This document is property of the Vulcanair S.p.A. and is issued with the understanding that neither this document, nor any of 

the information it contains shall be reproduced, copied, used for the manufacture, repair or overhaul of any apparatus or 

otherwise disclosed to anyone outside the recipient’s business organisation without written consent of the Vulcanair S.p.A. 

P68 Variants 

NOR10.771-52 

1st ISSUE 

(01 March 2010) 

MAINTENANCE MANUAL 

SUPPLEMENT 

Approved by EASA with No. 10028661 on 02 February 2010 

WING SAFE LIFE LIMITS AND RELEVANT INSPECTIONS 

ON WING AND STABILATOR STRUCTURES 

(As per change No. MOD.P68/144) 

- Applicable to all the P68 Aircraft Variants -
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LIST OF EFFECTIVE PAGES 

 Page

TITLE ......................................................................................................................... 0

LISTOF EFFECTIVE PAGES ................................................................................. i

LOG OF REVISIONS ............................................................................................... ii

RECORD OF TEMPORARY REVISIONS ........................................................... iii

LIST OF APPLICABLE SERVICE BULLETINS ................................................ iv

TABLE OF CONTENTS .......................................................................... 1

GENERAL ................................................................................................................. 2

1. DESCRIPTION............................................................................. 1-1

2. AIRWORTHINESS LIMITATIONS ....................................................... 2-1 through 2-7

3. INSTRUCTIONS FOR SPECIAL INSPECTIONS ................................... 3-1 through 3-7
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LOG OF REVISIONS 

REV. REF. APPROVAL 

No. REVISED PAGES DATE 

No. Dated 
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RECORD OF TEMPORARY REVISIONS 

(Revisions which do not require EASA Approval) 

(To be compiled by operator) 

REV. 

No. 

ISSUE 

DATE 

INSERTION 

DATE BY REV.No 

ISSUE 

DATE 

INSERTION 

DATE BY 

 
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LIST OF APPLICABLE SERVICE BULLETINS 

(To be compiled by operator) 

SERVICE 

BULLETIN No. 

ISSUE 

DATE SUBJECT REVISION No. 

INCORP. 

DATE 

 
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TABLE OF CONTENTS 

Page 

GENERAL ........................................................................................................................................ 2

1. DESCRIPTION.......................... .................................................................................... 1-1

2. AIRWORTHINESS LIMITATIONS ...................................................................... 2-1

2.1 SAFE LIFE LIMITS OF WING STRUCTURE ................................................. 2-1

 2.2 CERTIFICATION MAINTENANCE REQUIREMENTS (CMR) ...................... 2-6

3. INSTRUCTIONS FOR INSPECTIONS ............................................................ 3-1

3.1 INSTRUCTIONS FOR SPECIAL INSPECTIONS ON THE WING 

 STRUCTURE...................................................................................................... 3-1

3.2 INSTRUCTIONS FOR INSPECTIONS ON THE STABILATOR 

 STRUCTURE...................................................................................................... 3-7
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GENERAL 

This supplement must be attached to the Approved Aircraft Maintenance Manual of all the P.68 aircraft 

variants (P.68, P.68B, P.68R, P.68C, P.68C-TC, P.68 Observer, P.68TC Observer, P.68 Observer 2). 

It provides the Airworthiness Limitations for wing structure and the special inspections for wing and 

stabilator structures. 

The instructions herein contained are for use of only competent Authority approved Maintenance Repair 

and Overhaul facilities. 

WARNING 

This document calls for the use of substances 

and/or procedures that may be injurious to health 

if adequate precautions are not taken. 

This document refers only to technical suitability 

and in no way absolves the Operator from 

statutory and other legal obligation relating to 

health and safety at any stage of manufacture or 

use. 

CAUTION 

This document has been released including the latest 

engineering information. Vulcanair reserves the right 

to revise the document. Always contact Vulcanair to 

obtain the current (valid) release of this document. 
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1. DESCRIPTION 

This supplement establishes the Safe Life Limits for wing structure and the Special Inspections to 

be carried out on wing and stabilator structures as per change No. MOD.P68/144. 
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2. AIRWORTHINESS LIMITATIONS 

 2.1 SAFE LIFE LIMITS OF WING STRUCTURE 

For aircraft from S/N 357 onwards (see SECTION 2 on Table 2-1)

 The Safe Life Limit of the wing structure is established in: 

a) 23900 Flight Hours for only P.68 aircraft variants not embodying the change No. 

MOD.P68/97 or No. MOD.P68/124. 

b) 21550 Flight Hours for only P.68 aircraft variants embodying the change No. 

MOD.P68/97 or No. MOD.P68/124. 

 

For aircraft from S/N 01 up to S/N 356 (see SECTION 1 on Table 2-1)

 Table 2-1 hereunder shows the Safe Life Limits of the wing structure as a function of wing spar 

 configuration. This table must be read by crossing rows and columns; it is divided into 2 

 sections and 6 columns as follows: 

 SECTION 1 shows the conditions applicable from S/N 01 up to and including S/N 356. 

SECTION 2 shows the condition applicable from and including S/N 357 onwards. 

COLUMNS 1 and 2 show the application or not of the modification kit required by Service 

Bulletin No. 65, first issue or revision 1 or 2 or 3. 

COLUMN 3 shows the result of the inspection required by Service Bulletin No. 65, first issue 

or revision 1 or 2 or 3 (crack found or not on the concerned area of the wing front spars). 

COLUMN 4 shows the Safe Life Limits of the wing structure. 

COLUMN 5 shows the applicable Continued Airworthiness Requirements that must be 

complied up to Wing Safe Life Limit is reached. 

COLUMN 6 shows the action to be performed to extend the Wing Safe Life Limit where 

allowable. 

 The following data are necessary for the Table 2-1 reading in order to individuate which of the 

 conditions in rows from (a) through (f) is applicable for the concerned aircraft: 

 For aircraft from S/N 01 up to and including S/N 356: 

a) Aircraft Serial Number; 

b) Application of Service Bulletin No. 65, first issue or revision 1 or 2 or 3: 

 - Whether or not the modification kit required by Service Bulletin No. 65, first issue or 

revision 1 or 2 or 3 was installed (columns 1 and 2); 

- Crack found or not in the concerned wing front spar areas (column 3). 
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For aircraft from and including S/N 357 onwards: 

a) Aircraft Serial Number; 

b) If the aircraft embodies or not the change No. MOD.P68/97 or No. MOD.P68/124. 

 Four practical examples for the Table 2-1 reading are below reported:

 Example 1

a) Aircraft S/N 335; 

b) Kit 68-037 installed; 

c) Front spars without cracks in the critical area indicated by Service Bulletin No. 65 first 

issue or revision 1. 

The data a) locate the Section 1 as applicable for Aircraft Serial Number; 

The data b) locate the Column 1 as applicable for type of modification carried out on wing 

front spars (refer to Service Bulletin No. 65 first issue); 

The data c) locate the condition in row (b) as applicable for this example; 

Crossing the row (b) with Column 4 it results that the Safe Life Limit for the wing structure is 

21500 flight hours. 

Crossing the row (b) with Column 5 it results the Continued Airworthiness Requirements that 

must be complied up to Wing Safe Life Limit is reached, are as per the paragraph 2.2 

hereunder. 

Crossing the row (b) with Column 6 it results that no extension of wing Safe Life Limit is 

allowable. 

 Example 2

a) Aircraft S/N 287; 

b) Kit 68-038 installed; 

c) Front spars with cracks in the critical area indicated by Service Bulletin No. 65 revision 2 

or 3. 

The data a) locate the Section 1 as applicable for Aircraft Serial Number; 

The data b) locate the Column 2 as applicable for type of modification carried out on wing 

front spars (refer to Service Bulletin No. 65 rev. 2 or 3); 

The data c) locate the condition in row (e) as applicable for this example. 

Crossing the row (e) with Column 4 it results that the Safe Life Limit for the wing structure is 

23900 flight hours. 
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Crossing the row (e) with Column 5 it results to be complied with a Mandatory Action that 

requires to repair the wing front spars as per Service Instruction No. 88, within the time of 

compliance stated in the Service Bulletin No. 162. 

Crossing the row (e) with Column 6 it results that no extension of wing Safe Life Limit is 

allowable. 

 Example 3

a) Aircraft S/N 303; 

b) Kit 68-038 installed; 

c) Front spars without cracks in the critical area indicated by Service Bulletin No. 65 revision 

2 or 3. 

The data a) locate the Section 1 as applicable for Aircraft Serial Number; 

The data b) locate the Column 2 as applicable for type of modification carried out on wing 

front spars (refer to Service Bulletin No. 65 rev. 2 or 3); 

The data c) locate condition in row (d) as applicable for this example. 

Crossing the row (d) with Column 4 it results that the Safe Life Limit for the wing structure 

(23900 flight hours max) must be calculated as per the instructions hereunder. 

Crossing the row (d) with Column 5 it results the Continued Airworthiness Requirements that 

must be complied up to Wing Safe Life Limit is reached, are as per the paragraph 2.2 

hereunder. 

Crossing the row (d) with Column 6 it results that no extension of wing Safe Life Limit is 

allowable. 

 Example 4

a) Aircraft S/N 442. 

The data a) locate the Section 2 (row f) as applicable for Aircraft Serial Number. 

Crossing the row (f) with Column 4 it results that the Safe Life Limit for the wing structure is: 

- 23900 flight hours if the aircraft does not embody the change No. MOD.P68/97 or No. 

MOD.P68/124; 

- 21550 flight hours if the aircraft embodies the change No. MOD.P68/97 or No. 

MOD.P68/124. 

Crossing the row (f) with Column 5 it results the Continued Airworthiness Requirements that 

must be complied up to Wing Safe life Limit is reached, are as per the paragraph 2.2 

hereunder. 

Crossing the row (d) with Column 6 it results that no extension of wing Safe Life Limit is 

allowable. 
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 COLUMN 1 COLUMN 2 COLUMN 3 COLUMN 4 COLUMN 5 COLUMN 6 

 

Kit 68-037 or kit 

68-037/B 

(Ref. SB 65 

rev. 0 or rev. 1) 

Kit 68-038 

(Ref. SB 65 

rev. 2 or 

rev. 3) 

Spar 

Crack 

Safe Life (flight 

hours)

Continued 

Airworthiness 

Requirements 

up to SLL 

Safe Life 

extension 

(a) NO NO NO 16200 

As per 

paragraph 2.2 

hereunder 

It is possible to 

extend safe life up 

to 23900 by 

replacing the four 

main spar lower cap 

angles (Kit SB162) 

and installing 

reinforcements P/N 

1.4145-001/-002 (Kit 

SB 162/A) as per 

S.I. No. 89

(b) YES ---------- NO 21500 

As per 

paragraph 2.2 

hereunder 

-------------- 

(c) YES ---------- YES 13400 

As per 

paragraph 2.2 

hereunder 

It is possible to 

extend safe life up 

to 21500 by 

replacing the four 

main spar lower cap 

angles (Kit SB162) 

as per S.I. No. 89 

(d) ---------- YES NO 

To be calculated 

as explained 

hereunder 

(23900 max) 

As per 

paragraph 2.2 

hereunder 

-------------- 

S 

E 

C 

T 

I 

O 

N 

1

From S/N 01 up to and including S/N 356 

(e) ---------- YES YES 23900 

(See Column 5) 

Mandatory 

Action

Replace the four 

main spar lower 

cap angles (Kit 

SB162) as per 

S.I. No. 88 within 

within the time of 

compliance 

stated in SB 162. 

After repair 

proceed as per 

paragraph 2.2 

hereunder 

--------------

23900 

If the aircraft 

does not embody 

Mod. P68/97 or 

Mod. P68/124 (*)

S 

E 

C 

T 

I 

O 

N 

2

From S/N 357

(f) ---------- ---------- ---------- 

21550 

If the aircraft 

embodies 

Mod. P68/97 or 

Mod. P68/124 (*) 

As per 

paragraph 2.2 

hereunder 

-------------- 

Table 2-1 - Safe Life Limits of the wing structure as function of wing spar configuration 

Note (*): Mod. P68/97 increases MZFW up to 1967kg on P.68C and P.68C-TC aircraft from s/n 443 onwards; 

Mod. P68/124 increases MZFW up to 1967kg on P.68C aircraft from s/n 402 to s/n 440 included.
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For aircraft from S/N 01 up to S/N 356 affected by condition reported in row (d) of Table 2-1

Safe Life Limit to be calculated

For aircraft from S/N 01 up to and including S/N 356 on which no cracks were found on the 

concerned areas of the front and rear wing spars during inspections in accordance with the 

Mandatory Service Bulletin No. 65 and on which the modification Kit 68-038 was installed in 

accordance with Revision 2 or Revision 3 of the same Service Bulletin, the new Safe Life Limit 

(SLL) in flight hours must be determined through a calculation taking into account the flight hours 

accumulated before the installation of the Kit 68-038 as detailed hereunder: 

SLL = 23900 − (0.4753⋅Y)

Where “Y” represents the accumulated flight hours before installation of the Kit 68-038. 

Practical example:

Consider an aircraft which had installed Kit 68-038 with 3456 flight hours accumulated on the 

wing structure: 

SLL = 23900 − (0.4753⋅3456) = 22319 flighthours 

For all the aircraft

Safe Life Limit for the new wing structure which is installed as spare part 

In case the wing structure is replaced with new one incorporating the reinforcements P/N 1.4153-

1 and P/N 1.4141-1 or P/N 1.415-001 and P/N 1.4145-002, as applicable, on the front and rear 

wing spars, together with the relevant wing to fuselage attachments, the Safe Life Limit on the 

wing structure will be: 

• 23900 Flight Hours for all the P.68 aircraft variants up to S/N 356; 

• 23900 Flight Hours only for P.68 aircraft variants from S/N 357 onwards not embodying 

the change No. MOD.P68/97 or No. MOD.P68/124; 

• 21550 Flight Hours only for P.68 aircraft variants from S/N 357 onwards embodying 

the change No. MOD.P68/97 or No. MOD.P68/124. 

For the replacement of the wing, contact Vulcanair to obtain all the information necessary and 

for a proper technical support provide it with the following: 

1. Aircraft Type and Serial Number; 

2. Registration Marks; 
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3. Fuel Tanks capacity; 

4. If the aircraft is equipped with the Integral Wing Auxiliary Fuel Tanks; 

5. All the required parts needed for the wing replacement; 

6. List of all the equipment installed on the wing; 

7. Aircraft owner inclusive of postal and e-mail address; 

8. Any other information you think it is important. 

 2.2 CERTIFICATION MAINTENANCE REQUIREMENTS (CMR) 

 

Mandatory inspections have been established for the wing and stabilator structures to be added to 

the current approved maintenance program of the aircraft. 

SPECIAL INSPECTIONS ON THE WING STRUCTURE

The inspections on the wing structure are classified as “Special” only because they are dictated by 

the necessity to keep under surveillance the wing structure in the critical locations. 

The following Special Inspection Chart (Table 2-2) shows the mandatory intervals at which the 

wing structure is to be inspected: 

NATURE OF SPECIAL INSPECTION INSPECTION INTERVALS 

WING STRUCTURE 

Check for absence of fatigue crack and corrosion 

the front and rear spars on wing areas indicated 

with numbers 1, 2 and 3 in Figure 3-1, in 

accordance with the procedure explained in 

paragraph 3.1 hereunder. 

First Special Inspection at 6000 flight hours, 

and subsequent Special Inspections at 12000 

and 18000 flight hours. 

Note: 

Only for aircraft affected by the condition 

reported in row (e) of Table 2-1 in paragraph 

2.1, the first Special Inspection on the wing 

structure must be performed conjointly with the 

mandatory modification to be carried out, then 

proceed with subsequent Special Inspections 

every 6000 flight hours thereafter up to the 

wing Safe Life Limit is reached. For these 

aircraft the Maintenance Program must be 

updated as per Table 2-4 hereunder. 

Table 2-2 

Special Inspection Chart on the wing structure 
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INSPECTIONS ON THE STABILATOR STRUCTURE

The following Inspection Chart (Table 2-3) shows the mandatory intervals at which the stabilator 

structure is to be inspected: 

NATURE OF INSPECTION INSPECTION INTERVALS 

STABILATOR STRUCTURE 

Check for absence of corrosion and cracks of all 

the inside parts of the stabilator structure in 

accordance with the procedure explained in 

paragraph 3.2 hereunder. 

First inspection at 8500 flight hours and 

subsequent repetitive inspections every 500 

flight hours. 

Table 2-3 

Inspection Chart on the stabilator structure 

Only for aircraft affected by the condition reported in row (e) of Table 2-1 in paragraph 2.1

and for aircraft affected by conditions reported in rows (a) and (c) in the same Table 2-1, if

these last have embodied the optional installation of the Kit SB162 or Kit SB162 plus Kit 

SB162/A, as applicable, in order to extend the Wing Safe Life Limit.

For these aircraft the Maintenance Program must be updated adding the following inspections to 

the current approved maintenance program of the aircraft: 

NATURE OF INSPECTION INSPECTION INTERVALS 

LEFT AND RIGHT WING FRONT SPAR 

REPAIRED AS PER DRAWING R.0441 

Check the area of the front spar of the wing 

 concerned by the repair scheme R.0441 for condition. 

Referring to drawing R.0441, check installation of the 

doublers item 2 for security. 

At every 1500 flight hours or every 5 

years, whichever occurs first, 

conjointly with the Scheduled 

Maintenance Program in the latest 

applicable revision of the basic aircraft 

Maintenance Manual. 

Table 2-4 
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3. INSTRUCTIONS FOR INSPECTIONS 

 3.1 INSTRUCTIONS FOR SPECIAL INSPECTIONS ON THE WING 

STRUCTURE 

INSPECTIONS IN AREAS 1 and 3 (Refer to Figures 3-1 through 3-4)

NOTE: The following instructions are for both wing structures. 

1. Switch OFF all electrical loads, remove the baggage bulkhead and disconnect the battery 

wires (negative wire first); 

2. Referring to removal procedures laid out in the applicable aircraft Maintenance Manual, 

remove: 

a. The cabin ceiling panel in the wing area and soundproof material if present; 

b. The wing to fuselage fillets and the upper centre fairing; 

c. The engine cowlings; 

d. The inboard and outboard wing leading edges; 

e. The inspection access covers under the wing skin, near the wing root; 

3. Position a trestle with height adjustable cradles under each left and right wing in 

correspondence with ribs. No.17; 

4. Referring to Figure 3-2 DETAIL A, one at time remove the two nearest wing centre line 

fastening bolts from the front spar upper and lower caps joining plates and, with the aid of 

10x magnifying glass, carry out a visual inspection of the removed bolts for corrosion and 

cracks. In any case discard the removed bolts to be replaced with new ones; 

5. Using a rigid boroscope of an appropriate diameter, positioned at a right angle with a visual 

angle of 60 degrees, perform a visual inspection of the holes for corrosion and cracks; 

6. If during above inspections, severe corrosion and/or cracks are found, one at time remove all 

the remaining bolts and inspect the bolts and holes as per the previous steps 4 and 5 

respectively. In any case discard the removed bolts to be replaced with new ones. Repair the 

damaged wing structure in accordance with the Repair Procedures laid out in the FAA AC 

43.13-1B; 

7. In absence of damage, referring to Figure 3-2, install new bolts in replacement of the 

previously removed ones, interposing a film of corrosion inhibitive compound (Specification 

MIL-PRF-8116C). Torque to 247-273 lb.in.; 

8. Referring to Figure 3-2 DETAIL B, one at time remove the two nearest wing centre line 

fastening bolts, from the rear spar upper and lower caps joining plates and, with the aid of 

10x magnifying glass, carry out a visual inspection of the removed bolts for corrosion and 

cracks. In any case discard the removed bolts to be replaced with new ones; 

9. Using a rigid boroscope of an appropriate diameter, positioned at a right angle with a visual 

angle of 60 degrees, perform a visual inspection of the holes for corrosion and cracks; 

10. If during above inspections, severe corrosion and/or cracks are found, one at time remove all 

the remaining bolts and inspect the bolts and holes as per the previous step 8 and 9 

respectively. In any case discard the removed bolts to be replaced with new ones. Repair the 

damaged wing structure in accordance with the Repair Procedures laid out in the FAA AC 

43.13-1B; 
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11. In absence of damage, referring to Figure 3-2, install new bolts in replacement of the 

previously removed ones, interposing a film of corrosion inhibitive compound (Specification 

MIL-PRF-8116C). Torque to 247-273 lb.in.; 

12. Carry out a detailed visual inspection of the front and rear spar caps and spar webs in the 

 Area 1 and 3 in Figure 3-1; in particular, after to have cleaned the area from eventual dirty, 

 visually inspect the front and rear spar lower caps in the attachment to fuselage zone for 

 corrosion and absence of fatigue crack with the aid of a powerful light source (see Figure 3-

 3), positioning the light beam with an angle from 5° to 45° (see Figure 3-4). Only for aircraft 

 affected by the conditions reported in rows (a), (b), (c) and (d) on Table 2-1 in paragraph 2.1, 

in presence of cracks, perform a more detailed inspection using a magnifying glass 5x and, 

 within the next 100 flight hours, replace the four lower spar cap angles according to the to 

 Service Instruction No. 89 to be downloaded from Vulcanair web site www.vulcanair.com; 

13. For aircraft affected by the conditions reported in rows (e) and (f) on Table 2-1 in paragraph 

2.1, if a cracks is detected, please contact Vulcanair for the corrective action to be taken; 

14. In absence of damage, where necessary, clean the wing areas with Methyl-ethyl-Ketone or 

equivalent cleaning solvent and touch up them with epoxy primer (Specification MIL-PRF23377); 

15. In any case communicate to Vulcanair the results of the inspection performed. 

INSPECTIONS IN AREA 2 (Refer to Figure 3-1)

16. Using a suitable boroscope, through the lateral gaps between the engine firewall and the 

wing front spar, inspect the wing spar web and spar caps for cracks and corrosion in the 

areas behind the firewall; 

17. Open the two inspection access covers located at the rear and under the engine nacelles. 

 Refer to Service Bulletin No. 93 for P.68 Series aircraft up to and including S/N 400; 

18. Using a suitable boroscope, through the inspection holes under the engine nacelles, 

previously opened, accurately inspect the areas of the front and rear spars on the inside of the 

wing box for corrosion and cracks, as well as the relative wing rib attachments; 

19. With the aid of a powerful light source and 10x magnifying glass, visually inspect all the 

accessible areas of the wing spars for cracks and corrosion; 

20. Should any damage be detected, as a result of the above inspections, repair in accordance 

with the Repair Procedure laid out in the FAA AC 43.13-1B; 

21. Referring to installation procedures laid out in the applicable aircraft Maintenance Manual, 

reinstall the left and right inboard and outboard wing leading edges, the engine cowlings and 

all the previously removed items. Close all the opened inspection access holes. 
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1. Spar area between the wing to fuselage attachments. 

2. Spar area near the nacelle firewall and its adjacent areas. 

3. Spar area between the wing root and engine mount. 

Figure 3-1 

Spar Areas for - Non Destructive Inspections (NDI) 
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Figure 3-2

Spar Joining Plates 
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Figure 3-3 
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Figure 3-4
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 3.2 INSTRUCTIONS FOR INSPECTIONS ON THE STABILATOR STRUCTURE 

1. Referring to removal procedure laid out in the basic Aircraft Maintenance Manual, remove 

the two half stabilator structures; 

2. On bench, with the aid of a suitable boroscope, inspect the inside structural parts of the both 

half stabilator structures for corrosion and cracks. Should any damage be detected as a result 

of the above inspections, repair in accordance with the Repair Procedure laid out in the FAA 

AC 43.13-1B; 

3. In absence of damage, with reference to the installation procedure laid out in the basic 

Aircraft Maintenance Manual, reinstall the two half stabilator structures; 

4. No stabilator backlash is permissible. Referring to figure 3-5, check the stabilator for 

horizontal and vertical backlash as follows: 

a) Acting on the tip of the left or right half stabilator, lightly shake the half stabilator 

longitudinally, up and down and along its hinge bearing axis and check for absence of 

backlash. Repeat above check for the other remaining half stabilator. 

Figure 3-5