WT9 Dynamic LSA. AIRCRAFT MAINTENANCE MANUAL (AS-AMM-01-000, 22. 05. 2017)

Effectivity:

ALL

12. 06. 2020

INSTRUMENT AND
CONTROL PANELS

– ELT remote unit

– Washer

3.2 x 7 x 0.5

– Connector

For information:

– Screw M3 x 10

– Instrument panel

– Self-locking nut M3

Fig. 39-23 ELT Remote Control Unit Removal / Installation

INSTRUMENT AND CONTROL PANELS

INSTRUMENT AND

CONTROL PANELS

W. Standby fuel pressure indicator

Type of maintenance:

Line

Personnel qualification:

Independent certifying staff qualified in accordance

with Part-66 or higher.

Recommended tools, materials, persons and documentation:

ITEM

QUANTITY

Wrench 9

1 pc

Oetiker pliers- Crimping pliers

1 pc

Persons

Tab. 39-22 Recommended tools, materials, persons and documentation

(1) Standby fuel pressure indicator removal:

(a) Remove the instrument panel cover (Chapter 39-10, 2.A.(1)).

(b) Remove the clamp (5, Fig. 39-24) and disconnect the hose (4)

from the port of the instrument.

(d) Remove the instrument (1) from the panel.

(e) Put the caps on the hose and instrument port.

(2) Standby fuel pressure indicator installation:

(a) Remove the caps from the instrument port and hose.

(b) Put the instrument (1, Fig. 39-24) in position on the panel (6).

(d) Connect the hose (4) to the port of the instrument (1) and secure it

with clamp (5).

(e) Install the instrument panel cover (Chapter 39-10, 2.A.(2)).

(f)

Carry out an operational test.

Effectivity:

ALL

12. 06. 2020

INSTRUMENT AND
CONTROL PANELS

– Standby fuel pressure indicator

– Spring clamp ø9

– Holder

For information:

– Special nut NPT1/8

– Right instrument panel

– Hose

Fig. 39-24 Standby Fuel Pressure Indicator Removal / Installation

GENERAL

STANDARD PRACTICES

AND STRUCTURES-

GENERAL

51-00 GENERAL

1. INTRODUCTION

This chapter contains information and procedures applicable to all composite repairs
as well as information and procedures for aircraft painting and priming. The basic
elements of successful repair are; preparation of the laminate and repair material,
proper mixing of resin, technique, and a complete cure cycle. If any element is not
properly executed the repair will be substandard.

General safety information

In the production of composite parts worker is exposed to various hazardous
chemicals. All used types of resins, hardeners, separators, paints, solvents are
hazardous when in direct contact with skin and mucous membranes. Equally
dangerous is the inhalation of the vapours. Another adverse health factor for
working on composite parts is dust environment. Therefore, it is the duty to
protect your health and the health of their employees. When working with
chemicals, it is necessary to follow this safety information:

CAUTION

IN ALL PRODUCTION SPACES IS FORBIDDEN TO EAT, DRINK,
SMOKE AND MANIPULATE WITH FIRE!

•

Working clothes must not be torn and must be appropriately tight to the body.

It is recommended to use long trousers and a shirt or T-shirt with long
sleeves. After contact with skin chemicals threaten burns and allergies.
Dangerous are stubborn stains from epoxy mixture on your clothes, they can
cause scratches;

•

When laminating use undamaged latex gloves, which go for wristbands.

Damaged gloves immediately replace with new ones;

•

When working with the materials or products that are grounded, cut or drilled,

a large quantity of dust creates. Therefore, protect the airway with a
respiratory protective equipment;

•

When spraying, use protective clothing, respiratory protective equipment and

goggles;

•

Any injuries must be treated and report it to your supervisor. Do not

underestimate any injury!

Effectivity:

ALL

22. 05. 2017

STANDAR PRACTICES
AND STRUCTURES-
GENERAL

Aircraft description

The WT9 Dynamic LSA is a single engine, two seat, cantilever low wing aircraft
with a cruciform tail. The primary structures consist of glass and carbon fibre
composite. The aircraft is equipped with fixed tricycle undercarriage with
steerable nose wheel and emergency parachute system. This aircraft is
intended for sporting, recreation and tourist flying in accordance with VFR day.

Spare parts source

Spare parts can be ordered from

www.aerospool.sk

under

“Products / Dynamic

WT9 / Spare Parts

” or writing by an e-mail

spareparts@aerospool.sk

E-mail must contain the following information:

•

Aircraft S/N

•

Billing address

•

Shipping address (if is not the same as the billing address)

•

VAT (if is registered)

•

Contact person name

•

Contact person phone

•

List of required spare parts (part number and quantity, see current
Illustrated Parts Catalogue)

NOTE

The resins can only be distributed by the personal collection.

REPAIRS

STANDARD PRACTICES

AND STRUCTURES-

GENERAL

51-10 REPAIRS

1. GENERAL

Type of maintenance:

Heavy

Personnel qualification:

Independent certifying staff qualified in accordance

with Part-66 or higher.

Recommended tools, materials, persons and documentation:

ITEM

QUANTITY

See Chapter 51-10, par. 4.

Persons

Tab. 51-1 Recommended tools, materials, persons and documentation

The described procedures concern only to relatively minor damage. Large-scale
repairs may be performed only by the manufacturer or authorized repair station.
Sandwich shells, from which the aircraft comprises, are difficult to repair. The
disclosed methods are applicable only to minor repairs of coatings sandwich shells.

Every material used for repairs must be suitable for the appropriate repair.

Before repairs provide a needed fabrics reserve in sufficient quantity. Fabrics are
sensitive to moisture; therefore they need to be properly stored in a cool, dry, dark
place. For proper storage, resin and fabric is necessary to follow the manufacturer's
recommendations.

Abrupt changes in the thickness of the laminate should be avoided in order to
prevent stress concentration. If possible, cut pieces of fabric to be oval or circular
instead of rectangular shape. The transition between the repaired and undamaged
area should be gradual and as smooth as possible.

Chamfering of the coarse fabric has to be in the range 1:50 to 1:100, the fine fabric
has the no chamfering and must be folded.

Epoxy resins, hardeners and all kinds of fabrics are hygroscopic. In the event of
increase of water content in the resin or the hardener, the epoxy composition will be
cloudy and milky appearance. This composition is unusable.

A relative atmospheric humidity for lamination should be in the range of 20 to 50 %.
At the relative humidity is higher than 50 %, the time to start gelation of the mixture
reduces. Also increases the weight of the product due to moisture absorption of the
epoxy mixture. Increased moisture during production has no significant effect on the
mechanical properties of the cured product.

Effectivity:

ALL

04. 07. 2019

STANDAR PRACTICES
AND STRUCTURES-
GENERAL

When the elevator, rudder, aileron and wing flaps were repaired, the static moments
and weights must be checked, whether they are within the permissible range
according to Tab. 51-2.

CONTROL SURFACE

(PAINTED)

PERMISSIBLE

WEIGHT (kg)

PERMISSIBLE STATIC

MOMENT (N.cm)

Aileron LH

1.530

– 1.690

17.298

– 30.298

Aileron RH (including trim
tab)

2.042

– 2.200

17.298

– 30.298

Wing flap

1.950

– 2.450

160.0

– 195.0

Elevator

1.132

– 1.338

9.198

– 20.398

Rudder

1.611

– 1.969

(-38.5)

– (-31.5)

Tab. 51-2 Control Surfaces Weight and Moment Limits

2. REPAIR CLASSIFICATION

The repairs are divided according to the influence to the airworthiness of all aircraft
into following classes:

Repair Class 1

Large damages required a partial replacement of the airframe, large repairs or
repair of main structure can be carried out only by the aircraft manufacturer or a
repair workshop approved by local Civil Aviation Authority. The repair procedure
is not provided and must be prepared individually after damage examination.

Repair Class 2

Destruction of the whole shell (also the inner laminate is destroyed), however
small size only.

Repair Class 3

Simple surface damage (only the outer laminate is damaged) and small
damage of the foam filling.

Repair Class 4

The damages caused by the scores and the scrapes without the outer laminate
damage and without the breakage of the element.

3. CONSTRUCTION

WT9 Dynamic LSA airframe consists of a sandwich shells from composite material.
The shell is of three-layer construction. The external and internal shell layers are
made of a glass and carbon fibre fabrics, which are saturated with a resin. Between
them there is a filling from a hard foam panels (polyurethane foam HEREX from 3 to
15 mm thick).

REPAIRS

STANDARD PRACTICES

AND STRUCTURES-

GENERAL

4. MATERIALS

Epoxy system

The laminates are made using following epoxy system type:

ITEM

TYPE

MANUFACTURER

Resin

L 285

Hexion Inc.

Hardener

H 287

Hexion Inc.

Mixing ratio of resin and hardener:

ITEM

RESIN : HARDENER

Parts by weight

100 : 40

±2

Parts by volume

100 : 50

±2

The given mixing proportion of components must be observed as exactly as
possible. Mixture of a resin and a hardener must be stirred thoroughly until there are
no cloudiness and no bubbles in a vessel.

The thickeners and the resin-fillers are added after stirring.

Gel time is approximately 5-6 hours at 20-25

°C. Initial curing is 24 hours at 20-25 °C.

The mixture reaches final properties after 15 hours curing at a temperature 55

°C.

Effectivity:

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22. 05. 2017

STANDAR PRACTICES
AND STRUCTURES-
GENERAL

Reinforcements

MARKING WEAVE

WEIGHT

PER AREA

(g/m

)

APPLICATION

GLASS FABRICS

91111

Cross twill 1/3

106

Outer skin, inner skin,
aileron, wing, fuselage,
wheel cover, canopy
frame, fin

92110

Cross twill 2/2

163

Outer skin, inner skin,
aileron, wing, fuselage,
stabilizer, engine
cowling, fin, rudder,
landing gear leg cover

92125

Cross twill 2/2

280

Inner skin, fuselage,
wheel cover, landing
gear leg cover

92145

Unidirectional

220

Wing, fuselage

90070

Fibre cloth

Inner skin, stabilizer

02037

Fibre cloth

Outer skin, inner skin,
winglets, elevator, rudder

CARBON FABRICS

CF 80

Fibre cloth

Outer skin, inner skin,
winglet, stabilizer,
elevator

CF 200

Fibre cloth

200

Outer skin, fuselage,
wing, engine cowling,
canopy frame

CF 140

Unidirectional

140

Outer skin, winglet,
stabilizer, canopy frame,
fuselage

HYBRID FABRICS

CF/AR 160 Fibre cloth

165

Inner skin, fuselage,
cockpit

Rovings

Carbon:

TORAYCA T700S 24K 1650 g /1000 m

Glass:

STARROV 908 2400 g / 1000 m

REPAIRS

STANDARD PRACTICES

AND STRUCTURES-

GENERAL

Foams and fillers

Rigid Foam:

HEREX C70.55

Resin Fillers:

Aerosil

Cotton flakes

Microballoons white (brown)

Paints

ITEM

Mipa 4+1 2K HS -Filler

MIPA OC MISCHLACK-KONZENTRAT-Paint

MIPA 2K-

HÄRTER H5- Hardener

Mipa 2K- Thinner

Mipa C85 2K-HS-Clearcoat

Effectivity:

ALL

04. 07. 2019

STANDAR PRACTICES
AND STRUCTURES-
GENERAL

5. REPAIR PREPARATION

For all repairs, it is important to know the number of layers of the laminate, density
of weave and directional fabrics fibers orientation relative to the main part
dimensions.
The first step is removing all damage parts and all portion of the shell that has
become delaminated from a damage area. Repair area wash with soap and dry up.
Then degrease a repair area. Repaired surface roughen with the sandpaper
No. 60 to 80. Areas that could be damaged and dirty during work protect with a foil.
Fabrics must not have high relative air humidity, as necessary they dry up, for
example by a hot air gun.

Prepare clean vessels for stirring the mixtures of a resin and a hardener.

Repair Class 4

The erosion damages caused by the rain, the scores, the scrapes without
the outer laminate damage require the lacquer works only.

See Chapter 51-20 Exterior finish repair.

In case of first cloth layer damage, then whole repair area cleans well and
sands smooth with a sand paper. Prepare cloth on the foil, saturate with resin
and lay on the repair area. If the resin is dry, the repair area can be puttied
and repainted with lacquer.

Repair Class 3

On the damaged area of the outer shell cut a circular or rounded hole with
sufficiently size. Make sure that all delaminated parts of the shell have been
removed. If the foam is also damaged, remove it too, eventually to the internal
shell layer. Tap the surroundings of the damage area to determine the extent
of delamination from the foam. Remove the lacquer from the edge of the cut
hole at least 4 cm by means sandpaper.

Around the edge of the damaged area where the shell is still firmly bonded,
chamfer the shell. For top thin cloth layer the chamfer about 15 mm is
necessary.

After chamfering the shell, blow out thoroughly the whole repair area including
the pores of the foam. Now fill the hole in the foam with microballoons and
simultaneously fill the pores of the exposed foam. Then lay necessary layer
of patches with diagonal weave direction (stepwise largest patch first) over
the damaged area. After hardening (app. 24 hours at 20-25

°C) the damaged

area should be smoothed, filled and painted. In smoothing take care that only
the edges of the patches are sanded.

Fig. 51-1 Repair Class 3

REPAIRS

STANDARD PRACTICES

AND STRUCTURES-

GENERAL

Repair Class 2

If there is a through hole in the sandwich shell, then remove all delaminated
parts and sand the edge of the hole. Enlarge the hole until good bonding to the
foam is evidenced. Then remove the foam next 20 mm around the hole while
the inner fabric remains undamaged. On thus exposed inner fabric make
chamfer around the circumference. Outer fabric layer chamfer about 20 mm.

Fig. 51-2 Repair Class 2

– Step 1

If the hole is not greater than 10 cm, then glue with Super Glue a thin laminate
plate from bottom of the hole. Glued laminate can be supported by means of the
nail or wire. Then lay inner layer of patches. Allow the inner layer harden before
doing further work. Prepare the foam plug that will be inserted according the
hole. If necessary warm the foam with hairdryer and bend. Scratch the previous
layered patches with sandpaper 80 to ensure good glued contact. Glue the
foam plug in the hole with thickened resin (microballoons) to close the pores.
Make sure no air bubbles occur especially in inner corners. If necessary add
weight to ensure better contact. Let the epoxy accomplish (app. 24 hours at
room temperature).

Fig. 51-3 Repair Class 2

– Step 2

Once the epoxy is accomplished it can be smoothed, puttied with epoxy
thickened with microballoons to close the pores and the outer laminate layers
applied.

Fig. 51-4 Repair Class 2

– Step 3

WT9 Dynamic LSA. AIRCRAFT MAINTENANCE MANUAL (AS-AMM-01-000, 22. 05. 2017) - page 33