27-50
WING FLAPS
1. General

The DV 20 KATANA has electrically operated wing flaps. They are operated by means of a 3 position
toggle switch located in the center section of the instrument panel.

The flap position indicator is located next to the switch. It has LED's for the UP, T/O, and LDG
positions.

Figure 1: Wing Flaps (S/N's 20.005 thru 20.100)

Figure 2: Wing Flaps (S/N's 20.101 and subsequent)

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2. Description

The wing flaps are driven by an electric motor located under the left seat.

A reduction gear with a spindle and a push rod is fitted to the motor. The push rod transmits the
actuator movement to a bellcrank.

A cam attached to the push rod actuates 5 micro switches which are part of the electronic control
circuit.

The bellcrank is mounted to the sickle shaped bulkhead. From here, two push rods run to the LH and
RH wing roots.

The wing flaps are mounted to the wings with hinges, and connected to each other with a torque tube.

The flaps are pressed to the wing bottom side with a pre-defined force. A mechanical stop on the sickle
shaped bulkhead below the main bulkhead protects the flaps from overtraveling the end positions in
the event of an electrical malfunction.

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3. Troubleshooting

The following table lists defects as they could appear in the flap system, and their correction.

Complaint Possible Cause Repair

Flaps immovable. Defective circuit breaker. Replace.

On-board voltage too low. Check battery and generator.

Defective flap switch. Check switch.

Defective or loose connector Check connector.

on motor.

Defective limit stop switch. Check limit stop switch.

Defective electric motor. Check motor.

Flaps moving too slowly. Insufficient motor power. Replace motor.

Defective spindle. Check spindle for

discoloration, replace if
necessary.

No or incorrect position Micro switch defective or Check micro switch assembly.

indication. adjusted improperly.

Flap damage from Flaps extended at too high Check entire flap system.
aerodynamic load. airspeed.

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4. Removal and Installation

A. Wing Flaps

The wings must be removed from the fuselage.

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Disconnect push-rod from flap horn.

(2) Carefully remove dowel pins from bearing

journals.

(3) Remove bearing journals in inboard direction.

NOTE: To assure an easy re-installation, mark the bearing journals (location and
orientation).

(4) Remove flap.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

B. Bellcrank in Fuselage

Fuel tank must be removed.

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Disconnect flap push rods.

(2) Disconnect actuator push rod.

(3) Remove mounting bolts of bellcrank.

(4) Remove bellcrank from fuselage.

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(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

C. Bellcrank in Wing

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Open inspection hole on wing bottom side.

(2) Remove mounting bolts of push rods.

(3) Remove mounting bolt of bellcrank.

(4) Remove bellcrank.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

A
A

Section A - A

Figure 3: Flap Bellcrank in Wing

NOTE: For reasons of production technique, the bellcrank has holes which must NOT be
used. The bellcrank must not be confused with the aileron bellcrank (see
Chapter 27-10).

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D. Electric Motor

The left seat shell must be removed.

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Disconnect push-rod from bellcrank.

(2) Disconnect electric wires from motor and micro

switch unit.

(3) Remove pedestal mounting bolts.

(4) Remove motor from fuselage.

NOTE: In case a defect on the motor, it is recommendable to replace the entire motor.

Bellcrank

Micro Switch Unit

Push-Rod

Flap Actuator

Fuselage

Pedestal Mounting Bolts Electric Wires

Figure 4: Flap Actuator Motor

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5. Adjustment

After a repair of the flap system a check of the system to verify the correct flap travel given in
Sub-Chapter 06-00 must be carried out.

The end positions of the flaps are adjusted with limit stop micro switches. Refer to the sketch below
and to Wiring Diagram D20-9227-50-01 in Chapter 92.

Figure 5: Micro Switch Designation

To move the switches, first release the mounting screws. After moving the switches to the desired
position, re-tighten screws.

A. Initial Adjustment of Wing Mounted Parts

) With wing removed from fuselage, lock flap at 25° deflection.

) Adjust push-rod at flap horn until outboard bellcrank is at right angles to push rod.

) S/N's 20.005 thru 20.100: Adjust rod end in wing root until vertical arm of bellcrank is parallel with
root rib.

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B. Initial Adjustment of Fuselage Mounted Parts

S/N's 20.005 thru 20.100:

) With flap pockets aligned horizontally, align torsion bellcrank parallel to fuselage.

) Connect actuator to lower arm of torsion bellcrank.

) With the flap control switch in UP position, adjust pockets to 17° with the limit stop switches.

) Connect stop to lower arm of torsion bellcrank, adjust to 1 to 2 mm (0.04 to 0.08 in.) free play in the
UP and LDG positions.

S/N's 20.101 and subsequent:

) Adjust position of micro switch assembly to the middle between the fully extended and fully
retracted positions of the actuator. This ensures equal travel reserve of the actuator in UP and LDG
positions.

) Connect actuator to lower arm of torsion bellcrank.

) Connect stop to lower arm of torsion bellcrank, adjust to 1 to 2 mm (0.04 to 0.08 in.) free play in the
UP and LDG positions.

C. Complete Adjustment

) Install wings.

) S/N's 20.101 and subsequent: with flaps blocked at zero deflection and flap control switch in UP
position, adjust length of push rods in wing root until they can be properly connected. Connect rods.

) Disconnect push rod connected to flap horn for safety reasons.

) With flap control switch in UP position, adjust 1 to 2 mm (0.04 to 0.08 in.) pre-tension at flap,
corresponding to 3 to 5 daN (6.7 to 11.2 lbs.).

) Connect push rod, verify correct flap positions (see Chapter 06-00, Adjustment Report).

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CHAPTER 28

FUEL

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TABLE OF CONTENTS

CHAPTER 28-00
FUEL

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 28-10
STORAGE (TANK)

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5. Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Section 28-20
DISTRIBUTION

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Section 28-40
INDICATING

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5. Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

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CHAPTER 28-00
FUEL
1. General

The fuel system of the DV KATANA consists of an aluminum fuel tank with a capacity of 79 liters
(20.9 US gal.), a fuel shut off valve, an electrical and a mechanical fuel pump, the carburetors, and the
fuel lines. A sensor is used to monitor the fuel pressure.

2. System Description

The fuel tank is located behind the seats and is vented to the atmosphere.

A fuel line runs from the fuel tank to the electrical fuel pump, located under the tank, and further to the
fuel shut off valve which is located in the center console. The fuel shut off valve has two positions,
OPEN and CLOSED. The fuel line continues to the firewall breach from where it runs to the
mechanical fuel pump which is mounted on the engine. From the pump output port the fuel line
continues to a cross shaped fitting on the firewall. (Note that the cross-shaped fitting mounted on the
ROTAX 912 S3 engine is different to the one used on the 912 A3 engine.) The pressure sensor
(912 A3: orifice in cross-shaped fitting, 912 S3: orifice in sensor) is attached to this fitting. From here
the fuel is finally directed to the carburetors.

A return line runs from the cross shaped fitting through a capillary valve to the fuel tank. If vapor
bubbles occur, they will be removed via the return line.

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Fuel Shut-Off Valve

Center Console

Vent Line

To Engine Filler
Fuel Shut-
b Off Valve
Fuel Tank
Main Bulkhead
Firewall Maintenance Drain Water Check Drain
a
Electrical Fuel Pump

Fuel Return Line

Hose Coupling

Carburetor Right
b
b Mechanical a
Fuel Pump
Cross Shaped Fitting
Mechanical
Fuel Pump Carburetor Left
Cross Shaped Fitting +
Fuel Pressure Sensor

Figure 1: Fuel System

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Section 28-10
STORAGE (TANK)
1. General

Fuel in the DV 20 KATANA is supplied from a fuselage mounted tank. The welded aluminum fuel tank
is located between the main bulkhead and the B-bulkhead beneath the baggage compartment.

The fuel filler cap is located on the left hand side behind the canopy and is connected to the fuel tank
via rubber hose.

The vent line runs from the filler cap through the fuselage floor to the exterior of the airplane. Its lower
edge should be oblique as shown in Figure 1 below.

Figure 1: Lower Edge of Fuel Vent Line

A drain valve, installed at the lowest point of the fuel tank, allows draining of condensed water, and can
be activated using a drainage cup.

2. System Description

Fuel is taken from the tank through a hollow screw with integrated fuel screen located in the bottom
of the tank. When all the fuel is used, approximately 1 to 2 liters (approximately 1 to 2 US quarts) of
fuel remain in the tank.

Located next to the fuel feed line is the connection port for the drain line which is connected to the
outside via a hose and a spacer tube. Through this line the fuel tank can be drained completely. The
fuel tank is located in the fuselage and placed on the main bulkhead and the B-bulkhead which are
covered with rubber pads for protection. These ensure a proper fit and prevent the tank from sliding.
In addition, a steel clamping band is used to secure the tank to the B-bulkhead.

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3. Troubleshooting

The following table lists defects which could appear on the fuel tank and corrective measures.

Complaint Possible Cause Repair

Smell of fuel in airplane. Loose fuel line connectors. Tighten connectors.

Cracks in fuel tank welding Weld or replace tank.

seams.

Leaky fuel lines. Check fuel lines.

Leaky tank filler cap. Defective tank filler cap seal. Replace seal.

Leaky tank connections. Defective seals. Replace seals.

Defective thread. Replace tank.

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4. Removal and Installation

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Drain tank completely using the drain valve;
disconnect fuel feed line.

(2) Remove baggage compartment floor.

(3) Disconnect rubber hose by loosening both hose

clamps and pulling hose from connection
sleeve.

(4) Remove the steel band holding the tank.

(5) Disconnect all electric wires.

(6) Remove tank.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

(2) Shut hose coupling, wrap locking wire around

fitting three times between hexagon part and
locking ring to secure.

5. Leakage Test

If leakage is suspected, or if a repair has included such tasks as welding on the tank, the tank should
be filled with non-flammable fluid (e.g. water), all openings should be closed, and the tank should be
checked for leaks. Welding seams can be checked for leakage using a soap solution.

WARNING: THE LEAK TEST MUST BE PERFORMED WITH THE TANK REMOVED
FROM THE AIRPLANE.

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Section 28-20
DISTRIBUTION
1. General

The fuel pump system consists of an electrical and a mechanical fuel pump, fuel filters and the fuel
shut off valve. The fuel lines are made out of shielded teflon hoses with screw type connectors.

The fuel is pumped through a screen filter located in the fuel tank, by the electrical fuel pump (with
integrated filter). From there the fuel flows through the drain valve which is located at the lowest point
of the system, and further to the fuel shut off valve which allows the fuel flow to the engine
compartment to be shut off in an emergency situation.

From the fuel shut off valve the fuel line is directed through the firewall to the mechanical fuel pump
which also has an integrated fuel filter. The output port of the mechanical fuel pump is connected with
the cross shaped fuel fitting located on the firewall. Two of the four output ports of the cross shaped
fitting are used to supply fuel to the carburetors, one is for the pressure sensor, and one is connected
to the return line running back to the tank. To ensure the required pressure potentials in the fuel
system, a capillary valve is installed in the firewall fitting of the return line.

2. System Description

A. Fuel Shut Off Valve

The fuel shut off valve is operated with the red lever located on the side of the center console. The
fuel shut off valve consists of a ball which has an opening, and a viton-seal. The valve either
permits or prevents fuel flow, depending on the position of the operating lever.

B. Electrical Fuel Pump

The electrical pump is used as auxiliary or emergency pump which should be switched on for start
or landing as well as in certain emergency situations. It is operated by means of a toggle switch
located in the center section of the instrument panel. If OÄM 20-244 (Instrument Panel Version
D20-3110-00-00) is installed, the fuel pump is operated by means of a rocker switch located on the
lower section of the instrument panel on the pilot’s side.

The pump function is based on the vibrating motion of a diaphragm in a cylinder. This motion is
controlled by an electromagnet. With the pump piston being pushed upward by the force of the
piston spring it creates suction as well as pressure. At this point the valve in the piston is closed
and the inlet valve in the valve cage is open, which results in the fuel located above the piston valve
being lifted and via the check valve pumped to the mechanical fuel pump.

An additional fuel filter is installed within the pump.

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C. Mechanical Fuel Pump

The mechanical fuel pump is a diaphragm type pump driven directly by the engine. With the engine
running, the pump sucks fuel via the electric fuel pump to deliver it to the carburetors with a
pressure of approximately 0.15 to 0.4 bar (2.2 to 5.8 psi).

The pump is driven by a cam via a push rod. The motion of the push rod is transferred against the
pressure of a spring to the diaphragm, which creates suction as well as pressure. The two valves
located in the upper part of the pump are opened or closed depending on the working cycle of the
diaphragm.

During the suction period the output valve is closed. With increasing pressure in the upper part of
the pump created through the motion of the diaphragm the input valve will be closed and the output
valve opened.

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3. Troubleshooting

The following table lists defects which could appear in the fuel supply system and corrective measures.

Complaint Possible Cause Repair

Smell of fuel in airplane. Loose fuel line connections. Tighten fuel line connections.

Leaky fuel lines. Check fuel lines.

Insufficient fuel pressure. Clogged filter. Clean filter.

Defective mechanical fuel Replace fuel pump.

pump.

Defective fuel pressure sensor. Replace fuel pressure sensor.

Electrical fuel pump stops Clogged capillary in cross Blow air through cross shaped
running after short run (before shaped fitting. fitting in reverse direction of
starting engine). fuel flow.

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4. Removal and Installation

A. Fuel Shut-Off Valve

(1) Removal

Prior to removal, the fuel tank must be drained.

Detail Steps/Work Items Key Items/References

(1) Remove hand hole cover on the right side of the
center console.

(2) Disconnect both hose lines.

(3) Remove operating lever.

(4) Remove mounting screws.

(5) Remove fuel shut off valve from airplane.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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Hand Hole Cover

Center Console

Gasket Gasket Fitting Hose Line

Fitting

Hose Line
Fuel Shut Off Valve Operating Lever

Operating Lever
Mounting Screw

Fuel Shut Off Valve

Mounting Screws

Figure 1: Fuel Shut-Off Valve

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B. Electrical Fuel Pump

(1) Removal

Prior to removal, the fuel tank must be drained.

Detail Steps/Work Items Key Items/References

(1) Close fuel shut off valve.

(2) Disconnect electrical connections.

(3) Disconnect fuel lines (see below).

(4) Loosen mounting screws.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

(3) Maintenance of Filter Element

Detail Steps/Work Items Key Items/References

(1) Remove locking wire (6 and 7).

(2) Slide back locking ring (1).

(3) Remove hose connector (2).

(4) Remove lower cap (3).

(5) Remove filter element (4) and clean by washing.

(6) Check disk magnet (5) for metal particles.

(7) Reassemble filter and cap (3 and 4).

(8) Install hose connector (2).

(9) Slide on locking ring (1).

(10) Secure cap using locking wire (6).

(11) Secure locking ring against movement by

wrapping locking wire around three times.

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7
1
2

3
5

Figure 2: Electrical Fuel Pump

C. Mechanical Fuel Pump

(1) Removal and Installation

Detail Steps/Work Items Key Items/References

(1) Refer to engine Operator's Manual.

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Section 28-40
INDICATING
1. General

A submerging tube sensor is installed in the top side of the fuel tank from which the fuel level is
electrically sensed. This signal is sent to the fuel quantity indicator.

A fuel pipette is installed in the filler-tank connection for fuel quantity checking on the ground.

The airplane is also equipped with a fuel pressure sensor which illuminates a warning light, located
in the instrument panel, when the fuel pressure is low.

2. System Description

A. Electrical Fuel Quantity Indicating System

The float located in the submerging tube is connected to a resistance wire. The changing fuel level
changes the resistance, which is indicated by the fuel quantity indicator. The indicator is calibrated
to the highest and lowest position of the float.

B. Mechanical Fuel Quantity Indicating System

A fuel pipette is installed in the filler-tank connection. It consists of a brass rod covered by a
transparent plastic hose. The rod has 4 notches to indicate 1/4, 2/4, 3/4, and 4/4. To check the fuel
quantity, the opening of the hose is closed off with a finger, and the pipette is extracted through the
filler.

C. Fuel Pressure Sensor

The fuel pressure is measured using the pressure sensor on the firewall. The sensor is connected
to the output port of the mechanical fuel pump. For operation the sensor requires a supply of
12 Volts. The sensor is activated as soon as the fuel pressure drops below 0.15 bar (2.2 psi).

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3. Troubleshooting

The following table lists defects which could appear in the fuel quantity indicating system and
corrective measures.

Complaint Possible Cause Repair

Insufficient fuel pressure. Defective pressure sensor. Check pressure sensor.

Voltage supplied to pressure Check electrical supply.

too low.

Electrical fuel quantity Defective fuel quantity sensor. Replace fuel quantity sensor.
indication incorrect.
Defective fuel quantity Replace fuel quantity indicator.
indicator.
Adjust fuel quantity indicating
Fuel quantity indicating system system.
adjusted incorrectly.

Mechanical fuel quantity Pipette installed improperly. Install properly.

indication incorrect.
Pipette clogged. Clean.

Transparent hose leaky. Replace.

Aircraft standing on lopsided Place on even ground.

ground.

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4. Removal and Installation

A. Fuel Pressure Sensor

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Disconnect electrical connector.

(2) Remove Sensor.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

Figure 1: Fuel Pressure Sensor

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B. Fuel Quantity Sensor

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove baggage compartment floor.

(2) Disconnect electrical connectors.

(3) Remove mounting screws around sensor.

(4) Remove sensor from tank.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

NOTE: Prior to the installation of a new sensor, the tape and the pin on the bottom part
must be removed (transportation protection). The sensor can only be installed
in one position, as the mounting holes are not centered. Apply liquid seal to
screws before installing.

Figure 2: Fuel Quantity Sensor

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5. Calibration

After replacement of the fuel quantity sensor or indicator, the gauge has to be checked for accurate
indication.

The fuel quantity indicator is calibrated with an empty tank.

Detail Steps/Work Items Key Items/References

(1) Drain tank completely.

(2) Fill tank using a calibrated filler pump.

(3) Compare fuel quantity indicator reading with

amount of fuel filled into tank.

A. Fuel Quantity Indicator Adjustment

For calibration of the fuel quantity indicator, a potentiometer can be adjusted which can reached
through a hole in the fuel quantity indicator housing. By adjusting the potentiometer, the indication
on the front of the instrument is altered.

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CHAPTER 31

INDICATING/RECORDING SYSTEM

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TABLE OF CONTENTS

CHAPTER 31-00
INDICATING/RECORDING SYSTEMS

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 31-10
INSTRUMENT PANEL

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

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CHAPTER 31-00
INDICATING/RECORDING SYSTEMS
1. General

This Chapter tells you about the indicating systems installed in the airplane. Refer to these Sections
for the related data:

) Section 31-10. The instrument and control panels for the DV 20.

The DV 20 has these indicating systems:

) An instrument panel:

) The instrument panel is divided into 5 sections: the LH, RH and center section, the
instrument panel cover, and the panel on the center console

or

) The instrument panel with OÄM 20-244 installed is made in one piece with a shelf. The shelf
goes between the panel and the firewall.

) .A control panel in the center console. This panel has the engine controls, fuel controls, cabin
heat control levers, parking brake and trim.

This Section does not tell you about the indicators that belong to systems. See the related system for
data.

Note: Equipment which is certified for installation in the DV 20 is listed in Section 6 of the
Airplane Flight Manual. Such equipment may be installed in accordance with the
Airplane Maintenance Manual.

Any equipment which is not listed in Section 6 of the Airplane Flight Manual is
called "Additional Equipment". The installation of Additional Equipment is a
modification which must be handled in accordance with national regulations or a
Service Bulletin.

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Section 31-10
INSTRUMENT PANEL
1. General

The instrument panel is divided into five (5) sections: the LH, RH and center section, the instrument
panel cover, and the panel on the center console.

The instrument panel as installed with OÄM 20-244 is made in one piece with a shelf. The shelf goes
between the panel and the firewall.

2. Description

The LH section of the instrument panel holds the flight and navigational instruments and the stall
warning horn.

The engine instruments and the instrument circuit breakers are located in the RH section of the
instrument panel.

The center section holds the toggle switches, circuit breakers, and the avionics equipment.
Furthermore the master switch, the ignition switch, and the flap control unit are installed in the center
section.

On the center console below the instrument panel there is a panel accommodating the control knobs
for the operation of parking brake, choke, and cabin heating.

The throttle quadrant consisting of throttle lever, carburetor heat control, and propeller pitch control
is located in the center console. The knob on the RH side of the center console is connected to a
friction brake which allows adjustment of the force required to move these levers.

If OÄM 20-244 & OÄM 20-245 are installed:

The airplane has an aluminum alloy instrument panel. The panel has cut-outs for instruments and
switches. A large cut-out in the middle of the panel for the avionic equipment. Brackets between the
shelf and the avionic equipment rack make the installation rigid.

The bottom of the panel bends up at 90º to make a shelf. The shelf has mountings for electrical
equipment such as relays and multi-pin connectors. The right hand side of the shelf has a row of
ground terminals. Cut-out areas in the shelf allow cooling air to move past the instruments and out
through holes in the instrument panel cover.

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Figure 1and 2 illustrates the location of each instrument in the Cockpit. System and functional
description of each instrument as well as the removal and installation procedures can be found in the
corresponding chapters.

Figure 1: Instruments

Figure 2: Instruments (if OÄM 20-244 & OÄM 20-245 are installed)

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3. Removal and Installation

The DV 20 KATANA was designed with accessibility of the equipment in mind. Consequently, the
instruments are easy to reach after removal of the instrument panel cover.

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove instrument panel cover.

(2) Disconnect instruments.

(3) Remove mounting hardware (8) of the

instrument panel.

(4) Remove the panel completely from the

mounting surface.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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CHAPTER 32

LANDING GEAR

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TABLE OF CONTENTS

CHAPTER 32-00
LANDING GEAR

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Maintenance Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 32-10
MAIN LANDING GEAR

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5. Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
6. Inspection and Removal of Main Landing Gear Attachment Brackets . . . . . . . . . . 7

Section 32-20
NOSE LANDING GEAR

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4. Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Section 32-40
WHEELS AND BRAKES

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5. Bleeding of Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
6. Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

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CHAPTER 32-00
LANDING GEAR
1. General

The DV 20 KATANA is equipped with a fixed tricycle landing gear, including a castering nose wheel.
The two main landing gear struts are connected to the main bulkhead with two mounting brackets
each.

The nose gear is attached to the engine mount and to the bottom side of the fuselage. Shock
absorbing is ensured by an elastomer package located between engine mount and steel leg.

Nose and main gear are equipped single wheels with low pressure tires. Disk brakes are installed on
the inside of each of the main wheels. The disk brakes can be individually operated by the left or right
toe-brake pedal.

2. Troubleshooting

Malfunctions which can occur on the landing gear system are described in the individual sub-chapters.

3. Maintenance Information

Removal and installation of each assembly as well as the required adjustments are described in the
respective sub-chapters. The general safety precautions must be observed at all times for any repair
or maintenance work performed.

In the event that maintenance work has to be performed on the un-loaded main landing gear, the
airplane must be lifted and shored using the designated lifting points.

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Section 32-10
MAIN LANDING GEAR
1. General

The main landing gear system consists of two leaf-spring steel struts, wheels with disk brakes, and
the wheel fairings which are part of the standard equipment.

The struts made of quenched and tempered steel absorb the landing shocks. Brake disks are installed
on the aluminum wheels. The disk brakes of the DV 20 KATANA are part of the standard equipment.

2. Description

Each strut is mounted to the inner bracket by means of one bolt which must be secured against
loosening. The outer mounting bracket encloses the strut, thereby clamping it. As a buffer, polyamide
sheets are installed between the contact surfaces. The wheel axis is attached with four bolts to the
lower end of the landing gear strut.

Mounting brackets for the wheel fairings are attached between the wheel axis and the strut. Toe and
camber can be adjusted by adding shims between strut and axis.

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3. Troubleshooting

The following table lists defects as they could appear on the main landing gear system, and their
correction.

Complaint Possible Cause Repair

Strut bent. Hard landing. Replace strut.

Negative camber. Strut bent. Replace strut.

Excessive tire wear. Improper toe. Adjust toe.

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4. Removal and Installation

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Lift airplane or unload wheel. See Chapter 7.

(2) Remove wheel fairing by loosening the outer

securing bolt (M8) and by removing the two
screws on the inside.

(3) Remove back pressure plate from caliper.

(4) Remove wheel axle nut, remove caliper.

(5) Remove wheel.

(6) Remove brake line from strut.

(7) Remove axle from strut by removing the four

attachment bolts.

(8) Remove nut and bolt at inner mounting bracket Refer to Figure 1.

(9) Support strut; remove nuts and bolts (M10) from

inner bracket; remove lower plate.

(10) Remove strut in outboard direction.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence. See Fig. 1 for correct assembly.

See Sub-Chapter 20-00 for proper

torques.

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5. Adjustment

A. Play in Wheel Bearing

Detail Steps/Work Items Key Items/References

(1) Install wheel, install axle nut with spacer washer.

(2) Torque nut to 40 Nm (29.5 lbs.ft.).

(3) Loosen nut again, tighten to next pinhole with

force of hand.

(4) Secure nut with split-pin.

2 Spring Washers

Landing Gear Strut

Spherical Washers

Castle Nut

Split Pin

Figure 1: Main Landing Gear Strut Inner Attachment

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Strut
Brake Line
Brake Disc

Caliper

Fairing Mount

Axle Mounting Bolts

Figure 2: Main Wheel

B. Toe, Camber, and Track

After each hard landing and after any repair on the strut or the main bulkhead the wheel alignment
has to be checked. For this, the DV 20 KATANA is placed onto slide sheets and alignment checked
at empty mass (weight) against the data in the Adjustment Report.

In the event a deviation is found, shims should be placed between the strut and the wheel fairing
mount. These change the angle between wheel axis and fuselage centerline.

In addition the wheel track can be checked at this time. The track is measured from the most
outboard point of one wheel axis to the same point on the other axis. This inspection must also be
performed at empty mass (weight) and with the airplane placed on slide sheets.

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Wing Root Edge

Main Landing Gear Leg

Straight Edge

Angle Bracket

Top View

Toe-In
Measurements
Toe-In Measurements

Greased Plates
Angle
Bracket
Note: Ensure that the floor is
levelled in the work area

Straight Edge

Higher Toe-In Value

-
Lower Toe-In Value
=
Final Toe-In Value > Look up
in table to convert to degrees

Figure 3: Toe and Camber Adjustment

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6. Inspection and Removal of Main Landing Gear Attachment Brackets

The main landing gear attachment brackets must be replaced, if corrosion, cracks or deformation is
detected.

Figure 4: Inspection and Removal of Main Landing Gear Attachment Brackets

A. Inspection and Removal of Attachment Fitting 1 and 4

Detail Steps/Work Items Key Items/References

(1) Examine the outer main landing gear Refer to Figure 4.
attachment brackets 1 and 4 for cracks and
corrosion by visual inspection.

If cracks are detected or corrosion spots in

excess of 5 mm² and depth of 0.2 mm remove
fittings and replace. Follow items (2)
through (6).

Note: The maximum corroded area must not

exceed 50 mm².

(2) Remove screws.

(3) Remove attachment fittings.

(4) Install new attachment fittings with paste

(thickened resin).

(5) Remove excess paste.

(6) Cure and post cure the bonding area.

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B. Inspection and Removal of Attachment Fitting 2

Detail Steps/Work Items Key Items/References

(1) Examine the inner main landing gear Refer to Figure 4.
attachment bracket 2 for cracks and corrosion
by visual inspection.

Pay special attention to cracks at the welding

seams and to corrosion at the bonding area to
the main spar. If detected remove fittings and
follow items (3) through (12).

(2) If corrosion spots in excess of 100 mm² and

depth of 0.1 mm are detected at the inspectable
surfaces of attachment bracket, remove fittings
and repair or replace according to items (3)
through (12).

Repair small corrosion spots by grinding off rust

with sandpaper and repaint.

Note: The maximum corroded area must not

exceed 1000 mm².

(3) Remove screws.

CAUTION: DO NOT DAMAGE THE MAIN BULKHEAD.

(4) Cut out glass fibre cloth on the sickle shaped

bulkhead below the attachment fitting.

(5) Remove main landing gear attachment fitting.

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Detail Steps/Work Items Key Items/References

(6) Remove paint coat and corrosion from the

fitting. Perform dye penetration inspection. If
cracks were found, Diamond Aircraft must be
contacted and the fitting must be replaced.

In case of corrosion use the limit of corrosion

depth of inspection item (2). The inner bracket
sheet must not be thinner than 2.9 mm.

Note: Use abrasive fleece for bonding preparation. Do not damage or remove the
paintcoat.

(7) Paint the attachment fitting and prepare the

area for bonding the fitting.

(8) Install new attachment fitting with paste.

(9) Remove excess paste.

(10) Repair sickle shaped bulkhead with two layers Refer to Chapter 51.
92140 (+/-45).

(11) Cure and post cure the bonding and repair area. Refer to Chapter 51.

(12) Seal the pilot compartment to the tank

compartment.

C. Inspection and Removal of Attachment Fitting 3

Detail Steps/Work Items Key Items/References

% (1) Examine the inner main landing gear Refer to Figure 4.
attachment bracket 3 for cracks and corrosion
by visual inspection.

Pay special attention to cracks at the welding

seams and to corrosion at the bonding area to
the main spar. If detected remove fittings and
follow items (3) through (14).

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Detail Steps/Work Items Key Items/References

(2) If corrosion spots in excess of 100 mm² and

depth of 0.1 mm are detected at the inspectable
surfaces of attachment bracket, remove fittings
and repair or replace according to items (3)
through (14).

Repair small corrosion spots by grinding off rust

with sandpaper and repaint.

Note: The maximum corroded area must not

exceed 1000 mm².

(3) Remove screws.

CAUTION: DO NOT DAMAGE THE MAIN BULKHEAD, FUSELAGE OR THE

GFRP BRACKET.

(4) Mark the position of GFRP bracket and remove

it.

CAUTION: DO NOT DAMAGE THE MAIN BULKHEAD.

(5) Cut out glass fibre cloth on the sickle shaped

bulkhead below the attachment fitting.

(6) Remove main landing gear attachment fitting.

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Detail Steps/Work Items Key Items/References

(7) Remove paint coat and corrosion from the

fitting. If cracks were found, Diamond Aircraft
must be contacted and the fitting must be
replaced.

In case of corrosion use the limit of corrosion

depth of inspection item (2). The inner bracket
sheet must not be thinner than 2.9 mm.

Note: Use abrasive fleece for bonding preparation. Do not damage or remove the
paintcoat.

(8) Paint the attachment fitting and prepare the

area for bonding the fitting.

(9) Install new attachment fitting with paste.

(10) Remove excess paste.

(11) Repair sickle shaped bulkhead with two layers Refer to Chapter 51.
92140 (+/-45).

(12) Attach GFRP bracket with paste.

(13) Cure and post cure the bonding and repair area. Refer to Chapter 51.

(14) Seal the pilot compartment to the tank

compartment.

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Section 32-20
NOSE LANDING GEAR
1. General

The DV 20 KATANA is equipped with a fixed nose landing gear with a castering wheel. On its rear end,
the leg is attached to the fuselage bottom with a special fitting. An elastomer package connects the
leg to the supporting point at the engine mount.

2. Description

The nose landing gear has attachment points at the engine mount and in the fuselage bottom.

A stop on the nose wheel fork limits the deflection of the nose wheel to ± 30. Steering friction
(preventing wobble) is adjusted by tightening the nose wheel fork mounting screw.

An elastomer package installed between the nose wheel leg and the engine mount is used for shock
absorption. The elastomer package is maintenance free.

In the fuselage bottom, the nose gear is held by two bearings allowing a swinging motion of the nose
wheel leg against the elastomer package.

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Fitting

Elastomer Package

Nose Gear Leg

Tubular Strut

Castor Stop

Nose Wheel Fork

Figure 1: Nose Landing Gear

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3. Removal and Installation

A. Nose Landing Gear Leg

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove engine cowling.

(2) Remove cover over nose landing gear fitting.

(3) Disconnect elastomer package assembly from

engine mount.

(4) Remove safety bolt (1) from leg bearing journal

unit.

(5) Compress bearing journal unit, extract from

bearings.

(6) Remove nose gear in downward direction.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

Figure 2: Bearing Journal Unit

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Figure 3: Elastomer Package

11 a

Figure 4: Elastomer Package

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B. Rubber Spring Assembly

Airplane must be jacked up or nose wheel unloaded.

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove engine cowling.

(2) Remove fairing of rubber spring assembly.

(3) Disconnect rod end bearing from engine mount.

(4) Support nose gear leg; disconnect rubber spring

assembly from leg.

(5) Remove LH and RH safety plate; remove

bearing journals using M4 pulling screw. Heat
application may be required to break glue
contact.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence. Secure
bearing journals with Loctite 262.

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C. Elastomer Elements

The elastomer elements should be replaced in the event that they are worn (see 4. Adjustment) or
cracks are found.

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove the adjusting nut.

(2) Pull defective element off.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence. For
proper pre-tension refer to Paragraph 4.
Adjustment.

4. Adjustment

A. Nose Wheel Steering Friction

The steering friction for the prevention of nose wheel wobble is adjusted with the nose wheel fork
mounting bolt.

The friction should be adjusted to withstand a force of 30 to 50 N (6.75 to 11.25 lbs.) acting in the
direction of the nose wheel axle.

B. Pre-tension of Elastomer Package

When new elastomer elements are installed, dimension "a" (see Fig. 4) should be 195 mm or 7.7"
with the nose wheel clear of the ground.

The preload on used elements is adjusted properly when the rubber elements cannot be turned by
moderate force of hand while the nose wheel is clear of the ground. With the elastomer package
properly preloaded, dimension "a" must not be less than 185 mm or 7.3". Otherwise the rubber
elements must be replaced.

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Section 32-40
WHEELS AND BRAKES
1. General

The nose gear and main landing gear are each equipped with single wheels and low pressure tires.
The wheels of the main landing gear are equipped with hydraulically operated disk brakes.

2. Description

The main landing gear wheels consist of two wheel halves, the inner tube, and the tire. Brake disks
are attached to the inner half of each wheel. The valve stem is located on the outside of the wheel.
Angular roller bearings are installed in each wheel half.

The brake system consists of the brake fluid reservoirs, the master cylinders, the brake lines, calipers,
and brake disks.

The brake cylinders on the pilot's side work independently from those on the co-pilot's side.

The brake is applied by pressing the brake pedal, which is located on the rudder pedal, with the tip of
the foot. The pressure on the pedal is directed to the master cylinder. The master cylinders are
connected via hose lines to the parking brake valve. Brake lines made of steel connect the valve
output with the brake cylinders located on both wheels.

The parking brake of the DV 20 KATANA is part of the standard equipment. The parking brake valve
is located in the center console and is operated via a bowden cable. The operating knob is located
between the seats next to the cabin heat and choke knobs. The parking brake is set by operating the
brake pedals and pulling the operating knob. The brake lines are shut, and the fluid pressure will be
maintained.

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Vented Plug

Master Master Fluid Level

Cylinders Cylinders
15 mm
5/8"
Maximum

Brake Fluid
Reservoir 15 mm
Pilot's Pedals Co-Pilot's Pedals 5/8"
Minimum

LOCK

PARKING BRAKE

Flexible Hose RELEASE

Parking Brake Valve

Flexible Hose Flexible Hose

Brake Disk Brake Disk

Pressure
Plate
Hydraulic Tube Hydraulic Tube

Back Plate
Brake Caliper

Figure 1: Brake System Schematic

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3. Troubleshooting

The following table lists defects as they could appear on the wheels and brakes, and their correction.

Complaint Possible Cause Repair

Excessive tire wear. Track adjusted improperly. Adjust (see Ch. 32-10).

Excessive axial play of wheel. Defective wheel bearing. Adjust play in bearing or
replace bearing.

Brake disks warped. Brake applied too hard. Replace.

Hard landing. Replace.

Brakes inoperative. Brake fluid level low. Refill with brake fluid.

Air in brake system. Bleed brake system.

Defective master cylinder. Contact brake manufacturer or

replace.

Defective caliper. Contact brake manufacturer or

replace.

Worn brake linings. Replace.

Leaky brake line connections. Tighten or replace connectors.

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4. Removal and Installation

Refer to Figure 2 below and to Sub-Chapter 32-10, Figure 1.

A. Main Wheels

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Jack-up airplane or unload wheel; remove wheel
fairing.

(2) Remove locking wire on caliper; remove back

pressure plate from caliper.

(3) Remove wheel nut from axis.

(4) Pull wheel from axis.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

Caliper

Fairing Mount

Axle

Axle Nut

Figure 2: Main Wheel

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(3) Disassembly

CAUTION: PRIOR TO DISASSEMBLY OF THE WHEEL THE TIRE MUST BE

COMPLETELY DEFLATED BY REMOVING THE VALVE INSERT.

Detail Steps/Work Items Key Items/References

(1) Remove bolts on rim.

(2) Remove brake disk and rim halves from tire.

(3) Remove inner tube.

(4) The wheel bearing can be removed, if required

(remove locking rings).

(4) Assembly

Detail Steps/Work Items Key Items/References

(1) For assembly reverse the sequence.

NOTE: Talcum should be applied to the inner tube prior to installation.

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B. Nose Wheel

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove 6 Allen screws securing fairing halves
to each other.

(2) Remove LH and RH fairing mounting screw.

(3) Remove fairing.

(4) Unload nose wheel.

(5) Remove M10 nut and bolt (serving as axle);

remove nose wheel.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

(3) Disassembly

Detail Steps/Work Items Key Items/References

(1) Deflate tire.

(2) Remove bolts.

(3) Split rim and remove inner tube.

(4) Assembly

Detail Steps/Work Items Key Items/References

(1) For assembly reverse the sequence. Use only
specified bolts.

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C. Brake Master Cylinder

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove brake lines on master cylinder.

(2) Remove the connecting bolt attaching the

cylinder to the pedal.

(3) Remove cylinder lower mounting bolt.

(4) Remove master cylinder from airplane.

NOTE: As a significant amount of brake will flow out, it must be ensured that a
container is available for collection of the brake fluid, or the brake line must be
quickly capped off after disconnection. For repair of the master cylinder refer to
the manufacturer's documentation.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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Pedal

Connecting Bolt Pedal

Brake Master Cylinder

Brake Lines

Connecting Bolt

Cylinder Lower Mounting Bolt Brake Master Cylinder

Brake Lines

Figure 3: Brake Master Cylinders

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D. Caliper

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Disconnect brake line from caliper (1).

(2) Disconnect back pressure plate (2) from

cylinder.

(3) Remove caliper and guide assembly (3) from

mount.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

NOTE: After maintenance tasks which involved opening or disconnecting of the brake
line system, the brake system should be bleeded and checked for proper
operation.

Back Plate

Friction Lining

Rivet

Pressure Plate
O-Ring Fitting
Piston
Brake Caliper

Washer
Brake Torque Plate Rivet
Bolt
Friction Lining

Anchor Pin
Locking Wire
Washer O-Ring
Nut
Bleed Nipple

Dust Cap
Figure 4: Caliper

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E. Brake Disk

Brake disks should be replaced when their thickness is less than 3.8 mm (0.15 in).

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove wheel and caliper.

(2) Disassemble wheel.

(3) Remove brake disk.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence. Prior to
installation of the brake disk, check condition of
disk. The disk must not be warped, and any
grooves on the disk surface should not be
greater than 0.5 mm (0.02 in) in depth.

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F. Brake Linings

Brake linings should be replaced at scheduled inspections when theis thickness is less than 4 mm
(0.16 in) in order to ensure airworthiness until the next scheduled inspection. The wear limit is 3 mm
(0.12 in).

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove back pressure plate from caliper.

(2) Remove pressure plate from caliper.

(3) Remove brake linings using appropriate tool.

(4) Rivet new brake lining to brake shoe using

proper tool; ensure tight and proper fit.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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G. Parking Brake

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Disconnect brake lines.

(2) Disconnect bowden cable.

(3) Remove mounting bolts.

NOTE: For repair of the valve refer to the documentation of the manufacturer (Parker).

Brake Line

Parking Brake Valve

Brake Lines

Mounting Bolts

Brake Line
Bowden Cable

Figure 5: Parking Brake Valve

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5. Bleeding of Brake System

Bleeding of the brake system requires a pressure pump which pumps brake fluid into the brake line
system.

Detail Steps/Work Items Key Items/References

(1) Remove the reservoir cap and remove brake
fluid down to approx. 1/3 of the normal level.

(2) Release parking brake.

(3) Connect pressure pump on bleeding nipple on

brake caliper.

(4) Open bleeding nipple by turning ½ to 1 turns.

(5) Using the pressure pump fill brake system with

brake fluid.

(6) Check reservoir to prevent overflow. In order to

avoid overflow, it may be useful to connect the
brake fluid reservoir to a separate vessel by
means of a transparent hose with a suitable
fitting (1/8 in NPTF).

(7) Fill system until no more air bubbles occur in

reservoir.

(8) Close bleeding niple; remove pressure pump.

(9) Fill reservoir with brake fluid to maximum level.

6. Adjustment

The brakes installed on the DV 20 KATANA are self adjusting. After installation of the calipers or after
brake line replacement ensure that the wheels turn freely.

If a wheel does not turn freely, the cause must be investigated and corrected.

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CHAPTER 33

LIGHTS

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TABLE OF CONTENTS

Section 33-40
EXTERIOR LIGHTS

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

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Section 33-40
EXTERIOR LIGHTS
1. General

The DV 20 KATANA can be equipped with the following exterior lighting:

) Anti Collision Lights (ACL).

) Position Lights.

) Landing Light.

Combined Anti Collision

and Position Light

Anti Collision Light

Power Supply

Anti Collision Light

Power Supply

Landing Light

Combined Anti Collision

and Position Light

Figure 1: Exterior Lighting

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2. Description

The anti collision and position lights are combined in one unit and are located at each wing tip. The
anti-collision strobe light power supplies are installed in a location at the wing outboard edge. The
landing light is installed in the lower engine cowling.

Each system can be individually operated using a toggle switch located on the switch panel.

The anti collision strobe lights (ACL) are powered by high voltage power supplies (approximately
600 Volts). The ignition pulse ionizes the gas in the lamp, and the capacitors located in the power
supply are discharged through the lamp generating a light flash. Immediately after the first discharge
a second lower flash is generated increasing the visibility (dual flashing principle). This procedure is
repeated approximately 50 times per minute. The anti collision strobe lights are not synchronized.

The position lights consist of two lights each. One light is equipped, depending on the place of
installation (LH or RH side) with a red or green lens, while the second light has a white lens and is
aimed to the rear (tail light).

The two white lights directed to the rear allow the airplane to be easily visible from the rear.
Furthermore the pilot of the following airplane has a better judgment of where the airplane in front of
him might turn.

The landing light consists of a mirror type 100 W lamp with a horizontal reflector angle of approximately
12° and a vertical reflector angle of approximately 6°.

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3. Troubleshooting

The following table lists defects as they could appear on the exterior lighting system, and their
correction.

Complaint Possible Cause Repair

Both ACLs inoperative. Defective switch. Replace.

Defective breaker. Replace.

Defective wiring in forward Repair.

cockpit area.

Left ACL inoperative. Defective power supply. Replace.

Defective ACL lamp. Replace.

Defective wiring. Repair.

Right ACL inoperative. See left ACL.

Both position lights inoperative. Defective switch. Replace.

Defective breaker. Replace.

Defective wiring in forward Repair.

cockpit area.

Left position light inoperative. Defective lamp. Replace.

Defective wiring. Repair.

Right position light inoperative. See left position light.

ACL and position light Connector at wing root not Plug in.
inoperative on one side. plugged in.

Landing light inoperative. Defective lamp. Replace.

Defective switch. Replace.

Defective breaker. Replace.

Defective wiring. Repair.

Loose connector next to light. Re-connect.

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4. Removal and Installation

WARNING: THE POWER SUPPLIES OF THE ANTI COLLISION STROBE LIGHTS

GENERATE HIGH VOLTAGE WHICH IS CONNECTED DIRECTLY TO
THE STROBE LIGHTS. PRIOR TO PERFORMING ANY MAINTENANCE
ON THE WIRING OR ON THE LIGHT ITSELF, A MINIMUM OF FIVE (5)
MINUTES WAITING TIME MUST BE OBSERVED AFTER SWITCHING
OFF THE SYSTEM TO ALLOW THE CAPACITORS TO DISCHARGE.
THIS WARNING ALSO APPLIES TO THE POSITION LIGHTS AS THESE
ARE INSTALLED UNDER THE SAME CAP.

CAUTION: NEVER TOUCH THE GLASS OF A BULB WITH BARE FINGERS.

A. Position Light Bulb

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Switch off battery master switch.

(2) Wait for approximately five (5) minutes to

discharge the strobe light capacitors.

(3) Remove the lens (ensure that the parts cannot

fall down).

(4) Replace bulb.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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B. ACL Bulb

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Switch off battery master switch.

(2) Wait for five (5) minutes to allow discharge of

strobe light capacitors.

(3) Remove wing tip.

(4) Disconnect power lines and ground connection.

(5) Replace light unit.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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C. ACL Power Supply

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Switch off battery master switch.

(2) Wait for five (5) minutes to allow discharge of

strobe light capacitors.

(3) Remove wing tip.

(4) Disconnect power lines and ground connection.

(5) Drill out the four (4) rivets holding the power
supply.

(6) Remove power supply.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence. The
ground connection should riveted together with
the power supply.

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D. Landing Light

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Switch off master switch.

(2) Remove upper engine cowling.

(3) Disconnect the landing light connector (located

directly behind the lamp).

(4) Remove lower engine cowling.

(5) Loosen mounting hardware and remove lamp.

(6) Unscrew connecting wire from lamp for

re-usage.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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CHAPTER 34

NAVIGATION AND PITOT STATIC

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TABLE OF CONTENTS

Section 34-00
NAVIGATION AND PITOT STATIC

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 34-10
PITOT STATIC

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4. Maintenance Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
5. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
6. Pitot Static Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Section 34-12
STALL WARNING SYSTEM

1. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 34-20
ATTITUDE AND DIRECTION

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5. Compass Compensation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Section 34-50
POSITION DETERMINING SYSTEMS

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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Section 34-00
NAVIGATION AND PITOT STATIC
1. General

The navigation systems include the instruments that operate on dynamic and static pressure. They
indicate the airspeed, altitude, attitude, and direction.

The equipment supplied with dynamic and static pressure includes the altimeter, airspeed indicator,
and vertical speed indicator.

Figure 1: Navigation Instruments

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Section 34-10
PITOT STATIC
1. General

The Pitot static system is used to measure and deliver dynamic and static pressure to the airspeed
indicator, altimeter, and vertical speed indicator.

Altimeter

Vertical Speed
Indicator

Airspeed
Indicator

Pitot Head

Figure 1: Pitot Static System Schematic

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2. Description

A. Pitot Head/Lines

The Pitot head of the DV 20 KATANA is designed to measure total head and static pressure. The
Pitot head is located below the left wing. Lines running through the left wing and the fuselage
connect the Pitot head to the instruments. The lines for total head are green, and the lines for static
pressure are blue.

The lines are attached to the connectors and secured with tie wraps.

B. Drain System

A drain system allows dewatering of the pressure lines.

If Service Bulletin No. 20-6 has not been carried out, this drain system consists of moisture filters
located in the wing root area. The moisture filters are accessible after removing the left wing.

If Service Bulletin No. 20-6 has been carried out, each pressure line has a bypass hose forming
a water sump. The pressure lines can be dewatered after removing the left seat shell.

From Serial No. 20.046 on, all DV 20 KATANA's are factory-equipped with the water sump type
drain system.

Fuselage
LH Wing
Hand Hole

To Pitot Head
To Instruments

Connector

Water Sump

Figure 2: Water Sump Type Drain System

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C. Altimeter

The altimeter measures the change in atmospheric pressure using aneroid chambers. The changes
in pressure correspond to changes in altitude. A special mechanism converts the movement of the
aneroid chambers into deflections of the pointers. The altimeter is equipped with a scale calibrated
in feet (ft). Three pointers indicate the current altitude. The longest pointer shows 10,000 feet per
revolution, the intermediate pointer shows 100 feet per revolution, and the short pointer makes one
revolution for every 1,000 feet. The barometric scale shows hectopascals (same as millibars) and
may be adjusted using the adjustment knob in the lower left corner.

Indicator range : -1,000 to 35,000 ft.

Temperature range : -30°C to +50°C (-22°F to +122°F)

D. Airspeed Indicator

The airspeed indicator shows the velocity of the airplane relative to the surrounding air.

The operation of the airspeed indicator is based on the measurement of the difference between
total head and static pressure. Both pressures are picked up by the Pitot head and fed to the
airspeed indicator through hoses.

The measuring equipment of the airspeed indicator is an open membrane chamber. The total head
acts on the inside, while the static pressure acts on the outside. The differential pressure increases
with increasing airspeed. This results in a deformation of the membrane which is transferred to the
indicator needle via levers and gears. The airspeed is indicated in knots and km/h.

Information regarding the range markings is presented in the Flight Manual.

Altitude range : -1,000 to 40,000 ft.

Temperature range : -30°C to +70°C (-22°F to +158°F)

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E. Vertical Speed Indicator

The vertical speed indicator is connected to the static pressure line. It indicates the vertical speed
in feet per minute. The measuring range reaches from 2000 ft/min rate of climb to 2000 ft/min rate
of descent. The scale is divided into 100 ft/min increments. A change in altitude causes a
differential pressure between membrane and housing, resulting in a movement of the membrane
which is transferred to the pointer. The differential pressure equalizes through a capillary hole,
allowing the indicator to return to the zero position.

Measuring range : ± 2000 feet per minute

Temperature range : -30°C to +50°C (-22°F to +122°F)

F. Outside Air Temperature Indicator

The DV 20 KATANA can be equipped with an optional outside air temperature indicator.

The temperature sensor is located in the left NACA type air inlet. The system operates on on-board
power.

The temperature is shown on the display of the COM equipment.

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3. Troubleshooting

The following table lists defects as they could appear on the Pitot static system, and their correction.

Complaint Possible Cause Repair

No or incorrect instrument Leaky pressure lines. Seal.

readings.
Water in the lines. Disconnect lines, blow out
water.

Defective instrument. Replace.

4. Maintenance Information

With the exception of the drain system the Pitot and static system is maintenance free. The Pitot head
should be covered when the airplane is parked outside.

CAUTION: NEVER BLOW COMPRESSED AIR INTO THE PITOT HEAD. THIS MAY
CAUSE DAMAGE TO THE INSTRUMENTS.

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5. Removal and Installation

A. Pitot Head

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Loosen screws from below.

(2) Remove Pitot head in downward direction.

(3) Disconnect pressure lines.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

B. Instruments

Removal and installation of all air data instruments is performed in the same way.

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Pull off hoses connected to instrument.

(2) Remove fasteners.

(3) Remove instrument.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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6. Pitot Static Test

After working on the Pitot static system, it must be checked in accordance with the table below.

A. Airspeed Indicator

Leakage : At 150 kts max. loss off pressure 10 kts/min.

Indication Error : At 150 kts max. tolerance = 4.5 kts.

At 45 kts max. tolerance = 1.5 kts.

B. Altimeter

Leakage : Generate partial vacuum in the system until 1000 ft above current elevation are
indicated. System loss max. 100 ft/min.

Indication Error : Adjust altimeter to current elevation. Determine error at 10,000 ft. Max.
tolerance 80 ft.

Adjust altimeter to QNH. Max. tolerance ± 57 ft.

Adjust altimeter to QFE. Max. tolerance ± 30 ft.

If tolerances are exceeded, the instrument must be replaced.

C. Safety Precautions During the Test

The following safety precautions must be observed during leakage testing of the Pitot static system.

(a) Perform all other work and inspections before performing the leakage test.

(b) The pressure in the total head system must be equal or greater than the pressure in the static
system. Incorrect connection of the pressure lines to the airspeed indicator may cause damage
to it.

(c) Rate of change and applied pressure must never exceed the maximum design values of an
instrument connected to the Pitot or static pressure system.

(d) After performing the leakage test, ensure that the system is returned to its normal operating
condition.

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Section 34-12
STALL WARNING SYSTEM
1. Description

The airplane is equipped with a stall warning system as part of the standard equipment. The sensor
works pneumatically and is located in the left wing. The stall warning system should warn the pilot
acoustically using a horn shortly before reaching the maximum angle of attack. The horn is located in
the left hand section of the instrument panel.

A hose connects the horn to the seal chamber and bore in the left wing. This bore is marked with a red
circle. The system is maintenance free and can be checked by applying slight negative pressure to
the sensor.

2. Adjustment

The stall warning system is designed to warn the pilot approx. 5 to 10 knots before the stall in case of
slow deceleration (see table below). Upon slow acceleration the warning must stop at that airspeed.

Table of Stall Warning Speeds (IAS) at Maximum Flight Mass (MTOW)

Stall Warning Threshold

Flap
Maximum Minimum
Position
km/h kts. km/h kts.

UP 106 57.2 95 51.3

T/O 97 52.4 86 46.4

LDG 95 48.6 84 45.4

If this value is not reached, first check the system for leaks.

Adjustment can be done as follows:

) If the stall warning is activated at a too high airspeed, the bore in the wing must be enlarged on its
lower edge with a key file in steps of approx. 1 mm (0.05 in.).

) If the stall warning is activated at a too low airspeed, the bore in the wing must be enlarged on its
upper edge with a key file in steps of approx. 1 mm (0.05 in.).

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Section 34-20
ATTITUDE AND DIRECTION
1. General

This section describes the equipment indicating attitude and flight direction. All equipment is gyro
driven, with the exception of the magnetic compass.

2. Description

A. Magnetic Compass

The magnetic compass indicates the heading of the airplane relative to magnetic north. It is
installed in the middle of the canopy. The measuring range is 360° with markings in increments of
5°. The housing is filled with silicon oil as damping agent.

The deviation table is located below the compass. After replacing the engine, parts of the ignition
system, radios, or instruments, and at least once a year, the compass must be checked.

B. Turn Indicator

The turn indicator shows the speed of rotation of the airplane about its vertical axis.

It consists of an electrically powered gyro which is suspended in a frame and whose axis is parallel
to the airplane's pitch axis. The frame is connected to the indicator needle via a system of levers.
The needle indicates the rotational speed of the airplane. In addition, a ball in a bent glass tube
filled with a dampening agent is placed in the instrument. This indicator shows if the airplane is
slipping.

C. Directional Gyro

The directional gyro indicates the heading relative to a previously selected heading. This instrument
is equipped with an electrically powered gyro whose axis is parallel to the surface of the earth.

The gyro axis remains stable due to gyroscopic forces. The movement between gyro and
instrument housing is transferred to the instrument scale which is similar to a compass rose. The
directional gyro provides dependable information regarding flight direction as long as the deviation
is taken into account, and it has been adjusted according to the magnetic compass.

The directional gyro should be adjusted to match the magnetic compass every 15 minutes, due to
friction in the bearings and imperfections in the axis suspension.

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D. Attitude Gyro

The attitude gyro shows the airplane's attitude in relation to the earth's surface. Any movement
about the pitch axis and the roll axis is displayed.

The attitude gyro consists of an electrically powered, gimbal mounted gyro. The gyro axis is
perpendicular to the earth's surface. The gyro is equipped with a display disk symbolizing the
horizon. Due to the gyroscopic forces, the display disk connected to the gyro remains level at all
times, regardless of the flight attitude.

During steep turns or extreme climbs and descents, the attitude gyro may be blocked by the gimbal
due to its design, and display wrong information.

The upper half of the instrument displays the bank angle of the airplane. The airplane pitch angle
is displayed simultaneously. The airplane symbol may be adjusted for climb and descent or for
changes in pitch caused by configuration changes, by turning the knob on the bottom.

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3. Troubleshooting

The following table lists defects as they could appear on the attitude and direction indicating system,
and their correction.

Complaint Possible Cause Repair

Compass leaking fluid. Defective seal or membrane. Replace parts.

See Note below.

Compass deviation exceeding Improperly adjusted compass. Adjust

10 degrees.
Defective compass. Replace.

See Note below.

Turn indicator inoperative. Insufficient power. Determine cause.

Defective instrument. Replace.

Attitude gyro does not raise. Defective instrument. Replace.

NOTE: On U.S. registered airplanes, the compass may only be serviced by authorized
personnel.

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4. Removal and Installation

A. Magnetic Compass

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove bolts and nuts from support.

(2) Remove compass from support.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

NOTE: Only brass or other non-magnetic bolts and nuts may be used to attach the
compass.

Support

Nut
Bolt

Magnetic Compass

Figure 1: Magnetic Compass

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B. Turn Indicator, Directional Gyro, Attitude Gyro

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Pull off connectors at rear of instrument.

(2) Remove screws on instrument panel.

(3) Pull out instrument.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

5. Compass Compensation

NOTE: On U.S. registered airplanes, the compass may only be serviced by authorized personnel.

If the compass does not display accurate information, compensation may eliminate or reduce the error.

The compass compensation is performed as follows:

Detail Steps/Work Items Key Items/References

(1) Move the airplane to a location away from steel
constructions, underground pipes and cables, as
well as reinforced concrete and other airplanes.

(2) Align the airplane to horizontal flight attitude.

(3) Check compass housing for fluid level and

cleanliness. Missing compass fluid indicates that
the compass is probably defective.

(4) Remove compensation magnets, or place built

in magnets in neutral position before performing
compensation.

(5) Check friction of movable indicator by

approaching the instrument with a small magnet.
The indicator must move freely in the display
plane.

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Detail Steps/Work Items Key Items/References

(6) Align the airplane with magnetic north and

equalize deviations with compensation magnets.
Repeat the procedure for magnetic east. Then,
position the airplane to magnetic south and
west, and equalize half of the indication error
using the compensation magnets. The engine
must be running during this procedure.

(7) Rotate the airplane 360° in 30° increments.

Prepare a compass deviation table that indicates
the corrections that must be applied to the
individual headings. If significant additional
deviations occur during the operation of
electrical or electronic equipment or systems,
the deviation table must be amended to include
the necessary corrections at each 30° heading
that must be applied during the operation or
activation of such systems.

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Section 34-50
POSITION DETERMINING SYSTEMS
1. General

The navigation system of the DV 20 KATANA can include the following systems:

) VOR/Localizer Navigation system

) Transponder/Altitude Digitizer

) GPS Navigation system

) ADF Navigation system

The systems and components are installed at the following positions:

VOR/LOC Antenna

GPS Antenna

VOR/LOC Receiver
ADF Receiver ADF Antenna
XPDR
GPS Receiver

XPDR Antenna
Altitude Digitizer

Figure 1: NAV Equipment Positions

The equipment installed is manufactured by Becker or Bendix/King (XPDR, COMM, NAV) as well as
by Garmin (GPS). Refer to Chapter 92 for wiring diagrams.

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GPS 100 Nav

NR3301

Transponder Comm
ATC2000 AR3201
Figure 2: VHF NAV Standard Equipment - Becker

GPS 100

Transponder NAV/COMM
KT76A KX125

Figure 3: VHF NAV Standard Equipment - Bendix/King

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Figure 4: VHF NAV Standard Equipment - Garmin

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CHAPTER 51

STRUCTURES

51-TITLE
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TABLE OF CONTENTS

Section 51-00
STRUCTURES

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Identification of Primary Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3. Structural Inspection Methods for Composite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Section 51-10
REPAIR OF COMPOSITE PARTS

1. Approved Materials, Suppliers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

2. Damage Classifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3. Fuselage Layup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4. GFRP Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
5. Sandwich Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
6. Laminate Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
7. Spar Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
8. Painting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
9. Repair of Cracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
10. Repair of the Firewall Insulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
11. Repair of Resin Erosion at Trailing Edge Spar . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

Section 51-20
REPAIR OF METAL PARTS

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 51-80
ELECTRICAL BONDING

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Test Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

51-CONTENTS
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Section 51-00
STRUCTURES
1. General

The DV 20 KATANA is a low wing airplane in full composite construction. The fuselage consists of a
self supporting glass fiber skin in semi-monocoque construction with bulkheads and stiffeners.

The single engine cantilever type monoplane is equipped with a T-tail. The DV 20 KATANA has a fixed
tricycle landing gear with trailing nose wheel.

The trapezoidal cantilever wing has an I-spar with caps made of carbon fiber rovings. The wing skin
is of sandwich construction. Each wing is attached to the fuselage with three bolts.

The DV 20 KATANA is equipped with FRP ailerons and wing flaps.

The rudder fin is integrated into the fuselage and consists of a stiffener near the rudder hinge line and
a full laminate skin. The elevator fin, elevator, ailerons, and rudder are constructed similar to the wings.

The acrylic canopy has a frame made from glass fiber laminate and rovings.

The entire airframe is covered with acrylic filler and finished with an acrylic paint to protect it against
moisture and ultraviolet rays.

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2. Identification of Primary Structure

The primary structure of the DV 20 KATANA consists of the following members:

A. Wing

) Spar.

) Ribs.

) Web at hinge line.

) Skin.

) Wing-fuselage connection.

) Ailerons.

) Wing flaps.

B. Fuselage

) Skin.

) Bulkheads & stiffeners.

) Rudder fin.

) Rudder.

C. Horizontal Tail

) Elevator fin.

) Elevator.

) Horizontal tail / vertical tail connection.

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3. Structural Inspection Methods for Composite

A. Types of Inspection

In the inspection checklist, three types of inspection are specified:

V Visual Inspection

T Tap Test

F Functional or Fit Check

(1) Visual Inspection

In glass fibre composite structures, surface damage, e.g. dents or scratches may be detected
by visual inspection. You can see where fibre breakage or matrix cracking has happened.
Damage to carbon fibre composite structures is rather difficult to detect by visual inspection.
Apply a small load to the area where you expect a damage, e.g. by pushing slightly on it. Check
for abnormal flexibility or noises. Broken lamination often cracks under load. Damage to the core
may also be visible. In that case, the surface is dented. But delamination between foam core
and skin cannot be detected visually. It is easier to see damage on unpainted areas of
composite. On painted composite surfaces, damage is often first visible as waviness that shows
up when you illuminate the surface with a bright light at a low angle.

To simplify laminating, a paste made of epoxy resin filled with silica powder is sometimes used
to smooth abrupt transitions, such as sharp inside corners or at the edges of foam core. Since
the cured paste is white, it can be difficult to tell the difference between this paste and a
delamination in a glass fibre composite. The areas of paste are whiter and have more sharply
defined edges.

In composite structures, small hairline cracks may occur in the surface finish, especially at
places where filler putty has been used. If the part has no foam core and the opposite face is
accessible and unpainted, you may be able to determine if there is damage to the composite.
By using a bright light, GFRP must be in green or brown colour, white areas may be damaged.
If not, you must remove the paint and filler from the affected area by careful hand sanding to
expose the underlying composite.

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The composite structure is protected by paint from exposure to damaging ultraviolet light from
the sun. It is important that the paint be in good condition. UV light can also damage the paint.
Inspection have shown clear signs of resin erosion at areas where no paintcoat is applied.
These areas have to be inspected carefully and if necessary, the structure must be renewed
according WI MSB 20-048 Appendix 12. Give special attention to

) the trailing edge spars of the wings,

) the trailing edge spar of the vertical stabilizer and

) the trailing edge spar of the horizontal stabilizer.

Due to the light structure of these components avoid any removal of glass fabric.

You can inspect for UV damage of the paint as follows:

1. Clean the painted surface with solvent based cleaner (BASF Prekleeno 900). Wipe the
cleaner off before it dries.

2. Rub the paint surface with a dark cloth. An excess of white, chalky residue on the cloth
indicates oxidation of the paint due to UV damage. If only a small amount of residue is
found, the paint can be polished smooth. If a large amount of residue is found, the
component should be repainted.

If visual inspection of a metal component indicates possible damage, non destructive inspection
may be used to check for cracks. Alternately, the part may be replaced.

(2) Tap Test for Composites

Each type of structure makes a distinct sound when tapped with a large coin or washer. The
thicker and more solid the structure, the higher pitch the sound. Areas of delamination, cracks
in overlapping bonds and sandwich panels with underlying damage to the core sound dull or
dead when tapped. The best technique is to tap repeatedly while moving slowly around the area
of interest, listening for changes in the sound. In this way, it is possible to find the extent of an
area of damage.

Tap testing is also useful to find the edges of an area of core, to find underlying bulkheads or
ribs and to find steps in the thickness of solid laminates.

Tap testing is done if visual inspection indicates possible damage. For example, if a surface
dent is found in a sandwich part, tap testing should be used to determine if there is a disbond
between the skin and the core.

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(3) Functional or Fit Check

Wear on mating parts can be evaluated by measuring the play between the parts when they are
engaged, such as the fit of the main bolts in the bushings in the main bulkhead.

B. Damage Classifications for Composites

Diamond Aircraft has established damage classifications for the inspection of composite airframe
components, refer to Section 51-10 for this information.

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Section 51-10
REPAIR OF COMPOSITE PARTS
1. Approved Materials, Suppliers

A. Resin and Hardener

Resin : Scheufler L 285 (100 parts of weight)

Hardener : Scheufler 286 (40 parts of weight)

Supplier : Hexion Specialty Chemicals Stuttgart GmbH

Am Ostkai 21/22
D-70327 Stuttgart, Germany
Phone +49/711/389 800-0
Fax +49/711/389 800-11
B. Glass Fiber Cloth

WLB # (German Cloth Mass per Area Interglas Porcher Vorwerk

aviation standard) grams/m² No. No. No.

8.4548.6 Double twill 2/2 161 92110 917

8.4551.6 Double twill 2/2 276 92125 3063 95290

8.4554.6 Double twill 2/2 390 92140 1989

8.4520.6 Warp reinforced 220 92145

Warp reinforced 433 92146

All cloth is made from alkali free E-glass with Volan-A-Finish or Finish I 550 or PT 55, and complies
with LN 9169 (German aviation standard).

Supplier for Interglas fabric: Rudolf Usner GmbH

Am Ausferngenufer 4
A-5400 Hallein, Austria
Phone +43/6245/81516
Fax +43/6245/81516-40

Supplier for Porcher fabric: Porcher Industries Germany GmbH

Benzstraße 14
D-89155 Erbach, Germany
Phone +49/7305/955-0
Fax +49/7305/955-519

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Supplier for Vorwerk fabric: Saertex Wagener

GmbH
Brochterbecker Damm 52
D-48369 Saerbeck
Phone +49/2574/9020

C. Carbon Fiber Cloth

Cloth Mass per Area Interglas No.

grams/m²

Double twill 2/2 200 98141

Supplier : Rudolf Usner GmbH (see above)

D. Glass Silk Rovings

EC 9-756 K43 or

EC 10-2400 K43

Supplier : Rudolf Usner GmbH (see above)

E. Rigid Foam

PVC foam Divinycell H 60

Supplier : Polychem GmbH

Gewerbeweg 7
A-7411 Markt Allhau
Phone +43/3356 / 20444
Fax +43/3356 / 20445

PMI rigid foam Rohacell 71 and 51

Manufacturer : Röhm, Darmstadt, Germany

Supplier : Gangler & Lutz OHG

Habsburger Straße 12
D-73432 Aalen Ebnat
Phone +49/7367 9666-0

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F. Resin Fillers

Microballoons Q-cell 300

Supplier : Polychem GmbH (see above)

Aerosil Cotton Flakes

Supplier : Rudolf Usner GmbH (see above)

G. Knifing Filler, Primer (Acrylic Filler), Outside Paint (Color RAL 9016)

These products are supplied by Herberts or Sikkens. It is highly recommendable to contact HOAC
to inquire about the products used on a specific serial number in order to avoid such problems as
bubbles in the paint finish.

H. Paint for the Instrument Panel

Suede coating 3101, color B2 (stone gray), with hardener and thinner.

Manufacturer : 3M

I. Fire Retardant Paint

Fire retardant paint : No. N 56582/T508 (white)

Finishing varnish : No. 4232-0303

Hardener : No. N 39/1327 (4:1)

Supplier : Courtaulds Aerospace

c/o ICI Lacke Farben

Postfach 800449
D-21004 Hamburg, Germany
Phone +49/40/720030
Fax +49/40/7208268

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2. Damage Classifications

Damages are classified into four categories according to the German Luftfahrt-Bundesamt.

NOTE: The primary structure can be identified using the list in Chapter 51-00.

A. Damage Category 1

Damage to large areas, requiring partial reconstruction of the part or repair of large areas.

Repairs may only be performed by the manufacturer or an aeronautical firm authorized by the
manufacturer.

In case of U.S. registered airplanes, repairs may be performed by an authorized certified repair
station or an authorized certified mechanic.

B. Damage Category 2

Damage to primary and secondary structures to the following extent:

Holes and breaks through a sandwich part.

Repairs may be performed by any qualified aeronautical firm.

In case of U.S. registered airplanes, repairs may be performed by a certified repair station or a
certified mechanic.

C. Damage Category 3

Damage to primary and secondary structures to the following extent:

Small holes or breaks in the outer cover layers, with no damage to the matrix or internal cover
layers.

Repairs may be performed by any qualified aeronautical firm.

In case of U.S. registered airplanes, repairs may be performed by a certified repair station or a
certified mechanic.

D. Damage Category 4

Erosion, scratches, and grooves that are not connected to a break or hole. This damage category
includes damage to covers.

No special qualifications are required to carry out repairs.

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NOTE: If there is any doubt regarding the damage classification, if it is not possible to
clearly asses the damage, or if there are any questions regarding the proper repair
of the damage, despite considering the manufacturer's documentation, contact the
airplane manufacturer.

3. Fuselage Layup

For any repair on the fuselage structure, the layups and work sections should be taken from the
following pages and illustrations.

In any case, the appropriate manufacturer's documentation should be obtained when repairing
composite parts.

NOTE: During the repairs, pay special attention to accuracy and cleanliness!

Item Qty. Description Part No. / Supplier Dimensions [mm]

1 Filler Sikkens EP all over

2 5 minutes epoxy resin Araldit AW 2104-2934 on edges

3 Thickened resin - Glass/Aerosil on edges

4 1 92110 # Interglas all over

5 1 92145 P Interglas

6 3 92125 or 95290 X Interglas or Vorwerk

7 1 92145 P Interglas

8 1 92125 or 95290 X Interglas or Vorwerk

9 1 92125 or 95290 X Interglas or Vorwerk

10 1 92125 or 95290 # Interglas or Vorwerk

11 1 92125 or 95290 # Interglas or Vorwerk

12 1 Breather Ply PEF N352-80 30, RH side only

13 1 Peel ply PA 20-63 98690 100, RH side only

14 Thickened resin - 25% shortglass

fiber

15 2 92125 # Interglas 100, RH side only

16 3 92125 X Interglas 100, RH side only

17 2 92125 # Interglas 100, RH side only

18 2 92125 or 95290 # Interglas or Vorwerk 200*200, RH side

only

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Item Qty. Description Part No. / Supplier Dimensions [mm]

19 2 92125 or 95290 X Interglas or Vorwerk 200*200, RH side

only

20 2 92125 or 95290 # Interglas or Vorwerk 200*200, RH side

only

21 2 92125 or 95290 X Interglas or Vorwerk 200*200, RH side

only

if MÄM 20-291 is installed:

22,23 4 92146 P Interglas 500*100

if MÄM 20-291 is installed:

24 4 92146 P Interglas 600*100

25 5 92146 P Interglas 1200*100

26 4 92146 P Interglas 700*100

27 2 KDU 1034 P 700*100

28 4 92146 P Interglas 600*100

29 2 92146 P Interglas 4000*100

30 1 92146 P Interglas 1100*100

31 2 92146 P Interglas 4000*100

32 2 92146 P Intelglas 2900*100

33 1 92125 or 95290 X Interglas or Vorwerk

34 1 92125 or 95290 # Interglas or Vorwerk

35 2 KDU 1034 P 100*650

36 2 92125 or 95290 # Interglas or Vorwerk 200*200, LH side

only

37 1 Peel ply PA 20-63 98690 over all

X : ± 45°

P : unidirectional

# : 0° / 90°

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4. GFRP Repair

When the airplane is damaged, proceed as follows: Carefully visually inspect the surface and damaged
area. Often other parts are affected as well. Occasionally the crack continues invisibly under the
surface. Classify damage using paragraph 2. DAMAGE CLASSIFICATION.

All repairs must be carried out with care and precision. The exterior surfaces of composite airplanes
are load carrying members. A failure of this structure can lead to a plane crash.

The resin-hardener mixture ratio must be adhered to exactly (± 0.5 %), and clean containers must be
used. The ratio between the weight of the glass fiber cloth and the weight of the resin should be
approximately 50 : 50. The damaged area must be sanded immediately before applying the wet
laminate to prevent dirt from entering that might inhibit a strong bond.

As in the case of plywood, the orientation of the individual cloth fibers (lengthwise or diagonal) is of
great importance for the strength of the structure. The number of layers required to rebuild the strength
of the damaged area can be determined from the layup drawings. It is necessary to determine the
remaining number of layers in the damaged area in order to arrive at the original number of layers.

In any case, the thickness of the damaged laminate must be measured. If a small piece is broken off
the damaged area and set on fire, the resin burns, and the remaining layers can be counted and their
type determined.

Even though chamfering is time-consuming, the area must be sanded down far enough to ensure that
the new cloth layers are flush with the existing contour.

To reduce the hardening time, a fan heater may be used to raise the surrounding air temperature.

CAUTION: EXCESSIVELY HIGH TEMPERATURES CAUSES THE FORMATION OF

LARGE AIR BUBBLES IN THE CLOTH. LOCAL EXCESSIVE
TEMPERATURE CAN BE AVOIDED BY USING A FOIL TENT GUIDING
THE FLOW OF THE HOT AIR. THE INDICATED CURING CYCLE MUST
ALWAYS BE ADHERED TO. THE PRESCRIBED TEMPERATURES ARE
TO BE UNDERSTOOD AS MATERIAL TEMPERATURES. A
THERMOMETER MUST BE USED TO MONITOR THE TEMPERATURE.
AFTER REPAIR WORK ON THE CONTROL SURFACES, THE MASS
BALANCING MUST BE CHECKED.

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5. Sandwich Repair

A. Minor Surface Damage

The laminate may have unbonded from the rigid foam around the area of a crack. The affected area
is determined by tapping. Remove the loose laminate using a sanding disk, a sanding block, or a
sharp knife. Chamfer the cloth around the damaged area. The proper chamfer length per cloth layer
is approx. 20 mm (0.8 inch). The ratio between laminate thickness and chamfer length should be
approx. 1:50.

After chamfering, the damaged area must be thoroughly cleaned as follows:

(a) Remove sanding dust with pressurized air.

(b) Wash the chamfered area with carbon tetrachloride or acetone if dirt or grease has emerged
during chamfering.

Fill grooves with resin and microballoons. Apply resin to repair area and laminate with the required
cloth layers. Pay attention to the orientation of the cloth fibers.

CAUTION: THE REPAIR AREA MUST BE FREE OF DIRT AND GREASE.

The required number of layers should be laid out on a plastic foil and impregnated with resin before
applying them to the damaged area. The foil must be removed after the cloth has been applied to
the damaged area.

After initial hardening at room temperature, the damaged area must be cured in accordance with
the prescribed temperature cycle (15 hrs. at 50°C / 122°F).

Sand the repair area after hardening is complete.

CAUTION: ONLY SAND THE EDGES!

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B. Damage to the Entire Sandwich

If the interior laminate is destroyed as well, the exterior laminate that has unbonded from the rigid
foam must be removed first. The hole must be enlarged until the exterior laminate is securely
bonded to the foam. To be able to repair the interior laminate, enough foam must be removed to
provide an edge of at least 20 mm. A filling piece of foam with the same shape and size as the hole,
and with layers conforming to the interior laminate must be constructed.

The laminate edges must be covered with the thickened resin (microballoons or cotton flakes).

After the laminate is pre-hardened at room temperature and has been chamfered, the protruding
rigid foam is sanded down so it is flush with the exterior contour. The repair area must then be
cleaned as follows:

(a) Remove sanding dust with pressurized air.

(b) Wash the chamfered area with carbon tetrachloride or acetone if dirt or grease has emerged
during chamfering.

Cover the entire damaged area with resin. Laminate damaged area according to layup drawing. Pay
special attention to the direction of the fibers.

CAUTION: THE REPAIR AREA MUST BE FREE OF DIRT AND GREASE!

The required number of layers should be laid out on a plastic foil and impregnated with resin before
applying them to the damaged area. The foil must be removed after the cloth has been applied to
the damaged area.

After initial hardening at room temperature, the damaged area must be suctioned off, and cured in
accordance with the prescribed temperature cycle (15 hrs. at 50 °C / 122 ° F).

After the area is completely hardened, it may be sanded and painted.

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6. Laminate Repair

A. Minor Damage

Cracks in the paint along a leading edge bonding require careful inspection of the joint. Repair of
such delaminations is described below. Crack damage on the leading edge bonding of a control
surface is repaired by covering the crack with 1 layer of 92110 cloth. For crack damage on the
leading edge bonding of the wing, refer to C. Cracks in Wing Leading Edge Bonding.

The damaged area must be chamfered with sanding paper. The proper chamfering length per cloth
layer is approx. 20 mm (0.8 in.). The ratio between laminate thickness and chamfering length should
be approx. 1:50.

After chamfering, the area must be cleaned as follows:

(a) Remove sanding dust with pressurized air.

(b) Wash the chamfered area with carbon tetrachloride or acetone if dirt or grease has emerged
during chamfering.

The damaged area must be covered with resin. Place the cloth layers, and impregnate with resin.
Pay special attention to correct orientation of the fibers.

CAUTION: THE REPAIR AREA MUST BE FREE OF DIRT AND GREASE!

The required number of layers should be laid out on a plastic foil and impregnated with resin before
applying them to the damaged area. The foil must be removed after the cloth has been applied to
the damaged area.

After initial hardening at room temperature, the damaged area must be cured in accordance with
the prescribed temperature cycle (15 hrs. at 50°C / 122°F).

After the area is completely hardened, it may be sanded and painted.

CAUTION: ONLY SAND THE EDGES OF THE REPAIRED AREA!

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B. Major Damage

The damaged area must be uncovered down to the basic laminate. A counterpart made of two
layers of glass fiber cloth must be constructed. The counterpiece should be approximately 20 mm
(0.8 inches) larger than the area to be repaired. The counterpiece should be placed on the inside
with thickened resin, and aligned to the contour with self tapping screws. Allow the piece to harden
at room temperature for 8 hours.

The damaged area must be chamfered with sanding paper. The proper chamfering length per cloth
layer is approx. 20 mm (0.8 in.). The ratio between laminate thickness and chamfering length should
be approx. 1:50.

After chamfering, the area must be cleaned as follows:

(a) Remove sanding dust with pressurized air.

(b) Wash the chamfered area with carbon tetrachloride or acetone if dirt or grease has emerged
during chamfering.

CAUTION: THE REPAIR AREA MUST BE FREE OF DIRT AND GREASE!

The damaged area must be covered with resin. Place the cloth layers, and impregnate with resin.
Pay special attention to the correct orientation of the fibers. The cloth must be impregnated with
resin using a brush or roller. The most outward layer must be covered with a peel ply.

After initial hardening at room temperature, the damaged area must be cured in accordance with
the prescribed temperature cycle (15 hrs. at 50°C / 122°F). Then the peel ply must be removed.

After the area is completely hardened, it may be sanded and painted.

CAUTION: ONLY SAND THE EDGES OF THE REPAIRED AREA!

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C. Cracks in Wing Leading Edge Bonding

(a) Determine depth of crack.

) case 1 Crack does not extend under laminate of upper skin: Removal of laminate not
required.

If crack continues under skin, remove laminate and thickened resin until end of crack is reached.

) case 2 Not more than a 10 mm (0.4") wide strip of laminate (measured parallel to
leading edge) had to be removed.

) case 3 More than 10 mm (0.4") of laminate removed.

(b) Chamfer existing laminate. Minimum chamfer length:

) case 1 15 mm or 0.6 inch

) case 2 30 mm or 1.2 inch

) case 2 60 mm or 2.4 inch

(c) Remove sanding dust using compressed air.

(d) Wash the chamfered area with carbon tetrachloride or acetone if dirt or grease has emerged
during chamfering.

(e) Fill groove with resin and microballoons.

(f) Prepare impregnated laminate on plastic foil using diagonally oriented layers, chamfer length see
step (b).

) case 1 2 layers type 92110

) case 2 2 layers type 92125

) case 3 4 layers type 92125

(g) Apply resin to repair area, apply prepared laminate, remove plastic foil.

(h) Allow hardening at room temperature, then cure repair area in accordance with prescribed
temperature cycle (15 hrs. at 50°C / 122°F).

(i) Sand edges of repair area, paint repair area.

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7. Spar Repair

The upper and lower cap of the wing spars consist of carbon fiber rovings. In any case, the repair of
a spar is considered to be a major repair. Spar repairs, if at all possible, may only be carried out by the
manufacturer.

8. Painting

When the laminate in the repair area is hardened and cured, sand the area with no. 80 sanding paper
to remove the major unevenness. Smaller unevennesses are primed. Then use no. 150 or 320 sanding
paper to create a uniform rough surface. Clear repair area from dust, parting compounds and other
foreign substances. Apply primary coat and paint according to the paint manufacturer's instructions.

9. Repair of Cracks

A. Repair of Cracks Near the Entrance Steps

In case of cracks at the entrance step area, the structure has to be reinforced. If cracks are found
or repairs because of cracks were already done before:

Detail Steps/Work Items Key Items/References

CAUTION: DO NOT DAMAGE THE COMPOSITE STRUCTURE.

(1) Sand the paint coat and check the composite

structure.

(2) In case of cracks or delamination, repair them

according to instructions given in the AMM.

(3) Prepare the outside composite structure on a

250 x 200 mm (9.8 x 7.9 in) area around the
entrance steps attachment bolts for
reinforcement.

(4) Apply

S One layer of 92140 (±45°) 200 x 150 mm

(7.9 x 5.9 in) and then

S One layer of 92110 (0°/90°) 220 x 170 mm

(8.7 x 6.7 in).

(5) Cure, post cure and paint the reinforced area.

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Detail Steps/Work Items Key Items/References

(6) Prepare surface and paint the reinforced area in

accordance with Section 8.

B. Repair of Cracks at the Connection Between Backrest and Fuselage

If cracks in the thickened resin are detected at the connection between backrest and fuselage in region
of canopy frame:

Detail Steps/Work Items Key Items/References

CAUTION: DO NOT DAMAGE ANY COMPOSITE LAMINATE STRUCTURE.

(1) Remove thickened resin with a hand milling

machine until the crack has disappeared.

(2) Fill the gap with thickened resin.

(3) Laminate a 50 mm (2 in.) stripe of 2x 92110

(±45°) over the gap.

(4) Cure, post cure and paint the repair area.

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10.Repair of the Firewall Insulation

NOTE: All parts must be removed from the firewall (screws, cables, etc.).

NOTE: All linear measures in the sketches are mm.

Detail Steps/Work Items Key Items/References

(1) Remove fire resistant resin from the edges of

sheet metal to fuselage structure.

CAUTION: DO NOT DAMAGE THE COMPOSITE STRUCTURE BEHIND.

(2) Cut the sheet metal 140 mm (5.51 in) right from
the centerline. (when viewed from the front
side).

(3) Remove sheet metal from firewall.

(4) Remove old Fiberfrax thoroughly from metal

and composites.

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Detail Steps/Work Items Key Items/References

(5) Check composite structure for damage

(particularly around the heating valve).

If necessary, repair in accordance with the

AMM.

Basic Lay Up Firewall around Heating valve:

- 1 ply 8.4554.60 (92140) 0°/90° over all

- 2 ply 8.4554.60 (92140) ± 45° over all

Example of a damaged firewall
- 1 ply 8.4554.60 (92140) 0°/90° over all

- 1 ply 8.4554.60 (92140) 0°/90° 200x1000 mm

(only on horizontal part of firewall)

In case of doubt, contact Diamond Aircraft

Industries GmbH.

Sand all damaged layers. Chamfer each layer

with a stagger length of 20 mm.
Firewall after repair
NOTE: Do not remove all layers to keep
contour.

(6) Fix the metal strip on the left half of firewall

sheet metal by spot-welding or riveting with
A3.2 x 5.5 rivets.

Seal the strip and sheet with firewall sealant

PR 812 KIT 25 or Dapco 2200.

(7) Prepare the right side of the strip with Ø 2 mm

(0.08 in) drills for rivets according to the sketch.

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Detail Steps/Work Items Key Items/References

(8) Adjust both halves of the sheet metal to the

firewall bulkhead.

CAUTION: THE METAL SHEET MUST NOT WARP.

NOTE: The plates should be affixed with screws and screw clamps through the
holes which are already in the metal sheet and the firewall bulkhead.

(9) Prepare 4 plates of wood or plastic to fix the

sheet metal over the whole surface of the
firewall bulkhead.

(10) Remove the plates and the metal sheets.

(11) Adapt the shape of the Fiberfrax to the shape of

the sheet metal and firewall bulkhead (including
the drills).

CAUTION: FOLLOW THE ADVICES OF THE FIBERFRAX AND ADHESIVE

MANUFACTURER.

(12) Spread the Fiberfrax adhesive equally over the

whole surface of the firewall bulkhead and
Fiberfrax paper.

(13) Affix the Fiberfrax on the firewall.

(14) Spread the Fiberfrax adhesion equally over the

whole surface of the sheet metal and the
second surface of the Fiberfrax paper.

(15) Affix the metal sheet on the Fiberfrax.

CAUTION: THE METAL SHEET SHALL NOT WARP, IF IT WRAPS, REMOVE

THE PLATES AND AFFIX THEM AGAIN.

(16) Press the prepared plates against the metal

sheet with screws and screw clamps.

(17) Let Fiberfrax adhesive cure (according to

adhesive manufacturer’s advice).

(18) Remove the plates.

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Detail Steps/Work Items Key Items/References

CAUTION: DO NOT DAMAGE THE FIBERFRAX OR THE COMPOSITE

STRUCTURE BEHIND BY DRILLING DEEPER THAN 2 MM (0.08 IN).

(19) Drill out the prepared drills for the rivets on the
right side of the strip.

(20) Seal the slit between strip and sheet with

firewall sealant PR 812 KIT 25 or Dapco 2200.

(21) Set the rivets at the right side of the strip and
the sheet (refer to sketch in instruction step 6).

(22) Cover the edge from sheet metal to fuselage

with fire resistant sealant PR 812 KIT 25 or
Dapco 2200 and let it set (according to resin
manufacturer advice).

(23) Clean working areas, check for foreign objects.

(24) Check all altered, replaced, repaired parts for

proper function.

(25) Test all systems in working area for function.

(26) Do all necessary entries in the airplane logs.

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11.Repair of Resin Erosion at Trailing Edge Spar

Detail Steps/Work Items Key Items/References

(1) Examine wing, horizontal and vertical stabilizer

trailing edge spar for resin erosion:

Glass fabric surface is open without being

soaked with any resin.

wing upper side

CAUTION: DO NOT DAMAGE ANY GLASS LAYER.

(2) Remove the aged foam strip in the edge of wing

upper shell and trailing edge spar. Clean glass
fabric structure carefully.

(3) Examine structure for cracks or delamination. In

case of any finding, report Diamond Aircraft
Industries to receive repair instructions.

(4) Refill the edge of wing upper shell and trailing

edge spar with thickened resin.

(5) Refill the dry glass fabric with neat resin.

Make sure that the resin does not block any

thread or holes.

(6) Pre-cure laminating i.a.w. AMM Section 51-10.

(7) Post-cure laminating i.a.w. AMM Section 51-10.

(8) Clean working areas, check for foreign objects.

(9) Check all altered, replaced, repaired parts for

proper function.

(10) Test all systems in working area for function.

(11) Do all necessary entries in the work report.

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Section 51-20
REPAIR OF METAL PARTS
1. General

A. Steel Fittings

Repairs of metal fittings should only be performed after consulting the manufacturer.

If welding is required, it must be performed with a TIG (Tungsten Inert Gas) welder.

1.7734.2 (for 1.7734.4 and for St 35 BK or combinations of 1.7734.4 and St 35 BK) must be used
as welding additive.

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Section 51-80
ELECTRICAL BONDING

1. General

This Paragraph tells you how to do a test of the bonding system.

The resistance measurements on the DV 20 have to be carried out with milliohmmeter and Kelvin
probes. The test current must be approximately 2 amps.

Measure the resistance between the electrical shelf (reference point RP 01) and the test points (TP xx)
in accordance with Figure 1.

The airplane must be in serviceable condition during the tests, except that the engine cowling must be
removed.

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2. Test Points

Max Measured
Description Permitted Resistance OK
Test Point Resistance Signature
(mΩ)
(mΩ)

TP 01 Engine exhaust 20

TP 02 Engine mount 2

TP 03 LH side of engine firewall 8

TP 11 LH instrument panel 14

TP 12 LH instrument panel 14

TP 13 Radio mountings 16

TP 14 Copilot stick 30

TP 15 Pilot stick 30

TP 16 Fuel tank filler 40

TP 17 Fuel tank 36

TP 18 ELT antenna 66

TP 19 GPS antenna 80

TP 20 Rudder bracket 150

TP 21 LH wheel 40

TP 22 LH aileron drive lever 150

TP 23 LH ACL power supply 90

TP 24 LH position light 90

TP 31 RH wheel 40

TP 32 RH aileron drive lever 150

TP 33 RH ACL power supply 90

TP 34 RH position light 90

TP 40 Elevator trim 40

TP 41 Fuel pump 30

TP 42 Flaps drive unit 40

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Figure 1: Test the Electrical Bonding System

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CHAPTER 53

FUSELAGE

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TABLE OF CONTENTS

CHAPTER 53-00
FUSELAGE

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 53-10
MAIN FRAME

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Bulkheads and Stiffeners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Section 53-11
CANOPY

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Section 53-31
INSPECTION HOLES

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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CHAPTER 53-00
FUSELAGE
1. General

The DV 20 KATANA fuselage is of semi-monocoque construction. The self supporting GFRP-fuselage

is reinforced with bulkheads and stiffeners. The number of orientation of the layers corresponds to the
loads in the individual sections. Therefore the fuselage skin has different thicknesses and fiber
orientations.

Figure 1: Fuselage Structure

LEGEND

1 Firewall 9 Seat Shells

2 Center Console 10 Main Bulkhead

3 Backrest 11 Sickle Shaped Bulkhead

4 Fuselage Skin 12 B-Bulkhead

5 Rudder Fin Stiffener 13 Half-Bulkhead

6 Rudder Fin Web 14 Ring Frame No. 1

7 Floor Element 15 Ring Frame No. 2

8 Transverse Stiffener 16 Ring Frame No. 3

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Section 53-10
MAIN FRAME
1. General

The DV 20 KATANA consists of a fuselage structure containing bulkheads and stiffeners which are:

) Firewall

) Floor Element

) Transverse Stiffener

) Main Bulkhead

) Sickle Shaped Bulkhead

) B-Bulkhead

) Roll Bar

) Half-Bulkhead

) Ring Frames 1 + 2 + 3

) Dinosaur Bulkhead

) Rudder Fin Stiffener

) Rudder Fin Web

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2. Bulkheads and Stiffeners

The bulkheads and stiffeners are of different shape. They are fabricated from glass fiber laminate.

A. Firewall

The firewall of the DV 20 KATANA separates the engine compartment from the rest of the fuselage.
It is fabricated from glass fiber laminate. For fire protection the front side of the firewall is covered
with heat resistant protective texture as well as with stainless sheet steel. The heat resistant texture
and sheet steel are attached using a special adhesive. In addition they are secured by the different
components attached to the firewall. The firewall is attached to the fuselage with a thickened resin
mixture.

B. Floor Element

The floor element is located in the forward cockpit area. It consists of GFRP and is bonded to the
fuselage lower skin. The rudder pedal assemblies on both sides are mounted to the floor element.

C. Transverse Stiffener

The transverse stiffener is attached to the fuselage and the floor element. Attached to the
transverse stiffener are the control stick mounting ribs as well as the guide rollers for the rudder
control cables.

D. Main Bulkhead

The main bulkhead has a box-shaped cross section with carbon fiber layers on top and bottom. It
is connected to the fuselage sidewalls and to the sickle shaped bulkhead through bondings. The
wing spar stumps are connected to the main bulkhead through the main bolts. The landing gear
structure is attached to the lower half of the main bulkhead with bolts and additionally secured by
bonding. The bulkhead transition structure on each side contains the A-bolt for the wing connection
within the front area, and the pockets for the ailerons and wing flaps in the rear area.

E. Sickle Shaped Bulkhead

The sickle shaped bulkhead is bonded to the fuselage lower skin and the main bulkhead. The sickle
bulkhead is fabricated of glass fiber laminate. In its center area it is formed into a U-profile, where
further fittings and bellcranks for the aileron and wing flap controls are attached.

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F. B-Bulkhead

The B-bulkhead is also fabricated of glass fiber laminate and is, in the rear cabin area, attached
to the fuselage skin with resin. Its Z-profile is used to mount the fuel tank. On both sides of the
B-bulkhead, the B-bolts for the wing connection are installed. The rudder lever is located in the
lower part of the B-bulkhead.

G. Roll Bar

The roll bar is integrated into the fuselage at the rear edge of the canopy support for reinforcement
of the rear cabin area. Its Z-profile is fabricated of laminate including carbon fiber layers.

H. Half-Bulkhead

The half-bulkhead is attached to the fuselage skin and holds the forward guide of the elevator push
rod.

I. Ring Frames No. 1, 2, and 3

For reinforcement of the fuselage tube, three ring frames are installed into the rear fuselage
structure. Ring frame no. 2 holds another guide for the elevator push rod.

J. Dinosaur Bulkhead

The dinosaur bulkhead is also a GFRP part. It is located in the rearward fuselage tube.

K. Rudder Fin Stiffener and Rudder Fin Web

These components fabricated from glass fiber laminate are installed using thickened resin. An
auxiliary bulkhead is attached below the rudder fin stiffener for reinforcement. The elevator mount,
as well as the rudder mounting hardware are installed to the rudder fin web.

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Section 53-11
CANOPY
1. General

The DV 20 KATANA is equipped with a single piece lifting canopy with a frame fabricated of glass fiber
laminate and rovings. To provide a generous all around view, an acrylic glass window is installed. It
is held by screws and a bonding. The canopy is equipped with two emergency windows.

On both sides of the canopy, swivel arms are installed which are equipped with springs to
counterbalance the weight of the canopy. To guide the swivelling motion, a third suspension point is
provided in the upper rear area.

Locking of the closed canopy is performed using four locking pins which move in Teflon coated
hardware in a longitudinal direction.

Canopy locking levers are located on both sides. They are connected to each other to enable opening
of the canopy from one side in case of an emergency.

Grips are installed on either side of the canopy frame. These grips and the supporting spring force
enable a soft closing of the canopy.

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2. Troubleshooting

The following table lists defects as they could appear on the canopy system, and their correction.

Complaint Possible Cause Repair

Canopy jams. Defective locking pins. Replace.

Emergency window hard to Unclean or defective guides. Clean or replace.

open.

Locking lever loose or worn. Defective locking lever. Replace.

Loose mounting hardware. Tighten.

Grip loose. Loose mounting hardware. Tighten.

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3. Removal and Installation

A. Canopy, Complete

The canopy can be removed and installed easily and fast.

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Open canopy.

(2) Remove the screw located on the upper guide

lever.

(3) Remove rod end bearings on swivel arms from

the canopy frame.

(4) Remove canopy.

CAUTION: TWO PEOPLE ARE REQUIRED FOR REMOVAL OF THE CANOPY.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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B. Emergency Windows

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Unscrew upper window guide.

(2) Lift window from lower window guide.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

NOTE: For installation of the window guides, ACRYFIX should be used. The screws
should be torqued very carefully.

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Canopy Assy

Magnetic Compass

DV Panel

DV Panel
Handle, Inner

Strut
Tension Spring

Safety Lock

Figure 1: Canopy, Complete

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Section 53-31
INSPECTION HOLES
1. General

The DV 20 KATANA fuselage has four inspection holes. Their covers are fitted to the surface of the
fuselage and are installed either with self-tapping screws or quick lock fasteners. The openings enable
visual inspection and access to components and connections.

2. Description

The covers are made of aluminum or GFRP material. The covers are located on the fuselage bottom
side, front and rear, and two in the middle. The forward cover enables access to the nose wheel
mounting area, the covers in the middle enable access to the electrical fuel pump and the fuel drain
valve. The rear cover enables access to the control gear in the vertical tail area.

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CHAPTER 55

STABILIZERS

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TABLE OF CONTENTS

CHAPTER 55-00
STABILIZERS

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 55-10
HORIZONTAL STABILIZERS

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Section 55-40
RUDDER

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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CHAPTER 55-00
STABILIZERS
1. General

The tail plane of the DV 20 KATANA consists of the horizontal stabilizer (elevator fin), elevator
including trim tab, vertical stabilizer (rudder fin), and rudder. This chapter describes only the horizontal
stabilizer, elevator and rudder.

The structural design is described in this chapter, while Chapter 27 describes removal and installation
of the control surfaces.

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Section 55-10
HORIZONTAL STABILIZERS
1. General

Attached to the horizontal stabilizer is the elevator with the trim tab located in the middle.

2. Description

The horizontal stabilizer is attached to the rudder fin web with a metal fitting and two times four bolts.
A second mounting point is located near the leading edge of the horizontal stabilizer. Here a pivot
engages in the eye of the forward horizontal stabilizer fitting.

The upper and lower half of the horizontal stabilizer are of GFRP sandwich construction using PVC
rigid foam. The continuous spar and the web at the hinge line are also made of GFRP. The fittings are
attached with bolts and thickened resin. The tips are attached to the horizontal stabilizer with screws.

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3. Removal and Installation

A. Horizontal Stabilizer

Rudder must be removed (refer to Sub-Chapter 27-20-30), elevator and trim tab must be
disconnected from rearward controls (refer to Sub-Chapters 27-30 and 27-40).

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove horizontal stabilizer mounting bolts on
fuselage side.

(2) Remove the horizontal stabilizer from the

forward fitting by pulling to rear and
simultaneously lifting slightly.

(3) Disconnect the NAV antenna connector.

(4) Remove elevator by lifting.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence. For

torque values of the mounting nuts and bolts
refer to Chapter 20.

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Section 55-40
RUDDER
1. General

The conventionally designed DV 20 KATANA rudder allows flight control of the airplane about the
vertical axis. For maintenance information refer to Chapter 27-20-30.

This chapter describes only the rudder structure.

2. Description

The symmetrical half shells of the rudder are manufactured of PVC rigid foam covered on both sides.
The upper pivot is installed using thickened resin. The balancing mass consists of a lead weight
attached to the nose in the upper half of the rudder.

3. Removal and Installation

For removal and installation of the rudder refer to Chapter 27-20-30.

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CHAPTER 57

WINGS

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TABLE OF CONTENTS

CHAPTER 57-00
WINGS

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 57-10
WING STRUCTURE

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4. Bolt Play . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
5. Replacement of Main Bolt Bushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Section 57-50
WING FLAPS

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Section 57-60
AILERONS

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

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CHAPTER 57-00
WINGS
1. General

The wing assembly of the DV 20 KATANA is a low wing monoplane design, and consists of two
cantilever wings with ailerons and wing flaps. The wings are of semi-monocoque sandwich
construction. For removal and installation of the wing flaps refer to Chapter 27. The structure is
described in this chapter.

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Section 57-10
WING STRUCTURE
1. General

The DV 20 KATANA is a low wing monoplane design, using conventional ailerons and wing flaps.

2. Description

The cantilever wings of the DV 20 KATANA are of semi-monocoque sandwich construction.

An I-spar with caps constructed of carbon fiber is the base of the wing construction. The spar stumps
reach to the middle of the fuselage.

Each wing is attached to the fuselage using three bolts. The A- and the B-bolts are fixed to the
fuselage's root rib and are oriented in cross direction. The A-bolt is placed in front of the main
bulkhead, while the B-bolt lies near the trailing edge.

The two main bolts are oriented in flight direction and are placed in the middle of the main bulkhead
which serves as spar bridge. They are accessible between the backrests and can be removed.

The web at the hinge line stiffens the wing structure. Furthermore it holds the aileron and flap hinges.

Wing tips are screwed to the ends of the wing structure. A handhole is located on the upper wing
surface which enables access to the B-bolt for removal of the wing. Two inspection windows fabricated
of acrylic glass are located on the lower wing surface. They allow visual inspection of the aileron and
flap bellcranks.

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3. Removal and Installation

NOTE: Some S/N's are equipped with the optional wing folding mechanism. Refer to the
Supplement to the Airplane Flight Manual for a description.

(1) Removal

Detail Steps/Work Items Key Items/References

(1) S/N's 20.101 and subsequent: remove baggage
compartment floor, disconnect aileron and flap
controls in wing root.

(2) Remove handhole lid next to wing root on upper

surface near trailing edge.

(3) Remove B-bolt fastening unit.

(4) Remove locking device from main bolt, support

wing.

(5) Extract main bolt.

(6) Carefully remove wing from main bulkhead,

observing and disconnecting the electrical
harness located at the root for the lights
installed at the wing tips. When removing the left
wing, observe and disconnect the Pitot, static,
and stall warning system lines.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence. Before
installing, clean and lubricate the mounting
bolts. S/N's 20.005 thru 20.100: also clean and
lubricate rollers in flap and aileron bellcranks.

CAUTION: ENSURE PROPER CONNECTION OF MOUNTING BOLTS, FLAP

AND AILERON CONTROLS, ELECTRICAL CONNECTOR, AND, ON
THE LEFT SIDE, OF THE PITOT STATIC AND STALL WARNING
LINES (SEE FIGURES 1 THRU 4).

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Figure 1: Connectors and Bolts on LH Wing Root

Figure 2: Proper Connection of Bellcrank and Pocket at Wing Root (Ailerons and Flaps)
Only S/N's 20.005 thru 20.100

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Figure 3: Properly Secured B-bolt

Flight Direction

Main Bolt Locking Device

Main Bulkhead

Figure 4: Properly Secured Main Bolts

Drawing does not show wing spar and wing spar bushing.

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4. Bolt Play

A. Radial Play

The wing connection bolts are not sensitive to radial play. However, the radial play should not
exceed the values given in the table below.

A-bolt in spherical bearing 0.08 mm 0.003"

B-bolt in spherical bearing 0.08 mm 0.003"

Main bolt in spar stump bush 0.125 mm 0.005"

Main bolt in main bulkhead bush 0.08 mm 0.003"

B. Axial Play

Maximum admissible values:

Tube connecting the two B-bolts 0.3 mm 0.012"

Spherical bearing for B-bolt 0.3 mm 0.012"

(Measured with force of hand with wings removed from fuselage.)

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5. Replacement of Main Bolt Bushing

NOTE: Limits for play are defined in the Paragraph 4.

Detail Steps/Work Items Key Items/References

CAUTION: DO NOT DAMAGE THE COMPOSITE STRUCTURE.

(1) Cut the bushings parallel to the longitudinal axis

with a hand-milling machine.

(2) Remove bushings from the main bulkhead (4x).

Prepare the area for pasting the new bushings.

(3) Paste bronze bushings with thickened resin.

(4) Align the bushings by inserting the main bolts.

(5) Cure and post cure the bushings.

(6) Cut and remove the bushings form the spar

stump (2x).

(7) Paste bronze bushings with thickened resin.

(8) Align the bushings by mounting the wings (the

bushings must be relieved from load).

(9) Cure and post cure the bushings.

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Section 57-50
WING FLAPS
1. General

The DV 20 KATANA is equipped with electrically operated wing flaps which are attached to the wings
with hinges.

For removal and installation refer to Chapter 27-50.

This sub-chapter only describes the structure.

2. Description

The wing flaps are of semi-monocoque sandwich construction consisting of PVC rigid foam and glass
and carbon fiber layers.

The flap has ribs on its inboard and outboard edges. The flap horn is installed in the middle of the flap.
Each flap is attached to the wing using four hinges and the flap horn. The hinges are secured with
screws to the flaps.

3. Removal and Installation

For removal and installation of the wing flaps refer to Chapter 27-50, which also describes all required
adjustments.

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Section 57-60
AILERONS
1. General

The DV 20 KATANA is equipped with one aileron on each wing, operated by push rods. For a systems
description as well as for removal and installation procedures of the aileron controls refer to Chapter
27-10.

This sub-chapter only describes the structure and the removal and installation of the ailerons.

2. Description

The ailerons are of semi-monocoque sandwich construction consisting of PVC rigid foam and glass
and carbon fiber layers. They have ribs on either side. The ribs are attached to the ailerons by use of
thickened resin.

Each aileron is attached to the wing by four hinges and the aileron horn. The aileron control system
is connected to the aileron horn which is attached to the aileron with bolts.

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3. Removal and Installation

Aileron push rod must be removed (refer to Chapter 27-10).

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove the dowel pins, extract bearing
journals.

NOTE: Secure the aileron from falling down! To ensure easy re-installation, mark
location and direction of the bearing journals.

(2) Remove aileron.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

Dowel Pin
Bolt

Bushing

Plug

Hinge

Figure 1: Hinge

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CHAPTER 61

PROPELLER

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TABLE OF CONTENTS

CHAPTER 61-00
PROPELLER

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4. Installation Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
5. Minor Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

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CHAPTER 61-00
PROPELLER
1. General

The DV 20 KATANA is equipped with one of the following propeller models:

) Hoffmann HO-V72F/S170DW (with 912 A3 engine only)

) Hoffmann HO-V352F/170FQ (with 912 A3 or S3 engine)

) Hoffmann HO-V352F/C170FQ (with 912 A3 or S3 engine)

) mt-Propeller MTV-21-A/175-05 (with 912 A3 engine only)

These propellers have a hydraulic infinitely variable pitch adjustment controlled by a propeller
governor. When the desired propeller speed is preselected, the governor automatically keeps the
speed at a constant value, regardless of manifold pressure and airspeed.

2. Description

The constant speed propeller consists of three main units: hub assembly, blade assembly, and spinner
assembly.

Detailed information on the construction of the propeller can be found in the propeller manufacturer's
documentation (refer to Chapter 03).

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3. Troubleshooting

The following table lists defects as they could appear on the propeller, and their correction.

Complaint Possible Cause Repair

Blade shake. Loose blade bearing. Hoffmann: Tighten retention

nut to 25 - 30 Nm (18.4 to
22.1 lbs.ft.). Use new safety
plate and sealing.

mt-Propeller: Contact
manufacturer or approved
repair station in case of
bladeshake in excess of 3 mm
(1/8").

Sluggish RPM. Cold oil. Allow engine to warm up

sufficiently.

Friction in pitch change Hoffmann: Move pitch change

mechanism. mechanism by turning blades
by hand. If excessive friction is
revealed, contact repair
station.

mt-Propeller: Turn blades

within angular play. If
excessive friction is revealed,
contact propeller manufacturer
to inspect blade retention
system.

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Complaint Possible Cause Repair

Surging RPM. Trapped air in propeller piston. Hoffmann: Move propeller

speed control at least 3 times
over the entire pitch range to
release air.

mt-Propeller: Move propeller

speed control at least twice
before flight at about
1800 RPM with a drop of about
500 RPM.

Oil sludge in system. Contact repair station to clean

oil lines in engine, cylinder,
propeller, and governor.

Wrong speeder spring in Check governor designation

governor. with Airplane Type Certification
Data Sheet.

Speeder spring in governor too 5 periods of surging with low

weak. amplitude are acceptable. If
governor does not stabilize
then, contact repair station.

Improper pitch setting in Check whether pitch setting

propeller. conforms to data given in
Airplane Type Certification
Data Sheet.

Check static RPM.

Abrupt movement of prop Move controls slowly and

control or throttle control. smoothly.

Improper carburetor Adjust.

adjustment.

Oscillation of tachometer. Check tachometer and drive.

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Complaint Possible Cause Repair

Differences in RPM during Up to ± 50 RPM are system

climb, cruise, and descent inherent. If this value is
without propeller speed control exceeded:
lever movement.
Friction in propeller or Contact propeller
governor. manufacturer.

Defective RPM indicator. Replace.

Increasing RPM during normal Oil leakage which is visible Replace seals.
operation without movement of from outside.
propeller speed control lever.

Pitch change due to leakage in Contact engine repair station.

internal oil system between Oil transfer rings on propeller
governor and propeller. shaft may be defective, or
supply of engine oil to governor
may be insufficient.

Internal leakage in propeller. Contact propeller

manufacturer.

Malfunction of governor drive Contact repair station to

or governor relieve valve. replace governor.

RPM drop during normal Failure of governor speeder Contact repair station to
operation without movement of spring, or plunger stuck in replace governor.
propeller speed control lever. governor.

Defective propeller speed Repair or replace.

control bowden cable.

Dirt in fuel system. Clean.

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Complaint Possible Cause Repair

Pitch change extremely Clogged oil lines between Contact repair station to have
sluggish after movement of governor and propeller. lines cleaned.
propeller speed control lever
NOTE: This kind of malfunction
and/or RPM changes with
does not appear abruptly. The
airspeed and manifold
quality of the prop speed
pressure as in case of a fixed
control function deteriorates
pitch propeller.
slowly over a period of time.
This condition should be
detected during preflight
inspections.

Oil sludge in cylinder of Contact repair station to clean.

propeller pitch change NOTE: see NOTE above.
mechanism.

Defective pitch change Contact propeller

mechanism in propeller. manufacturer.
NOTE: This failure may occur
suddenly.

Corrosion in the blade Contact repair station.

bearings.

Oil leakage (may either be Defective seals. Replace.

visible from outside or not).

Engine running roughly, Poor static or dynamic Re-balance.

eventually in limited RPM balance.
range.

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4. Installation Procedure

NOTE: Propeller installation may only be carried out by authorized personnel and must be
checked immediately after completion. Any maintenance must be performed in
accordance with the propeller manufacturer's documentation.

Detail Steps/Work Items Key Items/References

(1) Clean propeller and engine flange with gasoline
or a similar substance. The torque is transmitted
through friction, therefore the flange surfaces
must be clean.

NOTE: Do not install additional O-Rings!

(2) Check O-rings.

Hoffmann: Check whether both O-rings are

installed in the centering ring. Install centering
rings to hub.

mt-Propeller: Check position of O-ring installed

in propeller flange.

(3) Hoffmann: Install propeller to centering on

engine flange. Be careful not to damage the
O-ring in the centering ring.

mt-Propeller: Install spinner backplate. Install

propeller, considering position relative to
spinner backplate.

(4) Tighten nuts on flange uniformly in crosswise

order. Proper torque: see propeller manual.
Verify nuts and bolts are clean (do not lubricate)
and turn easily on bolt threads.

(5) Check track of propeller blades approx. 10 cm

(4 inches) from the blade tips at the trailing
edge. Maximum allowable value: 3 mm (0.12").
For this check, the propeller should be turned
opposite to its direction of rotation in order to
avoid inadvertent engine firing.

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Detail Steps/Work Items Key Items/References

(6) Install spinner in accordance with the markings.

Ensure sufficient guidance on guiding plate.
Apply a light coat of motor oil to rubber before
installing spinner. Torque of spinner mounting
screws:
Hoffmann: 2.5 to 3.0 Nm (22.1 to 26.6 in.lbs.),
mt-Propeller: 4 to 5 Nm (35.4 to 44.3 in.lbs.).

5. Minor Repairs

Minor repairs (small paint cracks etc.) may be performed without special authorization. Ensure that the
wood core and the glass fiber coating are not damaged. The damaged area is cleared from grease
with common solvents and sanded with no. 220 sanding paper. If necessary, the repair area should
be treated with adequate nitro surfacer. Be careful not to apply a too thick coat. After the surfacer has
hardened, generate an even surface with no. 220 sanding paper. Paint damaged area. Only original
paint should be used, since the durability of other products cannot be guaranteed. In the event that
several paint layers are applied, observe drying time.

This procedure is not valid for the plastic leading edge of the HO-V352F/C170FQ propeller.

If moisture has entered the wood core, the propeller must be sent to the manufacturer for repair.

In case of major damage, the propeller must also be removed from the airplane and sent to the
manufacturer.

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CHAPTER 71

POWER PLANT (ENGINE)

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TABLE OF CONTENTS

CHAPTER 71-00
POWER PLANT (ENGINE)

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5. Maintenance Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

CHAPTER 71-10
COWLING

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

CHAPTER 71-20
ENGINE MOUNT

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

CHAPTER 71-60
AIR INTAKES AND GUIDES

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

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CHAPTER 71-00
POWER PLANT (ENGINE)
1. General

This chapter describes the engine installed in the DV 20 KATANA, its external units, removal and
installation, as well as the troubleshooting procedures.

For maintenance or overhaul of the engine refer to the engine manufacturer's documentation. For
operation refer to the Operator's Manual.

Coolant Equalizing Reservoir

Coolant Dispatcher Vessel

Oil Tank
Air Distribution Box

Carburetor
Propeller Governor

Reduction Gear

Mechanical
Fuel Pump

Oil Filter

Intake Air Filter

Figure 1: Engine

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2. Description

The engine installed in the DV 20 KATANA is a ROTAX 912 A3 with a take-off performance of 80 hp
at 5800 RPM.

Optionally installed may be the ROTAX 912 S3 engine with a take-off performance of 100 hp at
5800 RPM.

The 4 cylinder, 4 stroke horizontally opposed type engine has a dry sump forced lubrication system.
It has air cooled cylinders and liquid cooled cylinder heads.

The propeller rotates in clockwise direction. Due to the reduction gear, the engine turns in opposite
direction. The engine is equipped with self-adjusting valves which are maintenance free. The trigger
coils of the breakerless capacitor discharge type dual ignition are integrated together with the
alternator into the engine.

Attached to the integrated reduction gear is a hydraulic type propeller governor. The reduction gear
is equipped with an overload clutch and a mechanical vibration damper. Attached to the engine are
the electric starter, a mechanical fuel pump, two carburetors, an air distribution box, and an air intake
filter.

The engine is operated via bowden cables.

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If an engine with suffix -01 is installed, the item ‘Max. cylinder head temperature’ is changed to ‘Max.
coolant temperature’ as shown in the paragraph below.

Engine Specification of the ROTAX 912 A3

RPM's are propeller speeds, crankshaft speeds in brackets.

Take off performance 59.6 kW (80 hp)

Take off RPM 2550 RPM (5800 RPM)

Max. continuous power 58 kW (78 hp)

Max. continuous RPM 2420 RPM (5500 RPM)

Idle RPM 950 RPM

Bore 79.5 mm

Stroke 61.0 mm

Displacement 1211 cm3

Compression ratio 9.0 : 1

Ignition order 1-4-2-3

Min. oil pressure

up to engine serial no. 4.410.226 1.5 bar (22 psi)

engine no. 4.410.227 and higher 0.8 bar (12 psi) below 1550 RPM
(3500 RPM)

Normal oil pressure 2-5 bar (29-73 psi) above 1550 RPM

(engine no. 4.410.227 and higher)

Max. oil pressure 5 bar (73 psi)

Max. short-term oil pressure in case of cold-start 7 bar (102 psi)

Max. oil temperature 140°C (284°F)

Max. cylinder head temperature 150°C (302°F)

Max. coolant temperature 120° C (248° F)

Mass (weight), dry 59.8 kg (132 lbs.)

(without exhaust system, radiator and airbox)

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If an engine with suffix -01 is installed, the item ‘Max. cylinder head temperature’ is changed to ‘Max.
coolant temperature’ as shown in the paragraph below.

Engine Specification of the ROTAX 912 S3

RPM's are propeller speeds, crankshaft speeds in brackets.

Take off performance 73.5 kW (100 hp)

Take off RPM 2385 RPM (5800 RPM)

Max. continuous power 69 kW (94 hp)

Max. continuous RPM 2260 RPM (5500 RPM)

Idle RPM 600 - 800 RPM

Bore 84 mm (3.31 inch)

Stroke 61.0 mm (2.40 inch)

Displacement 1352 cm³ (82.5 inch³)

Compression ratio 10.5 : 1

Ignition order 1-4-2-3

Min. oil pressure 0.8 bar (12 psi) below 1450 RPM
(3500 RPM)

Normal oil pressure 2-5 bar (29-73 psi) above 1450 RPM

Max. oil pressure 5 bar (73 psi)

Max. short-term oil pressure in case of cold-start 7 bar (102 psi)

Max. oil temperature 130°C (266°F)

Max. cylinder head temperature 135°C (275°F)

Max. coolant temperature 120°C (248° F)

Mass (weight), dry 61.0 kg (134 lbs.)

(without exhaust system, radiator and airbox)

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A. Starter

The starter is attached to the engine and is located on the right hand side, at the rear of the engine.
The starter pinion is pushed forward during the start phase to engage into the ring gear. With the
engine running, the starter pinion is retracted by centrifugal force.

B. Alternator

The permanently excited, 10 pole monophase alternator is fixed to the engine. Regulation and
rectification are achieved electronically. Output performance is 250 Watts at 13.5 to 14.5 Volts. The
alternator is directly connected to the crankshaft of the engine.

Optionally, the DV 20 may be equipped with an external alternator (OÄM 20-245). Refer to the
engine manufacturers’ manuals for more data about the alternator.

C. Ignition System

The engine is equipped with a breakerless capacitor discharge type dual ignition system which
operates totally independent from the electrical on-board network. Shielded wires are used to
connect the spark plugs to the ignition magnetos.

D. Air Distribution Box

The air distribution box is of welded aluminum design which has a built in carburetor heat flap. With
operation of this flap, pre-heated air is directed to the carburetors to prevent carburetor icing. At
maintenance, it must be ensured that the adjustment of the carburetor heat bowden cable enables
proper closing of the flap.

E. Carburetors

The BING 64/32 is an equal pressure or constant speed carburetor. The engine suction produces
a partial vacuum depending on the position of the throttle valve. The vacuum propagates to the
vacuum chamber in the upper part of the dome. The differential pressure between the vacuum
chamber and the atmosphere increases, thus lifting the piston (diaphragm) and the attached fuel
needle.

This device provides an almost constant pressure drop and an almost constant velocity of air flow
in the Venturi tube.

For a detailed description of the carburetor and its adjustment, refer to the engine manufacturer's
documentation.

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F. Reduction Gear

The step-down ratio between crankshaft and propeller is 2.2727:1 on the 912 A3 engine and 2.43:1
on the 912 S3 engine. The reduction gear contains a dampening unit to reduce torsional vibration.
This unit consists of a progressive torsional spring system using contour clamps with spring
washers acting in axial direction. The clamp mechanism has a friction dampened backlash which
is necessary to achieve a smooth idling.

Through this backlash a noticeable rotary shock is created during engine start and shut-off and in
case of sudden load changes. This effect is harmless due to the built in overload clutch.

The overload clutch also protects the crankshaft from overload in case of propeller shock load.

G. Spark Plugs

The approved spark plug type is given in the Maintenance Manual for the engine.

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3. Troubleshooting

The following table lists defects as they could appear on the engine, and their correction.

Complaint Possible Cause Repair

Engine does not start. Spark plug gap to wide. Adjust gap to 0.5 mm (0.02") or
replace plugs.

Closed fuel shut off valve. Open.

Clogged fuel filter. Clean or replace.

Leaky fuel system. Repair.

No fuel in tank. Refill airplane.

Ignition wires interchanged. Observe firing order 1-4-2-3.

Starter RPM too low, defective Recharge or replace battery.

or empty battery.

Loose or defective ignition Heck wire connections, replace

wire. if required.

Ignition box wet inside. Dry thoroughly.

Spark plugs wet from Thoroughly dry plugs inside

condensation. and outside.

Spark plugs wet from fuel due Dry spark plugs, check for
to excessive actuation of faults in fuel system.
choke or overflow of
carburetor.

Unclean or jammed fuel Clean or replace.

needle.

Clogged carburetor jets. Clean.

Water in carburetor. Drain and clean carburetor,

fuel lines, filter, and separator.

Insufficient compression. Check for loss of pressure;

carry out repair if necessary.

Engine damage. Inspect oil tank for metal

particles;
in case of presence, engine
overhaul might be required.

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Complaint Possible Cause Repair

Engine idles unsteadily after Choke activated. Deactivate.

warm up, black exhaust gas Carburetors synchronized Adjust carburetors.
inadequately.

Fuel needle unclean, jammed, Clean or replace.

or worn.

Intake manifold leaky. Tighten all connectors, replace

defective parts.

Engine runs irregularly or Spark plugs do not fire. Check plugs, clean inside and
misfires occasionally. outside, adjust electrode gap;
replace plugs if necessary.

Spark discharge over ignition Dry wet wires;

wires. replace defective wires.

Defective ignition box. Have box repaired, or replace.

Clogged fuel filter. Clean.

Engine runs too hot, oil Too much oil remaining in Check oil return line for
temperature exceeds 140°C. crankcase. clogging; check engine for gas
mixture leakage.

Insufficient air stream to oil Check for free air passage;

radiator. clean.

Insufficient oil supply. Check oil level; replenish if

necessary.

Poor oil quality. Change oil, use approved oil.

Clogged oil filter. Replace.

Excessive piston blow-by. Usual reason: worn or seized

piston rings, overhaul required.

Defective bearings. If there are metal particles in

the engine or oil tank -
overhaul required.

Defective oil temperature Replace.

indicator.

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Complaint Possible Cause Repair

Engine performance Defective ignition system. Check ignition circuits; if defect

unsatisfactory. evident, check ignition wires
and trigger coil; have ignition
box repaired.

Too much oil in crankcase. Check return line to oil tank for
clogging (seals, covers, etc.).

Insufficient fuel supply. Check fuel system.

Non-approved fuel. Refuel using approved fuel.

Incorrect throttle lever Adjust.

adjustment.

Leaky air intake. Tighten connectors, check

carburetor connecting piece.

Defective carburetor Replace.

diaphragm.

Low oil pressure. Insufficient oil level. Check oil level, replenish if
required.

Oil remains in engine and does Check oil return line for
not return to tank. clogging.

Defective oil seal. Replace.

High oil temperature. see "Engine runs too hot".

Defective pressure control Check for foreign matter,

valve. check spring.

No oil pressure, air in oil line. Bleed oil line.

Defective oil pressure Check sensor, instrument, and

indicator. wiring.

Defective crankshaft bearings. Engine overhaul required.

Post ignition. Idle speed too high. Adjust to 950 RPM.

Defective ignition switch. Check ground connections,

overhaul switch.

Overheated engine. Allow engine to cool off at

950 RPM.

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Complaint Possible Cause Repair

Excessive oil consumption. Worn, broken, or improperly Engine overhaul required.

installed piston rings.

Poor oil quality. Change oil, use approved oil

type.

Worn valve guides, poor Cylinder head repair required.

condition of valve shaft seal.

Oil leaks. Seal.

Knocking under load. Octane rating of fuel too. Use fuel with higher octane
rating.

Spark plugs installed without Ensure that there is one

sealing ring. sealing ring in each spark plug.

Excessive residue in Remove cylinder heads,

combustion chamber. remove combustion residue,
check oil consumption.

Excessive spark advance. Only possible when flywheel

has been twisted on
crankshaft; check dead center
position.

Engine hard to start at low Starting RPM too low. Preheat engine.
temperatures. Low battery charge. Recharge or replace.

High oil pressure. In case of cold-start, a reading

of up to 7 bar does not indicate
malfunction.

Too low oil pressure after Too much resistance in oil line
cold-start. at low temperatures;
shut off engine, pre-heat motor
oil.

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4. Removal and Installation

A. Engine

(1) Removal

NOTE: In many cases it is better to remove the engine together with the engine
mount from the firewall. The following is a description of such task.

WARNING: BEFORE REMOVING THE ENGINE, DISCONNECT THE BATTERY AND

CONNECT THE MAGNETOS TO GROUND (CONNECT MAGNETO
CONNECTOR WITH GROUND SCREW USING WIRE), OR REMOVE ALL
IGNITION CABLES FROM THE SPARK PLUGS.

Detail Steps/Work Items Key Items/References

(1) Install tail support. Refer to Chapter 7.

(2) Remove upper and lower cowling.

(3) Disconnect nose wheel elastomer package

assembly from engine mount.

(4) Disconnect ignition wires.

(5) Remove propeller.

(6) Disconnect battery (negative terminal first),

remove battery.

(7) Disconnect fuel line from firewall fitting.

(8) Disconnect the electrical connector on the

firewall.

(9) Disconnect bowden cables for throttle, choke,

and carburetor heat.

(10) Remove heating hose on the exhaust heat

exchanger.

(11) Disconnect manifold pressure line from firewall

fitting.

(12) Lift engine until the engine mount is without

load. Remove lower and then upper engine
mount attachment bolts and move airplane
rearward.

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Detail Steps/Work Items Key Items/References

(13) Remove exhaust, radiators, oil tank, ignition

box, engine mount, and auxiliary engine
mounts.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

B. Carburetor

(1) Installation

Detail Steps/Work Items Key Items/References

(1) Remove fuel line from carburetor.

(2) Disconnect bowden cables from air distribution

box and carburetor.

(3) Remove the air distribution box by loosening the

hose clamps and moving in rearward direction.

(4) Loosen clamp on carburetor connector, remove

carburetor in rearward direction.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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5. Maintenance Information

% For maintenance information for the power plant (engine) refer to Rotax Maintenance Documentation.

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CHAPTER 71-10
COWLING
1. General

The engine cowling consists of two halves, with an inspection cover located on the upper half allowing
access to the oil dipstick and the coolant equalizing reservoir. The cover is attached to the cowling by
a hinge and secured by a rotary lock.

Both halves of the engine cowling are attached to the airframe by quick lock fasteners.

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2. Removal and Installation

A. Removal

Detail Steps/Work Items Key Items/References

(1) Loosen fasteners on upper engine cowling.

(2) Remove upper cowling.

(3) On lower cowling, disconnect electrical

connection to landing light (located on left hand
side).

(4) Loosen fasteners on lower engine cowling.

(5) Place propeller into horizontal position and

remove cowling in forward direction.

B. Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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CHAPTER 71-20
ENGINE MOUNT
1. General

The engine is mounted to the airframe via the engine mount and the shock mounts (silentblocs). The
engine mount consists of a welded steel bar frame which is mounted to the firewall using bolts and self
locking nuts. The bolts must be re-torqued at the intervals specified in Chapter 05.

The shock mounts attached between the engine and the auxiliary engine mounts reduce the vibration
transmission from the engine to the airframe.

2. Description

The engine mount is electrically grounded to the firewall by a ground strap. The engine is attached to
the engine mount with shock mounts, which consist of a rubber element and a spacer tube. The rubber
elements are secured against twisting by the pre-tension within the bushings.

Attached to the engine mount are different mounting brackets for oil and coolant radiators, oil tank, as
well as mounting provisions for various cables and hoses for the engine.

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3. Removal and Installation

A. Removal from the Firewall

Detail Steps/Work Items Key Items/References

(1) Remove bolts holding engine mount.

(2) Remove engine mount from firewall.

B. Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

NOTE: For the correct torque, refer to Sub-chapter 20-00. Re-torquing is necessary at the
intervals specified in Chapter 05.

A A

A
A
Firewall

Screw with Internal Hex. Head

Engine Mounting Frame
Large Washer

Washer
Self-Locking Nut

Figure 1: Engine Mount

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CHAPTER 71-60
AIR INTAKES AND GUIDES
1. General

A ram air guide made of GFRP is installed on the engine to ensure optimal engine cooling.

2. Description

The air guide is designed to follow the contours of the engine block and cylinders. The exact fitting
makes attachment screws unnecessary. The crossed over coolant hoses installed on the upper side
of the engine secure the air guide.

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3. Removal and Installation

A. Removal

Detail Steps/Work Items Key Items/References

(1) Disconnect coolant hoses from cylinder heads

(upper side); remove.

(2) Remove auxiliary units on engine upper side.

(3) Disconnect fuel lines from fuel pump; remove.

(4) Remove air guide.

B. Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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CHAPTER 75

ENGINE COOLING

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TABLE OF CONTENTS

CHAPTER 75-10
ENGINE COOLING

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Replenishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

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CHAPTER 75-10
ENGINE COOLING
1. General

The engine cooling is performed using two different systems. Ram air guided by a duct is used to cool
the cylinders, while the cylinder heads are liquid cooled.

The cylinder head cooling system consists of a coolant pump, radiator, dispatcher vessel, and an
equalizing reservoir. The dispatcher vessel may hold the sensor for coolant quantity. Also see Chapter
71-00, Figure 1.

If an engine with suffix -01 is installed, or if cylinder head no. 3 is changed to a cylinder head with
coolant temperature measurement, the cylinder head cooling system contains a coolant temperature
sensor on cylinder head no. 3 for engine temperature monitoring.

The coolant radiator is attached to the engine mount in front of the engine.

The system components are interconnected by rubber hoses which have a life time of five (5) years.

Dispatcher
Vessel

Water
Accumulator

Equalizing
Reservoir

Water
Pump

Radiator

Figure 1: Coolant Circuit

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Coolant Dispatcher Vessel

Figure 2: Dispatcher Vessel

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Equalizing Reservoir

Figure 3: Equalizing Reservoir

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2. Replenishing

For replenishing, refer to Sub-Chapter 12-10.

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CHAPTER 76

ENGINE CONTROLS

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TABLE OF CONTENTS

CHAPTER 76-10
ENGINE CONTROLS

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

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CHAPTER 76-10
ENGINE CONTROLS
1. General

The engine is controlled with the carburetor heat lever, propeller speed control lever, as well as by the
throttle and the choke control. Bowden cables are used for the transmission of control movements. The
bowden cables are sealed with a fire resistant compound as they pass through the firewall.

2. Description

A. Throttle

Operation of the throttle valve is controlled by the throttle control which is located in the center
console. The bowden cables are attached to a lever under the instrument panel by clamps. The
lever is connected to the throttle control via a rod with ball joints. The bowden cables are attached
on the other end to the two carburetors using clamps. The bowden cable jackets are attached on
both ends to a bracket and are adjustable on the carburetor side. The stop is located on the
carburetor. In case of a malfunctioning of the throttle valve operating mechanism, a spring will
position the throttle valve in the fully open position.

B. Choke

Operation of the rotary slide-valve starting carburetor is controlled by the choke control knob which
is located on the center console, below the instrument panel.

The motion of the knob is transferred to the carburetor by a bowden cable. The bowden cable
jacket is attached to the center console by a clamp. Next to the carburetor, it is held by an
adjustable casing screw. The stop is located on the carburetor.

C. Carburetor Heat

By actuating the carburetor heat lever, a flap in the air distribution box is operated, and pre-heated
air is directed to the carburetors to prevent icing. The carburetor heat lever is located in the center
console. The motion of the lever is transferred to the flap by a bowden cable.

D. Propeller Speed Control

To adjust the propeller RPM, the propeller speed control lever located in the center console must
be set. The movement of the lever is transferred to the control lever on the propeller governor via
a bowden cable. This lever defines the control point by means of a slide valve.

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E. Throttle Quadrant Friction Control

In the DV 20 KATANA, the levers for throttle, propeller speed, and carburetor heat can be arrested
by turning the black knob on the right hand side of the center console in clockwise direction. The
arresting is performed by clamping the friction washers installed on the lever axis.

3. Troubleshooting

The following table lists defects as they could appear on the engine controls, and their correction.

Complaint Possible Cause Repair

Engine is not controllable. Broken bowden cable. Replace.

Loose bowden cable Tighten.

connections.

Jammed bowden cable. Replace.

Engine does not reach take off Throttle valve does not reach Adjust bowden cable.
RPM. stop.

Propeller governor does not Adjust stop screw.

reach stop.

Poor action of friction brake in Worn friction washers. Replace.

throttle quadrant.

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4. Removal and Installation

A. Throttle Control Bowden Cables

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove engine cowlings.

(2) Remove instrument panel cover.

(3) Disconnect bowden cable clamps on

carburetors.

(4) Disconnect bowden cable clamps on shift lever

below instrument panel.

(5) Disconnect bowden cable jackets from brackets

below instrument panel.

(6) Remove bowden cables by pulling rearward.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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Bowden Cable Clamp

Throttle Lever

Bowden Cable

Carburetor

Carburetor

Bowden
Cable
Clamp

Figure 1: Throttle Control Bowden Cables

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(3) Adjustment

To perform the initial idle speed adjustment, the idle speed adjustment screws must be turned
back until the throttle valves have reached their limit position within the carburetors. Then the
adjustment screws should be turned clockwise until a clearance of 0.1 mm (0.004") has been
reached. Following that, both adjustment screws should be turned clockwise by 1 turn.

For carburetor synchronization refer to Chapter 71-00.

For adjustment of the bowden cables, move the throttle lever to the idle position. Move both
levers located on the carburetors to idle position and tighten the bowden cable clamps.

For fine adjustment, the lock nuts located on the throttle/choke bowden cable bracket are
adjusted. It must be ensured that when the throttle lever is in idle position, the levers on the
carburetors are also in idle position without deforming the stop.

To verify the synchronous operation of both carburetors, the throttle lever should be moved to
the full throttle position. When the throttle valve lever on one carburetor reaches the stop, the
clearance between lever and stop on the other side should not exceed 1 mm (0.04").

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B. Choke Bowden Cables

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove engine cowling.

(2) Remove instrument panel cover.

(3) Disconnect bowden cables from carburetors.

(4) Disconnect bowden cables from parallel guide

on center console.

(5) Remove bowden cables by pulling rearward.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

(3) Adjustment

With the choke knob not pulled, it must be ensured that the levers on both starting carburetor
housings reach their lower stop.

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C. Carburetor Heat Bowden Cable

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove engine cowling.

(2) Loosen mounting hardware of throttle quadrant

on the center console, and remove RH rotary
knob.

(3) Disconnect bowden cable from flap actuating

lever on air distribution box.

(4) Remove throttle quadrant from center console in

upward direction.

(5) Disconnect bowden cable from carburetor heat

lever.

(6) Remove bowden cable by pulling rearward.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

(3) Adjustment

Ensure that the flap for hot air in the air distribution box is closed (lower end of flap actuating
lever on box full fwd.) when the carburetor heat control lever is in its full forward position.

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Bowden Cable Clamp

Bowden Cable
Bowden Cable
Tension Spring
Carburetor
Heat Lever
Flap
Actuating
Lever

Air Distribution Box

Figure 2: Flap Actuating Lever on Air Distribution Box

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D. Propeller Speed Control Bowden Cable

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove engine cowling.

(2) Disconnect bowden cable from propeller

governor.

(3) Loosen mounting hardware of throttle quadrant

on the center console, and remove RH rotary
knob.

(4) Remove throttle quadrant from center console in

upward direction.

(5) Disconnect bowden cable from propeller speed

control lever.

(6) Remove bowden cable by pulling rearward.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

(3) Adjustment

Ensure that the lever on the governor reaches its stop in pull-direction when the propeller speed
control lever is in full forward position.

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Bowden Cable Clamp

Bowden Cable

Bowden Cable

Propeller Speed
Control Lever
Governor Lever

Propeller
Governor

Figure 3: Lever on Propeller Governor

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E. Throttle Quadrant Friction Control

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Remove rotary knob on RH side of center
console.

(2) Remove washer springs and replace if required.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

Rotary Knob

Washer Springs

Throttle Quadrant

Figure 4: Throttle Quadrant

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CHAPTER 77

ENGINE INDICATING

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TABLE OF CONTENTS

CHAPTER 77-00
ENGINE INDICATING

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

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CHAPTER 77-00
ENGINE INDICATING
1. General

The engine indicating system includes the RPM indicator, the oil pressure and temperature indicators,
the fuel pressure warning light, the cylinder head temperature indicator and the manifold pressure
indicator, and if installed the control light for coolant quantity. The engine monitoring data is transmitted
to the cockpit instrumentation partly electrically and partly mechanically.

2. Description

A. RPM Indicator

In the DV 20 KATANA the RPM indication is done by a mechanical system. The RPM indicated on
the cockpit instrument is that of the propeller and not that of the engine.

B. Fuel Pressure Warning Light

The fuel pressure warning light is located in the center section of the instrument panel, and is
activated by a pressure sensor located on the firewall. The pressure sensor operates on a
piezoelectric crystal element which changes its resistance with pressure.

C. Oil Pressure Indicator

The oil pressure indicator is located in the right hand section of the instrument panel and receives
its data from a pressure sensor located at the front of the engine. The sensor consists of a metal
membrane whose movement is transferred to a resistor.

D. Oil Temperature Indicator

The oil temperature indicator is also located on the right hand section of the instrument panel and
receives its data from a sensor which is located on the engine next to the oil filter. The temperature
sensor transmits a voltage to the indicator.

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E. Cylinder Head Temperature Indicator

The CHT indicator is located in the right hand section of the instrument panel. The temperature
sensor is installed on cylinder No. 3 (right rear).

The sensor consists of an iron-copper-nickel element which generates a voltage which is

transmitted to the indicator.

If an engine with suffix -01 is installed, or cylinder head no. 3 is changed to a cylinder head with
coolant temperature measurement, the paragraph ‘Cylinder Head Temperature Indicator’ is
changed as described in the paragraph below:

F. Coolant Temperature Indicator

The CT indicator is located in the right hand section of the instrument panel. The coolant
temperature sensor is installed on cylinder no. 3 (right rear).

G. Manifold Pressure Indicator

The indicator is located in the right hand section of the instrument panel. A hose is attached to the
equalizing pipe connecting the intake manifolds. This hose transmits the pressure value from the
intake manifolds to the indicator.

H. Control Light for Coolant Quantity

The DV 20 KATANA may be equipped with a control light for coolant quantity. It is preferably
located in the center console of the instrument panel and receives its data from a sensor located
in the dispatcher vessel especially designed to hold this sensor. The control light will illuminate for
about three second after switching on the battery/master switch (as a check for the light) and it will
terminate illumination if the quantity of coolant in the dispatcher vessel is satisfactory. If the light
does not terminate illumination, coolant in the dispatcher vessel has to be replenished. For
replenishing coolant refer to Sub-Chapter 12-10.

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3. Troubleshooting

The following table lists defects as they could appear on the engine indicating system, and their
correction.

If an engine with suffix -01 is installed, the item ‘No cylinder head temperature indication’ is changed
to ‘No coolant temperature indication’.

Complaint Possible Cause Repair

No RPM indication. Defective flexible shaft. Replace.

Defective RPM indicator. Replace.

Incorrect RPM indication. Defective RPM indicator. Replace.

No oil pressure indication. Defective sensor. Replace.

Defective indicator. Replace.

Low oil pressure indication. Low oil pressure. Check oil pressure using
calibrated equipment.

Clogged bore in sensor. Replace sensor.

Fuel pressure warning light Defective sensor. Replace.

inoperative.
Defective warning lamp. Replace.

No fuel in system. Refuel airplane, check fuel

system.

High oil temperature indication. Defective sensor. Replace.

Defective wiring. Repair.

Defective indicator. Replace.

Use of non-approved motor oil. Change motor oil.

No cylinder head temperature Defective sensor. Replace.

indication / No coolant
temperature indication. Defective wiring. Repair.

Defective indicator. Replace.

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Complaint Possible Cause Repair

No or high manifold pressure Defective or leaky manifold Tighten clamps, replace line if
indication. pressure line. necessary.

Defective indicator. Replace.

4. Removal and Installation

If an engine with suffix -01 is installed, the headline ‘Cylinder Head Temperature Indicator’ is changed
to ‘Coolant Temperature Indicator’.

A. RPM Indicator

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Disconnect flexible shaft from rear of instrument.

(2) Remove nuts from mounting bracket.

(3) Remove instrument from panel.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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Nut
RPM Indicator

Flexible Shaft

Figure 1: RPM Indicator

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B. Fuel Pressure Warning Light

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Pull off connectors from rear of warning light.

(2) Remove mounting nut.

(3) Remove warning light from instrument panel.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

C. Control Light for Coolant Quantity

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Pull off connectors from rear of control light.

(2) Unscrew mounting socket.

(3) Remove control light from instrument panel.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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D. Oil Pressure Indicator

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Pull off connectors from rear of instrument.

(2) Remove nuts from mounting bracket.

(3) Remove instrument from panel.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

Connectors

Oil Pressure
Indicator

Nut

Figure 2: Oil Pressure Indicator

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E. Oil Temperature Indicator

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Pull off connectors from rear of instrument.

(2) Remove nuts from mounting bracket.

(3) Remove instrument from panel.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

F. Cylinder Head Temperature Indicator / Coolant Temperature Indicator

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Pull off connectors from rear of instrument.

(2) Remove nuts from mounting bracket.

(3) Remove instrument from panel.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

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G. Manifold Pressure Indicator

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Pull off connectors from rear of instrument.

(2) Remove mounting bolts and nuts.

(3) Remove instrument from panel.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

Manifold Pressure Nut

Indicator Hose

Mounting Bolt

Figure 3: Manifold Pressure Indicator

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CHAPTER 78

EXHAUST

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TABLE OF CONTENTS

CHAPTER 78-00
EXHAUST

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5. Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

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 DV 20 KATANA AMM Exhaust
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CHAPTER 78-00
EXHAUST
1. General

Each of the engine cylinders is equipped with its own exhaust pipe leading to the underside of the
engine, where they are attached to the muffler.

To enable a heat expansion of the exhaust system, the connections between muffler and pipes are
movable and secured with two springs each. The end pipe runs to the exterior of the airplane through
the lower engine cowling on the right hand side. A jacket around the muffler serves as a heat
exchanger. It provides hot air for cabin heat and carburetor heat.

Exhaust Pipe

Exhaust Pipe

Springs

Jacket
Exhaust Pipe (Heat Exchanger)

Springs
Springs

Exhaust Pipe Muffler

Springs
End Pipe

Figure 1: Exhaust System

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2. Description

The exhaust pipes are fabricated of welded high-grade steel. They run from the cylinders to the
underside of the engine where they are connected to the muffler. A heat exchanger surrounds the
muffler. It heats fresh air collected from behind the coolant radiator. The heated air is directed to the
cockpit by a hose. Another section of the heat exchanger provides hot air that is guided to the air
distribution box.

3. Troubleshooting

The following table lists defects as they could appear on the exhaust system, and their correction.

Complaint Possible Cause Repair

Excessive engine noise Defective muffler. Replace.

Cracks in muffler Locked up stress in muffler. Weld or replace muffler.

Exhaust gas in cockpit Cracks in muffler. Weld or replace muffler.

Traces of exhaust gas on Defective gasket on cylinder or Replace.

cylinder exhaust pipe.

Bent flange. Replace pipe.

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 DV 20 KATANA AMM Exhaust
AIRCRAFT

4. Removal and Installation

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Disconnect air hoses from heat exchanger.

(2) Remove all nuts securing the exhaust pipes to

the cylinder heads.

(3) Remove complete exhaust system from engine.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence. Use new
gaskets on pipe connections to cylinder heads.

5. Inspection

The exhaust system should be inspected for leaks every 200 hours. This test can be performed without
removal of system components. To perform this test, loosen the mounting screws of the heat
exchanger and inspect the muffler for cracks and corrosion.

The weld seams are especially susceptible to cracks through which dangerous carbon monoxide can
enter the cabin.

If there is suspicion of leakage, the cabin should be checked for contamination using a gas-detector
apparatus. The maximum permissible level of carbon monoxide contamination is 50 ppm (parts per
million). In the event that there is no gas-detector apparatus available, the muffler should be closed
off and checked by application of compressed air. The outside surface of the muffler should be coated
with a soap solution, which will show bubbles where cracks exist. Small cracks can be repaired by
welding, while in the event that major damage has been found, the muffler should be replaced.

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DV 20 KATANA AMM Oil Cooling
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CHAPTER 79

OIL

79-TITLE
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DV 20 KATANA AMM Oil Cooling
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TABLE OF CONTENTS

CHAPTER 79
OIL COOLING

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Section 79-21
OIL RADIATOR

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Section 79-30
INDICATING

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

79-CONTENTS
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79-CONTENTS
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 DV 20 KATANA AMM Oil Cooling
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CHAPTER 79
OIL COOLING
1. General

This chapter describes the lubrication system which is located outside of the engine.

For a detailed description of the engine lubrication system refer to documentation of the engine
manufacturer.

The DV 20 KATANA is equipped with an oil radiator attached to the engine mount on the right hand
engine side and connected to the engine with oil lines. An opening in the lower engine cowling supplies
ram air to the oil radiator.

The oil tank is attached to the engine mount on the right hand side of the engine. Hot oil from the
crankcase is directed to the oil tank. The output port of the oil tank is connected to the oil radiator. The
oil tank is accessible with the engine cowling installed through an inspection hole. This arrangement
enables easy checking of the oil level.

79-00-00
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2. Description

The hot oil is directed from the crankcase to the oil tank from where it flows to the oil radiator and on
to the oil pump.

A temperature sensor is installed next to the oil filter. This sensor is connected to the oil temperature
indicator.

An oil pressure sensor is installed opposite to the oil filter. It is connected to the oil pressure indicator.

Figure 1: Oil Circuit

LEGEND

1 oil pump 6 oil feed line

2 oil filter 7 oil radiator

3 oil temp. sensor 8 oil return line

4 oil tank 9 oil pressure sensor

5 oil tank venting

79-00-00
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 DV 20 KATANA AMM Oil Cooling
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Section 79-21
OIL RADIATOR

1. General

The oil radiator is located on the lower right side of the engine, attached to the engine mount. The oil
radiator has two threaded connection sleeves to which the oil lines are attached. The sleeves are also
used to secure the radiator to the engine mount. Attached to the radiator is an air guide whose opening
ends in the opening of the engine cowling.

79-21-00
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AIRCRAFT

2. Troubleshooting

The following table lists defects as they could appear on the oil cooling system, and their correction.

Complaint Possible Cause Repair

Excessive oil temperature. Damaged radiator fins. Replace radiator.

Inhibited air flow. Check for foreign objects.

Leaks in oil cooling system. Defective hose connections or Check connections and
radiator. radiator.

79-21-00
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 DV 20 KATANA AMM Oil Cooling
AIRCRAFT

3. Removal and Installation

A. Oil Radiator

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Disconnect hose lines from radiator ports.

(2) Straighten locking plates on hose connectors.

(3) Remove mounting nuts.

(4) Remove oil radiator.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence.

Note: Use new locking plates!

Note: In the event that the engine has to be disassembled due to metal particles
detected during an oil filter change, the oil radiator must be replaced.

79-21-00
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Hose Line
Hose Line

Locking Plate

Radiator Port

Locking Plate
Oil Radiator
Radiator Port

Figure 1: Oil Radiator

79-21-00
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 DV 20 KATANA AMM Oil Cooling
AIRCRAFT

Section 79-30
INDICATING
1. General

The DV 20 KATANA is equipped with an oil pressure and an oil temperature sensor for monitoring the
lubrication system.

The oil temperature sensor is attached next to the oil filter, while the oil pressure sensor is located
opposite of the oil filter.

Both sensors operate electrically and transmit their data to the instruments located in the instrument
panel.

A. Oil Temperature Sensor

The oil temperature sensor uses a resistor element and is supplied with onboard power.

B. Oil Pressure Sensor

The oil pressure sensor is a membrane type sensor with integrated potentiometer. The sensor is
supplied with onboard power.

The built in membrane consists of a metal which is resistant to aging. Located on the top side of
the sensor is a vent bore which is protected by a plastic cap.

79-30-00
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 Oil Cooling DV 20 KATANA AMM
AIRCRAFT

2. Troubleshooting

The following table lists defects as they could appear on the oil cooling system, and their correction.

Complaint Possible Cause Repair

No oil temperature indication. Defective wiring or connector. Check wiring and connector.

Defective sensor. Replace sensor.

No oil pressure indication. Defective wiring or indicator. Check wiring and connector.

Clogged bore on sensor. Replace sensor.

Clogged vent bore on senor. Replace sensor.

Defective sensor. Replace sensor.

79-30-00
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 DV 20 KATANA AMM Oil Cooling
AIRCRAFT

3. Removal and Installation

A. Oil Temperature Sensor

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Disconnect wiring.

(2) Remove sensor using suitable tool.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence. When
installing a new seal, the sensor is to be turned
until the torque increases perceptibly, and then
by another 135° (3/8 revolutions). The proper
torque for the cable connector is 1 Nm
(0.74 lbs.ft.).

79-30-00
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AIRCRAFT

Figure 1: Oil Temperature Sensor and Oil Filter

79-30-00
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29 Mar 2022 Rev. 14
DV 20 KATANA AMM Oil Cooling
AIRCRAFT

B. Oil Pressure Sensor

(1) Removal

Detail Steps/Work Items Key Items/References

(1) Disconnect wiring.

(2) Remove sensor.

(2) Installation

Detail Steps/Work Items Key Items/References

(1) For installation reverse the sequence. When
installing the sensor, a suitable sealing
compound must be used (e.g. Crane-pac Plastic
Lead Seal No. 2).

Max. torque of sensor in engine block:

30 Nm (22.1 lbs.ft.).

Proper torque of cable connector:

1 Nm (0.74 lbs.ft.).

(3) Testing

The oil pressure sensor changes its resistance with increase of pressure. It can be checked
using the following table

Pressure Pressure Resistance[Ω]

[bar] [psi]

0 0 10 + 3/- 5

2 29 52 ± 4

4 58 88 ± 4

6 87 124 ± 5

8 116 155 ± 5

In the event that the sensor fails to reach these values, it must be replaced.

79-30-00
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AIRCRAFT

Figure 2: Oil Pressure Sensor

79-30-00
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DV 20 KATANA AMM Wiring Diagrams
AIRCRAFT

CHAPTER 92

WIRING DIAGRAMS

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DV 20 KATANA AMM Wiring Diagrams
AIRCRAFT

TABLE OF CONTENTS

CHAPTER 92

WIRING DIAGRAMS

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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CHAPTER 92
WIRING DIAGRAMS
1. General

This Chapter contains the wiring diagrams for each system. The wiring diagrams use the ATA
Chapter/Section numbering system.

If an engine with suffix -01 is installed, the items ‘Cylinder head temperature indicator’ and ‘Cylinder
head temperature’ are changed to ‘Coolant temperature indicator’ and ‘Coolant temperature’.

Title Drawing No. Date Rev.

No.

VHF NAV/COMM KX 125 01-2310-14-1.1 19.05.93 0

VHF NAV/COMM KX 125 MIC CIRCUIT 01-2310-14-1.2.1 19.05.93 0

VHF NAV/COMM KX 125 MIC RELAY 01-2310-14-1.2.2 19.05.93 0

CIRCUIT

VHF NAV/COMM KX 125 MIC-VOX ICS 01-2310-14-1.2.3 19.05.93 0

AA80

VHF COMM AR3201-(.) COMM 01-2310-14-2.1 21.05.93 0

TRANSCEIVER

VHF COMM AR3201-(.) ICS Switching 01-2310-14-2.2 21.05.93 0

Audio Integration, Cabin Audio General 01-2350-14-1.1 14.03.93 0

Audio Integration, Cockpit Audio Becker 01-2350-14-1.2 14.03.93 0

Audio Integration, Cockpit Audio King 01-2350-14-1.3 14.03.93 0

Electrical Wiring Diag.Engine Compartm. 01-2400-14-1-sheet 1 30.05.93 3

Electrical Wiring Diag.Engine Compartm. 01-2400-14-1-sheet 2 30.05.93 3

Electrical Wiring Diag.Flight Compartm. 01-2400-14-1a-sheet 2 06.09.96 3

(SB 20-30)

Electrical Power, Simplified Schematic 01-2400-14-2 15.03.93 1

Electrical Power, Simplified Schematic 01-2400-14-2a 06.09.96 1

(SB 20-30)

Electr. Power Distr., Simpl. Schematic 01-2450-14 30.05.93 1

Electr. Power Distr., Simpl. Schematic 01-2450-14a 06.09.96 1

(SB 20-30)

Flaps Control Circuit 01-2750-14-1 30.05.93 1

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Rev. 14 92-00-00 29 Mar 2022
Wiring Diagrams DV 20 KATANA AMM
AIRCRAFT

Title Drawing No. Date Rev.

No.

Position and Strobe Lights 01-3340-14-1 30.05.93 1

ADF KR 87/K1227 01-3431-10 20.02.95 0

ELT E-01 01-3440-10 25.07.95 0

NAV Receiver NR3301-(1)/IN3301-(4) 01-3451-14-2.1.1 12.05.93 0

NAV Receiver NR3301-(2) 01-3451-14-2.2.1 12.05.93 0

NAV Receiver NR3301-(S) 01-3451-14-2.3.1 12.05.93 0

Transponder/Alt. Dig. KT76A/SSD120-XX 01-3452-10 20.07.95 0

Transponder/Alt. Dig. KT76A/D120-P2-T 01-3452-14-1 12.03.93 0

Transponder/Alt. Dig. ATC2000/D120-P2-T 01-3452-14-2 21.05.93 0

Transponder/Alt. Dig. ATC2000/SSD120-XX 01-3452-20 20.07.95 0

Garmin GPS 100 01-3457-14-1 21.05.93 0

Garmin GPS 150 01-3457-14-2 21.06.95 0

Electrical Wiring Diag. Engine Compartm 820-2400-00-00-sheet 1 19.10.99 0

Electrical Wiring Diag. Flight Compartm. 820-2400-00-00-sheet 2 17.10.99 0

Schematic, Avionics Cooling D20-9221-20-01 22.06.12 A

Schematic, SL 30 & GI 106A Wiring D20-9223-10-01 06.07.09 -

Schematic, ICS Wiring D20-9223-50-01 22.06.12 B

Schematic, Electrical System D20-9224-30-01 22.06.12 A

Schematic, ELT ME 406 Wiring D20-9225-60-01 09.08.11 A

Schematic, Flaps Wiring D20-9227-50-01 07.07.11 A

Schematic, Fuel System Wiring D20-9228-20-01 18.05.09 -

Schematic, Pitot Heat Wiring D20-9230-30-02 30.05.12 -

Schematic, Clock/OAT Wiring D20-9231-20-01 07.07.11 A

Schematic, Caution & Warning D20-9231-50-01 16.08.11 A

Schematic, Instrument Floodlight Wiring D20-9233-10-01 30.05.12 -

Schematic, Instrument Panel Light D20-9233-10-05 03.12.12 A

Schematic, Position Light and ACL Wiring D20-9233-40-01 17.06.09 -

Schematic, Artificial Horizon Wiring D20-9234-10-01 08.08.11 A

Page 2 Doc # 4.02.02

29 Mar 2022 92-00-00 Rev. 14
DV 20 KATANA AMM Wiring Diagrams
AIRCRAFT

Title Drawing No. Date Rev.

No.

Schematic, Directional Gyro Wiring D20-9234-10-02 18.06.12 A

Schematic, Turn & Bank Wiring D20-9234-10-03 06.06.12 A

Schematic, GPSMAP Wiring D20-9234-50-08 07.07.09 -

Schematic, GNS 430 & GI 106A Wiring D20-9234-50-15 11.06.12 A

Schematic, GTX 328 Wiring D20-9234-50-18 09.08.11 A

Schematic, Oil Pressure Indicator Wiring D20-9279-30-01 11.06.12 A

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29 Mar 2022 92-00-00 Rev. 14
))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))

MAINTENANCE MANUAL
DV 20 KATANA
))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))
))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))

MAINTENANCE MANUAL
DV 20 KATANA
))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))
 Confidential 8 7 6 5 4 3 2 1
REVISION
REV SH ZONE DESCRIPTION DATE APPROVAL
OÄM 20-244
- 01 ALL 18.05.09 SEE TB
FIRST RELEASE
F OÄM 20-267 F
A 01 ALL 22.06.12 SEE TB
GS updated

E E

AVIONICS COOLING FAN

FAN/OAT J2100 P2100
31200A22 REF D20-9231-20-01
3A 21000A22 1 RED +
21001A22N 2 BLACK -
D D

ELECTRICAL BUS 2
GS-IP 6

C C

B B
IDENTIFICATION MARKINGS
Diamond N. A. Otto-Straße 5
DIMENSIONS METRI C Aircraft Diamond Aircraft Industries A-2700 Wiener Neustadt
Industries GmbH
DE-S-10-00003 - DEPARTMENT SIGN DATE PROJECT
FIRST ANGLE PROJECTION FORMAT DV 20
CLASSIFICATION: - DRAWN 22.06.12 TITLE
A3
N ON E CHECKED:
Schematic, Avionic s
UNLESS OTHERWISE SPECIFIED INTERCHANGEABLE PART NO QA: N/A Cooling
DIMENSIONS ARE IN MM
3.2 THIS DRAWING WAS PRODUCED USING STRESS: N/A
DIMENSION TOLERANCES
A SOFTWARE: SOLID EDGE V18 MANUF.: N/A DWG.ORIG. DWG.NO. REV A
2 DECIMAL u0,25
1DECIMAL u0,5 FINISH
DECIMAL u1 IN FILENAME SYSTEM: N/A DAI A D20-9 2 2 1 -2 0 -0 1 "A"
ANGLE u1° MICRO-
RAD u0,5 METER D20-9221-20-01a.dft APPROVED: TL CODE SCALE SH OF
710197 NTS 01 01
Confidential

ALL RIGHTS RESERVED FOR THIS DOCUMENT WHICH MAY NOT BE REPRODUCED
OR DISCLOSED TO THIRD PARTIES WITHOUT THE PRIOR WRITTEN CONSENT OF
DIAMOND AIRCRAFT INDUSTRIES
8 7 6 5 4 3 2 1
 Confidential 8 7 6 5 4 3 2 1
SL 30 REVISION
REV SH ZONE DESCRIPTION DATE APPROVAL
J37
OÄM 20-249
- 01 ALL 06.07.09 SEE TB
NAV AUDIO 23 23204A24WH FIRST RELEASE

AUDIO GROUND 20
PM 1000 II

P2405 J2405 J15

F J15 F
HEADPHONE 14 23203A24WH 17 A/C RADIO AUDIO HI
18 13 AUDIO GROUND 13 4 A/C RADIO AUDIO LO
SPEAKER
23008B24WH 19 23008A24WH 6 SPEAKER COM

POWER + 1 23200A18 5A AV BUS

GROUND 9 23201A18N

GS-IP
23202A24BL 12 MIC KEY
23202A24WH 25 MIC AUDIO HI
J2323 P2323
13 MIC AUDIO LO
COMM ANTENNA 23290A50 COMM

E TxKEY 4 23026A24BL PILOT E

HAND
MIC 1 8 23026A24WH MIC
REF
MIC GROUND 7 D20-9223-50-01

J37 GPS/NAV

POWER + 1 34612A22 2A AV BUS GI 106A

GROUND 2 34611A20N
INDICATOR
P3401
GS-IP
J3402 P3402

NAV ANTENNA 34092A400 NAV 34613A22 19 14V ANNUN. PWR

D D
34614A20N 21 POWER GROUND

BACK CRSE 15 34623A22 18 BC ANNUN.

24 NAV ANNUN.

CDI LEFT 14 34012A24WH 11 VOR/LOC DEV + LEFT

CDI RIGHT 13 34012A24BL 12 VOR/LOC DEV + RIGHT
+NAV FLAG 10 34009A24WH 7 NAV FLAG +
-NAV FLAG 29 34009A24BL 8 NAV FLAG -

C C

+TO FLAG 12 34007A24WH 9 + TO

+FR FLAG 11 34007A24BL 10 + FROM

-GS FLAG 32 34002A24BL 16 GS FLAG -

+GS FLAG 28 34002A24WH 15 GS FLAG +
GSI UP 30 34001A24WH 13 GS DEV + UP
GSI DOWN 31 34001A24BL 14 GS DEV + DN

RESOLVER (D) 7 34013A24WH 3 OBS RESOLVER (D)

RESOLVER (E) 26 34013A24BL 5 OBS RESOLVER (E)
B RESOLVER (F) 16 34014A24WH 4 OBS RESOLVER (F) B
RESOLVER (G) 34 34014A24BL 6 OBS RESOLVER (G)
RESOLVER (H) 24 34015A24WH 1 OBS RESOLVER (H)
RESOLVER (C) 25 34015A24BL 2 OBS RESOLVER (C)

IDENTIFICATION MARKINGS
Diamond N. A. Otto-Straße 5
DIMENSIONS METRIC Aircraft Diamond Aircraft Industries A-2700 Wiener Neustadt
Industries GmbH
DE-S-10-00003 - DEPARTMENT SIGN DATE PROJECT
FIRST ANGLE PROJECTION FORMAT DV 20
CLASSIFICATION: - DRAWN Kowarsch 06.07.09 TITLE
A2
NONE CHECKED: Kowarsch
Schematic, SL30 & GI106A
A INTERCHANGEABLE PART NO QA: N/A A
UNLESS OTHERWISE SPECIFIED Wiring
DIMENSIONS ARE IN MM
3.2 THIS DRAWING WAS PRODUCED USING STRESS: N/A
DIMENSION TOLERANCES
SOFTWARE: SOLID EDGE V18 MANUF.: N/A DWG.ORIG. DWG.NO. REV
2 DECIMAL u0,25
1DECIMAL u0,5 FINISH
DECIMAL u1 IN FILENAME SYSTEM: N/A DAIA D20-9223-10-01 "-"
ANGLE u1° MICRO-
RAD u0,5 METER D20-9223-10-01.dft APPROVED: Jütte CODE 710197 SCALE SH 01 OF 01
NTS
Confidential

ALL RIGHTS RESERVED FOR THIS DOCUMENT WHICH MAY NOT BE REPRODUCED
OR DISCLOSED TO THIRD PARTIES WITHOUT THE PRIOR WRITTEN CONSENT OF
DIAMOND AIRCRAFT INDUSTRIES
8 7 6 5 4 3 2 1
 Confidential 8 7 6 5 4 3 2 1
REVISION
REV SH ZONE DESCRIPTION DATE APPROVAL
OÄM 20-244
- 01 ALL 28.05.09 SEE TB
FIRST RELEASE
OÄM 20-244/a, WIRE NUMBERS AND
A 01 ALL 20.08.09 SEE TB
CONNECTOR AT SPEAKER ADDED.
OÄM 20-267, GND wire number and
B 01 ALL 22.06.12 SEE TB
F ground stud updated. F

+14 V ANR TIP POWER PM 1000 II

+14 V ANR TIP POWER

AUDIO 27 OHM 10W

J2300

AV BUS 2A 23012A22 14 POWER IN

23011A22N 1 GROUND J2405 P2405 J2406 P2406

PILOT MIC KEY 24 23000A24BL 2 23000B24BL 2 23000C24BL PILOT

GS-IP 4 PILOT MIC AUDIO HI 23 23000A24WH 23000B24WH 23000C24WH MIC
1 1
E PILOT MIC AUDIO LO 11 3 3 E
GNS 430/530
P4006 PILOT PTT
23014A24WH 5 23014B24WH 1
NAV HI 16 23204A24WH 6 2
NAV LO 17 J2303

P4002
COMM HI 7 23203A24WH 17 A/C RADIO AUDIO HI 18 2
SPEAKER
4 A/C RADIO AUDIO LO 19 23008B24WH 1
COMM LO 19
J2301

PILOT PHONE AUDIO LO 5 8 5

REF D20-9234-50-18 34540A24WH PILOT PHONE AUDIO HI 18 23001A24WH 7 23001B24WH 4 23001C24WH PILOT
PHONE
D D
23202A24BL 12 MIC KEY
23202A24WH 25 MIC AUDIO HI
13 MIC AUDIO LO

MIC PTT 4 23026A24BL PILOT

HAND CP, PASS PHONES LO 6 17 13
MIC HI 6 23026A24WH MIC
CP, PASS PHONES HI 19 23003A24WH 16 23003B24WH 12 23003C24WH COPILOT
MIC LO 18 PHONE
+14 V ANR TIP POWER

COPILOT MIC AUDIO LO 10 12 10

COPILOT MIC KEY 22 23002A24BL 11 23002B24BL 9 23002C24BL COPILOT
COPILOT MIC AUDIO HI 21 23002A24WH 10 23002B24WH 8 23002C24WH MIC
C C
REF
D20-9234-50-15 COPILOT PTT
23015A24WH 13 23015B24WH 1
14 2

J2302

B B

IDENTIFICATION MARKINGS
Diamond N. A. Otto-Straße 5
DIMENSIONS METRIC Airc raft Diamond Aircraft Industries A-2700 Wiener Neustadt
Indust ries GmbH
DE-S-10-00003 - DEPARTMENT SIGN DATE PROJECT
FIRST ANGLE PROJECTION FORMAT DV 20
CLASSIFICATION: - DRAWN 22.06.12 TITLE
A2
N ON E CHECKED:
Schem atic, ICS
A INTERCHANGEABLE PART NO QA: N/A A
UNLESS OTHERWISE SPECIFIED Wiring
DIMENSIONS ARE IN MM
3.2 THIS DRAWING WAS PRODUCED USING STRESS: N/A
DIMENSION TOLERANCES
SOFTWARE: SOLID EDGE V18 MANUF.: N/A DWG.ORIG. DWG.NO. REV
2 DECIMAL u0,25
1DECIMAL u0,5 FINISH
DECIMAL u1 IN FILENAME SYSTEM: N/A DAIA D20-9223-50-01 "B"
ANGLE u1° MICRO-
RAD u0,5 METER D20-9223-50-01b.dft APPROVED: CODE SCALE SH OF
710197 NTS 01 01
Confidential

ALL RIGHTS RESERVED FOR THIS DOCUMENT WHICH MAY NOT BE REPRODUCED
OR DISCLOSED TO THIRD PARTIES WITHOUT THE PRIOR WRITTEN CONSENT OF
DIAMOND AIRCRAFT INDUSTRIES
8 7 6 5 4 3 2 1
 Confidential 8 7 6 5 4 3 2 1
REVISION
REV SH ZONE DESCRIPTION DATE APPROVAL
OÄM 20-244
- 01 ALL 17.06.09 SEE TB
FIRST RELEASE
F OÄM 20-267, Electrical bus 3 added, F
A 01 ALL 22.06.12 SEE TB
ground studs updated, OP wiring removed.
ENGINE COMPARTMENT
FIRE WALL
LOCATED ON ROTAX 912 ENGINE P2400 J3150
FUEL PRESSURE
7332B22 1 7332A22 2 FLIGHT COMPARTMENT
7331A22 1 REF D20-9231-50-01

J2403
OIL TEMP OIL
7932B22 2 7932A22 TEMP 7931A22
G +
FUEL
QTY 2842A22 6
REF. D20-9279-30-01 + G
282B22N 3

791A22N
CYL HEAD TEMP CYL
7722B22 4 7722A22 HD
G +
GS-IP 9

281A22N

284A22N
FUEL PUMP
FUEL

771A22N
PUMP OFF
7721A22 2 2 2841A22 GS-IP 7
ON
24315A8 CHT/ 5 2821A22 2821B22 4
E GS-IP 9 E
OIL PRES FUEL QTY/ 283B22N 1
ELECTRICAL MOUNTING PLATE OIL TEMP
(LOCATED ON ENGINE MOUNT) POS. LIGHT
GEN POS. LT. OFF
I 24314A22 24314A22 GS-IP 8 11
24315A8 50 ON
G L 246A22N 246A22N 10 3344B16 3344A16 14
K2430-01
24315A8 ACL 3346A16 16
470 / 0.5W ACL OFF
GENERATOR 30 87 332A16N 12
24315A22 2406A10
246A22N 9 246F22N ON
10 3346B16 332C16N 13
3A
2437C22 J2430 P2430 J3150 332B16N 15
GS-IP 8
85 86 or 3
246B22N 2438B22 2438B22 1 REF GS-IP 10

24313A8N
OVER- 4 J3150
rd D20-9231-50-01 GS-IP 8
2439A22 2 VOLTAGE
24020A22 5
3 bk SENSOR REF
247A22N
246G22 24022A22 6 D20-9231-50-01
7331A22 2 E E
24315A14
77401A22 ANNUN. L L
P7701 J7701
J3150 E E
COOLANT 12V 1 77401B22 14 77401A22 7 C C
REF J2440 P2440
LEVEL LAMP 3 77402B22N 15 77402A22N 8 D20-9231-50-01 T T
22000 µF / 25V green
SENSOR R R 24022A22 2
SENSOR GND 2 77403A22 3A LOW
I I red
24021A22 1 VOLTAGE
C C black MONITOR
GND A A 24023A22N 3
D 2437A22 D
L L
2437C22 8 2437B22 BATTERY

24315A14N
GS-IP 6
MASTER B B
10 U MASTER U
2404A22 2404B22 245A22N 2
1A S CONTROL S ELECTRICAL POWER
STARTER 3457C22
25601A22 REF D20-9225-60-01 CONNECTOR
RELAY GS-IP 1 5A
BATT 1 2
E
8012A4 2401B4 2401A4 2403A6 2405A6 50 L
+B
A +L E
LDG LT./
B X
C
3457A22N

BATTERY OFF START U T

8014B22 2404A22
MASTER RELAY LANDING LIGHT S
ON 2408A10 R
3342D16 1 3342C16 7 3342B16 3342A16 10 GS-IP 7
ENGINE CRANK I
3 C
M 331A16N 2 331B16N
X
LANDING LIGHT
A
P3341 J3341
L
+
BATTERY
12V / 35Ah
X K3400-01
-

241A4N 30 87 A
C 2407A10 2407B10 C
242A4N
V
OFF I
PART OF ENGINE MOUNTING O
ON 85 86
2407A22 2407B22 245B22N
AWG 10 N
AV I X
MASTER GS-IP 5
C
P7400-11
SYSTEM 1 = R 8014B22 22 8014A22 B
SYSTEM 1 U
7431A16 19 7431B16 X
S
20
RFI 7432A16 23 7432B16
24 L R S
BOX P7400-12
SYSTEM 2 AWG 10

SYSTEM 2 = L
GRD BAT

741A16N 8013A16

IGNITION - START - SWITCH

GS-IP 10

B B
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FLAG NOTES DE-S-10-00003 - DEPARTMENT SIGN DATE PROJECT

FIRST ANGLE PROJECTION FORMAT DV 20
CLASSIFICATION: - DRAWN 22.06.12 TITLE
1 INDICATES BONDING CONNECTION. A3
N ON E CHECKED:
SCH EMATIC,
UNLESS OTHERWISE SPECIFIED INTERCHANGEABLE PART NO QA: N/A ELECT RI CAL SY ST EM
DIMENSIONS ARE IN MM
3.2 THIS DRAWING WAS PRODUCED USING STRESS: N/A
DIMENSION TOLERANCES
A SOFTWARE: SOLID EDGE V18 MANUF.: N/A DWG.ORIG. DWG.NO. REV A
2 DECIMAL u0,25
1DECIMAL u0,5 FINISH
DECIMAL u1 IN FILENAME SYSTEM: N/A DAI A D20-9 2 2 4 -3 0 -0 1 A
ANGLE u1° MICRO-
RAD u0,5 METER D20-9224-30-01a.dft APPROVED: TL CODE SCALE SH OF
710197 NTS 01 01
Confidential

ALL RIGHTS RESERVED FOR THIS DOCUMENT WHICH MAY NOT BE REPRODUCED
OR DISCLOSED TO THIRD PARTIES WITHOUT THE PRIOR WRITTEN CONSENT OF
DIAMOND AIRCRAFT INDUSTRIES
8 7 6 5 4 3 2 1
 Confidential 8 7 6 5 4 3 2 1
REVISION
REV SH ZONE DESCRIPTION DATE APPROVAL
OÄM 20-244
- 01 ALL 18.05.09 SEE TB
FIRST RELEASE
F OÄM 20-267 F
A 01 ALL 09.08.11 SEE TB
P2500 added

ELT REMOTE
E E
UNIT HOT BUS SWITCH
J2400 P2500 J2560
J2561 1A 25601A22 12 25601B22 1 22AWG 1 +14 VDC
G-SWITCH LOOP 5
G-SWITCH LOOP 12
RESET 2 13 25603A22 25603A22 2 RESET 2
RESET 1 6 25604A22 25604A22 5 RESET 1
EXTERNAL ON 14 25605A22 25605A22 7 EXTERNAL ON
LIGHT 2 25606A22 25606A22 8 LIGHT
GROUND 7 25607A22 25607A22 6 GROUND
25608A22N
D P2500 D
25602A22N 2 22 AWG 9 GROUND
GS-IP-2

+
HORN POWER 8 25609A22
BUZZER

-
C C

B B
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DIMENSIONS METRI C Aircraft Diamond Aircraft Industries A-2700 Wiener Neustadt
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DE-S-10-00003 - DEPARTMENT SIGN DATE PROJECT
FIRST ANGLE PROJECTION FORMAT DV 20
CLASSIFICATION: - DRAWN 09.08.11 TITLE
A3
N ON E CHECKED:
Schematic, ELT
UNLESS OTHERWISE SPECIFIED INTERCHANGEABLE PART NO QA: N/A ME 40 6 Wiring
DIMENSIONS ARE IN MM
3.2 THIS DRAWING WAS PRODUCED USING STRESS: N/A
DIMENSION TOLERANCES
A SOFTWARE: SOLID EDGE V18 MANUF.: N/A DWG.ORIG. DWG.NO. REV A
2 DECIMAL u0,25
1DECIMAL u0,5 FINISH
DECIMAL u1 IN FILENAME SYSTEM: N/A DAI A D20-9 2 2 5 -6 0 -0 1 A
ANGLE u1° MICRO-
RAD u0,5 METER D20-9225-60-01a.dft APPROVED: TL CODE SCALE SH OF
710197 NTS 01 01
Confidential

ALL RIGHTS RESERVED FOR THIS DOCUMENT WHICH MAY NOT BE REPRODUCED
OR DISCLOSED TO THIRD PARTIES WITHOUT THE PRIOR WRITTEN CONSENT OF
DIAMOND AIRCRAFT INDUSTRIES
8 7 6 5 4 3 2 1
 Confidential 8 7 6 5 4 3 2 1
REVISION
REV SH ZONE DESCRIPTION DATE APPROVAL
OÄM 20-244
- 01 ALL 05.05.09 SEE TB
FIRST RELEASE
F OÄM 20-267 F
A 01 ALL 07.07.11 SEE TB
Wire 33026A22 updated

FUSELAGE
FLAP POSITION
SWITCH ASSEMBLY

E S1 S5 S2 S4 S3 E
INSTRUMENT PANEL FLAP-SWITCH
PC-BOARD
FLAPS J2403 P2403 J2700 P2700 J2703 P2703
5A 27008A20 27000A20 30 27000B20 2 x2a_2 x3_2 2
27001A20 31 27001B20 3 x2a_3 x3_3 3
27002A20 32 27002B20 4 x2a_4 x3_4 4
27003A20 33 27003B20 5 x2a_5 x3_5 5
27004A20 34 27004B20 6 x2a_6 x3_6 6
27005A20 35 27005B20 7 x2a_7 x3_1 1
27007A16 37 27007B16 1 x2a_1

ELECTRICAL BUS 2
27006A16N 36 27006B16N 8 x2a_8

D D
GS-IP 5 0,5 / 50W
x4_2 2 BLK
2 M
33026A22 x4_1 1
1 RED
REF.
D20-9233-10-05 J2702 P2702
J2701 J2704 P2704 FLAP MOTOR
9 8 2 3 4 5 6 7 1

P2701

C C

1
LDG 2
T/O
UP 3 LDG

4
5 UP
6
T/O

B B
IDENTIFICATION MARKINGS
Diamond N. A. Otto-Straße 5
DIMENSIONS METRI C Aircraft Diamond Aircraft Industries A-2700 Wiener Neustadt
Industries GmbH
UP T/O LDG DE-S-10-00003 - DEPARTMENT SIGN DATE PROJECT DV 20
FIRST ANGLE PROJECTION FORMAT
CLASSIFICATION: - DRAWN 07.07.11 TITLE
FLAP CONTROLER A3
N ON E CHECKED:
Schematic, Fla ps Wiring
UNLESS OTHERWISE SPECIFIED INTERCHANGEABLE PART NO QA: N/A
DIMENSIONS ARE IN MM
3.2 THIS DRAWING WAS PRODUCED USING STRESS: N/A
DIMENSION TOLERANCES
A SOFTWARE: SOLID EDGE V18 MANUF.: N/A DWG.ORIG. DWG.NO. REV A
2 DECIMAL u0,25
1DECIMAL u0,5 FINISH
DECIMAL u1 IN FILENAME SYSTEM: N/A DAI A D20-9 2 2 7 -5 0 -0 1 A
ANGLE u1° MICRO-
RAD u0,5 METER D20-9227-50-01a.dft APPROVED: TL CODE SCALE SH OF
710197 NTS 01 01
Confidential

ALL RIGHTS RESERVED FOR THIS DOCUMENT WHICH MAY NOT BE REPRODUCED
OR DISCLOSED TO THIRD PARTIES WITHOUT THE PRIOR WRITTEN CONSENT OF
DIAMOND AIRCRAFT INDUSTRIES
8 7 6 5 4 3 2 1
 Confidential 8 7 6 5 4 3 2 1
REVISION
REV SH ZONE DESCRIPTION DATE APPROVAL
OÄM 20-244
- 01 ALL 18.05.09 SEE TB
FIRST RELEASE
F F

E E

reserved

P2403
5 2801D16
283D16N FUEL
D 2 QTY D
6 2842B22
REF D20-9224-30-01 3 282B22N
4 2801B16
1 283B16N
+

C C

B B
IDENTIFICATION MARKINGS
Diamond N. A. Otto-Straße 5
DIMENSIONS METRIC Aircraft Diamond Aircraft Industries A-2700 Wiener Neustadt
Industries GmbH
DE-S-10-00003 - DEPARTMENT SIGN DATE PROJECT
FIRST ANGLE PROJECTION FORMAT DV 20
CLASSIFICATION: - DRAWN Kowarsch 18.05.09 TITLE
A3
NONE CHECKED: Kowarsch Schematic, Fuel
UNLESS OTHERWISE SPECIFIED INTERCHANGEABLE PART NO QA: N/A System Wiring
DIMENSIONS ARE IN MM
3.2 THIS DRAWING WAS PRODUCED USING STRESS: N/A
DIMENSION TOLERANCES
A SOFTWARE: SOLID EDGE V18 MANUF.: N/A DWG.ORIG. DWG.NO. REV A
2 DECIMAL u0,25
1DECIMAL u0,5 FINISH
DECIMAL u1 IN FILENAME SYSTEM: N/A DAIA D20-9228-20-01 "-"
ANGLE u1° MICRO-
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NTS
Confidential

ALL RIGHTS RESERVED FOR THIS DOCUMENT WHICH MAY NOT BE REPRODUCED
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DIAMOND AIRCRAFT INDUSTRIES
8 7 6 5 4 3 2 1
 Confidential 8 7 6 5 4 3 2 1
REVISION
REV SH ZONE DESCRIPTION DATE APPROVAL
OÄM 20-267
"-" 01 ALL 30.05.12 SEE TB
FIRST RELEASE
F F

E E

INSTRUMENT PANEL FUSELAGE L/H WING

Pitot Probe

PITOT
D PITOT OFF J2403 P2403 J3001 P3001 D
J3002 P3002 t° HEATER

10 30000A14 30001A14 8 30001B14 1 30001C14 1

ON
30002A14N 9 30002B14N 2 30002C14N 2

ELECTRICAL
BUS 3 GS-IP 4

C C

B B
IDENTIFICATION MARKINGS
Diamond N. A. Otto-Straße 5
DIMENSIONS METRI C Aircraft Diamond Aircraft Industries A-2700 Wiener Neustadt
Industries GmbH
DE-S-10-00003 - DEPARTMENT SIGN DATE PROJECT
FIRST ANGLE PROJECTION FORMAT DV 20
CLASSIFICATION: - DRAWN 30.05.12 TITLE
A3
N ON E CHECKED:
Schematic,
UNLESS OTHERWISE SPECIFIED INTERCHANGEABLE PART NO QA: N/A Pitot Heat Wiring
DIMENSIONS ARE IN MM
3.2 THIS DRAWING WAS PRODUCED USING STRESS: N/A
DIMENSION TOLERANCES
A SOFTWARE: SOLID EDGE V18 MANUF.: N/A DWG.ORIG. DWG.NO. REV A
2 DECIMAL u0,25
1DECIMAL u0,5 FINISH
DECIMAL u1 IN FILENAME SYSTEM: N/A DAI A D20-9 2 3 0 -3 0 -0 2 "-"
ANGLE u1° MICRO-
RAD u0,5 METER D20-9230-30-02.dft APPROVED: TL CODE SCALE SH OF
710197 NTS 01 01
Confidential

ALL RIGHTS RESERVED FOR THIS DOCUMENT WHICH MAY NOT BE REPRODUCED
OR DISCLOSED TO THIRD PARTIES WITHOUT THE PRIOR WRITTEN CONSENT OF
DIAMOND AIRCRAFT INDUSTRIES
8 7 6 5 4 3 2 1
 Confidential 8 7 6 5 4 3 2 1
REVISION
REV SH ZONE DESCRIPTION DATE APPROVAL
OÄM 20-244
- 01 ALL 18.05.09 SEE TB
FIRST RELEASE
F OÄM 20-267 F
A 01 ALL 07.07.11 SEE TB
Wire 33030A22 added

E CLOCK/OAT E
FAN/OAT J3121
21000A22 REF D20-9221-20-01
3A 31200A22 31200A22 2 14 VDC POWER IN
31201A22N 31201A22N 1 POWER GROUND
REF D20-9233-10-05 33030A22 8 INTERNAL LIGHTING

ELECTRICAL BUS 2
GS-IP 6

P3122 J3122

D 31203B24WH 1 31203A24WH 7 TEMP SENS HI D

O.A.T.
31203B24BL 2 31203A24BL 6 TEMP SENS LO
PROBE
3

C C

B B
IDENTIFICATION MARKINGS
Diamond N. A. Otto-Straße 5
DIMENSIONS METRI C Aircraft Diamond Aircraft Industries A-2700 Wiener Neustadt
Industries GmbH
DE-S-10-00003 - DEPARTMENT SIGN DATE PROJECT
FIRST ANGLE PROJECTION FORMAT DV 20
CLASSIFICATION: - DRAWN 07.07.11 TITLE
A3
N ON E CHECKED:
Schematic, Cloc k /OAT
UNLESS OTHERWISE SPECIFIED INTERCHANGEABLE PART NO QA: N/A Wiring
DIMENSIONS ARE IN MM
3.2 THIS DRAWING WAS PRODUCED USING STRESS: N/A
DIMENSION TOLERANCES
A SOFTWARE: SOLID EDGE V18 MANUF.: N/A DWG.ORIG. DWG.NO. REV A
2 DECIMAL u0,25
1DECIMAL u0,5 FINISH
DECIMAL u1 IN FILENAME SYSTEM: N/A DAI A D20-9 2 3 1 -2 0 -0 1 A
ANGLE u1° MICRO-
RAD u0,5 METER D20-9231-20-01a.dft APPROVED: TL CODE SCALE SH OF
710197 NTS 01 01
Confidential

ALL RIGHTS RESERVED FOR THIS DOCUMENT WHICH MAY NOT BE REPRODUCED
OR DISCLOSED TO THIRD PARTIES WITHOUT THE PRIOR WRITTEN CONSENT OF
DIAMOND AIRCRAFT INDUSTRIES
8 7 6 5 4 3 2 1
 Confidential 8 7 6 5 4 3 2 1
REVISION
REV SH ZONE DESCRIPTION DATE APPROVAL
OÄM 20-244
- 01 ALL 15.05.09 SEE TB
FIRST RELEASE
F OÄM 20-267 F
A 01 ALL 16.08.11 SEE TB
77403A22 changed to 77402A22N

E E

P3150
7331A22 1 7331B22
FUEL PRES. (red)
7332A22 2 7332B22

246G22 4 246J22
GEN. CTRL. (red)
D 246F22N 3 246H22N D
REF
D20-9224-30-01
24020A22 5 24020B22
LOW VOLTS (amber)
24022A22 6 24022B22

77401A22 7 77401B22
COOLANT LEVEL (amber)
77402A22N 8 77402B22N

C C

B B
IDENTIFICATION MARKINGS
Diamond N. A. Otto-Straße 5
DIMENSIONS METRI C Aircraft Diamond Aircraft Industries A-2700 Wiener Neustadt
Industries GmbH
DE-S-10-00003 - DEPARTMENT SIGN DATE PROJECT
FIRST ANGLE PROJECTION FORMAT DV 20
CLASSIFICATION: - DRAWN 16.08.11 TITLE
A3
N ON E CHECKED:
SCH EMATIC,
UNLESS OTHERWISE SPECIFIED INTERCHANGEABLE PART NO QA: N/A CAU TION & WARN I N G
DIMENSIONS ARE IN MM
3.2 THIS DRAWING WAS PRODUCED USING STRESS: N/A
DIMENSION TOLERANCES
A SOFTWARE: SOLID EDGE V18 MANUF.: N/A DWG.ORIG. DWG.NO. REV A
2 DECIMAL u0,25
1DECIMAL u0,5 FINISH
DECIMAL u1 IN FILENAME SYSTEM: N/A DAI A D20-9 2 3 1 -5 0 -0 1 A
ANGLE u1° MICRO-
RAD u0,5 METER D20-9231-50-01a.dft APPROVED: TL CODE SCALE SH OF
710197 NTS 01 01
Confidential

ALL RIGHTS RESERVED FOR THIS DOCUMENT WHICH MAY NOT BE REPRODUCED
OR DISCLOSED TO THIRD PARTIES WITHOUT THE PRIOR WRITTEN CONSENT OF
DIAMOND AIRCRAFT INDUSTRIES
8 7 6 5 4 3 2 1
 Confidential 8 7 6 5 4 3 2 1
REVISION
REV SH ZONE DESCRIPTION DATE APPROVAL
OÄM 20-267
- 01 ALL 30.05.12 SEE TB
FIRST RELEASE
F F

ELECTRICAL BUS 3

FLOOD FLOOD

3A 33204A22

E DIMMING E
CONTROL
5k J3305 P3305
33207A22 1 RED SWITCHED D.C. IN
33208A22N 2 BLK GROUND
GS-IP 5

33211A22 5 YL ADJ
33212A22 6 YL ADJ
D 4 WH LAMP
D
33210A22
33209A22 3 WH LAMP

J3307
1 2

C P3307 L1
C

ELECTROLUMINESCENCE
LAMP

B B
IDENTIFICATION MARKINGS
Diamond N. A. Otto-Straße 5
DIMENSIONS METRI C Aircraft Diamond Aircraft Industries A-2700 Wiener Neustadt
Industries GmbH
DE-S-10-00003 - DEPARTMENT SIGN DATE PROJECT
FIRST ANGLE PROJECTION FORMAT DV 20
CLASSIFICATION: - DRAWN 30.05.12 TITLE
A3
N ON E CHECKED:
Schematic, Instrument
UNLESS OTHERWISE SPECIFIED INTERCHANGEABLE PART NO QA: N/A Flood Light Wiring
DIMENSIONS ARE IN MM
3.2 THIS DRAWING WAS PRODUCED USING STRESS: N/A
DIMENSION TOLERANCES
A SOFTWARE: SOLID EDGE V18 MANUF.: N/A DWG.ORIG. DWG.NO. REV A
2 DECIMAL u0,25
1DECIMAL u0,5 FINISH
DECIMAL u1 IN FILENAME SYSTEM: N/A DAI A D20-9 2 3 3 -1 0 -0 1 "-"
ANGLE u1° MICRO-
RAD u0,5 METER D20-9233-10-01.dft APPROVED: TL CODE SCALE SH OF
710197 NTS 01 01
Confidential

ALL RIGHTS RESERVED FOR THIS DOCUMENT WHICH MAY NOT BE REPRODUCED
OR DISCLOSED TO THIRD PARTIES WITHOUT THE PRIOR WRITTEN CONSENT OF
DIAMOND AIRCRAFT INDUSTRIES
8 7 6 5 4 3 2 1
 Confidential 8 7 6 5 4 3 2 1
REVISION
REV SH ZONE DESCRIPTION DATE APPROVAL
OÄM 20-267
- 01 ALL 18.06.12 SEE TB
FIRST RELEASE
F OÄM 20-267, Lighting for Flap Switch F
P4001 A 01 ALL 03.12.12 SEE TB
and other Switches added.
D20-9234-50-15 39 33042A22
GNS 430
REF.

P3401 DIMMING MODULE

23 33010A22 J3309 J3309
D20-9223-10-01 GI 106A
REF.
D20-9234-50-18
33042A22 15 21 33014A22 33014A22 45 GTX328
REF.
J3308 33010A22 11
1 33038A22 33038A22 13 25 1
COMPASS
33050A22 33050A22
J3306 RPM
2 33039A22N 1 33062A22 INST. 33048A22 4 33056A22N 2
SWITCHES 33053A22 1
E 2 33063A22N 5 MANIFOLD E
GS-IP-11 PRESSURE J3310
ELECTRICAL BUS 3 6 33054A22N 2
J3312
5A

ALT 1 33032A22 33032A22 12

GS-IP-11
1 33061A22N 2
2 33035A22N FLAP UNIT
1 33031A22 33031A22
T&B 33060A22 1
J3300
2 33036A22N L OIL PRESS
16 33043A22 J3311
TO VSI
J3304 33026A22 1
9 33045A22 1
J3422 24
GS-IP-7 OIL TEMP
33046A22N 2
D20-9234-10-01 D 33027A22 33027A22 18
HOR
REF.
33024A22 17 GS-IP-11

33025A22
22 33047A22 33047A22 1
D 33028A22 23 AMMETER D
33057A22N 2
J3303 J3302 33040A22
1 33024A22 2 33034A22N 33058A22 1
ALT ASI FUEL QTY
2 33030A22 10 2
2 33033A22N 1 33025A22

33055A22N
GS-IP-8 33049A22 20
19 33051A22 33051A22 1
33021A22 8 CYL HD
J2701 33052A22N 2
D20-9227-50-01 33022A22 14
9 33026A22
FLAP
REF. 7

J3301
33020A22N
1 33028A22
C VSI GS-IP-10
C
2 33037A22N
INSTRUMENT
TO ALT 1
33022A22
GS-IP-9
J3491 33021A22

D20-9234-10-02 D 33040A22
DG
REF.
33049A22

5k
J3121

CLOCK 8 33030A22

B B
IDENTIFICATION MARKINGS
Diamond N. A. Otto-Straße 5
DIMENSIONS METRI C Aircraft Diamond Aircraft Industries A-2700 Wiener Neustadt
Industries GmbH
DP-S-17-00001 - DEPARTMENT SIGN DATE PROJECT
FIRST ANGLE PROJECTION FORMAT DA 40 N G
CLASSIFICATION: - DRAWN 03.12.12 TITLE
A3
N ON E CHECKED:
Schematic, Instrument
UNLESS OTHERWISE SPECIFIED INTERCHANGEABLE PART NO QA: N/A Panel Light Wiring
DIMENSIONS ARE IN MM
3.2 THIS DRAWING WAS PRODUCED USING STRESS: N/A
DIMENSION TOLERANCES
A SOFTWARE: SOLID EDGE V18 MANUF.: N/A DWG.ORIG. DWG.NO. REV A
2 DECIMAL u0,25
1DECIMAL u0,5 FINISH
DECIMAL u1 IN FILENAME SYSTEM: N/A DAI A D20-9 2 3 3 -1 0 -0 5 "A"
ANGLE u1° MICRO-
RAD u0,5 METER D20-9233-10-05a.dft APPROVED: TL CODE SCALE SH OF
710197 NTS 01 01
Confidential

ALL RIGHTS RESERVED FOR THIS DOCUMENT WHICH MAY NOT BE REPRODUCED
OR DISCLOSED TO THIRD PARTIES WITHOUT THE PRIOR WRITTEN CONSENT OF
DIAMOND AIRCRAFT INDUSTRIES
8 7 6 5 4 3 2 1
 Confidential 8 7 6 5 4 3 2 1
REVISION
REV SH ZONE DESCRIPTION DATE APPROVAL
RH WING OÄM 20-244
"-" 01 ALL 17.06.09 SEE TB
FIRST RELEASE
F NAV LIGHT ASSY F
STROBE LIGHT POWER
P3350 SUPPLY
P3348
RED 1 1 3346D16
BLACK 2 2 332D16N
WHITE 3 3 3348C18

POS. LIGHT

GREEN
P3344 J3344
RED
BLUE
1 3343D14
BLACK
WHITE BLUE
2 335D14N

E E

P3342 P3346
2 1 3 2 1
INSTRUMENT PANEL J3342 J3346
FUSELAGE

J2403 P2403

3348B18
11 3343C16
14 3344C16
16 3346C16
REF
12 335C16N
D D20-9224-30-01 D
13 332C16N
15 333C16N

J3341 J3345
2 1 3 2 1

P3341 P3345
LH WING

NAV LIGHT ASSY

POS. LIGHT
C P3343 J3343
C
RED BLACK
BLUE 2 333D14N
RED
BLUE 1 3344D14
WHITE

POWER
STROBE LIGHT P3349 SUPPLY P3347
WHITE 3 3 3348A18
BLACK 2 2 339A16N
RED 1 1 3347A16

B B
IDENTIFICATION MARKINGS
Diamond N. A. Otto-Straße 5
DIMENSIONS METRI C Aircraft Diamond Aircraft Industries A-2700 Wiener Neustadt
Industries GmbH
DE-S-10-00003 - DEPARTMENT SIGN DATE PROJECT
FIRST ANGLE PROJECTION FORMAT DV 20
CLASSIFICATION: - DRAWN 17.06.09 TITLE
A3
N ON E CHECKED:
Schematic, Posit ion
UNLESS OTHERWISE SPECIFIED INTERCHANGEABLE PART NO QA: N/A Light and ACL Wiring
DIMENSIONS ARE IN MM
3.2 THIS DRAWING WAS PRODUCED USING STRESS: N/A
DIMENSION TOLERANCES
A SOFTWARE: SOLID EDGE V18 MANUF.: N/A DWG.ORIG. DWG.NO. REV A
2 DECIMAL u0,25
1DECIMAL u0,5 FINISH
DECIMAL u1 IN FILENAME SYSTEM: N/A DAI A D20-9 2 3 3 -4 0 -0 1 "-"
ANGLE u1° MICRO-
RAD u0,5 METER D20-9233-40-01.dft APPROVED: CODE SCALE SH OF
710197 NTS 01 01
Confidential

ALL RIGHTS RESERVED FOR THIS DOCUMENT WHICH MAY NOT BE REPRODUCED
OR DISCLOSED TO THIRD PARTIES WITHOUT THE PRIOR WRITTEN CONSENT OF
DIAMOND AIRCRAFT INDUSTRIES
8 7 6 5 4 3 2 1
 Confidential 8 7 6 5 4 3 2 1
REVISION
REV SH ZONE DESCRIPTION DATE APPROVAL
OÄM 20-244
- 01 ALL 18.06.09 SEE TB
FIRST RELEASE
F OÄM 20-267 F
A 01 ALL 08.08.11 SEE TB
Wire 33027A22 and Jumper added

E E

ARTIFICIAL
HORIZON
HORIZON J3422

3A 3422A22 C
D REF. D20-9233-10-05 33027A22 D D
342A22N A
B

ELECTRICAL BUS 1
GS-IP 3

C C

B B
IDENTIFICATION MARKINGS
Diamond N. A. Otto-Straße 5
DIMENSIONS METRI C Aircraft Diamond Aircraft Industries A-2700 Wiener Neustadt
Industries GmbH
DE-S-10-00003 - DEPARTMENT SIGN DATE PROJECT
FIRST ANGLE PROJECTION FORMAT DV 20
CLASSIFICATION: - DRAWN 08.08.11 TITLE
A3
N ON E CHECKED:
Schematic, Art ificial
UNLESS OTHERWISE SPECIFIED INTERCHANGEABLE PART NO QA: N/A Horizon Wiring
DIMENSIONS ARE IN MM
3.2 THIS DRAWING WAS PRODUCED USING STRESS: N/A
DIMENSION TOLERANCES
A SOFTWARE: SOLID EDGE V18 MANUF.: N/A DWG.ORIG. DWG.NO. REV A
2 DECIMAL u0,25
1DECIMAL u0,5 FINISH
DECIMAL u1 IN FILENAME SYSTEM: N/A DAI A D20-9 2 3 4 -1 0 -0 1 A
ANGLE u1° MICRO-
RAD u0,5 METER D20-9234-10-01a.dft APPROVED: TL CODE SCALE SH OF
710197 NTS 01 01
Confidential

ALL RIGHTS RESERVED FOR THIS DOCUMENT WHICH MAY NOT BE REPRODUCED
OR DISCLOSED TO THIRD PARTIES WITHOUT THE PRIOR WRITTEN CONSENT OF
DIAMOND AIRCRAFT INDUSTRIES
8 7 6 5 4 3 2 1
 Confidential 8 7 6 5 4 3 2 1
REVISION
REV SH ZONE DESCRIPTION DATE APPROVAL
OÄM 20-244
- 01 ALL 18.06.09 SEE TB
FIRST RELEASE
F OÄM 20-267 F
A 01 ALL 18.06.12 SEE TB
Wire 3340A22 and Jumper added

E E

DIRECTIONAL
GYRO
D44-9233-10-05 J3491
REF.
DG
33040A22 D LIGHTING
3A 3421A22 B 14 VDC POWER IN
341A22N A POWER GROUND
C LIGHTING
D D

ELECTRICAL BUS 1
GS-IP 3

C C

B B
IDENTIFICATION MARKINGS
Diamond N. A. Otto-Straße 5
DIMENSIONS METRI C Aircraft Diamond Aircraft Industries A-2700 Wiener Neustadt
Industries GmbH
DE-S-10-00003 - DEPARTMENT SIGN DATE PROJECT
FIRST ANGLE PROJECTION FORMAT DV 20
CLASSIFICATION: - DRAWN 18.06.12 TITLE
A3
N ON E CHECKED:
Schematic, Direct ional
UNLESS OTHERWISE SPECIFIED INTERCHANGEABLE PART NO QA: N/A Gyro Wiring
DIMENSIONS ARE IN MM
3.2 THIS DRAWING WAS PRODUCED USING STRESS: N/A
DIMENSION TOLERANCES
A SOFTWARE: SOLID EDGE V18 MANUF.: N/A DWG.ORIG. DWG.NO. REV A
2 DECIMAL u0,25
1DECIMAL u0,5 FINISH
DECIMAL u1 IN FILENAME SYSTEM: N/A DAI A D20-9 2 3 4 -1 0 -0 2 A
ANGLE u1° MICRO-
RAD u0,5 METER D20-9234-10-02a.dft APPROVED: TL CODE SCALE SH OF
710197 NTS 01 01
Confidential

ALL RIGHTS RESERVED FOR THIS DOCUMENT WHICH MAY NOT BE REPRODUCED
OR DISCLOSED TO THIRD PARTIES WITHOUT THE PRIOR WRITTEN CONSENT OF
DIAMOND AIRCRAFT INDUSTRIES
8 7 6 5 4 3 2 1
 Confidential 8 7 6 5 4 3 2 1
REVISION
REV SH ZONE DESCRIPTION DATE APPROVAL
OÄM 20-244
- 01 ALL 18.06.09 SEE TB
FIRST RELEASE
F OÄM 20-267 F
A 01 ALL 06.06.12 SEE TB
GS updated

E E

TURN & BANK

T&B J3420

D 3A 3423A22 A 14 VDC POWER IN D

343A22N B POWER GROUND

ELECTRICAL BUS 1
GS-IP 3

C C

B B
IDENTIFICATION MARKINGS
Diamond N. A. Otto-Straße 5
DIMENSIONS METRI C Aircraft Diamond Aircraft Industries A-2700 Wiener Neustadt
Industries GmbH
DE-S-10-00003 - DEPARTMENT SIGN DATE PROJECT
FIRST ANGLE PROJECTION FORMAT DV 20
CLASSIFICATION: - DRAWN 06.06.12 TITLE
A3
N ON E CHECKED:
Schematic, Turn & Bank
UNLESS OTHERWISE SPECIFIED INTERCHANGEABLE PART NO QA: N/A Wiring
DIMENSIONS ARE IN MM
3.2 THIS DRAWING WAS PRODUCED USING STRESS: N/A
DIMENSION TOLERANCES
A SOFTWARE: SOLID EDGE V18 MANUF.: N/A DWG.ORIG. DWG.NO. REV A
2 DECIMAL u0,25
1DECIMAL u0,5 FINISH
DECIMAL u1 IN FILENAME SYSTEM: N/A DAI A D20-9 2 3 4 -1 0 -0 3 "A"
ANGLE u1° MICRO-
RAD u0,5 METER D20-9234-10-03a.dft APPROVED: TL CODE SCALE SH OF
710197 NTS 01 01
Confidential

ALL RIGHTS RESERVED FOR THIS DOCUMENT WHICH MAY NOT BE REPRODUCED
OR DISCLOSED TO THIRD PARTIES WITHOUT THE PRIOR WRITTEN CONSENT OF
DIAMOND AIRCRAFT INDUSTRIES
8 7 6 5 4 3 2 1
 Confidential 8 7 6 5 4 3 2 1
REVISION
REV SH ZONE DESCRIPTION DATE APPROVAL
OÄM 20-253
- 01 ALL 07.07.09 SEE TB
FIRST RELEASE
F F

E E

AVIONICS BUS

GPS

3A RED (POWER)
GARMIN
BLACK (GROUND) GPSMAP X96
D D
GS-IP

C C

B B
IDENTIFICATION MARKINGS
Diamond N. A. Otto-Straße 5
DIMENSIONS METRI C Aircraft Diamond Aircraft Industries A-2700 Wiener Neustadt
Industries GmbH
DE-S-10-00003 - DEPARTMENT SIGN DATE PROJECT
FIRST ANGLE PROJECTION FORMAT DV 20
CLASSIFICATION: - DRAWN K owarsch 07.07.09 TITLE
A3
N ON E CHECKED: K owarsch SCH EMATIC,
UNLESS OTHERWISE SPECIFIED INTERCHANGEABLE PART NO QA: N/A GPSMAP WIRI N G
DIMENSIONS ARE IN MM
3.2 THIS DRAWING WAS PRODUCED USING STRESS: N/A
DIMENSION TOLERANCES
A SOFTWARE: SOLID EDGE V18 MANUF.: N/A DWG.ORIG. DWG.NO. REV A
2 DECIMAL u0,25
1DECIMAL u0,5 FINISH
DECIMAL u1 IN FILENAME SYSTEM: N/A DAI A D20-9 2 3 4 -5 0 -0 8 "-"
ANGLE u1° MICRO-
RAD u0,5 METER D20-9234-50-08.dft APPROVED: Jütte CODE SCALE SH OF
710197 NTS 01 01
Confidential

ALL RIGHTS RESERVED FOR THIS DOCUMENT WHICH MAY NOT BE REPRODUCED
OR DISCLOSED TO THIRD PARTIES WITHOUT THE PRIOR WRITTEN CONSENT OF
DIAMOND AIRCRAFT INDUSTRIES
8 7 6 5 4 3 2 1
 Confidential 8 7 6 5 4 3 2 1
REVISION
REV SH ZONE DESCRIPTION DATE APPROVAL
OÄM 20-244
- 01 ALL 18.05.09 SEE TB
GNS 430/530 FIRST RELEASE
P4002 OÄM 20-267
23203A24WH 23203A24WH A 01 ALL WIRE 23203A24, 23202A24 UPDATED, 11.06.12 SEE TB
23026A24WH AND 33042A22, 33010A22 ADDED.
COMM HI 7 REF D20-9223-50-01
23026A24BL
F COMM LO 19 F
MIC HI 6 23202A24WH 23202A24WH
REF D20-9223-50-01
MIC PTT 4 23202A24BL 23202A24BL
MIC LO 18
COMM PWR 11 23200A18 23204A24WH
COMM PWR 12 23205A18
COM1
GROUND 21 23201A18N
GROUND 22 23206A18N 23200A18 10A AVIONIC BUS
P4006 23201A18N
GPS / NAV1
NAV HI 16 23204A24WH GS-IP 1
NAV LO 17 34612A22 5A

AVIONIC BUS
34611A22N
GS-IP 4

P4001

GPS RS 232 IN 1 57 34516A24 REF D20-9234-50-18

E 23205A18 E
23206A18N
GS-IP 1

LIGHTING BUS HI 39 33042A22 REF D20-9233-10-05

GI 106A
INDICATOR
P3401

GPS/NAV PWR 19 34612A22

GPS/NAV PWR 20 34613A22 34613A22 19 14V ANNUN. PWR
GPS/NAV GND 77 34611A22N
GPS/NAV GND 78 34614A20N 34614A20N 21 POWER GROUND
LIGHTING BUS LO 40 22 14V DIM LO

ANNUNCIATE E 11 34530A22
ARINC 429 OUT 2A 46 34531A24WH
ARINC 429 OUT 2B 47 34531A24BL REF D20-9234-50-18 REF D20-9233-10-05 33010A22 23 14V DIM HI

ARINC 429 IN 1A 48 34532A24WH

D ARINC 429 IN 1B 49 34532A24BL
D

VLOC ANNUNCIATE 1 34623A22 34623A22 18 VLOC ANNUN.

GPS ANNUNCIATE 2 34622A22 34622A22 17 GPS ANNUN.

+ LEFT 21 34012A24WH 34012A24WH 11 VOR/LOC DEV + LEFT

+ RIGHT 22 34012A24BL 34012A24BL 12 VOR/LOC DEV + RIGHT
+ VOR FLAG 23 34009A24WH 34009A24WH 7 NAV FLAG +
- VOR FLAG 24 34009A24BL 34009A24BL 8 NAV FLAG -

+ TO 25 34007A24WH 34007A24WH 9 + TO
+ FROM 26 34007A24BL 34007A24BL 10 + FROM
C C
GS FLAG - 30 34002A24BL 34002A24BL 16 GS FLAG -
GS FLAG + 29 34002A24WH 34002A24WH 15 GS FLAG +

GS DEV + UP 27 34001A24WH 34001A24WH 13 GS DEV + UP

GS DEV + DN 28 34001A24BL 34001A24BL 14 GS DEV + DN

STATOR D 33 34013A24WH 34013A24WH 3 OBS RESOLVER (D)

STATOR E 34 34013A24BL 34013A24BL 5 OBS RESOLVER (E)
STATOR F 35 34014A24WH 34014A24WH 4 OBS RESOLVER (F)
STATOR G 36 34014A24BL 34014A24BL 6 OBS RESOLVER (G)
ROTOR H 32 34015A24WH 34015A24WH 1 OBS RESOLVER (H)
ROTOR C 31 34015A24BL 34015A24BL 2 OBS RESOLVER (C)

P2323 J2323
P2321
COMM 23290A400 23290A400 COMM ANTENNA

B P3462 P3463 J3463 B

GPS 34690A400 34690A400 GPS ANTENNA

P3401 P3402 J3402

P3400 P3403
NAV 34090A400 NAV 1 34092A400 NAV ANTENNA

P3404 ANT.
P3405
G/S 34091A400 G/S 1

DIPLEXER

IDENTIFICATION MARKINGS
Diamond N. A. Otto-Straße 5
DIMENSIONS METRIC Airc raft Diamond Aircraft Industries A-2700 Wiener Neustadt
Indust ries GmbH
DE-S-10-00003 - DEPARTMENT SIGN DATE PROJECT
FIRST ANGLE PROJECTION FORMAT DV 20
CLASSIFICATION: - DRAWN 11.06.12 TITLE
A2
N ON E CHECKED:
Schem atic, GNS 430 &
A INTERCHANGEABLE PART NO QA: N/A A
UNLESS OTHERWISE SPECIFIED GI 106A Wiring
DIMENSIONS ARE IN MM
3.2 THIS DRAWING WAS PRODUCED USING STRESS: N/A
DIMENSION TOLERANCES
SOFTWARE: SOLID EDGE V18 MANUF.: N/A DWG.ORIG. DWG.NO. REV
2 DECIMAL u0,25
1DECIMAL u0,5 FINISH
DECIMAL u1 IN FILENAME SYSTEM: N/A DAIA D20-9234-50-15 A
ANGLE u1° MICRO-
RAD u0,5 METER D20-9234-50-15a.dft APPROVED: TL CODE SCALE SH OF
710197 NTS 01 01
Confidential

ALL RIGHTS RESERVED FOR THIS DOCUMENT WHICH MAY NOT BE REPRODUCED
OR DISCLOSED TO THIRD PARTIES WITHOUT THE PRIOR WRITTEN CONSENT OF
DIAMOND AIRCRAFT INDUSTRIES
8 7 6 5 4 3 2 1
 Confidential 8 7 6 5 4 3 2 1
REVISION
REV SH ZONE DESCRIPTION DATE APPROVAL
OÄM 20-244
- 01 ALL 28.05.09 SEE TB
FIRST RELEASE
F OÄM 20-267 F
A 01 ALL 09.08.11 SEE TB
Wire 33014A22 added

ENCODER
GTX 328 SAE5-35
J3450 J3454A

RS 232 IN 2 24 34517A24 34517A24 2 RS 232 OUT 2

REF D20-9234-50-15 34516A24 1 RS 232 OUT 1
6 SHIELD DRAIN
GNS 430
E P4001 E
ARINC 429 IN 1 A 32 34531A24WH 46 ARINC 429 OUT 2A
ARINC 429 IN 1 B 35 34531A24BL 47 ARINC 429 OUT 2B
ARINC 429 OUT 2 A 30 34532A24WH 48 ARINC 429 IN 1A
ARINC 429 OUT 2 B 28 34532A24BL 49 ARINC 429 IN 1B
TIS CONNECT SELECT 46 34530A22 11 ANNUNCIATE E

J3454B

D 34514A22 8 +14VDC A/C POWER D

6 STROBE

34515A22N 15 A/C GROUND

PM 1000
J1

AUDIO OUT HI 15 34540A24WH 17 A/C RADIO AUDIO HI

AUDIO OUT LO 16 4 A/C RADIO AUDIO LO

AV MASTER ON SEL 1 34515A22N

XPDR GS IP 2
A/C POWER 1 21 34514A22
A/C POWER 1 42 34513A18 34513A18 5A AV BUS
C C
A/C GROUND 27 34500A18N 34500A18N
GS IP 2
A/C GROUND 43
33014A22 REF.
14VDC LIGHTING 45 33014A22
D20-9233-10-05

P3451 P3452
XPDR ANTENNA
XPDR ANT. 34590A142
KA 61

B B
IDENTIFICATION MARKINGS
Diamond N. A. Otto-Straße 5
DIMENSIONS METRI C Aircraft Diamond Aircraft Industries A-2700 Wiener Neustadt
Industries GmbH
DE-S-10-00003 - DEPARTMENT SIGN DATE PROJECT
FIRST ANGLE PROJECTION FORMAT DV 20
CLASSIFICATION: - DRAWN 09.08.11 TITLE
A3
N ON E CHECKED:
SCH EMATIC, GT X 328
UNLESS OTHERWISE SPECIFIED INTERCHANGEABLE PART NO QA: N/A WIRI N G
DIMENSIONS ARE IN MM
3.2 THIS DRAWING WAS PRODUCED USING STRESS: N/A
DIMENSION TOLERANCES
A SOFTWARE: SOLID EDGE V18 MANUF.: N/A DWG.ORIG. DWG.NO. REV A
2 DECIMAL u0,25
1DECIMAL u0,5 FINISH
DECIMAL u1 IN FILENAME SYSTEM: N/A DAI A D20-9 2 3 4 -5 0 -1 8 A
ANGLE u1° MICRO-
RAD u0,5 METER D20-9234-50-18a.dft APPROVED: TL CODE SCALE SH OF
710197 NTS 01 01
Confidential

ALL RIGHTS RESERVED FOR THIS DOCUMENT WHICH MAY NOT BE REPRODUCED
OR DISCLOSED TO THIRD PARTIES WITHOUT THE PRIOR WRITTEN CONSENT OF
DIAMOND AIRCRAFT INDUSTRIES
8 7 6 5 4 3 2 1
 Confidential 8 7 6 5 4 3 2 1
REVISION
REV SH ZONE DESCRIPTION DATE APPROVAL
OÄM 20-266
- 01 ALL 17.08.11 SEE TB
FIRST RELEASE
F OÄM 20-267 F
A 01 ALL 11.06.12 SEE TB
Ground wire number and GS corrected.

E ENGINE COMPARTMENT INSTRUMENT PANEL E

OIL
PRESSSURE E
INDICATOR L
CHT / E
P7930 J7930 P2400 J2400
OIL PRESS C
OIL red 1 7933C22 5 7933B22 T
PRESSSURE white 2 7934B22 3 7934A22 S + 7933A22 2 R
SENSOR black - I
C
D D
A
L

B
792A22N

U
S
GS-IP 9
1

C C

B B
IDENTIFICATION MARKINGS
Diamond N. A. Otto-Straße 5
DIMENSIONS METRI C Aircraft Diamond Aircraft Industries A-2700 Wiener Neustadt
Industries GmbH
DP-S-17-00001 - DEPARTMENT SIGN DATE PROJECT
FIRST ANGLE PROJECTION FORMAT DV 20
CLASSIFICATION: - DRAWN 11.06.12 TITLE
A3
N ON E CHECKED:
Schematic, Oil Pressure
UNLESS OTHERWISE SPECIFIED INTERCHANGEABLE PART NO QA: N/A Indic ator Wiring
DIMENSIONS ARE IN MM
3.2 THIS DRAWING WAS PRODUCED USING STRESS: N/A
DIMENSION TOLERANCES
A SOFTWARE: SOLID EDGE V18 MANUF.: N/A DWG.ORIG. DWG.NO. REV A
2 DECIMAL u0,25
1DECIMAL u0,5 FINISH
DECIMAL u1 IN FILENAME SYSTEM: N/A DAI A D20-9 2 7 9 -3 0 -0 1 "A"
ANGLE u1° MICRO-
RAD u0,5 METER D20-9279-30-01a.dft APPROVED: TL CODE SCALE SH OF
710197 NTS 01 01
Confidential

ALL RIGHTS RESERVED FOR THIS DOCUMENT WHICH MAY NOT BE REPRODUCED
OR DISCLOSED TO THIRD PARTIES WITHOUT THE PRIOR WRITTEN CONSENT OF
DIAMOND AIRCRAFT INDUSTRIES
8 7 6 5 4 3 2 1