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DRY AIR PUMP REMOVAL & INSTALLATION INSTRUCTIONS AND TIPS - 12 Pages

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DRY AIR PUMP REMOVAL & INSTALLATION INSTRUCTIONS AND TIPS
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Catalog excerpts

DRY AIR PUMP REMOVAL & INSTALLATION INSTRUCTIONS AND TIPS FAA-PMA Approved New FAA Approved Overhaul This document shall be given to the aircraft owner after installation. You must enter the following in the logbook after installation: “FAA-P-8740-52 safety warning given to aircraft owner” This document is for reference only. Refer to OEM service instructions A WARNING: Flying IFR without an operating backup system for this pump may result in death, bodily injury or property damage. Follow TC holders published safety warnings.

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Air Pump Removal Instructions Step 1 Remove pump from accessory drive on engine. Discard accessory pad gasket. Clean & inspect drive pad. Inspect accessory drive seal for oil leaks. (Important! Remove and replace seal if there are signs of visible oil around the seal area) (See Fig. 1) Step 2 Remove fittings from pump using caution to not bend or twist. If fittings are damaged or twisted, replace with new Rapco, Inc. fittings where applicable. Step 3 Clean and blow out all pneumatic lines (Inlet & Outlet) to remove additional carbon build up in system. Caution! Insure that all lines to be blown...

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2 Any hoses or lines that can be removed from the aircraft should be cleaned thoroughly (See Fig. 2A) and reinstalled properly. (See Installation, next section) It is very important to remove any carbon or other particles from the system so they do not fail the new pump upon start up! Figure 2A Inspect hoses for dry rot and deterioration, along with any rubber shavings collected inside of the hose. If any of the above is found -REPLACE HOSES.(See Fig. 2B& 2C) Figures 2B & 2C

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Air Pump Installation Instructions Step 1 Remove and replace all pneumatic filters in the system (inlet filters, inline filters & regulator air filters). (See Fig. 4) See Rapco, Inc. filter cross-reference for proper Rapco filter use. Figure 4 Step 2 Reinstall all hoses and fittings properly, using hose clamps to insure that there are no suction/pressure leaks in the system. (See Fig. 5) Loose hose clamps or hoses will indicate low suction/pressure in the system. Note: All rubber hoses should be inspected & replaced per the aircraft maintenance manual.

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Step 3 Install inlet & outlet pump fittings. Spray fitting threads with a small amount of silicon spray lubricant & allow to dry prior to threading into the air pump. This will allow adequate sealing of the pipe threads without harm to the pump. DO NOT use teflon tape or any other type of thread sealant. This will damage the internal pump rotor & vanes and void your warranty! Step 4 Install new air pump using new accessory drive pad gasket Rapco part #AS3491-01. (Supplied with Rapco pump) Replace lock washers with new. Tighten nuts in accordance with manufacturer’s requirements. CAUTION! DO NOT...

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Step 6 Complete Warranty Registration card and return, or fill out online at www.rapcoinc.com Step 7 Give this entire manual and a copy of the warranty to the aircraft owner. Step 8 Complete airframe log book entry for all work completed to include the following: “FAA-P-8740-52 safety warning given to aircraft owner” On Aircraft Air Pump Maintenance Tips: All pumps have been pre-run (run-in for break-in period) to insure proper suction/ pressure output and flow. Note: If other maintenance (involving engine degreasing) is being performed it is important to cover the pump with a rag or plastic bag to...

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United States Department of Transportation FAA-P-8740-52 AFS-820-2000 Introduction You fly in actual instrument weather conditions and make enough approaches to keep “current,” take your flight review from a good instructor, know the “Normal” and “Emergency” procedure sections of your Pilot's Operating Handbook, and feel you are qualified to cope with any emergency. Are you? Maybe not. The NTSB has reported air pump/system failure as a factor in an average of two accidents per year over the past eight years. About one-half of the reported cases involved other overriding factors such as loss of...

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S2 United States Department of Transportation FAA-P-8740-52 AFS-820-2000 The second lesson is that any airplane used regularly in IFR weather should be equipped with either a back-up power source, such as dual pneumatic systems, or back-up electrically powered gyroscope instruments. Although it is legal to fly single engine aircraft without dual power sources for gyroscope instruments, and the exposure rate to accidents due to pneumatic system failure while in actual instrument weather is low (1 accident for each 40-50,000 general aviation instrument flight plans filed), prudence suggests that...

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S3 © United States Department of Transportation FAA-P-8740-52 AFS-820-2000 regulator, worn out air pump or leak in the system. Zero pressure could indicate a sheared pump drive, pump failure, a collapsed line, or a malfunctioning gauge. Any operation out of the normal range requires immediate attention by a mechanic. A complete pneumatic loss is noticeable immediately on the gauge or within minutes by incorrect gyro readings. A slow deterioration may lead to sluggish or incorrect readings which may trap a pilot who is not constantly cross-checking all instruments - including the vacuum or pressure...

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S4 United States Department of Transportation FAA-P-8740-52 AFS-820-2000 Know Yourself Airplanes can be flown safely with loss of one or more gyroscopic instruments. Every instrument rated pilot demonstrated the ability to do so prior to receiving the rating. The problem is that many never practice the skill and only a few have ever practiced in turbulence, as it seems an unlikely need in routine operations. Professional pilots who are required to take semiannual simulator training practice a lifetime of emergencies each training session although they rarely encounter emergencies in daily operations....

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S5 United States Department of Transportation FAA-P-8740-52 AFS-820-2000 Also, cover the dead or lying instruments. Most partial panel practice is done with covered instruments, but in real cases the artificial horizon will be sagging and giving erroneous information that your instincts want to accept as correct. Autopilots that use these instruments as sensors must be turned off immediately. Note: Again, you need to know your aircraft systems thoroughly, so that you will know how a pneumatic system failure affects other equipment. Finally, if your airplane has no back-up capability, be very cautious...

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All Rapco, Inc. catalogs and technical brochures

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