761 679 MM PDF
761 679 MM PDF
761 679 MM PDF
MAINTENANCE MANUAL
CARD 1 OF 4
PA-28-181
ARCHER II
ARCHER III
Member of GAMA
General Aviation
Manufacturers Association
1A2
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
INTRODUCTION
AEROFICHE EXPLANATION AND REVISION STATUS
The Maintenance Manual information incorporated in this set of Aerofiche cards has been arranged in
accordance with the general specifications of Aerofiche adopted by the General Aircraft Manufacturer’s
Association (GAMA).
The following is provided to aid in locating the various chapters and related service information desired.
1. A complete manual System/Chapter Index Guide is given at Grids A8 thru A9 of all fiche in this set.
2. A complete list of Illustrations is given at Grids A10 thru A14 of all fiche in this set.
3. A complete list of Charts is given at Grids A15 and A16 of all fiche in this set:
4. A complete list of paragraph titles and appropriate Grid location numbers is given at the beginning of
each Chapter relating to the information within that Chapter.
Revised text and illustrations are indicated by a black vertical line along the left hand margin of
the frame, opposite revised, added or deleted material. Revision lines indicate only current revisions
with changes and additions to or deletions of existing text and illustrations. Changes in capitalization,
spelling, punctuation, indexing, the physical location of material or complete page additions are not
identified by revision lines.
6. Revisions to this Maintenance Manual 761 679, issued August 16, 1978, are as follows:
The date on Aerofiche cards should not be earlier than the date noted for the respective card effectivity.
Consult the latest Aerofiche card in this series for current Aerofiche card effectivity.
Introduction
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1A3
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
VENDOR PUBLICATIONS.
— WARNING —
When servicing or inspecting vendor equipment installed in
Piper aircraft, it is the user’s responsibility to refer to the
applicable vendor publication.
ENGINE:
Overhaul Manual = AVCO LYCOMING - OVERHAUL MANUAL
DIRECT DRIVE ENGINE - P/N 60294-7
Avco Lycoming Division
Williamsport, PA 17701
Parts Catalog = AVCO LYCOMING - P/N PC-102
Avco Lycoming Division
Williamsport, PA 17701
Operators Handbook = AVCO LYCOMING O-360
SERIES AIRCRAFT ENGINES - P/N 60297-9
Avco Lycoming Division
Williamsport, PA 17701
PROPELLER:
Repair Manual = METAL PROPELLER REPAIR MANUAL
Sensenich Corporation
P.O. Box 1168, Lancaster, PA 17604
MAGNETOS:
Service Manual = SLICK-AIRCRAFT MAGNETOS
Catalog and Service Manual
SLICK ELECTRO Inc
Rockford, IL 61101
WHEEL AND STRUT
FAIRINGS:
Repair Manual = A.B.S. THERMOPLASTIC LANDING GEAR
WHEEL AND STRUT FAIRING REPAIR
INSTRUCTION MANUAL - P/N 761 708
Vero Beach Service Sales Department
Piper Aircraft Corporation
Vero Beach, Florida 32960
DRY AIR PUMPS:
Service Information = AIRBORNE DIVISION
AIR AND FUEL PRODUCTS
Parker Hannifin Corporation
711 Taylor St.
Elyria, OH 44036
AUTO FLIGHT:
SEE CHAPTER 22 AUTO FLIGHT
Introduction
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1A4
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
SERIAL NUMBER INFORMATION
PA-28-181, ARCHER II - 1976
Serial Numbers 28-7690001 to 28-7690479 inclusive
PA-28-181, ARCHER II - 1977
Serial Numbers 28-7790001 to 28-7790607 inclusive
PA-28-181, ARCHER II -1978
Serial Numbers 28-7890001 to 28-7890564 inclusive
PA-28-181, ARCHER II - 1979
Serial Numbers 28-7990001 to 28-7990626 inclusive
PA-28-181, ARCHER II - 1980
Serial Numbers 28-8090001 to 28-8090382 inclusive
PA-28-181, ARCHER II - 1981
Serial Numbers 28-8190001 to 28-8190336 inclusive
PA-28-181, ARCHER II - 1982
Serial Numbers 28-8290001 to 28-8290188 inclusive
PA-28-181, ARCHER II - 1983
Serial Numbers 28-8390001 to 28-8390090 inclusive
PA-28-181, ARCHER II - 1984
Serial Numbers 28-8490001 to 28-8490112 inclusive
PA-28-181, ARCHER II - 1985
Serial Numbers 28-8590001 to 28-8590092 inclusive
PA-28-181, ARCHER II - 1986
Serial Numbers 28-8690001 to 28-8690056 inclusive
Serial Numbers 2890001 to 2890205*
PA-28-181, ARCHER III
Serial Numbers 2890206 and up
Introduction
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1A5
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
GAMA SYSTEM/CHAPTER INDEX GUIDE
SYST SUB-SYST AEROFICHE
CHAP SECTION TITLE GRID NO.
4 AIRWORTHINESS 1A17
12 SERVICING 1D9
22 AUTOFLIGHT 1I6
23 COMMUNICATIONS 1I11
25 EQUIPMENT/FURNISHINGS 2A17
28 FUEL 2D10
33 LIGHTS 2G8
Introduction
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1A6
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
GAMA SYSTEM/CHAPTER INDEX GUIDE (CONTD)
SYST SUB-SYST AEROFICHE
CHAP SECTIONTITLE GRID NO.
51 STRUCTURES 2J19
52 DOORS 2K18
55 STABILIZERS 2L7
56 WINDOWS 3A17
57 WINGS 3B3
61 PROPELLER 3B24
74 IGNITION 3E16
78 EXHAUST 3G16
80 STARTING 3H10
Introduction
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1A7
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
LIST OF ILLUSTRATIONS
Introduction
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1A14
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
LIST OF CHARTS
Introduction
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1A16
CHAPTER
AIRWORHTINESS
LIMITATIONS
1A17
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHAPTER 4 - AIRWORTHINESS LIMITATIONS
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVIT
4 - Cont./Effec.
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1A18
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
AIRWORTHINESS LIMITATIONS
GENERAL
Airworthiness limitations are FAA approved and specify inspections and maintenance required under
Federal Air Regulations Parts 43 and 91.
The following limitations relate to fatigue life and components of the PA-28-181 airplane:
1. Safe life of the airframe structure information will be issued when available.
2. Safe life limit of propeller blades is unlimited.
— NOTE —
Refer to LIMITATIONS in the Pilot’s Operating Handbook
and FA A Approved Airplane Flight Manual for detailed
d e l i neation of airplane flight limitations. Mandatory
replacement time and inspection intervals of life limited parts
are in chapter 5 of the Piper maintenance manual.
— END —
4-00-00
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PIPER AIRCRAFT
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AIRPLANE MAINTENANCE MANUAL
4-00-00
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1A20
CHAPTER
1A21
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHAPTER 5 - TIME LIMITS/MAINTENANCE CHECKS
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
5 - Cont./Effec.
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1A22
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
GENERAL
This chapter provides instructions for conducting inspections. Inspections are described in inspection
requirements and preflight checks. Repair or replacement instructions for unserviceable components are in the
section covering the applicable aircraft system.
— WARNING —
Ground magneto primary circuit before performing any
engine work.
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PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
TIME LIMITS
A. INSPECTION REQUIREMENTS
Required inspection procedures are listed in periodic inspections. Inspection procedure is divided as fol-
lows: Propeller, Engine, Cabin, Fuselage and Empennage, Wing, Landing Gear, Float Group, Operational
Inspection, and General. The first column in each group lists the inspection or procedure to be performed. The
second column is divided into four columns indicating required inspection intervals of 50 hours, 100 hours,
500 hours, and 1000 hours. Inspection or operation is required each inspection interval as indicated by a circle
(O). Refer to the applicable section in this manual for part access or part removal instructions. Use forms
(Piper Part no. 230 1039) furnished by the Piper Factory Service Department, available through Piper dealers
or distributors for inspections
B. PREFLIGHT CHECKS
Perform a thorough preflight and walk-around check in addition to inspection intervals in Periodic
Inspections. Pilot or mechanic must include preflight check as normal procedure necessary for safe aircraft
operation. Refer to Pilot’s Operating Handbook for items that must be checked.
5-10-00
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1A24
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
SCHEDULED MAINTENANCE CHECKS
PERIODIC INSPECTIONS
— NOTE —
Refer to Notes 1, 2, 3, and 4 before performing inspections.)
B. ENGINE GROUP.
— WARNING —
Ground magneto primary circuit prior to
beginning any engine work.
— NOTE —
Read note 6 prior to beginning this
inspection group.
5-20-00
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1B1
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
SCHEDULED MAINTENANCE CHECKS (continued)
— NOTE —
Refer to Notes 1, 2, 3, and 4 before performing inspections.)
— CAUTION —
Use caution not to contaminate vacuum
pump with cleaning fluid. (Refer to latest
revision Lycoming Service Instruction
No. 1221.)
13. Inspect spark plug cable leads and ceramics for corrosion and deposits................. O O O O
14. Check cylinder compression. (Reference: AC 43.13-1A.)..................................... O O O
15. Inspect cylinders for cracked or broken fins. (See Note 9.) ................................... O O O
16. Inspect rocker box covers for evidence of oil leaks. If found, replace gasket;
tighten cover screws to a torque of 50 inch-pounds. (See Notes 10.) .................... O O O O
17. Inspect ignition harness and insulators for high tension leakage and continuity..... O O O
18. Inspect magneto points for condition and proper clearance.................................... O O O
19. Inspect magneto for oil leakage............................................................................... O O O
20. Inspect breaker felts for proper lubrication. ............................................................ O O O
21. Inspect distributor block for cracks, burned areas, corrosion, and height of
contact springs......................................................................................................... O O
22. Check magnetos to engine timing............................................................................ O O O
23. Overhaul or replace magnetos. (See Note 11.)
24. Remove air filter and tap gently to remove dirt particles Replace as required....... O O O O
25. Drain carburetor and clean inlet line fuel strainer. .................................................. O O O O
26. Inspect condition of carburetor heat air door and box. (See Note 12.)................... O O O O
27. Inspect vent lines for evidence of fuel or oil seepage.............................................. O O O O
28. Inspect intake seals for leaks and clamps for tightness. .......................................... O O O O
29. Inspect all air inlet duct hoses. (Replace as per latest revision Piper Service
Bulletin No. 356.).................................................................................................... O O O O
30. Inspect flexible fuel lines condition......................................................................... O O O
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1B2
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
SCHEDULED MAINTENANCE CHECKS (continued)
— NOTE —
Refer to Notes 1, 2, 3, and 4 before performing inspections.)
— NOTE —
Refer to Notes 1, 2, 3, and 4 before performing inspections.)
C. CABIN GROUP
1. Inspect cabin entrance, doors, and windows for damage and operation. ................ O O O
2. Inspect window sealants for cracks and deterioration. Reseal if necessary............ O O O
3. Inspect upholstery for tears...................................................................................... O O O
4. Inspect seats, seat belts, security brackets, and bolts............................................... O O O
5. Check trim operation. (See Note 15.)..................................................................... O O O
6. Inspect rudder pedals............................................................................................... O O O
7. Inspect parking brake and brake handle for operation and cylinder leaks. ............. O O O
8. Inspect control wheels, column, pulleys, and cables for condition. (See
Note 16.).................................................................................................................. O O O
9. Inspect flap control cable attachment bolt. (Refer to latest revision of Piper
Service Bulletin 965.).............................................................................................. O O O
10. Inspect landing, navigation, cabin, and instrument lights. ...................................... O O O O
11. Inspect instruments, lines, and attachments............................................................. O O O
12. Inspect gyro operated instruments and electric turn and bank. (Overhaul or
replace as required.)................................................................................................. O O O
13. Replace central air filter........................................................................................... O O O
14. Clean or replace vacuum regulator filter. ................................................................ O O O
15. Inspect altimeter. Calibrate altimeter system per FAR 91. if appropriate.... O O O
16. Check fuel selector valve operation......................................................................... O O O
17. Inspect condition of heater controls and ducts. ....................................................... O O O
18. Inspect air vents condition and operation................................................................ O O O
19. Inspect condition of air conditioning ducts. ............................................................ O O O
20. Remove and clean air conditioning evaporator filter............................................... O O O
— NOTE —
Refer to Notes 1, 2, 3, and 4 before performing inspections.)
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1B5
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
SCHEDULED MAINTENANCE CHECKS (continued)
— NOTE —
Refer to Notes 1, 2, 3, and 4 before performing inspections.)
31. Inspect all air ducts, electrical leads, lines, radio antenna leads, and attaching
parts for security, routing, chafing, deterioration, wear, and proper,installation..... O O O
32. Inspect ELT installation, battery and antenna condition. (See the latest revision
Piper Service Letter no. 820.).................................................................................. O O O
34. Install inspection plates and panels.......................................................................... O O O
E. WING GROUP
1. Inspect oleo struts for proper extension. Check fluid level as required.................. O O O O
2. Inspect nose gear steering control and travel........................................................... O O O
3. Inspect wheels for alignment................................................................................... O O O
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1B6
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
SCHEDULED MAINTENANCE CHECKS (continued)
— NOTE —
Refer to Notes 1, 2, 3, and 4 before performing inspections.)
H. OPERATIONAL INSPECTION
— NOTE —
Refer to Notes 1, 2, 3, and 4 before performing inspections.)
I. GENERAL
5-20-00
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1B8
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
SCHEDULED MAINTENANCE CHECKS (continued)
NOTES
1. Refer to last card of Piper parts price list Aerofiche, for a check list of current revision dates to
Piper inspection reports and manuals.
2 All inspections or operations are required each inspection interval as indicated by a (O). Both the
annual and 100 hour inspections are complete aircraft inspections, identical in scope. The 500 and
1000 hour inspections are extensions of the annual or 100 hour inspection and require more
detailed aircraft examination, overhaul, or replacement of major components. Inspections must be
by FAA authorized persons.
3. Piper Service Bulletins are of special importance and Piper considers compliance mandatory.
4. Piper Service Letters are product improvements and service hints pertaining to aircraft servicing,
and require careful attention.
5. Recommended flight time between reconditioning of Sensenich fixed-pitch metal propellers is
1000 hours, if propeller has no prior damage. Reconditioning is removal of fatigued surface metal
and accumulated small nicks too numerous to repair individually. Contact a Sensenich factory
approved repair station. (Refer to latest revision of Sensenich Service Letter no. 80-1.)
6. Power plant inspections are based on the engine manufacturer’s operator’s manual. Changes to the
engine manufacturer ’s operator’s manual will supersede or supplement inspections outlined lined
in this report. Refer to latest revision of Textron Lycoming Service Letter No. 114
7. Intervals between oil changes can be increased as much as 100 percent on engines equipped with
full flow cartridge type oil filters, if element is replaced each 50 hours of operation. Refer to latest
revision Lycoming Service Bulletin 480 for additional information.
8. Replace engine compartment flexible hoses (fuel, oil, etc.) every 1000 hours, 8 years or at engine
TBO, whichever comes first. Refer to latest revision of Textron Lycoming Service Bulletin 240 and
latest revision of Textron Lycoming Service Letter L201B.
9. Check cylinders for evidence of excessive heat (look for burned paint on cylinders. This condition
indicates internal cylinder damage and, if found, its cause must be found and corrected before air-
craft returns to service.
Heavy discoloration and appearance of seepage at cylinder head and barrel attachment area is
usually due to emission of thread lubricant used during barrel assembly at the factory, or by slight
gas leakage stopping after cylinder is in service awhile. This condition is not harmful to engine
performance and operation. If leakage exceeds these condition, replace cylinder.
10. At every 400 hours of engine operation, remove rocker box covers and check for freedom of valve
rockers when valves are closed. Look for evidence of abnormal wear or broken parts in area of
valve tips, valve keeper, springs, and spring seat. If wear is found, remove the cylinder and all
components (including piston and connecting rod assembly) and inspect for further damage.
Replace any parts not conforming to limits in latest revision for Textron Lycoming Service Table
of Limits SSPO 1776.
11. Replace (or overhaul, if applicable) at engine overhaul or 5 years, whichever comes first. (For
engine overhaul, refer to latest revision of Textron Lycoming Service Bulletin 240 and Service
Letter L201).
5-20-00
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1B9
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
SCHEDULED MAINTENANCE CHECKS (continued)
NOTES (continued)
12. Check throttle body attaching screws for tightness. Tighten screws to a torque of 40 to 50 inch-
pounds.
13. Compressor oil level should not be checked unless a Freon leak has occurred, requiring an
addition of Freon to the system. CAUTION: Environmental regulations may require special
equipment and procedures be utilized when charging air conditioning system with Freon.
14. Clean any traces of oil from clutch surface.
15. If airplane has electric trim system refer to latest revision Piper Service Bulletin no. 556.
16. Examine cables for broken strands by wiping the cable with a cloth along the entire length of the
cable. Visually inspect the cable thoroughly for damage not detected by the cloth. Replace damaged
or frayed cables. Refer to Chapter 27 and the latest edition of FAA Advisory Circular 43.13-1A,
Paragraph 198.
17. Maintain cable tensions specified in chapter 27.
18. Check security and condition of autopilot servo bridle cables, clamps, and sheer pin per latest
revision of Piper Service Letter No. 695.
19. Replace flexible fuel tank supply hose at engine overhaul.
20. Replace fuel tank vent line flexible connections as required, but no later than 1000 hours time-in-
service.
21. The Airborne auxiliary vacuum pump/motor assembly (4A3-1) must be removed from service and
replaced at 500 hours operating time as indicated on the elapsed time indicator, or at 10 years of
installed time in the aircraft, whichever comes first.
22. Refer to Flight Manual Supplement for preflight and flight check for intended function in all
modes.
23. Pressure check all fluid hoses in fuselage and wing areas after 10 years time-in-service. Visually
check for leaks. Hoses that pass inspection may remain in service and checked thereafter each five
years time-in-service.
24. Replace compressor belt each 1000 hours time-in-service, or 3 years, whichever comes first.
25. Inspect area around fore and aft attach fittings for evidence of wet interior insulation. Replace as
necessary.
26. On Archer II airplanes used for training, and utilizing cast main gear cylinder housings, inspect the
housing radii at the torque link attach lugs for cracks after the first 2000 hours time-in-service.
Thereafter, the inspection must be performed each 100 time-in-service. Replacing the cast housings
with a forged housings (Piper p/n 65490-0) will eliminate the need for this inspection.
— NOTE —
Obtain printed copies of the 100 Hour/Annual Inspection
Report from Piper Service Sales, as Piper Part Number 230 1039.
5-20-00
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1B10
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
PROGRESSIVE INSPECTION
The progressive continuous inspection was designed to permit the best aircraft utilization by scheduling
inspections through use of a planned inspection schedule. The programmed inspection schedule has been
prepared in manual form available from Piper Service Sales - as Piper Part no. 761 497. Refer to last card
Piper Parts Price List - Aerofiche (revision check list) for latest revision of inspection manual.
5-40-00
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1B11
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
UNSCHEDULED MAINTENANCE CHECKS
— CAUTION —
Any of the following items resulting in airframe, engine
mount, or wing damage will require compliance with the latest
revision of SB 886.
1. Inspections required due to special conditions or incidents requiring immediate inspection before
further safe flight.
2. Hard or Overweight Landing. Inspection must be performed after a known rough landing or when
landing while aircraft is known to exceed design landing weight. Check following areas and items:
a. Wings - for wrinkled skins, loose, or missing rivets.
b. Fuel leaks around fuel tanks.
c. Wing spar webs, bulkheads, wing and fuselage stringers, and skins for any overstress or damage.
d. Check alignment to eliminate any doubt of damage.
3. Severe Turbulence Inspection. The same items and locations must be checked as per Hard or
Overweight Landings. The following must be checked:
a. Top and bottom fuselage skins for loose or missing rivets and wrinkled skins.
b. Empennage skins and attachments.
4. Engine overspeed, sudden stoppage, loss of oil, over temperature, and lightning strike: Check with
Textron Lycoming for necessary corrective repair or replacement.
— END —
5-50-00
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PIPER AIRCRAFT
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AIRPLANE MAINTENANCE MANUAL
1B13
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
1B14
CHAPTER
1B15
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHAPTER 6 - DIMENSIONS AND AREAS
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
6 - Cont./Effec.
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1B16
PIPER AIRCRAFT
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AIRPLANE MAINTENANCE MANUAL
1B17
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
DIMENSIONS
Aircraft dimensions are shown in Figure 6-1 and listed in chart 601.
MODEL PA-28-181
ENGINE
Manufacturer Avco-Lycoming
Model O-360-A4M (with Slick Magnetos)
O-360-A4A (with Bendix Magnetos)
Rated Horsepower at Propeller rpm 180/2700 rpm
Oil Sump Capacity 8 U.S. qts
Fuel, Aviation Grade, Minimum 100 Low Lead
Magneto, Slick Left 4051 or 4151 or 4251 (1)
Right 4050 or 4150 or 4250 (1)
Left 4371 (5)
Right 4370 (1)
Magneto, Bendix Left S4LN-21 (with Integral Filter)
Right S4LN-204
Magneto Timing 25° btc
Spark Plug Gap Setting 0.017 to 0.021 inch
Firing Order 1-3-2-4
Starter, Prestolite, 12 Volt(Archer II) MZ4206
Starter, 24 Volt - Lycoming (Archer III) Lyc # LW 15572
Alternator Chrysler 3656624 (2)
Chrysler 4111810 (60 amp) (3)
Electro Systems ES4020 (60 amp) (4)
Presolite ALY-6422 (60 amp)
Electrosystems ES 4032-99109-13
(70 amp) (5)
PROPELLER
FIXED PITCH
Manufacturer Sensenich
Model 76EM8S5-0-60
(28-7690001 - 28-7790607 incl)
(1) Serial Numbers 28-7990091, 28-7990102 thru 28-7990110, 28-7990113, and up.
(2) Serial Numbers 28-7690001 to 28-7990257 inclusive.
(3) Serial Numbers 28-7990258 and up.
(4) Serial Numbers 28-7690001 and up.
(5)
Serial Numbers 2890206 and up
6-10-00
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1B18
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHART 601. LEADING PARTICULARS AND PRINCIPAL DIMENSIONS (continued)
MODEL PA-28-181
76EM8S5-0-62
(28-7890001 and up, and 2890001
- 2890205)
PROPELLER (cont.)
FIXED PITCH (cont.)
Manufacturer Sensenich
Model 76EM8S14-0-62
(2890206 and up)
Diameter Max/Min 76.0 in.
LANDING GEAR
Type Fixed
Shock Strut Type Combination Air-Oil
Wheel Tread 10.0 ft
Wheel Base 6 ft 6.9 in
Turning Radius, Nose Wheel 13 ft
Nose Wheel Travel 30° ± 1° Left & Right
Wheel, Nose 6:00 x 6
Wheel, Main 6:00 x 6
Brake Type (6)
Tires, Nose 6:00 x 6, 4 Ply Rating
Tires, Main 6:00 x 6, 4 Ply Rating or
6:00 x 6, 6 Ply Rating
Tire Pressure, Nose 18 psi
Tire Pressure, Main 24 psi
(6) Refer to Parts Catalog for wheels, brake part number and vendor.
6-10-00
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1B19
PIPER AIRCRAFT
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AIRPLANE MAINTENANCE MANUAL
12’ 10.48”
2’ 6”
3’ 6.2”
5’ 3”
35’
10’
23’ 9.6”
7’ 3.6 ”
UND LINE
STATIC GRO
6’ 6 .9 1 ”
12’ 10.48”
3’ 6.2”
5’ 3”
35’ 6”
10’
24’
7’ 3.6”
6’ 6.91”
BL BL BL
53.12 6.15 77.24
STA
256.60
BL
14.94
BL BL
54.00 71.17
BL
19.73
WS WS BL
206.70 106.20 22.25
STA
106.63
WS WS
WS WS WS 49.25 106.19 WS
208.05 88.75 57.00 211. 57
STA
7.00 THEORETICAL TIP
BL
16.60
BL
00.00
STA STA
258.72 280.90
STA
267.40
WL
WL 7.948
1.47 STA
STA 255.13
STA 128.73
44.50
STA STA STA STA STA STA
30.99 109.64 156.OO 191.00 228.30 268.63
BL BL BL
53.12 6.15 77.24
STA
256.60
BL
BL 14.94 BL
54.00 71.17
BL
19.73 BL
WS WS 22.25
206.70 106.20
STA
106.63
WS WS WS WS WS WS
208.05 88.75 57.00 49.25 106.19 211.57
STA
07.00
BL BL
00.44 00.00
6-20-00
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1B24
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
STATION REFERENCE LINES (continued)
B. Archer III (continued)
STA STA
258.72 280.90
STA STA
80.60 267.40
WL
53.35
WL WL
40.00 51.75
WL
45.00
WL
WL 36.00
1.47
WL STA STA STA STA
7.948 156.OO 191.00 228.30 255.13
STA
STA STA 128.73 STA
44.50 109.64 268.63
STA
30.99
6-20-00
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Reissued: July 30, 1994
1C1
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
ACCESS AND INSPECTION PROVISIONS
Access and inspection provisions for the PA-18-181 are shown in figure 6-3. The component serviced or
inspected through each opening is identified in the illustration. All access plates and panels are secured by
metal fasteners or screws. To enter aft section of fuselage, open baggage compartment door and remove access
panel.
UPPER SURFACE 1 2 1
LOWER SURFACE
23 4
3
5 6 7 13 8 8 13 7 6 5
20
24
16 24
9 10 11 12 12 11 10 9
21
17 14
22
18
19 19
15
6-30-00
Page 1
Reissued: July 30, 1994
1C2
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
1C3
CHAPTER
1C4
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHAPTER 7 - LIFTING AND SHORING
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
7 - Cont./Effec.
Page 1
Reissued: July 30, 1994
1C5
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
1C6
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
JACKING
Jacking the airplane is necessary to service landing gear and to perform other service operations. Proceed
as follows:
1. Place jacks under jack pads on front wing spar. (refer to figure 7-1.)
— WARNING —
Apply sufficient tail support ballast to prevent airplane from
tipping forward.
2. Attach tail support to tail skid. Place approximately 250 pounds of ballast on base of tail support to
hold down the tail.
3.Raise the jacks until all three wheels are clear of surface.
— END —
7-10-00
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Reissued: July 30, 1994
1C7
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
1C8
CHAPTER
1C9
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHAPTER 8 - LEVELING AND WEIGHING
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
8 - Cont./Effec.
Page 1
Reissued: July 30, 1994
1C10
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
LEVELING
All configurations of the airplane have a means for longitudinal and lateral leveling. The airplane may be
leveled while on jacks, during the weighing procedure while wheels are on scales, or while wheels are on the
ground.
A. Longitudinally level airplane as follows (Refer to Figure 8-1):
1. Partially withdraw two leveling screws located just below left front side window.
2. Place level on screws heads and adjust jacks until level is centered
3. If airplane is on scales or on floor, block main gear oleos to full extension, and deflate nose wheel
until proper position is reached.
B. Laterally level airplane as follows (Refer to Figure 8-2):
1. Place level under rear seat.
2. Raise or lower one wing tip by deflating appropriate tire on high side of airplane, or adjust either
jack until bubble in level is centered.
8-10-00
Page 1
Reissued: July 30, 1994
1C11
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
WEIGHING (Refer to figure 8-3.)
Weigh airplane as follows:
1. Position a scale and ramp in front of each of the three wheels.
2. Secure scales from rolling forward and tow airplane onto scales.
3. Remove the ramp, being careful not to interfere with scales.
4. If airplane is weighed for weight and balance computations, level airplane per instructions in leveling.
— END —
8-20-00
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1C12
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
8-20-00
Page 2
Reissued: July 30, 1994
1C13
CHAPTER
1C14
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHAPTER 9 - TOWING AND TAXIING
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
9 - Cont./Effec.
Page 1
Reissued: July 30, 1994
1C15
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
TOWING
— CAUTION —
If towing with power equipment, do not turn nose gear in
either direction beyond its steering radius limits. This will
damage nose gear and steering mechanism.
— CAUTION —
Do not tow airplane with control locks installed.
— CAUTION —
If moving airplane forward by hand, do not push on trailing
edge of control surfaces. Pushing will cause control surface
contour to change, resulting in an out-of-trim condition.
Airplane can be towed using the nose wheel steering bar (in baggage area) or by using power equipment
that will not damage or cause excess strain to nose gear steering assembly. Towing lugs are part of the nose
gear fork.
If using towing lines, attach lines (rope) to both main gear struts as high up on tubes as possible. Lines
must be long enough to clear nose and tail by no less than 15 feet. A qualified person must ride in pilot’s seat
to maintain control by using brakes.
9-10-00
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1C16
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
TAXIING
— CAUTION —
Before taxiing airplane, ground personnel must be checked
out by a qualified pilot or other responsible person. All engine
starting and shutdown procedures must be covered.
— CAUTION —
Avoid holes and ruts when taxiing on uneven ground.
— CAUTION —
Do not operate engine at high rpm when running up or taxiing
over ground with loose stones, gravel, or any loose material
that may cause propeller blade damage.
— CAUTION —
Observe wing clearances when taxiing near buildings or
stationary objects. Station a guide outside airplane to observe.
Confirm propeller back blast and taxi areas are clear, apply power to start taxi roll, and perform following
checks:
1. Taxi forward a few feet, and apply brakes to determine effectiveness.
2. Taxi with propeller set in low pitch rpm setting, where applicable.
3. While taxiing, make slight turns to check steering effectiveness.
— END —
9-20-00
Page 1
Reissued: July 30, 1994
1C17
CHAPTER
1C18
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHAPTER 10 - PARKING AND MOORING
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
10 - Cont./Effec.
Page 1
Reissued: July 30, 1994
1C19
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
PARKING
— CAUTION —
Ensure aircraft is sufficiently protected against adverse weather
conditions and presents no danger to other aircraft.
— CAUTION —
Moor aircraft when parked any length of time or overnight.
— CAUTION —
Be sure to park aircraft into the wind.
— CAUTION —
Use care when setting overheated brakes, or during cold
weather when accumulated moisture could freeze brakes.
— CAUTION —
Be sure to lock aileron and stabilator by using front seat belt.
10-10-00
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Reissued: July 30, 1994
1C20
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
MOORING
Aircraft is moored to ensure immovability, protection, and security under various weather conditions.
— CAUTION —
Be sure aircraft is parked into the wind with wheels blocked to
ensure aircraft will not move.
— CAUTION —
Use square or bowline knots. Do not use slip knots.
— CAUTION —
Secure tie-down ropes to wing tie-down rings and tail skid at
approximately 45 degree angles to ground.
— CAUTION —
Rope of non-synthetic material must have sufficient slack to
avoid aircraft damage when ropes contract due to moisture.
— CAUTION —
Lock aileron and stabilator controls using front seat belt or
control surface blocks.
— CAUTION —
Install pitot tube cover.
— CAUTION —
Additional high wind preparations include using tie-down
ropes from the landing gear forks, and securing rudder.
— END —
10-20-00
Page 1
Reissued: July 30, 1994
1C21
CHAPTER
REQUIRED PLACARDS
1C22
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHAPTER 11 - REQUIRED PLACARDS
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
11 - Cont./Effec.
Page 1
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1C23
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
EXTERIOR PLACARDS AND MARKINGS
6 6
7
5
3 4
2 2
1 1
13
11 12
14
10
16- 17 - 18
15
11-20-00
Page 1
Reissued: July 30, 1994
1C24
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
EXTERNAL PLACARDS AND MARKINGS (continued)
1. DECAL - FUEL 11. PLACARD - LEVEL POINT
2. DECAL - AVGAS 12. NAMEPLATE - PIPER OR PIPER
3. PLACARD - DOOR RELEASE ARCHER II
4. MEDALLION - PIPER LOGO 13. DECAL - PIPER
5. PLACARD - PIPER AIRE 14. PLACARD - DO NOT PUSH
6. PLACARD - NO STEP 15. DECAL - OLEO SERVICE INSTRUCTION
7. PLACARD - FLAP WARNING 16. PLACARD - OLEO SERVICE
8. PLACARD - EXTERNAL POWER INSTRUCTION
9. DECAL - LIFT DETECTOR 17. PLACARD - TURN LIMIT
10. NAMEPLATE - CHEROKEE ARCHER I 18. PLACARD - TURN LIMIT POINTER
OR ARCHER II
4 4
3
1 1
6
11-20-00
Page 2
Reissued: July 30, 1994
1D1
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
EXTERNAL PLACARDS AND MARKINGS (continued)
8
7
11 - 12 - 13
10
— END —
11-20-00
Page 3
Reissued: July 30, 1994
1D2
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
INTERIOR PLACARDS AND MARKINGS
8 9
7 10
11-12-13
14
15
6 16-17-18-19
20
21 22
5
23-24-25
4
2-3
26-27
1 28-29
30
32
31
11-30-00
Page 1
Reissued: July 30, 1994
1D3
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
INTERIOR PLACARDS AND MARKINGS (continued)
38
35 36
37 39 40
34
33 41
42
65-66
64
67 43
58
63 68
60 61 44
59 62
57
54 51 49 47
56 55 53 52 48 46 45
50
Fig 11-3 Interior Placards and Markings - Archer II (1 of 2) (Continued)
6
5 5
4 4
7 8
2-3
9
10
11-30-00
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Reissued: July 30, 1994
1D5
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
INTERIOR PLACARDS AND MARKINGS (continued)
12 13 14 15
11 16
28 17
27
18
19
20
26 21
25 22
24 23
(1)
1. DECAL - OIL SPECIFICATIONS 17. PLACARD - A/C WARNING
2. PLACARD - OPEN (1)
18. PLACARD - HEATER - DEFROSTER
3. PLACARD - LATCH (1)
4. PLACARD - FUEL SPECIFICATIONS 19. PLACARD - CIRCUIT BREAKER PANEL
(1)
5. DECAL - NO STEP 20. PLACARD - PHONE
(1)
6. PLACARD - BAGGAGE LIMIT 21. PLACARD - MIKE
(1)
7. PLACARD - FLAP LEVER 22. PLACARD - CIRCUIT BREAKER PANEL
8. PLACARD - COMPASS DEVIATION (1)
(1)
23. PLACARD - CARB. HEAT ON-OFF
9. PLACARD - RUDDER TRIM (1)
(1) 24. PLACARD - DIMMING
10. PLACARD - STABILATOR TRIM (1)
(1) 25. PLACARD - MIKE
11. PLACARD - AIRSPEED AND CROSS-WIND (1)
(1) 26. PLACARD - PHONE
12. PLATE - AIRPLANE IDENTIFICATION (1)
(1) 27. PLACARD - CAUTION
13. PLACARD - NIGHT - DAY (1)
(1) 28. PLACARD - AUX VAC
14. PLACARD - PRESS-TO-TEST
15. PLACARD - A/P AND ELECTRIC TRIM PREFLIGHT (1)
DENOTES MEYERCORD DECALS OR
(1)
TEST PLACARDS
(1)
16. PLACARD - AMP ALTERNATOR
11-30-00
Page 4
Reissued: July 30, 1994
1D6
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
REMOVAL AND INSTALLATION OF DECALS
For proper adhesion of decals, all surfaces must be clean and free of wax, oil, etc. Porous surfaces must be
sealed. Sand and clean rough surfaces to remove any residue.
1. Paper Decals - Soak paper decals in water 1 to 3 minutes. Place one decal edge on receiving surface
and slide decal off of paper backing. Blot water around decal with a soft absorbent cloth. Remove
bubbles trapped beneath decal by wiping carefully towards nearest edge with a cloth. Coat decal with
clear varnish to protect from deterioration and peeling. Remove paper decals by rubbing with cloth
dampened with lacquer thinner. Use lacquer thinner sparingly if decals are applied over painted or
doped surfaces.
2. Vinyl Film Decals - Separate paper backing from vinyl film. Remove paper adhering to film by rub-
bing with a clean water saturated cloth or a piece of masking tape. Apply cyclohexanone or equivalent, to
adhesive side of film. Position and apply decal while adhesive is still tacky. Work a roller across decal until all
air bubbles are removed. To remove a vinyl decal, place cloth saturated with cyclohexanone or methyl ethyl
ketone on decal. Scrape with micarta scraper. Remove remaining adhesive with cloth dampened with dry
cleaning solvent.
3. Metal Decals
a. Cellophane backed.
(1) Immerse in water 1 to 3 minutes.
(2) Remove and dry.
(3) Remove cellophane backing.
(4) Position on receiving surface. (For large foil decals, position center or receiving sur- face
and work outward from center.)
(5) Roll with rubber roller and press all edges firmly.
b. Paper backed.
(1) Peel backing from decal.
(2) Apply light coat of cyclohexanone.
(3) Position and smooth per steps 4 and 5 of cellophane backed decals.
c. Metal decals with no adhesive.
(1) Apply cement MIL-A-5092 to decal and receiving surface.
(2) Allow cement to dry until tacky.
(3) Apply and smooth down decal.
(4) Remove excess adhesive with aliphatic naphtha.
d. To remove metal decals, moisten decal edge with aliphatic naphtha and peel off decal.
4. Meyercord Decals, manufacturered by Mark-It, 1055 Paramount Tarkway, Batavia. IL 60510, are
installed on the instrument panel of the Seneca IV. The following procedures should be followed in
the event one or more of these decals must be replaced.
a. Removal of Meyercord Decals
CAUTION
Do not use lacquer thinner on any panel that has been painted
with enamel or lacquer. Seneca IV panels are painted at the
factory with polyurethane paints.
(1) Remove placard to be replaced with of clean cloth dampened with lacquer thinner.
11-30-10
Page 5
Reissued: July 30, 1994
1D7
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CAUTION
— END —
11-30-10
Page 6
Reissued: July 30, 1994
1D8
CHAPTER
SERVICING
1D9
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHAPTER 12 - SERVICING
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
12 - Cont./Effec.
Page 1
Reissued: July 30, 1994
1D10
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
GENERAL
— WARNING —
When servicing or inspecting vendor equipment installed in
Piper aircraft, it is the user’s responsibility to refer to the
applicable vendor publication.
This chapter contains routine handling and servicing procedures most often encountered. For other than
routine procedures, refer to the applicable section of this manual and the appropriate manufacturer’s manual.
12-00-00
Page 1
Reissued: July 30, 1994
1D11
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
1D12
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
REPLENISHING
A. SERVICING FUEL SYSTEM
1. Filling Fuel Tanks
— WARNING —
Observe all required safety precautions for handling gasoline.
— CAUTION —
Fill tanks with 100 low lead (blue) or 100/130 (green) aviation
fuel only, as specified on placard at filler neck.
Fuel tanks of each wing are filled through filler necks located on forward slope of wings.
Each wing tank holds 25 U.S. gallons.
2. Anti-icing Fuel Additive
— CAUTION —
Ensure additive is directed into the flowing fuel stream.
Additive flow should start after and stop before fuel flow.
— CAUTION —
Do not let concentrated additive directly contact painted sur -
faces or interior surfaces of fuel tank.
— CAUTION —
Some fuels have anti-icing fuel additives pre-blended, so no
further blending is necessary.
— CAUTION —
Anti-icing fuel additives must not be used as a substitute for
preflight draining of fuel system drains.
12-10-00
Page 1
Reissued: July 30, 1994
1D13
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
3
4
1. BODY
2. SCREEN
3. GASKET
4. STRAINER BOWL 8
5. BAILWIRE 7
6. BAIL ASSEMBLY
7. SAFETY WIRE
8. DRAIN VALVE
— WARNING —
When draining any amount of fuel, be sure no fire hazard
exists before starting engine.
Fuel tanks and fuel strainer must be drained daily before first flight and after refueling to avoid accu-
mulation of water or sediment. Each fuel tank has an individual quick drain at lower inboard rear cor-
ner of tank. Fuel strainer with a quick drain valve (refer to figure 12-1) is located on lower left side of
firewall. Drain fuel tanks and strainer as follows:
a. Drain each tank through an individual quick drain located at lower inboard rear corner of
tank. Be sure enough fuel has been drained that all water and sediment is removed.
b. Place a container under fuel strainer drain. Drain fuel strainer by opening quick drain on
strainer.
c. Check container for water and sediment. Properly dispose of contents.
4. Draining Fuel System
To drain the fuel system, open valve at inboard end of each fuel tank. Push up on drain valve arms and
turn counterclockwise to hold drain in the open position. Flush type drain valve requires drain cup pin
to hold valve open. Drain remaining fuel through filter bowl. Any individual tank is drained by closing
selector valve and then draining.
12-10-00
Page 2
Reissued: July 30, 1994
1D14
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
B. SERVICING OIL SYSTEM
— CAUTION —
Do not introduce any trade additive to the basic lubricant
unless recommended by engine manufacturer.
— NOTE —
Add Avco-Lycoming oil additive P/N LW-16702 every 50 hours
or every oil change per instructions in latest revision Lycoming
Service Instruction 1014.
Check engine oil level before each flight, and change oil after each 50 hours of engine operation. When
changing oil, remove and clean oil screen(s) and replace oil filter cartridge.Intervals between oil changes can
be increased as much as 100 percent on engines equipped with full flow (cartridge type) oil filters, if element
is replaced each 50 hours of operation. If fuel other than the specified octane rating for the powerplant is used,
refer to latest revision Lycoming Service Letter no. L185 for additional information and recommended service
procedures. Engine manufacturer does not recommend oil by brand names. Use quality brand aviation grade
oil of proper season viscosity. For information on detergent oil use, refer to recommendations for changing oil
or latest revision of Lycoming Service Instruction no. 1014.
— CAUTION —
Engine must be warmed to operating temperature to ensure
complete draining of old oil.
— CAUTION —
Clean screen every oil change to remove any sludge accumula -
tion and examine for metal filings or chips.
12-10-00
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Reissued: July 30, 1994
1D15
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
— CAUTION —
Examine engine for internal damage if metal particles are
found in screen.
— CAUTION —
Clean screen at each oil change to remove any sludge accumu -
lation and examine for metal filings or chips.
— CAUTION —
Examine for internal engine damage if metal particles are
found in oil screen.
— CAUTION —
Use a new gasket when installing screen.
The oil pressure screen is located in a housing on engine accessory case between the magnetos.
Verify screen fits flush with base surface of screen housing. Position housing on mounting pad and
install attachment bolts. Tighten bolts to a torque of 50 to 70 inch-pounds.
5. Recommendations For Changing Oil
Refer to the latest revision of Lycoming Service Instruction no. 1014 and Lycoming Service
Letter no. L185.)
— CAUTION —
Use caution if changing to additive oil on engines that have
been operated on straight mineral oil for several hundred
hours. The cleaning action of some additive oils loosens sludge
deposits and causes plugged oil passages.
12-10-00
Page 4
Reissued: July 30, 1994
1D16
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
— CAUTION —
Do not change to additive or compound oil until after engine
overhaul if engine has been operated on straight mineral oil
and oil is excessively dirty.
— CAUTION —
Drain straight mineral oil from engine and fill with ashless
dispersant oil. Do not add ashless dispersant oil to straight
mineral oil.
— CAUTION —
Do not operate engine longer than five hours before first oil
change.
— CAUTION —
Examine for internal damage if material such as chips or
particles from bearings are trapped in filter. Evidence of internal
engine damage found in the oil filter justifies further examination
to determine cause.
a. Replace oil filter after each 50 hours of engine operation. Remove as follows:
(1) Remove lockwire from bolt head at filter housing end.
(2) Loosen bolt.
(3) Remove filter assembly from adapter.
(4) Before discarding throwaway filter, remove element for inspection. (Use a Champion
cutter tool CT-470 available from Champion Spark Plug Co., Toledo, OH 43601.)
— NOTE —
Small particles of metallic shavings found in new or newly
overhauled engines are generally of no consequence, and
should not be confused with particles produced by impacting,
abrasion, or pressure.
12-10-00
Page 5
Reissued: July 30, 1994
1D17
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
1D18
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
SCHEDULED SERVICING
1
20
2
3 4
5 21
67
8 9
10
19
14 13
15 12
16
11
17
18
12-20-00
Page 1
Reissued: July 30, 1994
1D19
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
A. SERVICING FUEL SYSTEM
1. At intervals of 50 hours or 90 days, whichever comes first, clean:
a. Fuel strainer screen in fuel bowl, mounted on lower left side of firewall.
b. Electric fuel pump screen, on lower left side of engine compartment.
c. Screen in inlet side of carburetor.
2. Flush fuel tanks and selector valve as follows:
a. Disconnect fuel line at carburetor.
b. Select a fuel tank.
c. Turn on electric fuel pump and flush fuel through system until there is no dirt and foreign
matter in fuel tank or valve. (Agitation of fuel in tank will help pick up and remove dirt.)
d. Repeat this procedure for each tank.
e. Clean all filters when all tanks are flushed.
— WARNING —
Do not exceed the tube exposure limits.
— WARNING —
Depress valve core pin until strut chamber pressure diminishes.
Do not release air by removing strut valve core or filler plug.
— WARNING —
Clean dirt and particles around filler plugs of landing gear
struts before removing plugs. Clean strut tops with compressed
air and a dry solvent before removing plugs.
Air-oil struts are in each landing gear oleo to absorb shock from the impact of landing. For proper oleo
action, the nose gear oleo strut must have approximately 3.25 0.25 inches of piston tube exposed. Main gear
struts require approximately 4.5 0.50 inches tube exposure. Measurements are taken with the airplane on a
level surface under normal static load (empty weight of airplane plus full fuel and oil).
If strut has less tube exposed than required, determine whether it needs air or oil as follows:
a. Raise airplane on jacks.
b. With strut extended remove air valve cap at top of housing.
c. Depress valve core to allow air to escape from strut piston until it is fully compressed.
d. Let foam from air-oil mixture settle.
e. Determine if oil is visible up to bottom of filler plug hole.
f. If oil is visible at bottom of hole:
(1) Check valve for unsatisfactory condition.
(2) Add air per instructions in inflating oleo struts.
12-20-00
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Reissued: July 30, 1994
1D20
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
g. If oil is below bottom of hole:
(1) Check oleo for leaks and other unsatisfactory conditions.
(2) Add oil per instructions in filling nose gear oleo strut or filling main gear oleo strut.
— NOTE —
Piston tube is free to slide from strut housing when torque
links are disconnected.
12-20-00
Page 3
Reissued: July 30, 1994
1D21
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
FILLER PLUG
FLUID LEVEL - STRUT
FULLY COMPRESSED
STRUT CHAMBER
- MIDDLE
TOP OF
STRUT TUBE
EXTENDED 10”
STRUT CHAMBER
- BOTTOM
STRUT EXPOSURE
STATIC LOAD
STRUT FULLY 4.5 ± 0.05”
COMPRESSED
STRUT EXTENSION
UNDER
STATIC LOAD
— NOTE —
If possible, use nitrogen instead of air in oleo struts to reduce
chances of rust forming inside strut.
Be sure oleo strut has enough fluid. Attach strut pump to air valve and inflate oleo strut. Strut
must be inflated until the correct inches of piston is exposed with normal static load (empty weight of
airplane plus full fuel and oil) on gears. (Refer to servicing oleo struts.) Rock airplane several times
and check gear settles back to proper strut position. Raise airplane and use line pressure from a high
pressure air system if strut pump is not available. Lower airplane and rock airplane to let air from
valve bring strut down to the proper extension. Check for valve core leakage before capping valve.
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C. SERVICING BRAKE SYSTEM
The brake system has a hydraulic fluid reservoir through which the brake system is periodically serviced.
Fluid is drawn from reservoir by brake cylinders to maintain proper fluid volume required for maximum
braking efficiency. Spongy brake pedal action is an indication brake fluid reservoir is low. Reservoir filling
instructions, repair to any brake system components, and instructions to bleed the system are in filling brake
cylinder reservoir. (Refer to chapter 32.)
D. SERVICING TIRES
Tires must be maintained at pressure specified in chapter 6. Examine tires for wear, cuts, bruises, and
slippage on the wheel. Tire, tube, and wheel must be properly balanced when installed. Align tire index mark
with tube index mark. Make a tire balancer per instructions in Figure 12-4.
5 8
6 7
6
7
5 4
E. SERVICING POWERPLANT
Check engine compartment regularly for oil and fuel leaks, chafing of lines, loose wires, and proper tight-
ness of all parts. Maintenance instructions for powerplant are in chapter 71 of this manual and in the appropri-
ate manufacturer’s manual.
2. Archer III
a. The air filter is located on the left side and midway in the engine compartment. Remove as follows:
(1) Remove lower engine cowling
(2) Remove 6 screws that retain filter cover. Remove cover.
(2) Remove the 2 wing nuts and washers securing the retaining plate located on lower left engine
section.
(3) Remove and clean air filter.
b. Install air filter as follows:
(1) Position air filter on engine.
(2) Install retaining plate and secure with the two washers and wing nuts.
(3) Install cover and secure with 6 retaining screws.
(4) Install engine cowling.
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G. CLEANING AND INSPECTION OF AIR FILTER
— CAUTION —
If cleaning filter element by rapping on hard flat surface, be
careful not to damage or crease the sealing ends.
— CAUTION —
Do not wash filter element in any liquid or soak in oil. Do not
blow off dirt with compressed air.
Air filter must be removed and cleaned daily when operating in dusty conditions. If any holes or tears are
noticed, air filter must be replaced immediately (refer to PA-28-181 Parts Catalog). Clean filter element by
shaking off loose dirt by rapping filter element on a hard flat surface.
Clean air filter housing by wiping with a clean cloth soaked in a suitable quick drying type solvent.
Install and seal filter element when housing dries.
H. SERVICING PROPELLER
Propeller surfaces and the spinner and back plate must be cleaned and inspected frequently for nicks,
scratches, corrosion, and cracks. Minor nicks and scratches on propeller must be removed per chapter 61
instructions. Each propeller blade face must be painted when necessary (use a flat black paint to retard glare).
Wipe surfaces with a light oil or wax, to prevent corrosion.
J. BATTERY SERVICING
1. Archer II
a. Battery Box Corrosion Prevention
The battery must be checked for spilled electrolyte or corrosion each 50 hour inspection or
every 30 days, whichever comes first. If corrosion is found in box, on terminals, or around battery,
remove and clean box and battery as follows:
(1) Remove box drain cap from underside of fuselage and drain off any electrolyte overflow in
box. (Serial numbers 28-8690048 to 28-8690056 and serial numbers 2890001 and up do not
have a drain cap.)
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— CAUTION —
Do not allow soda solution to enter battery.
(2) Clean battery and box. Corrosion effects are neutralized by applying a solution of baking
soda and water mixed to consistency of thin cream. Application of this mixture must be
applied until all bubbling action has ceased.
(3) Rinse battery and box with clean water, and dry.
(d) Place cap over battery box drain. (Serial numbers 28-8690048 to 28-8690056 and serial num-
bers 2890001 and up do not have a drain cap.)
(e) Install battery. (Refer to chapter 24 for additional service information.)
(f) Check electrolyte level. Add distilled water as necessary.
K. LUBRICATION INSTRUCTIONS
Proper lubrication procedures prolong airplane service life and reduce the frequency of extensive repairs.
Periodic application of recommended lubricants to bearing surfaces will ensure maximum efficiency and
utmost service of all moving parts. Lubrication instructions regarding locations, time intervals, and type of
lubricants are in the lubrication chart.
— CAUTION —
Replace components to be lubricated if evidence of excessive
wear is found.
— CAUTION —
Remove excess lubricants from components. Proper cleaning
will prevent the collection of dirt and sand in abrasive quantities
and will reduce excessive wear or damage to bearing surfaces.
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— CAUTION —
Use recommended lubricants. If general purpose lubricating
oil is specified, but unavailable, clean engine oil may be used.
1. Application of Oil
When specific lubrication instructions are not available, observe the following precautions:
— CAUTION —
Be careful not to add too much oil. Excess oil will be thrown
off during operation and cause pitting and burning of the
magneto points.
Squeeze magneto cam follower felts at regular inspection periods. If oil appears on fingers, do not add
oil. If felt is dry, moisten with light oil.
— CAUTION —
Control cables are coated by the manufacturer, additional
protection for corrosion prevention is unnecessary.
— CAUTION —
Apply oil sparingly, never more than enough to coat bearing
surfaces.
2. Application of Grease
— CAUTION —
Fill grease gun with new, clean grease of the grade specified.
— CAUTION —
If reservoir is not provided around bearing, apply lubricant
sparingly. Wipe off any excess.
— CAUTION —
Remove wheel bearings from wheel hub and clean thoroughly
with proper solvent. When repacking with grease, check
lubricant enters the space between rollers in retainer ring. Do
not pack grease into wheel hub.
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L. WINTERIZATION PLATE
— CAUTION —
Install engine breather tube winterization plate Kit No. 763828
for extreme cold weather engine operation. Install plate on
inlet opening of oil cooler plenum chamber, if ambient temper -
ature is 50°F or less.
— NOTE —
Stow unused plate on bracket located on oil cooler plenum
chamber.
M. LUBRICATION CHART
Each part to be lubricated on the lubrication chart, is noted by a frequency symbol showing time intervals
between lubrications. Application symbols with frequency symbols show how lubrication is applied. A parts
nomenclature key, noted by a number adjacent to the frequency symbol, identifies the part to be lubricated.
Within the frequency symbol is a code letter identifying lubricant type used. A special instructions number
gives instruction for lubricating a particular component.
— CAUTION —
Lubricate engine fittings only with fluid contained in the
particular lines.
— CAUTION —
Do not use hydraulic fluid with castor oil or ester base.
— CAUTION —
Do not overlubricate cockpit controls.
— CAUTION —
Do not apply lubricant to rubber parts.
— CAUTION —
Do not lubricate cables. (Slippage will result.)
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CHART 1201. THREAD LUBRICANTS
Brakes MIL-H-5606
— CAUTION —
Do not permit MIL-T-5544 anti-seize compound to enter air
conditioning lines or system. Apply to fitting threads only.
SPECIAL INSTRUCTIONS
1. Clean exterior of bearings and bushings with dry type sol-
vent before lubricating.
2. Wipe all lubrication points clean of old grease, oil, dirt, etc,
before lubricating.
3. See latest revision of Lycoming Service Instructions no.
1014 for detergent oil use.
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CHART 1202. TYPE OF LUBRICANTS
PREFERRED PRODUCT
LUBRICANT SPECIFICATION AND VENDOR
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7
2
6
SPECIAL INSTRUCTIONS
1. Nose Wheel Bearings - Disassemble and clean with a dry type solvent. Ascertain that grease is packed between the roller and
cone. Do not pack grease in wheel housing. Wheel bearing~s require cleaning and repacking after exposure to an abnormal
quantity of water.
2. Oleo Struts - Fill per instructions on unit or refer to service manual.|7
3. Bungee - Lubricate springs if bungee is disassembled.
1
7
3
2
8 4
10
4
3 7
A
9
5 2
10
1
5 8
6
11
(TYPICAL)
SKETCH A
2
1
7 6
7
2 4 5
6
3
SKETCH A
SKETCH B
1
2
2 3
3
1
4 4
SKETCH A
4 5
3
SKETCH A SKETCH B
1 4 3 4
2 1
Figure 12-8. Lubrication Chart - Cabin Door, Baggage Door, and Seats
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2 3
5 1 6
4
Figure 12-9. Lubrication Chart - Power Plant and Control Pivot Points
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1E18
CHAPTER
STANDARD PRACTICES/
AIRFRAME
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CHAPTER 20 - STANDARD PRACTICES / AIRFRAME
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
20 - Cont./Effec.
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GENERAL
This chapter contains general information pertaining to standard aircraft hardware installation and removal
practices.
For standard repair practices of a minor nature, refer to AC 43.13.
If non-destructive testing is necessary after a repair such as welding, magniflux must be used on materials
made from 4130 steel (such as engine mounts and seat frames).
Use the dye penetrant method for testing and inspecting aluminum castings and machined aluminum parts.
Usually, a thorough visual inspection with 10X magnifying glass will show any damage or defect that is of
a significant nature.
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STANDARD PRACTICES - AIRFRAME.
A. TORQUE WRENCHES
Torque wrenches should be checked daily and calibrated by means of weights and a measured lever arm to
make sure that inaccuracies are not present. Checking one torque wrench against another is not sufficient and
is not recommended. Some wrenches are quite sensitive as to the way they are supported during a tightening
operation. Any instructions furnished by the manufacturer must be followed explicitly.
When it is necessary to use a special extension or adapter wrench together with a torque wrench, a simple
mathematical equation must be worked out to arrive at the correct torque reading. Following is the formula to
be used: (Refer to figure 20-1.)
T = Torque desired at the part.
A = Basic lever length from center of wrench shank to center of handle or stamped on wrench or listed for
that model wrench.
B = Length of adapter extension, center of bolt to center of shank.
C = Scale reading needed to obtain desired torque (T).
EXAMPLE: A bolt requires 30 foot pounds and a 3 inch adapter (one-quarter of a foot or
0.25’) is needed to get at it. You want to know what scale reading it will take on
a one-foot lever arm wrench to obtain the 30 foot pounds at the bolt.
C = 1 x 30 or C = 30 = 24 ft-lb
1 + 0.25 1.25
The 3 inch adapter must be projecting 3 inches straight along the wrench axis. Avoid all
complex assemblages or adapters and extensions of flex joints.
90°
B A
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B. METHOD FOR INSTALLING ROD END BEARINGS
DAMAGE
HERE
WRONG
DAMAGE
HERE
— CAUTION —
Do not drill completely through the rivet sleeve to remove a
rivet. Excessive drilling will enlarge hole.
a. In thick material, remove lock by driving out rivet stem, using a tapered steel drift pin. (See view 1..)
For rivets installed in thin sheets, driving out the locked stem can damage the sheet. Use a small
center drill to provide a guide for larger drill on top of rivet stem, and drill away tapered portion of the
stem to destroy the lock. (See views 2 and 3.)
b. Pry remainder of locking collar out of rivet head with drift pin. (See view 3.)
c. Drill nearly through head of rivet, using same size drill as rivet shank. (See view 4.)
d. Break off rivet head, using drift pin as a pry. (See view 5.)
e. Drive out remaining rivet shank with pin having a diameter equal to rivet shank. (See view 6.)
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VIEW 1
VIEW 4
DRIFT PIN
VIEW 5
VIEW 2
SMALL
CENTER DRILL
VIEW 6
VIEW 3
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B. NON-SELF-SEALING AROMATIC
YELLOW SINGLE WIRE BRAID
SYNTHETIC INNER TUBE RESISTANT HOSE
MIL-H-6000-Size-3-4/68 Mfg
gSSyym b o l
WHITE
RED NUMERALS, LETTERS AND STRIPE
M
Mf g
g Symbol AR-194
MIL-H-7938-Size-3-4/68
E. SELF-SEALING AROMATIC
RED NUMERALS AND LETTERS
RESISTANT HOSE
D. FLAME, AROMATIC AND OIL RESISTANT HOSE
OXYGEN CONDITION
AIR
BREATHING FUEL OXYGEN PNEUMATIC LUBRICATION CONDITION
OXYGEN
AIR
BREATHING FUEL PNEUMATIC CONDITION
LUBRICATION
OXYGEN
AIR
BREATHING FUEL PNEUMATIC LUBRICATION CONDITION
FUEL FLAM
FUEL FLAM
RED
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2. Lubricate threads of fitting and nut. See figure 20-5 for proper lubricant. Place fitting in vise (step 2),
and hold tubing firmly and squarely on seat in fitting. Tube must bottom firmly in fitting. Tighten
nut until cutting edge of sleeve grips tube. This point is determined by slowly turning tube back
and forth while tightening nut. When tube no longer turns, nut is ready for final tightening.
3. Final tightening depends upon tubing. For aluminum alloy tubing up to and including 1/2 inch
outside diameter, tighten nut from 1 to 1-1/6 sixth turns. For steel tubing and aluminum alloy
tubing over 1/2 inch outside diameter, tighten from 1-1/6 to 1-1/2 turns.
4. After presetting sleeve, disconnect tubing from fitting. Check the following points per step 3:
a. Tube must extend 3/32 to 1/8 inch beyond sleeve pilot; otherwise blowoff may occur.
b. Sleeve pilot must contact tube or have a maximum clearance of 0.005 inch for aluminum
alloy tubing or 0.015 inch for steel tubing.
c. A slight collapse of tube at sleeve cut is permissible. No movement of the sleeve pilot, except
rotation, is permissible.
STEP 2 STEP 3
3/32 TO
1/8 INCH
SLIGHT DEFORMATION
PERMISSIBLE
0.005 INCH MAXIMUM -
ALUMINUM ALLOY TUBING
— CAUTION —
Be sure clamps are proper size. Clamps or supporting clips
smaller than outside diameter of hose will restrict fluid flow
through hose.
1. Support clamps are used to secure various lines to airframe or powerplant assemblies. Different types
of support clamps are as follows:
a. Rubber cushioned - used to secure lines subject to vibration. The cushioning prevents chafing of
tubing.
b. Plain clamp - used to secure lines not subject to vibration.
c. Teflon cushioned - used in areas where the deteriorating effect of Skydrol 500, hydraulic fluid
(MIL-H-5606), or fuel is expected, These clamps do not provide as good vibration dampening
effects as other cushion clamps.
d. Bonded clamps - used to secure metal hydraulic, fuel, and oil lines. Paint or anodizing must be
removed from the section of tube at bonding clamp.
e. Unbonded clamps - used only for securing wiring.
2. All plumbing lines must be secured at specified intervals. The maximum distance between supports for
rigid fluid tubing is shown in chart 2001.
NOTE
Thje following procedure is general in nature. See manufacture's
instructions, included with dye penetrant kit, for specifics.
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1. Using a volatile cleaner, thoroughly remove dirt, loose scale, oil and grease from surface to be inspected.
2. Heat surface to at least 70°F (21°c), but not exceeding 130°F. (54°c)
3. Apply penetrant by brushing, spraying, or dipping. Let stand 2 to 15 minutes, depending on temperature.
4. Remove surplus penetrant by applying special cleaner recommended by penetrant manufacturer, or by
rinsing with water. Allow housing to dry.
5. Apply a light, even coat of developer by spraying, brushing, or dipping. Cracks or other opening in
surface being inspected will appear as bright red. An indication of size of the defect may be obtained
by watching the size and rate of growth of red indication.
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AIRCRAFT FINISH CARE (CLEANING)
A. EXTERIOR SURFACES
— CAUTION —
Harsh abrasives or detergents used on painted or plastic sur -
faces will scratch or corrode metal surfaces.
— CAUTION —
Cover areas where cleaning solution could cause damage.
— CAUTION —
Do not rub surfaces harshly.
— CAUTION —
Do not use a circular rubbing motion.
— CAUTION —
Do not use gasoline, alcohol, benzene, carbon tetrachloride,
thinner, acetone, or window cleaning sprays.
1. Remove dirt, mud, etc, from exterior surfaces with clean water.
2. Wash with mild soap and warm water, or an aircraft plastic cleaner. Use soft cloth or sponge and a
straight rubbing motion.
3. Remove oil and grease with cloth moistened with kerosene.
4. Apply a thin coat of hard polishing wax. Rub lightly with a soft cloth. Do not use a circular motion.
5. Remove severe scratch or mar in plastic by using jeweler’s rouge to rub out scratch. Smooth both sides
and apply wax.
6. Improve visibility through windshield and windows by using rain repellent such as REPCON.
Windshield and window surfaces treated become so smooth water beads up and readily flows off sur-
face. Apply REPCON in accordance with manufacturer’s instructions. (Refer to Chart 9105, List of
Consumable Materials for specifications and manufacturer’s address.)
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C. HEADLINER, SIDE PANELS, AND SEATS
— CAUTION —
Solvent cleaners must have adequate ventilation.
— CAUTION —
Do not soak or harshly rub material.
1. Clean headliner, side panels, and seats with a stiff brush and vacuum.
2. Clean soiled upholstery, except leather, by using an approved air drying type cleaner or foam
upholstery cleaner. Carefully follow manufacturer’s instructions.
3. Clean leather material with saddle soap and mild soap and water.
D. CARPETS
1. Remove dirt by using a small whisk broom or vacuum.
2. Clean soiled spots with a non-inflammable dry cleaning fluid.
E. ENGINE COMPARTMENT
— CAUTION —
Do not spray solvent into alternator, starter, vacuum pump, air
intake, alternator air inlets, and magneto vents.
— CAUTION —
Place strips of tape over vents for protection.
— CAUTION —
Do not operate engine until excess solvent has evaporated or
otherwise been removed.
5. Let solvent on engine for five to ten minutes; rinse engine clean with additional solvent and let dry.
6. Remove all protective covers.
7. Lubricate controls, bearing surfaces, etc, per Lubrication Charts. (Refer to chapter 12.)
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F. FUEL SYSTEM
Flush fuel tanks and selector valve as follows:
1. Disconnect fuel line at carburetor.
2. Select a fuel tank.
3. Turn on electric fuel pump and flush fuel through system until there is no dirt or foreign matter in fuel
tank or valve. (Agitation of fuel within tank will help pick up and remove dirt.)
4. Repeat procedure for each tank.
5. Clean all filters when all tanks are flushed.
G. LANDING GEAR
— CAUTION —
Place a plastic cover over wheel and brake assembly.
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CORROSION
A. CONDITIONS AFFECTING CORROSION
Some conditions affecting corrosion are:
1. Heat and humidity.
2. Different metals and their relative sizes.
3. Frequent contributing factors to corrosion:
a. Soil and atmosphere dust.
b. Oil, grease, and exhaust residues.
c. Salt water and salt moisture condensation.
d. Spilled battery acids and caustic cleaning solution.
e. Welding, brazing, and soldering flux residue.
A clean aircraft will resist corrosion better than a dirty one. Cleaning frequency depends on geographical
location, type of operation, etc. Remove soil as soon as possible, especially when in a high temperature area.
After cleaning, verify that no cleaning solution remains in holes, crevices, or joints that may lead to
increased corrosion. All exposed areas (landing gear, flap tracks, control surface, hinge parts, etc) must be
lubricated after cleaning.
B. INSPECTION
— CAUTION —
Inspection for corrosion must be performed by personnel
familiar with corrosive problems and remedies.
Check for corrosion at every inspection. In trouble areas, inspection frequency must be increased.
In addition to routine inspections:
1. Aircraft operating around a marine environment must be given special inspections on a weekly basis.
2. Aircraft operating in semi-acid conditions must be inspected monthly. Semi-acid conditions are likely
to occur in industrialized areas. Sulphur-bearing particles in dust, smoke, and smog attack painted
surfaces.
3. Inspection for corrosion must be performed by personnel familiar with corrosive problems and
remedies.
a. Daily and preflight inspection must include engine frontal areas, all intake vents, engine
compartments, gaps, seams, faying surfaces in exterior skins, wheel, wheel well areas, battery
compartment, fuel cell, all other drains, and any bilge areas not requiring ex- tensive removal of
inspection access covers.
b. Detailed inspection must include above referenced areas along with areas requiring removal of
inspection plates and panels to thoroughly inspect internal cavities of aircraft.
4. Paint tends to hide corrosion in its initial stages. The results of corrosion can sometimes be seen as
blisters, flakes, chips, and other irregularities in paint.
— CAUTION —
The depth of material removed must not exceed safe limits.
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— CAUTION —
Removal of severe corrosion may be considered a major repair.
This type repair must be FAA approved before airplane returns
to service.
Corrosion cannot be prevented or eliminated on aircraft. It can only be reduced to an acceptable level by
proper control methods.
All corrosion products must be removed prior to refinishing. If not removed, corrosion will begin again,
even though affected area is refinished.
Before beginning any rework:
1. Position airplane in a wash rack or provide some type of washing apparatus for rapid rinsing of all
surfaces.
2. Connect static ground line to airplane.
3. Remove airplane battery if required.
4. Protect pitot-static ports, engine openings, airscoops, louvers, wheels, tires, and other por- tions of
airplane from moisture and chemical brightening agents.
5. Protect surfaces next to rework areas from chemical paint strippers, corrosion removal agents, and
surface treatment materials.
Evaluate corrosion damage to determine type and extent of repairs required. Proceed as follows:
1. Light Corrosion: discoloration or pitting. Remove by light hand sanding or a small amount of chemical
treatment.
2. Moderate Corrosion: similar to light corrosion except there is blistering or evidence of scaling and
flaking. Remove by extensive hand or mechanical sanding.
3. Severe Corrosion: similar to moderate corrosion with severe blistering, exfoliation, scaling, or flaking.
Remove by extensive mechanical sanding or grinding.
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(1)
Red rust generally shows on bolts, nuts, and other aircraft hardware. Rust in these areas is generally not
dangerous. It shows a need for maintenance and the possibility of corrosive attack in more critical areas.
Any surface corrosion on highly stressed steel parts is potentially dangerous. A careful removal of corro-
sion using mild abrasives (rouge or fine grit aluminum oxide paper) is necessary. Do not overheat metal when
removing corrosion.
(2)
For abrasion, do not use dissimilar material (for example steel wool on aluminum). Remove only material
required to clean affected area.
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PAINTING
A. PAINTING SAFETY
— WARNING —
Overspray from certain enamels, if put in water, is flammable.
Store all overspray in covered containers away from buildings
where spraying operations are conducted.
— WARNING —
Wash all rags and sponges used to apply any phosphoric acid
conversion coatings (Alodine) before disposal. If material
dries on rag, there is danger of spontaneous combustion.
— WARNING —
Mix dopes and lacquers with air drill. Do not use electric drill.
Arcing electric drill motor will ignite fumes.
— WARNING —
Verify spray room is well ventilated. A concentration of fumes
will cause a dangerous fire hazard or insufficient oxygen for
the operator.
— CAUTION —
Do not allow paint stripper to contact fiberglass reinforced
parts such as radomes, radio antennas, wing parts, or wing
tips. Fiberglass structures may be finished with acrylic lac -
quer or polyurethane enamel and are damaged by the stripper.
— WARNING —
Polyurethane paint may be dangerous to your health. Serious
injury will result if safety precautions are not followed.
— WARNING —
During transit and storage check for signs of a bulging can,
other than normal odor, or a change in resin from a clear to a
cloudy state. A slow carbon dioxide buildup will cause can to
burst. Remove and properly dispose any defective cans.
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— WARNING —
Ensure adequate ventilation and wear appropriate breathing
protection face mask when painting.
— WARNING —
Polyurethane paints can produce irritation of the skin, eyes,
and respiratory tract during mixing and application. Exposure
to spray vapors and mists during spray application may cause
breathing diff i c u l t y, shortness of breath, and dry cough.
Individual susceptibility is a controlling factor. Once sensi -
tized, many people cannot tolerate any exposure and must
thereafter avoid exposed work areas.
— WARNING —
Production type mixing and spray painting operations must be
in specially designed, exhaust-ventilated areas.
— WARNING —
Painters must be fully clothed with collars buttoned and
sleeves taped at the wrist. Painters must wear fitted, double
cartridge organic vapor respirator with fresh cartridge inserted
daily, solvent-resistant gauntlet style gloves, and safety goggles.
C. PAINT APPLICATION
— WARNING —
Ground aircraft before painting so no static electricity charges
build up and discharge.
— CAUTION —
Protect windshield when masking aircraft. Paint strippers,
metal brighteners, and solvents will damage windshield.
— CAUTION —
Balance movable control surfaces after painting. Refer to
appropriate maintenance manual sections.
— CAUTION —
Before force drying at elevated temperatures, verify that all
fuel tank vents are unobstructed and will not result in expanded
fuel spilling on newly painted surfaces or paint booth floor.
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— CAUTION —
Do not paint pitot tubes, gas caps, or antenna covers that were
not factory painted.
— CAUTION —
Do not use metallic paints on radar cones or antenna covers.
— CAUTION —
Do not allow silicone lubricants to contact any surfaces to be
painted. Silicone lubricant is very difficult to remove completely.
D. PAINTING SEQUENCE
For primer, tack, finish coats, and lacquer application:
1. Position airplane so airflow is from tail toward nose and overspray ahead of you.
2. To minimize overspray problems, have two painters work simultaneously on opposite sides of
airplane.
3. Paint difficult areas such as landing gear, and wheel wells before flat surfaces. Paint the ends and leading
edges of ailerons and flaps. Paint flap and aileron wells, wing tips, and leading and trailing edges.
4. Paint the bottom of the airplane first including bottom of horizontal tail surfaces. Starting at the root
and working outward, spray chordwise. Work up fuselage and allow spray to cover sides. Work up to
engine. Spray wing bottom. Start each painter at the root and work toward tip, spraying chordwise.
5. Lower airplane tail enough to reach fin top. When spraying fuselage top, tilt spray gun so overspray is
ahead of area being painted and new paint will wipe out overspray. Spray primer across fuselage, verti-
cal and horizontal tail surfaces, and wing.
E. COLOR MATCHING
— NOTE —
See aircraft logbooks for color codes.
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G. PAINT SYSTEM COMPATIBILITY
Before applying new paint, find what type finish was used previously. Refer to the Piper parts catalog for
correct paint number and color.
Identify paint finishes by applying engine oil to a small surface area. Old nitrocellulose finishes will soft-
en in a few minutes. Acrylics, urethanes, and epoxy finishes show no effects.
If not identified, wipe down a small area with rag wet with methy ethyl ketone. MEK picks up pigments
from acrylic finishes, but not from epoxy or cured urethane coatings. Wipe surface, do not rub. Heavy rub-
bing picks up epoxy and urethane pigments from coatings not fully cured.
The use of different types of paint, with several coatings, make repair of damaged and deteriorated areas
difficult. Paint finishes are not always compatible. The following are general rules for compatibility and are
not necessarily listed in order of importance.
1. Old type zinc chromate primer may be used directly for touchup of bare metal surfaces and on interior
finishes. It may be overcoated with wash primers if in good condition. Acrylic lacquer finishes will
not adhere to this material.
2. Modified zinc chromate primer will not adhere to bare metal. Never use it over a dried film of acrylic
nitrocellulose lacquer.
3. Nitrocellulose coatings will adhere to acrylic finishes, but reverse is not true. Do not use acrylic nitro-
cellulose lacquers over old nitrocellulose finishes.
4. Acrylic nitrocellulose lacquers will not adhere to nitrocellulose and epoxy finishes and to bare metal.
For best results, apply lacquers over fresh, successive coatings of wash primer and modified zinc chro-
mate. They also adhere to freshly applied epoxy coatings (dried less than 6 hours).
5. Epoxy topcoats adhere to all paint systems in good condition. Use epoxy for general touch touchup,
including touchup of defects in baked enamel coatings.
6. Old wash primer coats may be overcoated directly with epoxy finishes. Apply a new second coat of
wash primer if an acrylic finish is to be applied.
7. Old acrylic finishes may be refinished with new acrylic provided old coating is thoroughly softened
using acrylic nitrocellulose thinner before paint touchup.
8. Repair damage to epoxy finishes by using more epoxy. Neither lacquer finish will stick to epoxy
surfaces. In some instances, air drying enamels may be used for touchup of epoxy coatings if edges of
damaged areas are roughened with abrasive paper.
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4. Spray Mottle - Sometimes known as orange peel or pebble, is caused by incorrect paint viscosity, air
pressure, spray gun setting, or the distance the gun is held from work.
5. Blushing is one of the most common troubles. It appears as clouding or blooming of paint film. It is
more common with cellulose than synthetic materials. It may be caused by moisture in air supply line,
adverse humidity, drafts, or sudden temperature changes.
I. STORAGE
1. Store paint, enamel, and other finishing material in dry storage away from direct sunlight and heat.
Mark each container with a code for identification.
2. Storage facilities must comply to Occupational Safety and Health Act (OSHA) requirements regarding
air circulation, lighting, and fire protection. Lock storage facilities to prevent children and unauthorized
personnel entry.
3. Invert pigmented materials every inventory so pigments will not pack to can bottom. Properly dispose
of empty containers.
4. Use older materials first. Useful life of some finishes is limited.
5. Storage area temperatures must be approximately 50-90°F. If finishes are stored in temperature
extremes, allow them to return to room temperature before using.
J. PAINTING FACILITY
— WARNING —
Do not breathe paint fumes. Fumes deplete the oxygen supply
required by the body.
1. Painting facilities must conform to local, state, and OSHA standards with respect to air circulation,
exhaust emissions, lighting, and fire protection.
2. Provide sufficient air movement in painting area so there is only a slight finishing material odor.
Exhaust fans must be belt-driven and located near floor level. Locate fan’s motor away from fumes.
3. All spraying area personnel must wear approved respiration safety equipment.
K. WAXING
1. Apply wax to aircraft exterior a minimum of ten days after last paint, enamel, or lacquer application.
2. Follow wax manufacturer’s recommendation for preparation, application, and environ mental limitation.
Air temperature in waxing area must be at least 60°F.
3. Polish waxed surfaces within two hours after application.
4. Wipe all laps, seams, and window collars in direction of seam to avoid wax buildup.
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1F17
CHAPTER
ENVIRONMENTAL SYSTEM
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CHAPTER 21 - ENVIRONMENTAL SYSTEM
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
21 - Cont./Effec.
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CHAPTER 21 - ENVIRONMENTAL SYSTEM
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
21 - Cont./Effec.
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GENERAL
— WARNING —
When servicing or inspecting vendor equipment installed in
Piper aircraft, it is the user’s responsibility to refer to the
applicable vendor publication.
This chapter contains instructions for operating, servicing, inspecting, and repairing of environmental
system components.
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HEATING
— WARNING —
Heat duct surface becomes hot when heat is on. Close contact
with heat duct outlets will result in serious injury.
Heating system supplies warm air to cabin during winter and cool weather flights. System includes heat
shroud, heat ducts, defroster outlets, and heat and defroster controls.
Fresh air is ducted from left engine baffle to heater muff which is attached to muffler. Heated air is ducted
to valve box mounted on firewall. When valve opens, heated air enters heat ducts along each side of center
console. Heat duct outlets are at each seat location. Controls in heat ducts regulate airflow to rear seats. Heater
control on instrument panel right side regulates cabin temperature.
Aircraft defrosting is from heat outlets on right and left side of cowl cover. Heated air is ducted directly
from heater valve box, to defroster shutoff valves at firewall, to defroster outlets. Defroster control below heat
control regulates airflow.
Cabin air exhausts overboard by an outlet on bottom of fuselage aiding air distribution. Cabin exhaust out-
lets are below and outboard of rear seats.
— WARNING —
Inspect exhaust manifold regularly. Defective exhaust mani-
fold will cause carbon monoxide fumes in cabin area. (Refer to
chapter 78.)
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2 4 6
Figure 21-1. Cabin Heater, Defroster, and Fresh Air System (Archer II)
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3 7 1
LOCATED ON LEFT
SIDE OF FUSELAGE
3
4
6
1. FRESH AIR INLET
(S/N’S 28-769001 THRU
28-7990589)
2. DRAIN TUBE
3. OVERHEAD VENT BLOWER
4. FRESH AIR DUCTING
5. CABIN EXHAUST OUTLETS
6. AIR VENT LOUVER
7. FRESH AIR INLET
(SN’S 28-8090001 AND UP)
Figure 21-2. Overhead Vent System (Not Available With Air Conditioning) (Archer II)
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2 4 6
Figure 21-3. Cabin Heater, Defroster, and Fresh Air System (Archer III)
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3 1
3
4 2
1
5
6
1. FRESH AIR INLET
2. DRAIN TUBE
3. OVERHEAD VENT BLOWER
4. FRESH AIR DUCTING
5. CABIN EXHAUST OUTLETS
6. AIR VENT LOUVER
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COOLING
A. DESCRIPTION AND OPERATION
— CAUTION —
Operate air conditioning system at least once a month to keep
system lubricated and prevent sticking valves.
This installation consists of a compressor with its special bracketry, and an evaporator, condenser, receiver-
dehydrator, circulating fan, thermal expansion valve, and related plumbing.
The evaporator filters, dehumidifies, and cools air. The evaporator is mounted in a fabricated housing with
the receiver/dehydrator, circulating fan, thermal expansion valve, and related plumbing. The housing is in the
rear cabin, aft of baggage area closeout panel. The compressor is a two cylinder, piston type supported by special
bracketry at engine front. A V-belt connected to engine ring gear drives the compressor through a magnetic
clutch. The condenser is on a hinge mounted door, on the bottom of the fuselage tail section. The condenser door
is hinge mounted to allow extension into airstream during system operation. The condenser door is electrically
activated to the system. When ON it is fully extended. When the system is OFF the door is fully retracted.
A Ranco type pressure switch protects the system and automatically controls condenser maximum head
pressure by temporarily declutching the compressor if pressure becomes excessively high. The air conditioning
control switch, a fan control switch to govern cold air velocity, and a temperature control are on aircraft instru-
ment panel adjacent to heater and defroster levers.
System design does not increase aircraft drag during take-off. During maximum power demands the
compressor is de-clutched and the condenser door automatically retracts.
The air conditioning system is a recirculating, independent unit. It filters, dehumidifies, and cools air as
air cycles through evaporator. The unit operates from controls mounted on right side instrument panel. The air
conditioning master switch has two positions, ON-OFF. If AIR COND position is selected, the compressor
clutch engages, the condenser scoop opens, and the circulating fan is turned on. Temperature is controlled by
temperature control selector thermostat. A three position fan switch (LOW-OFF-HIGH) operates the blower.
The fan may be operated to circulate air without using air conditioning unit.
The air conditioning system originally installed in Archer II models uses refrigerant R12. The Archer III
system uses HFC-134a refrigerant. Refrigerant enters the compressor as a vapor. The compressor pressurizes
the heat laden vapor until the vapor temperature becomes warmer than the outside air temperature. The com-
pressor then pumps the vapor to the condenser where the refrigerant is cooled and changes to liquid. The liq-
uid now passes to the receiver/dehydrator. The receiver/dehydrator filter, removes moisture, and ensures a
steady flow of liquid refrigerant into the evaporator through the expansion valve. The expansion valve is a
temperature controlled metering valve which regulates the flow of liquid refrigerant to evaporator. The evapo-
rator enables the liquid refrigerant to absorbs heat from the outside air passing over coils, converting it back to
a vapor. From the evaporator, heat laden refrigerant in a vapor state returns to compressor, and the cycle
repeats.
B. TROUBLESHOOTING
Troubles peculiar to air conditioner system components are listed in chart 2101, with probable causes, and
suggested remedies. Correct trouble and check entire system for security and components operation.
The following definitions apply:
1. High Side: Consists of all lines and components between the compressor outlet and the expansion
valve. It includes the condenser and receiver sight gauge.
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2. Low Side: Consists of all lines and components between the expansion valve and the compressor
inlet. It includes the evaporator.
3. Service Ports: Located on evaporator unit, and are used for evacuating and charging the system. The
port in the short line between the receiver and the expansion valve is the high side service port. The
other port, located nearby, is the low side service port.
The Schrader valves used on the Archer II are threaded so that service hoses can be screwed
onto them. When attached, a device inset into the service hose will depress and open the Schrader
valve core.
Service valves used on the Archer III are the quick disconnect type. The service hose couplers
designed to be used in conjunction with this type of valve has a manually operated valve built into it.
After attachment, the valve must be turned clockwise (in), in order to depress the Schrader valve
spring and open it.
— NOTE —
United States environmental regulations require use of a
c o llection system when necessary to evacuate refrigerant
from air conditioner.
— NOTE —
Check all environmental regulations for your local area before
servicing air conditioning system
— NOTE —
Check all environmental regulations for your local area before
servicing air conditioning system
Low suction pressure. Low air supply through Repair blower or blower motor
(Accompanied by icing evaporator) ducts. Clean stoppage in air
evaporator.
Very dirty evaporator fins and Clean and flush with water.
coils. Add refrigerant. Install new
dryer. Evacuate and charge.
Low suction pressure. Refrigerant undercharge. Remove screen. Clean with sol-
(Evaporator not cold Moisture freezing in expansion vent and replace. Warm capil-
enough)Suction gauge reads valve. Valve shows frost. lary by holding in hand. If suc-
vacuum indicating Expansion valve inlet screen tion pressure does not charge,
evaporator lacks refrigerant. clogged. Inoperative expansion replace expansion valve.
High suction pressure. valve. Valve stuck closed or Locate restriction and repair.
capillary bulb has lost charge.
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— CAUTION —
United States environmental regulations require use of a
c o llection system when necessary to evacuate refrigerant
from air conditioner.
— NOTE —
Check all environmental regulations for your local area before
servicing air conditioning system
Condenser door will not close Faulty K-2 relay. Replace relay.
when air conditioner switch is
in OFF position.
Mechanical
Loose or broken drive belt. Replace drive belts and tighten
to specifications.
Compressor partially orcom- Remove compressor. Service or
pletely frozen. replace.
Expansion valve stuck inopen Replace expansion valve.
position.
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— CAUTION —
United States environmental regulations require use of a
c o llection system when necessary to evacuate refrigerant
from air conditioner.
— NOTE —
Check all environmental regulations for your local area before
servicing air conditioning system
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— CAUTION —
United States environmental regulations require use of a
c o llection system when necessary to evacuate refrigerant
from air conditioner.
— NOTE —
Check all environmental regulations for your local area before
servicing air conditioning system
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— CAUTION —
United States environmental regulations require use of a
c o llection system when necessary to evacuate refrigerant
from air conditioner.
— NOTE —
Check all environmental regulations for your local area before
servicing air conditioning system
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1 1. COMPRESOR
2 2. FREON LINES
3. ALTERNATOR
4. PULLEY POSITION
4 3 5. DUCT ASSEMBLY
6. EVAPORATOR FILTER AND COVER
7. EXPANSION VALVE
8. PRESSURE SWITCH
9. RECEIVER-DEHYDRATOR
10 EVAPORATOR
11. BLOWER MOTOR
SKETCH A 12. CONDENSOR
13. COVER ASSEMBLY
14. BELLCRANK ASSEMBLY
COMPRESSOR AND
ALTERNATOR ASSEMBLY CONDENSOR
(SEE SKETCH A) (SEE SKETCH C)
EVAPORATOR AND DUCT
(SEE SKETCH B)
FREON LINES
13
5
5
12
6 6
SKETCH C
7
7
8 11 14
8 9 11 9 10
10
SKETCH B-1 SKETCH B-2
ARCHER I & II ARCHER III
— NOTE —
Gauge readings are about one inch mercury or 1/2 psi higher
than chart reads for each 1000 feet elevation above sea level.
Actual air temperature of air passing over the evaporator coils will be several degrees warmer allowing for
a temperature rise caused by the loss in the fins and tubing of the evaporator.
2. Systems Using Refrigerant HFC134a (Archer III)
Detection of system malfunction is made easier with knowledge of the relationship between temperature
and pressure of refrigerant HFC134. Refer to Chart 2103 for specfic values.
— NOTE —
Gauge readings are about one inch mercury or 1/2 psi higher
than chart reads for each 1000 feet elevation above sea level.
Actual air temperature of air passing over the evaporator coils will be several degrees warmer allowing for
a temperature rise caused by the loss in the fins and tubing of the evaporator.
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CHART 2103. REFRIGFERANT TEMPERATURE PRESSURE
Refigerant R12 Refigerant R12 Refigerant HFC134a Refigerant HFC134a
Evaporator Pressure Evaporator Temperature Evaporator Pressure Evaporator Temperature
Gauge Reading psi °F Gauge Reading psi °F
0 -21 5 -27
2.4 -15 0 -15
4.5 -10 2 -9
10.1 2 4 -4
11.2 4 6 0
12.3 6 8 4
13.4 8 10 7
14.6 10 12 11
15.8 12 14 14
17.1 14 16 17
18.3 16 18 20
19.7 18 20 22
21 20 22 25
22.4 22 24 28
23.1 23 26 30
23.8 24 28 33
24.6 25 30 35
25.3 26 32 37
26.1 27 34 39
26.8 28 36 41
27.6 29 38 43
28.4 30 40 45
29.2 31 42 47
30 32 44 49
30.9 33 46 51
31.7 34 48 53
32.5 35 50 54
33.4 36 55 58
34.3 37 60 62
35.1 38 65 66
36 39 70 69
36.9 40
37.9 41
38.8 42
39.7 43
41.7 45 THIS SPACE THIS SPACE
43.6 47 INTENTIONALLY INTENTIONALLY
45.6 49 LEFT BLANK LEFT BLANK
48.7 52
49.8 53
55.4 57
60 62
64.9 66
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D. SPECIAL SERVICING PROCEDURES
NOTE
United States federal environmental regulations require that air conditioning system repairs be
accomplished by a qualified shop with appropriately trained personnel.
System efficiency depends upon the pressure-temperature relationship of pure refrigerant. If the system
contains only the appropriate pure refrigerant (R34 or HFC134a), plus a specified amount of the appropriate
compressor oil (mixed with refrigerant), it is considered chemically stable. Foreign materials within system
affects chemical stability, contaminates the system, and decreases efficiency.
— WARNING —
Air conditioning refrigerant (both R12 or R134a) is odorless
and colorless in either its liquid or gaseous state. Both R12
and HFC134a, used for charging refrigeration systems, are in
a pressurized container (approx. 70 psi at 70°F) in liquid form.
Both refrigerants are inert at room temperature. The pressure
and refrigeration effects of release and evaporation of the
pressurized liquid is dangerous.
—WARNING —
Wear suitable eye protection when handling refrigerants. The
eye will freeze if contacted by escaping liquid refrigerant.
— WARNING —=
Liquid refrigerant on the skin will cause frostbite. Treat with
cool water and protect with petroleum jelly. Seek medical
attention.
— WARNING —
Use care not to discharge refrigerant into a closed room.
Refrigerant displaces air in the room and causes oxygen
starvation. Gaseous refrigerant is heavier than air and flows to
container bottom.
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— WARNING —
Use care not to discharge refrigerant into an open flame or
onto a very hot surface (500°F). Poisonous phosgene gas is
generated by heat action on the refrigerant.
— WARNING —
Do not apply direct flame or other high heat source to a
refrigerant container, because high pressures result. If heating
refrigerant containers, container pressure must be monitored
and kept below 150 psi.
— WARNING —
Discharge systems slowly to prevent escape of liquid refrigerant
and loss of lubricating oil. Read and follow all instructions
provided by manufacturer of equipment used for discharging
system.
— WARNING —
Do not let air conditioning systems open to the atmosphere
when discharged. Moisture and other contaminates will enter
and damage open systems.
— WARNING —
Never add anything but pure R12 or HFC134a refrigerant, as
appropriate, and appropriate refrigerant oil (mineral oil or
polyalkylene-glycol) into system.
— WARNING —
Keep refrigerant oil containers tightly sealed and clean to
prevent absorption of moisture or other contamination.
— WARNING —
Use only approved refrigeration oil in compressor (mineral oil
or polyalkylene-glycol). Replace with new oil if in doubt about
compressor oil cleanliness..
— WARNING —
Do not reuse oil removed from the system. Properly dispose of it.
— WARNING —
Heat joint to 400°F before disassembly if Loctite Refrigerant
Sealant was used. Use Loctite to seal any system line pipe
threads.
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— WARNING —
When R-12 Refrigerant contact with moisture it forms a very
strong acid (HCl).
— CAUTION —
Replace receiver dehydrator assembly on any system operating
with a leak allowing air to enter system. Receiver dehydrator
left open to the atmosphere must be replaced due to loss of
effectiveness of the drying compound it contains.
— CAUTION —
New receiver dehydrator must be opened and connected to
system only when ready to charge system with refrigerant.
— CAUTION —
Use recommended torque values on all flare fitting and O-ring
joints. (See chart 2105.)
1. Service Valves
— CAUTION —
Service valves located on compressor are not recommended for
normal servicing. (Applicable to Archer II only; Archer III
has no service valves on compressor.)
— CAUTION —
Replace core assembly if Schrader valve is not serviceable.
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— CAUTION —
If air conditioning refrigerant lines or system is opened, lines
and fittings must be CAPPED and sealed immediately to prevent
dirt and other contaminants from entering the system. (DO
NOT put a PLUG into the hoses or fittings.)
Use service valves to service air conditioning system (testing, bleeding, evacuating, and charging). The
aircraft is equipped with service valves mounted in the suction and discharge lines of the evaporator assembly
located behind rear close-out panel. Valves used on the Archer II airplanes are two-position screw-on type
Schrader valves. Valves used on the Archer III are the quick disconnect type Schrader valves. These valves
should be used for all normal air conditioning service.
Valves on the compressor used on Archer II models are sealed with a gasket in the valve port boss and
should not be used to service the system.. Lubricate gasket with tube fitting facing aft and secure with 0.312
bolts; tighten to a torque of 15 to 23 inch pounds.
AFT
TO
CORE CORE CAP
EVAPROATOR
CORE THREADS THREADS
TO
DEHYDRATOR CAP
CORE THREADS
CORE CORE THREADS
Figure 21-6. Service Valves - Archer II Figure 21-6. Service Valves - Archer III
(Sheet 1 of 2) (Sheet 2 of 2)
NOTE
United States environmental regulations prohibit the intentional
release of refrigerant into the atmosphere.
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United States environmental regulations require that an approved charging station be used when servicing
any air conditioning system. The following text, describing the use of a charging station, is in reference to the
Robinair 34700 and should be augmented by reference to the instructions supplied by Robinair. This does not
imply that Piper Aircraft specifically recommends the use of the Robinair 34700. Refer to the instructions sup-
plied by the manufacturer if another brand of station is employed.
The Archer II utilizes R12 refrigerant, which uses mineral oil as a lubricant. The service valves are thread-
ed screw-on type. The Archer III utilizes HFC134a refrigerant, which uses polyalkylene-glycol (P.A.G.) as a
lubricant. The service valves are quick disconnect type. Because mineral oil and P.A.G. are not compatible, a
separate manifold test set and/or test stand must be used for each system.
Proper testing and diagnosis of air conditioning system requires a manifold gauge set and/or an appropriate
test stand be attached to system. The manifold gauge set comprises a high pressure gauge in the discharge side
of the the system and a low pressure gauge in the suction side of the system. The manifold has fittings for both
gauges and hose connections for controlling refrigerant flow through manifold. (See Figures 21-7 and 21-8.)
The center port of the manifold set is connected to the charging station for evacuating, charging, and servicing
the system.
When a manifold set is used in conjunction with a test stand, the test stand low and high pressure valves
must be in the OPEN position. Both the high and low side of the manifold set have hand shutoff valves, which
are used to control flow with in the system. When a given hand valve is turned clockwise all the way in it closes
that particular manifold section. Pressures on that side of system will, however, be recorded on the gauge above
the hose. Refer to Figure 21-9 for connecting manifold to the charging/test stand
Turning either hand valve counterclockwise opens the system to the middle service port of the manifold
set. This is desirable only when necessary to let refrigerant out of or into system. (Refer to Figures 21-7 and 21-8.)
When using only the charging cart/test stand all flow is controlled by the valves on the stand.
300
10
20 30
40
200 400 L H
Compound 0
10 50 100 500 High
Pressure Gauge 20
30 60 0 600 Pressure Gauge
Red Hose L H
To Discharge
Blue Hose Service Valve
DIAGRAM A
To Suction
ServiceValve Yellow Hose CRACKED CLOSED
To Charging Station
or Refrigerant Tank
L H
DIAGRAM B
CLOSED CRACKED
L H
DIAGRAM D
Figure 21-7. Test Manifold and Charging Cart Figure 21-8. Manifold Set Operation
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— CAUTION —
Evacuate system before leak check.
If system is operated in a discharged condition, or has been open to atmospheric pressure, the
receiver/dehydrator must be replaced, and the system evacuated to remove non-condensible gases and any
trapped moisture from within the system. Use the Robinair or comparable charging/test stand to
evacuate system. Water in vapor form will be pulled from system as lower pressure and lower water
boiling temperatures occur. Chart 2105 shows the temperature at which water will vaporize at various
vacuum (negative) pressures.
CHART 2106 SYSTEM VACUUM
System Vacuum Temperature °F
27.95 101
COMPOUND GAUGE 28.74 84
READING IN INCHES 29.53 52
OF MERCURY VACUUM 29.76 29
29.84 15
29.88 1
— NOTE —
Compound gauge reading will be approximately one inch
lower, numerically, each 1000 feet elevation above sea level.
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a. Using the Robinair 34700 (Refer to Figures 21-10 and 21-11)
(1) Remove access panel at rear of cabin to gain access to service valves.
(2) Remove protective caps from the high and low side service ports on the evaporator unit.
(3) Close both the low side and high side valves on charging unit. Refer to Figure 21-10
QUICK
COUPLER
OIL INJECTION
LOW
HIGH SIDE VALVE (OFF)
SIDE BEEPER
HOSE
DISPLAY GAUGE HIGH (RED)
SIDE OIL DRAIN
GAUGE VALVE
MAIN
(CLOSED)
POWER
LOW SIDE
SWITCH BLUE HOSE
HOSE
(BLUE) YELLOW
HOSE
QUICK RED HOSE
COUPLER
LBS/KG
SELECTOR
OIL CATCH
LOW SIDE HIGH SWITCH
MOISTURE BOTTLE
KEYPAD VALVE SIDE
INDICATOR VALVE
(4) Connect the blue and red hoses to the service ports as shown in Figure 21-11. On systems
equipped with quick disconnect connections, open coupler valves
(5) Open blue (low side) valve (1) on unit’s control panel
(6) Open both the red GAS (vapor) valve and the blue LIQUID valve on the tank. (Refer to
Figure 21-10.)
(7) Program the length of evacuation time.
(a) Press the VACUUM key on control panel key pad.
(b) Display will show unit is in VACUUM mode.
(c) Refer to operator’s manual for further detail.
(8) Enter the required time in minutes and seconds (30:00 minutes minimum) by pressing appropriate
keys and then ENTER on keypad. The display will show selected time in minutes and
seconds. Example: one hour and fifteen minutes (1:15) would be entered as 7500. The
display will show 75:00. Thirty minutes is entered as 3000. the display will show 30:00.
(9) To start the vacuum pump press the VACUUM key on keypad again.
(10) Vacuum sequence will continue for the programmed time. Digital display will then show
CPL, indicating that the evacuation is completed.
(11) If, after 5 minutes of pump operation, the RED gauge does not indicate a little below zero:
(a) Stop the pump by pressing the 1 key or the SHFT/RESET key.
(b) Eliminate blockage in the system by replacing faulty parts.
(c) Repeat steps (1) through (8) above.
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INLET
EVAPORATOR COIL
S ID E
S Y S TE M LO W
S ID E
S Y S TE M H IG H
COMPRESSOR
OUTLET
EXPANSION CONDENSER
VALVE
LOW SIDE
SERVICE PORT RECEIVER — DRYER — SIGHT GLASS
AIR PURGE
VACUUM
PUMP
OIL SEPARATOR
HEAT EXCHANGER
SERVICE PORT
SERVICE PORT
OIL
DRAIN HIGH
FILTER — DRIER VALVE PRESSURE GAS LIQUID
SWITCH (VAPOR)
OIL
DRAIN
BOTTLE
50 LB. (25 KG)
RECOVERY REFILLABLE
FAN REFRIGERANT
COMPRESSOR TANK
COMPRESSOR
OIL SEPRATOR
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(12) When RED gauge indicated a little below zero, open red (high side) valve (2), and continue
evacuation.
(13) Operate vacuum pump for 0:15 minutes, or until low side gauge (GAUGE 1) indicates 24 to
26 inches of mercury (in. Hg.), whichever occurs first.
(14) Close low side (1) and high side (2) valves.
(15) Stop vacuum pump and observe low side gauge (GAUGE 1). If gauge rises at a rate greater
than 1 in. Hg. in 0:05 minutes. there is a leak in the system. Locate leak as described in
paragraph 4, Leak Detection.
(16) Repair leak. Repeat steps (1) through (15). as necessary.
(17) With the low side (1) and high side (2) valves OPEN, continue pumping, holding system
below 26 in. Hg. for a minimum of 30 minutes.
— NOTE —
All specified pumping times may be included in the 0:30
minutes, provided no blockage or leaks ore noted, and provided
the system is not opened by disconnecting or removing
components.
(18) When panel display reads CPL (complete), close both the low side valve (1) and the high
side (2) valves.. Perform charging procedure immediately. (Refer to paragraph 6)
b. Using A Hand Manifold Set
(1) Remove access panel at rear of cabin to gain access to service valves.
(2) Remove protective caps from the high and low side service ports on the evaporator unit.
(3) Disconnect small end of blue hose from low side port of Robinair charging/test stand.
Connect yellow manifold hose to units low side port. See manu f a cturer’s instructions
for other model charging/test stands. (Refer to Figure 10)
(4) Check that all valves on manifold and test stand are closed. Connect manifold hoses to
service valves. On systems equipped with quick disconnect connections, open coupler
valves. (Refer to Figure 9.)
(5) OPEN Low side valve on recharging/test stand.
(6) Open both the red GAS (vapor) valve and the blue LIQUID valve on the tank.
(7) Program the length of evacuation time.
(a) Press the VACUUM key on control panel key pad.
(b) Display will show unit is in VACUUM mode.
(c) Refer to operator’s manual for further detail.
(8) Enter the required time in minutes and seconds (30:00 minutes minimum) by pressing appro-
priate keys and then ENTER on keypad. The display will show selected time in minutes and
seconds. Example: one hour and fifteen minutes (1:15) would be entered as 7500. The dis-
play will show 75:00. Thirty minutes is entered as 3000. the display will show 30:00.
(9) OPEN the low side manifold hand set valve.
(10) To start the vacuum pump press the VACUUM key on keypad again.
(11) Vacuum sequence will continue for the programmed time. Digital display will then show
CPL, indicating that the evacuation is completed.
(12) If, after 5 minutes of pump operation, the high side manifold hand set gauge does not indi-
cate a little below zero:
(a) Stop the pump by pressing the 1 key or the SHFT/RESET key.
(b) Eliminate blockage in the system by replacing faulty parts.
(c) Repeat steps (7) through (10) above.
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(13) When High side manifold hand set gauge indicates a little below zero, open High side
manifold hand set valve and continue evacuation.
(14) Operate vacuum pump for 0:15 minutes, or until manifold hand set low side gauge indicates
24 to 26 inches of mercury (in. Hg.), whichever occurs first.
(15) Close manifold hand set low side and high side valves.
(16) Stop vacuum pump and observe manifold hand set low side gauge. If gauge rises at a rate
greater than 1 in. Hg. in 0:05 minutes. there is a leak in the system. Locate leak as
described in paragraph 4, Leak Detection.
(17) Repair leak. Repeat steps (7) through (15). as necessary.
(18) With the manifold hand set low side and high side valves OPEN, continue pumping, holding
system below 26 in. Hg. for a minimum of 30 minutes.
— NOTE —
All specified pumping times may be included in the 0:30
minutes, provided no blockage or leaks ore noted, and provided
the system is not opened by disconnecting or removing
components.
(19) When panel display reads CPL (complete), close the manifold hand set low side and high
side valves. Perform charging procedure immediately. (Refer to paragraph 6)
4 Leak Detection
— WARNING —
Do not use an open flame leak detector.
— CAUTION —
Because United States environmental regulations prohibit the
release of refrigerant into the atmosphere, an appropriately
certified charging/recovery station MUST BE USED to
d i scharge any air conditioning system.
— NOTE —
See Operator’s Manual for detailed instructions for discharging
system.
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j. Close the oil drain valve. Dispose of collected oil in an environmentally accepted manner.
Return collection bottle to its place on the charging stand.
k. Plug unit into a proper voltage outlet. Turn MAIN POWER switch ON.
l. Press the RECOVER key on charging station keypad.
m. To assure complete recovery of refrigerant:
(1) Wait 5 minutes. Observe pressure gauges for a rise above zero (0),
(2) If a rise occurs, press the HOLD/CONT keys.
(3) Repeat as necessary until system maintains pressure for two minutes.
— NOTE —
Drain oil separator after each job. Display will indicate OIL
(OUNCES) or (GRAMS) as a reminder
n. SLOWLY open oil drain valve. Drain oil into the oil catch bottle. When all recovered oil has
been completely drained, close oil drain valve.
o. Measure the amount of oil in the catch bottle. The same amount of new oil must be added to the
system before charging the system.
p. To enter diagnostic mode simultaneously press the SHIFT/RESET and ENTER keys To display
the amount of refrigerant recovered by the unit, press th 3 key. The panel display will read the
amount of recovered refrigerant in pounds or kilograms.
q. Simultaneously press the SHIFT/RESET and ENTER keys to clear internal counter. Press
SHIFT/RESET to return to the main menu.
6. Charging The System
— CAUTION —
Because United States environmental regulations prohibit the
release of refrigerant into the atmosphere, an appropriately
certified charging station MUST BE USED to charge any air
conditioning system.
— CAUTION —
Do not place any weight, including hands and/or feet, on
refrigerant tank or scale during charging process. Any weight
disturbance will cause an incorrect transfer of refrigerant.
(2) Check that the LBS/KG. selector switch on back of unit is in desired measurement mode.
— NOTE —
You may enter the amount of refrigerant to be charged when
the unit is turned ON. The unit will store the amount in
memory until it is turned OFF.
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(3) Open the low side (blue) valve on units control panel.
(4) If message PROGRAM and CHANGE do not display, press the CHG key to enter the
PROGRAM mode.
— NOTE —
The amount of refrigerant required must be determined for
each airplane. It is the amount that will result in bubble-free
operation at the system sight gauge specified in paragraph 7.
Post Charging Operational Check.
(5) Enter amount of refrigerant required to charge the system by pressing the appropriate number
keys and ENTER on keypad.
(6) To begin charging process, press CHG key on keypad.
(a) The digital display will read AUTOMATIC and show the amount of refrigerant programmed
for the charge.
(b) As the solenoid opens, it will make and audible sound.
(c) The display will countdown to zero, and display message CPL, when charging is complete.
(7) Close low side (blue) valve. Check that the high (red) valve is also closed. Also close
coupler valves on the Archer III.
(8) Perform post charging operational check per paragraph D, 7.
7. Post Charging Operational Check
— WARNING —
Verify area around the airplanes is clear and that a qualified
person is at the airplane controls.
— NOTE —
Airplane must be headed into the wind during the following
check.
— CAUTION —
United States environmental regulations prohibit adding
refrigerant to any air conditioning system with leaks.
Normally, a tight system will not loose refrigerant.
(7) Add refrigerant slowly through the low side valve until sight gauge remains bubble free.
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(8) Operate engine at 1000 rpm to 1500 rpm. The low and high side gauges on the control panel
shall indicate as follows:
AMBIENT GAUGE
GAUGE TEMPERATURE INDICATION
Low Side (Pressure) All 10 to 35 psig
High Side (Pressure) Up thru 75° F 125 psig minimum to 175
maximum psig
High Side (Pressure) Over 75° F 150 psig minimum to 300
maximum psig
— CAUTION —
United States environmental regulations prohibit adding
refrigerant to any air conditioning system with leaks.
Normally, a tight system will not loose refrigerant.
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(10) Operate engine at 1000 rpm to 1500 rpm. The low and high side gauges on the manifold set
shall indicate as follows:
AMBIENT GAUGE
GAUGE TEMPERATURE INDICATION
Low Side (Pressure) All 10 to 35 psig
High Side (Pressure) Up thru 75° F 125 psig minimum to 175
maximum psig
High Side (Pressure) Over 75° F 150 psig minimum to 300
maximum psig
E. COMPONENT SERVICE
1. Compressor Service
— CAUTION —
Prevent dirt or foreign material from entering system. Cap all
hose and tubing ends immediately. Use same type refrigerant
oil (mineral oil or PAG) as in compressor to lubricate
components for assembly.
Do not service compressor in the field. Service must be done by a qualified shop having
special equipment and trained personnel to properly service unit.
Maintenance to unit and related components is limited to worn drive belt and magnetic clutch
replacement. Other service requires compressor removal from system.
a. Compressor Removal
— CAUTION —
Cap all open lines immediately to prevent dirt and moisture
from entering system.
NOTE
United States environmental regulations prohibit the release of
refrigerant into the atmosphere. Special equipment is required
when discharging or charging system.
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(1) Circuit protector for air conditioning system must be off.
(2) Remove engine cowl and right front baffles.
(3) Disconnect electrical leads to magnetic clutch on compressor.
(4) Using an approved refrigerant recovery system, completely discharge and depressurize air
conditioning system. Refer to paragraph D, 5.
(5) Remove suction and discharge lines
(a) On Archer II, remove suction and discharge lines from compressor service valves.
(b) On Archer III, remove suction and discharge lines from compressor Tub-O fittings.
(6) Loosen bolt securing compressor idler pulley to release belt tension and remove belt from
compressor pulley. (Do not force belt over pulleys.)
(7) Support compressor and remove 6 bolts securing compressor to engine mounting brackets
and remove compressor from engine compartment.
b. Compressor Installation
— WARNING —
If air conditioner is operated on ground for servicing, clear
test area of loose objects. Ensure that a qualified person is at
the airplane controls. Use service valves on evaporator
assembly for testing.
(1) Place compressor to mounting brackets. Install six bolts and progressively tighten to a torque
of 14 to 17 foot pounds. (Safety all bolts with 0.032 safety wire.)
(2) Check oil level in compressor per instructions in paragraph E, 1, c, Checking Compressor
Oil.
— CAUTION —
Do not force belt into pulley sheave. If necessary, remove idler
assembly.
(3) Place drive belt over clutch pulley and adjust alignment of pulleys and belt per instructions in
replacement of compressor and alternator drive belts.
(4) Connect discharge and suction lines to:
(a) service valve fittings on compressor on Archer II.
(b) Tub-O fittings on Archer III.
NOTE
United States environmental regulations prohibit the release of
refrigerant into the atmosphere. Special equipment is required
when evacuating, discharging or charging system.
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c. Checking Compressor Oil
— WARNING —
Do not remove oil plug with pressure in system.
— CAUTION —
The 10 ounce oil level is required in compressors installed on
new systems. Some oil is distributed in the system during
operation. Charge replacement compressors with 10 ounces of oil.
Check oil level each time system is discharged. Check compressor oil as follows:
NOTE
United States environmental regulations prohibit the release of
refrigerant into the atmosphere. Special equipment is required
when evacuating, discharging or charging system.
(1) Discharge system. (Refer to discharging.)
(2) Make an oil dipstick. (Refer to figure 21-12.)
(3) Remove 0.375 inch oil fill plug in top side of compressor crankcase.
(4) Before inserting dipstick, crankshaft Woodruff key must be in up position. (Front face of
compressor clutch is marked with a stamped K indicating key position.) Measure oil level
from lowest point in crankcase. Use long end of dipstick. (See figure 21-12.)
(5) When compressor is installed, use chart 2106 for proper amount of oil in crankcase.
(6) Do not operate compressor with less than 6 ounces oil. Do not add more than 10 ounces oil.
On systems using R-12 refrgerant, use Piper refrigerant oil PMS-L2000 or equivalent 500
viscosity refrigerant oil. On systems utilizing HFC-1342, use PAG-21941.
(7) Evacuate and charge system. (Per evacuating the system and charging the system.)
— CAUTION —
Do not force belt into pulley sheave. Remove idler assemblies, if
necessary, and alternator lower mounting bolts to install belt.
— CAUTION —
Verify there is ring gear surface contact to provide a solid base
for straightedge.
(a) Establish a datum line for checking belt and pulley alignment. Establish a nominal
dimension between forward edge of compressor belt and forward machined surface of
ring gear. This dimension must be taken at ring gear assembly where the belt is in its
sheave. Check for misalignment at the other pulley sheaves by using a stiff straightedge
long enough to extend from front of ring gear to component sheaves.
(b) Obtain a basic measurement from top of ring gear by measuring the width of starter ring
gear plus the dimension from the forward machined surface of ring gear to forward edge
of compressor drive belt. (Refer to figure 21-13.)
(c) Checks and adjustments of compressor and alternator drive belts require different
procedures. Refer to the following instructions.
(6) Compressor Belt Alignment: (Refer to figure 21-13.)
(a) Place straightedge against right forward side of ring gear and measure belt alignment at
compressor sheave (Point-B).
(b) Measure belt alignment at compressor idler pulley (Point-A). Belt misalignment at
Point-A must be half the misalignment of Point-B and the dimension at top of ring gear
and same direction fore and aft. (Refer to Table 21-09.)
CHART 2108. COMPRESSOR MISALIGNMENT AND IDLER PULLEY NOMINAL LOCATION
Compressor Pulley Misalighment
From Ring Gear Pulley 0.010 0.020 0.030 0.040 0.050 0.060
Idler Pulley Nominal Location 0.006 0.011 0.017 0.022 0.028 0.033
(c) If Point-A nominal misalignment is not within 0.030 inch, per Step (b), add or remove
shims as required. Belt alignment must be made as close to nominal as shims will allow.
(7) Alternator Belt Alignment: (Refer to figure 21-13.) Align idler pulley in the belt plane by
adding or removing shims, with alternator belt installed.
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— CAUTION —
The higher tension specified for a new belt is to compensate
for initial stretch at first operation. Do not apply higher tension
values to used belts.
Proper adjustment of compressor and alternator drive belts will ensure longer belt life and
proper component operation. Adjust Dayco belts per step (1). Adjust Gates belts per step (2).
(1) Adjust Dayco belts as follows:.
(a) Use a calibrated belt tension gauge to adjust a new compressor belt to 120 pounds span
tension.
(b) Use a calibrated belt tension gauge to adjust a new alternator belt to 90 to 100 pounds
span tension.
(c) Install engine baffles if removed and install engine cowl.
— CAUTION —
If air conditioner is operated on the ground for servicing, clear
test area of any loose objects lying on ramp. Ensure that a
qualified person is at the airplane controls.
— CAUTION —
If air conditioner is operated on the ground for servicing, clear
test area of any loose objects lying on ramp. Ensure that a
qualified person is at the airplane controls.
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2. Magnetic Clutch
a. Magnetic Clutch Removal (Refer to figure 21-14.)
— CAUTION —
Do not use a wheel puller on outer flange of pulley. This will
damage pulley grooves or clutch bearings.
1. CAPSCREW
2. ROTOR PULLLEY ASSY.
3. CAPSCREW AND LOCK WASHERS
4. FIELD ASSY.
5. COMPRESSOR
— CAUTION —
Compressor shaft must be clean and free from burrs.
(1) Position field assembly against the compressor bosses, with electrical leads to cylinder side
of compressor.
(2) Secure field assembly with four capscrews and lockwashers, (do not torque at this time).
(3) Connect electrical lead from the field assembly. On Archer III models, the ground wire must
also be connected.
(4) Slide pulley assembly over field assembly and onto crankshaft, now tighten field assembly to
a torque of 85 to 120 inch-pounds. Secure pulley assembly with washer and new self-locking
capscrew. Tighten capscrew to a torque of 180 to 240 inch-pounds.
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— NOTE —
If clutch is not engaged while tightening capscrew, insert a
spanner into holes in armature face.
(5) Spin pulley by hand to check interference between the field and rotor pulley assemblies.
If there is interference, a rubbing noise can be heard as pulley rotates . Remove rotor pulley
assembly and adjust field assembly mounting until the interference is eliminated.
3. Refrigerant Lines And Routing
— CAUTION —
Discharge system completely before hose couplings are
uncoupled. (See paragraph D, 5, Discharging System.)
— NOTE —
United States environmental regulations prohibit the reslease
of refirgerant into the atmosphere. Special equipment is
required when discharging or recharging system.
Handle refrigerant lines carefully. Refrigerant lines are flexible high pressure hoses. Hoses in
powerplant area are routed for maximum protection from heat and abrasion. They couple at firewall to
hoses routed through the two inboard, external hat sections on bottom of fuselage, up through floor to
condenser and evaporator in tail cone. Discharge is in the right hand hat section. The suction is in the
left hand hat section.
4. Receiver-Dehydrator
a. Receiver-Dehydrator Removal
— CAUTION —
Receiver-dehydrator is not serviceable, it must be replaced.
Receiver-dehydrator must be replaced when system has operated
without a charge or has been left open.
b. Receiver-Dehydrator Installation
On systems utilizing HFC 134a refigerant, use only receiver-dehydrators marked with a
GREEN arrow.
(1) Slip mounting bracket around receiver and put it in place on evaporator housing with tube
fitting on top. Align fittings to proper line before securing mounting bracket.
— NOTE —
Tighten fittings to torque listed in charts 2105 and 2106.
(2) Evacuate and charge system per evacuating the system and charging the system.
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5. Condenser
a. Condenser Removal
Condenser is mounted in a frame assembly in fuselage bottom between stations 156.00 and
191.00.
(1) Discharge system. (See special servicing procedures and discharging.)
(2) Remove access panel from aft bulkhead of cabin.
(3) Remove forward cover panel.
(4) Uncouple suction and discharge hoses at condenser fitting. (See special servicing proce-
dures.) Remove hose clamps holding hoses to condenser frame.
(5) Remove AN-3 bolts from upper ends of side hinges and rod ends.
(6) Support condenser assembly and remove bolt attaching actuating rod to condenser assembly.
(7) Lower aft end of assembly on the piano hinge at assembly forward end.
(8) Remove eight screws attaching piano hinge to condenser frame assembly and remove.
(9) To remove condenser core from assembly, remove screws in the side mounting frame.
b. Condenser Installation
(1) Install condenser core to frame assembly with hose fittings forward and RT fitting pointed
inboard.
(2) Place condenser and frame assembly to fuselage frame mounting bracket and insert the eight
screws into piano hinge.
(3) Attach side hinges, actuating rod, and rig per condenser assembly rigging instructions.
(4) Seal and couple hose fittings (seal with Loctite refrigerant sealant applied to flares only).
(5) Adjust condenser per condenser assembly rigging instructions.
— WARNING —
Cabin rear panel must be replaced and sealed in the original
manner. If not sealed properly, exhaust gases can seep into
cabin due to low pressure area in cabin.
— WARNING —
Test for carbon monoxide on ground and in flight with and
without air conditioner operating. Presence of CO must not
exceed 1 part in 20,000.
(6) Seal around forward cover panel (and aft cover panel if removed) with Permagum Bead no.
576 purchased from Prestolite Engineering Company. (See Figure 21-15.)
c. Condenser Door Actuator
The actuator is on a bracket mounted between two bulkheads in tail cone. It is coupled to
the condenser assembly through a bellcrank mounted to a bracket on bulkhead aft of con-
d e n s e r. Actuator travel is controlled by two limit switches. Both up and down switches are
on the actuator. Refer to Figure 21-15 for switch locations.
d. Condenser Assembly Rigging Instructions. (Refer to Figure 21-15.)
Condenser assembly is actuated by an electric motor through bellcranks, push rods, and limit
switches. Condenser door must fit flush with fuselage skin, and with increased force along
forward edge. Use the following steps:
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(1) Adjust open limit switch to open condenser door 5.00 0.50 inches measured from leading
edge of door to fuselage skin.
(2) Adjust side push rods so a vertically measured gap of 0.16 inch exists along trailing edge of
door the instant forward edge of door is flush with fuselage skin.
(3) Fully close door and adjust CLOSED limit switch so actuator travels an additional 0.12 inch
with door fully closed, (this is necessary to preload mechanism). (Refer to figure 21-14, View
A-A.)
(4) Cycle assembly several times. Verify proper operation without binding.
— NOTE —
If part is not serviceable, it must be replaced with a new part.
The expansion valve is in evaporator assembly between receiver dehydrator and evaporator inlet.
The capillary coil is attached to evaporator outlet line.
(1) Remove access panels, and discharge system. Refer to paragraph D, 5.
(2) Remove capillary coil from outlet line. (Do not kink capillary tube.)
(3) Uncouple all related tube fittings. (See special servicing procedures.)
TO EVAPORATOR
VALVE ASS’Y
CAPILLARY
COIL
FROM RECEIVER
DEHYDRATOR
ARCHER II
TO EVAPORATOR
CAPILLARY
COIL
FROM RECEIVER
DEHYDRATOR
ARCHER III
7. Evaporator
a. Evaporator Removal
— CAUTION —
Discharge the system before disassembling any components
for service.
— NOTE —
United States environmental regulations prohibit the release of
refrigerant into the atmosphere. Special equipment is required
when discharging or recharging system.
b. Evaporator Installation
(1) Cement gasket in place on flanges of evaporator housing and attach large end of mounting
gasket to back of housing.
(2) Install housing through access hole with air duct outlet on top. Mate mounting flanges to
surface of mounting panel and insert screws. (Do not tighten at this time.)
(3) Line mounting bracket with mating holes in mounting panel, insert screws and tighten.
Tighten screws in flange. Check gasket is in place. Flange seal must be air tight.
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(4) Couple suction and discharge lines to their proper fittings (apply Loctite refrigerant sealant to
tube flares only).
(5) Evacuate and charge system. (See evacuating the system and charging the system.)
(6) Check for leaks (see checking the system for leaks). If no leaks are detected, seal, and install
access panel on evaporator housing.
(7) Couple flexible air duct and drain tube.
(8) Make and check electrical connections. (Refer to figure 21-18.)
(9) Check blower operation and refrigerant systems.
— WARNING —
Rear cabin panel must be replaced and sealed in original man -
ner to prevent exhaust from entering cabin. After removing
and replacing rear panel, conduct a carbon monoxide (CO)
test on the ground and in flight with and without air conditioner
operating. Presence of CO must not exceed one part in 20,000.
1 SEE NOTE 1
3
SEE NOTES
4
1 AND 2
2
5
— NOTE —
United States environmental regulations prohibit the release of
refrigerant into the atmosphere. Special equipment is required
when discharging or recharging system.
b. Texas Instrument - Used with system utilizing HFC 134a refrigerant.
— CAUTION —
Before relief switch removal, air conditioning system must be
discharged. (Refer to paragraph D, 5, Discharging.)
— NOTE —
United States environmental regulations prohibit the release of
refrigerant into the atmosphere. Special equipment is required
when discharging or recharging system.
(1) Remove electrical connections from switch.
(2) Remove switch assembly from service port on steel line.
(3) Apply sealant sparingly to flare.
(4) Install new switch.
(5) Charge system.
9. Electrical Installation
The wiring harness is connected to switches in the climate control center on the right side of the
instrument panel. The harnesses cross the instrument panel to the left side where two wires are taken
off for the compressor clutch. The harness then passes aft along the left side of fuselage connecting to
the blower motor, the pressure relief switch, and the condenser actuating motor. Two fuses behind the
air conditioning system control panel and a 20 amp circuit breaker mounted in circuit breaker panel
protects the complete air conditioning electrical system.
b. Fuse Replacement
Locate the fuse to be replaced behind the air conditioning system control panel.
(1) Open the fuse holder by applying a slight pushing and counterclockwise twisting pressure.
(2) Remove blown fuse and insert a new 5 amp fuse
(3) Close the fuse holder by applying a slight pushing and clockwise twisting pressure.
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Figure 21-18. Air Conditioning Wiring Schematic (typical)
Archer III Sheet 2 of 2
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CABIN VENT SYSTEM
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f. Position blower in on motor shaft and secure with set screw.
g. Secure cover to blower assembly with screws, washers, and nuts.
h. Position hose duct on blower assembly, secure with screws, washers, and nuts. Screws must be
installed with their heads inside duct.
i. After cleaning surfaces of all old sealant, use white rubber chalk PRC-5000 sealant to seal where
duct attaches to blower assembly.
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CHART 2109. BLOWER SYSTEM COLOR CODES
AIRCRAFT
MOTOR WIRES WIRES
Receptable
Ground 2 Brown Brown Black AC26A 2
Plug
Plug
High Speed 1 Yellow Orange Orange Red 1
YY1S062
ESB - Universal
Elect. Company
Receptable
Ground 2 Brown AC26A 2
Plug
Plug
High Speed 1 Orange Red 1
NOTES
1 Pin number 1 as sat the pointed side of the plug and receptacle
2 Not used on PA 28-8090001 and up.
— END —
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1I4
CHAPTER
AUTO FLIGHT
1I6
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AIRPLANE MAINTENANCE MANUAL
CHAPTER 22 - AUTOFLIGHT
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
22 - Cont./Effec.
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GENERAL
—WARNING—
It is the user ’s responsibility, when servicing or inspecting vendor
equipment installed in Piper aircraft, to refer to the applicable
vendor publication.
—WARNING—
Do not use a substitute trim system component part for an origi -
nal design part. The fail-safe characteristics of the system will be
compromised. A trim system running the wrong direction is the
same as a run-away. Such conditions will cause excessive pilot
yoke force in only 3 to 4 seconds.
Due to the wide variety of Automated Flight Control System (AFCS) options, it is mandatory to follow
service literature published by the individual manufacturer of the AFCS equipment installed in any airplane.
This includes mechanical service such as; adjusting bridle cable tension, servo removal and installation, servo
clutch adjustments, etc.
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AUTOPILOT
A. NON-PIPER AFCS EQUIPMENT MANUFACTURERS
Refer to following list of AutoPilot/ Flight Director manufacturers for service direction, parts support, and
service literature:
Bendix Avionics Division Collins General Aviation Division
2100 NW 62nd Street Rockwell International
Fort Lauderdale, FL 33310 Cedar Rapids, Iowa 52406
(305) 776-4100/TWX 5109559884 (319) 395-3625 Telex: 464-421
Narco Avionics
Ft. Washington Industrial Park
Ft. Washington, PA 19034
(215) 643-2900
—NOTE—
If a Roll Axis-only AutoPilot is installed, or if no AutoPilot is
installed, consult Piper Pitch Trim Service Manual - 753 771
for manual electric pitch trim service information.
The following is a complete list of Piper AFCS equipment service literature. Correctly identify the
AutoPilot system by faceplate model name. Each manual identifies revision level and revision status in the
Master Parts Price List - Aerofiche published monthly by Piper. Consult aircraft parts catalog for replacement
parts.
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NAME PIPER PART NO.
AltiMatic IIIC 761 602
AltiMatic V and V-l 761 525
AltiMatic V F/D and V F/D-1 761 526
AltiMatic X FD/AP/ and X AP 761 668
AutoFlite 753 720
AutoFlite II 761 481
Piper Pitch Trim (Manual-Electric) 757 771
— END —
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CHAPTER
COMMUNICATIONS
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AIRPLANE MAINTENANCE MANUAL
CHAPTER 23 - COMMUNICATIONS
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
23 - Cont./Effec.
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GENERAL
—WARNING—
It is the user’s responsibility to refer to the applicable vendor
publication when servicing or inspecting vendor equipment
installed in Piper aircraft .
This chapter contains information necessary to perform operational checks of the Emergency Locator
Transmitter (ELT), with and without a pilot’s remote switch. Included are the appropriate removal and instal-
lation instructions to facilitate battery replacement.
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EMERGENCY LOCATOR TRANSMITTER
DESCRIPTION
Electrical power for the ELT is supplied by its own self-contained battery. FAA regulations require the
battery be replaced at the expiration date printed on battery, or if transmitter has been used in an emergency
situation, or has more than one hour accumulated test time. To replace battery pack in transmitter, remove
transmitter from aircraft. (Refer to battery removal and installation.)
—CAUTION—
Inspect external whip antenna for damage. Do not bend whip.
Any sharply bent or kinked whip must be replaced. Antenna
damage will cause structural failure of whip in-flight
The ELT is located on mounting brackets on right side of fuselage aft of sta. 228.30.
1. Remove access plate on right side of fuselage aft of sta. 228.30.
2. Set ON/ARM/ OFF switch on transmitter to OFF position.
3. Disconnect antenna coax from transmitter.
4. Disconnect harness to pilot’s remote switch.
5. Remove rear mounting bracket by pulling plastic knob out. Remove transmitter from airplane.
6. Remove two long or four short screws holding the transmitter plain end cap. Remove plain end
cap.
7. Disconnect battery connector from board terminals.
8. Withdraw battery pack from transmitter case.
9. Check replacement date printed on battery before installing new battery pack. Write the date on
the outside of the ELT.
10. Slide new battery pack, plain end first, into transmitter. Rotate battery slightly to properly fit in
transmitter case and to achieve proper orientation of battery connector.
11. Connect battery connector to board terminals.
12. Verify O-ring is fitted in plain end cap and correctly seated. (Red ELT’s have no O-ring; replace
end cap using fresh RTV silicone rubber compound.)
—CAUTION—
Do not overtighten the end cap screws.
13. Refit end cap and secure with screws previously removed.
14. Place transmitter into mounting bracket. Replace rear mounting bracket by pushing plastic knob
into place.
15. Connect pilot’s remote switch harness to transmitter.
16. Connect antenna coax to transmitter.
—CAUTION—
Before installing access plate verify transmitter switch is in
ARM position. Test unit operation before installing access
panel. (Refer to testing emergency locator transmitter.)
17. Install access plate on the right side of fuselage aft of station 228.30. Write entry in aircraft log-
book, include new battery run out date.
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—CAUTION—
Inspect external whip antenna for damage. Do not bend the
whip. Any sharply bent or kinked whip must be replaced.
Antenna damage will cause structural failure of whip in-flight.
The ELT is on the right side of airplane tail section, ahead of stabilator.
1. Remove access plate on right side of fuselage aft of sta 228.30.
2. Rotate ON/ ARM/ OFF switch to OFF position.
3. Disconnect antenna coax cable (twist left, then pull outwards).
4. Disconnect harness to pilot’s remote switch.
5. Remove forward mounting bracket by pulling black plastic knob out. Remove transmitter from the
airplane.
6. Remove six Phillips-head screws securing transmitter cover. Remove cover.
7. Lift out old battery pack.
8 Copy expiration date on battery into the space provided on external ELT name and date plate.
9. Disconnect and replace with new battery pack.
10. Insert transmitter into airplane and fit into place. Replace mounting bracket by pushing the black
plastic knob into place.
11. Connect pilot’s remote switch harness and antenna coax cable to transmitter.
12. Set ON/ARM/OFF switch to ARM position.
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—CAUTION—
Test unit operation before installing access plate. (See testing
emergency locator transmitter.)
NARCO 10 ELT BATTERY REMOVAL AND INSTALLATION (S/N’s 28-7990457 thru 28-8690056,
and 2879001 thru 2890139) (Refer to Figures 23-3, 23-4 and 23-5.)
1. Remove the access panel on the dorsal fin.
2. Set the ON/OFF/ARM switch on the transmitter to OFF.
3. Disconnect antenna coaxial cable from ELT.
4. Remove ELT from its mounting bracket by releasing the latch on the strap and sliding the ELT off
the bracket.
5. Extend the portable antenna. (Refer to Figure 2.)
6. Unscrew the four screws that hold the control head to the battery casing and slide apart.
7. Disconnect the battery terminals from the bottom of the circuit board.
8. Discard old battery pack. (DO NOT EXPOSE TO FLAME.)
— CAUTION —
The battery pack is shipped with a sealant on the inside lip so
that a water tight seal will be retained. DO NOT REMOVE
THIS SEALANT.
9. Connect new battery pack terminals to the bottom of the circuit board.
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10. Insert control head section into battery pack being careful not to pinch any wires. Replace the four
screws. If the four holes do not line up, rotate battery pack 180° and reinsert.
11. Slide the portable antenna back into the stowed position.
12. Place transmitter into its mounting bracket and fasten the strap latch.
13. Connect the antenna coaxial cable to the ELT and ensure that the contact separator is inserted
between the antenna contact finger and the portable antenna. (Refer to Figure 3.)
14. Press RESET button and set ON/OFF/ARM switch to ARM.
15. Make an entry in the aircraft logbook, including the new battery expiration date.
16. A unit operational check may now be performed on the ELT. (Refer to Testing Emergency Locator
Transmitter.
— NOTE —
Inspect the external whip antenna for any damage. Av o i d
bending the whip. Any sharply bent or kinked whip should be
replaced. Antenna damage may cause structural failure of
whip in flight.
4
E.L.T.
Figure 23-3. Narco ELT 10 Emergency Locator Transmitter Schematic (Sheet 1 of 2))
(S/N’s 28-7990457 thru 28-8690056 and 2890001 thru 2890065)
Figure 23-3. Narco ELT 10 Emergency Locator Transmitter Schematic (Sheet 2 of 2))
(S/N’s 2890066 thru 2890139)
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CONTACT
PORTAVLE ANTENNA BLADE
SEPARATOR
PORTABLE NOT
ANTENNA MAKING CONTACT
CONTACT
FINGER
NOTCH FOR
HANDLE RELAESE
FIXED AMTENNA’S
CABLE CONNECTOR AND
CONTACT SEPARATOR
ANTENNA
STOP
PIN RESET HANDLE
TO REMOTE SWITCH
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TESTING EMERGENCY LOCATOR TRANSMITTER (ELT 10)
Conduct E .L.T. tests in a screen room or metal enclosure to ensure that electromagnetic energy is not
radiated during testing. If a shielded enclosure is not available, perform tests in accordance with the following
procedures:
— NOTE —
Consult FAA Advisory Circular AC 20-81 for detailed testing
information and precautions
1. Conduct test only during the first five minutes after any hour.
2. If operational test must be made at any time other than the first five minutes after the hour, notify
the nearest FAA traffic Control Tower or Flight Service Station prior to the test.
3. Test should be no longer than three audio sweeps.
4. If the antenna is removed, a dummy load should be substitued during the test.
a. Remove the access panel or cover to gain access to the transmitter.
b. Turn the aircraft master switch ON.
c. Tune the aircraft communications receiver to 121.5 mHz and turn the volume up until a slight
background noise is heard.
— NOTE —
If the aircraft is not fitted with a communications receiver,
request that the nearest FAA facility listen for the E.L.T.
signal.
d. Set the ON/ARM/OFF switch on the transmitter to the ON position. Keep the switch in this
position for only a few seconds; then set to the OFF position. Return to the ARM position.
e. If transmitter is only labeled ON/ARM, set to ON position for a few seconds, then return to
ARM position
— NOTE —
The test transmission should be received by the aircraft com -
m u n ications receiver and/or control tower or FAA Flight
Service Station. During cold weather, there may be a slight
delay before transmission occurs.
f. A properly functioning transmitter emits a characteristic downward swept tone.
g. When test is completed, ensure transmitter ON/ARM/OFF, or ON/ARM, switch is in the
ARM position.
— NOTE —
Whenever unit is checked by moving transmitter
ON/ARM/OFF switch from the ARM to ON position, it must
first be moved to the OFF position before resetting to ARM
position.
5. Install access panel at aft fuselage station 228.30 and secure with the appropriate screws.
DESCRIPTION, OPERATION, AND TESTING OF PILOT’S REMOTE SWITCH (ELT 10 and ELT 910)
Refer to Pilot’s Operating Handbook.
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NARCO 910 ELT BATTERY REMOVAL AND INSTALLATION (S/N’s 2890140 thru 2890205) (Refer
to Figures 23-6 and 23-7.)
1. Remove access panel located at fuselage station 228.30.
2. Set ON/OFF/ARM switch on transmitter to OFF.
3. Disconnect antenna coaxial cable from ELT.
4. Disconnect wiring harness connector from ELT.
5. Remove ELT from its mounting tray.
6. Remove 8 flat head screws from unit. (Refer to Figure 6.)
7. Carefully separate unit into two sections.
8. Unsnap battery connector (connector toward back end of circuit board). (Refer to Figure 6.)
9. Carefully remove battery pack (contained in white foam jacket) from the ELT.
10. Cut tape holding the two halves of foam together and remove old battery pack.
11. Install new battery pack in foam jacket. Tape foam halves together with a good quality glass fila-
ment tape.
12. Install battery pack assembly into ELT. Plug connector into circuit board.
13. Slide the two unit section together. Ensure red gasket in header is sitting flat.
14. Secure with 8 new screws provided with replacement battery. Ensure all 8 screws are snugged up.
15. Install ELT into tray in airplane. Perform tests as specified below.
— NOTE —
Inspect the external whip antenna for any damage. Av o i d
bending the whip. Any sharply bent or kinked whip should be
replaced. Antenna damage may cause structural failure of
whip in flight.
Figure 23-6. Narco ELT 910 Emergency Locator Transmitter Schematic (S/N's 2890140 thru 2890205)
— NOTE —
Consult FAA Advisory Circular AC 20-81 for detailed testing
information and precautions
1. Conduct test only during the first five minutes after any hour.
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2. If operational test must be made at any time other than the first five minutes after the hour, notify
the nearest FAA traffic Control Tower or Flight Service Station prior to the test.
3. Test should be no longer than three audio sweeps.
4. If the antenna is removed, a dummy load should be substituted during the test.
a. Remove access panel or cover to gain access to transmitter.
b. Turn aircraft master switch ON. Turn the aircraft communications receiver ON and tune to
121.5 mhz.
c. Turn receiver volume up until a slight background noise is heard. If equipped, automatic
squelch must be overridden.
d. If aircraft is not fitted with a communications receiver, request the nearest FAA facility to lis-
ten for E.L.T. signal.
e. Set ON/ARM/OFF switch on the transmitter to the ON position for approximately 2 sec-
onds. Return to OFF, then ARM position.
f. Test transmission should be received by aircraft communications receiver and/or FAA facili-
ty. During cold weather, there may be a slight delay before transmission occurs.
g. A properly functioning transmitter emits a characteristic downward swept tone.
h. When test is completed, ensure transmitter ON/ARM/OFF is in the ARM position. Whenever
unit is checked by moving transmitter ON/ARM/OFF switch from ARM to ON position, it
must first be moved to OFF position before resetting to ARM position.
5. Install access panel on dorsal fin aft of fuselage station 259.30 and secure with the appropriate
screws.
#6-32 FLAT
HEAD SCREWS
(8 PLACES)
BATTERY CONNECTOR
Figure 23-7. ELT 910 Battery Pack (S/N's 2890140 thru 2890205)
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The Artex 110 cannot be accidently activated by dropping the unit, handling it roughly, or during shipping.
However, when properly mounted, and locked into its mounting tray, the E. L. T. will activate in a crash,
regardless of the cockpit remote switch and E. L. T. switch position. The normal position of the E. L. T.
switch is in the down or OFF position. The normal position of the remote cockpit switch is in down or ARM
position
Whenever the E. L. T. is activated, a red light located just above the remote cockpit switch will blink to
alert the pilot or maintenance personnel. Should the E. L. T. be activated accidently, it must be reset. To reset:
1. Position the remote cockpit switch to ON, then immediately repositioning it to ARM, or;
2. Position the switch on the E. L. T. to ON, then immediately repositioning it to OFF.
ARTEX 110 ELT BATTERY REMOVAL AND INSTALLATION (Archer III, S/N’s 2890206 and up)
(Refer to Figures 23-8 and 23-9)
1. Disconnect and remove positive cable from battery.
2. Remove E. L. T. from the airplane by:
a. Loosening the two screws on the front of the mounting tray and pull mounting tray cap off.
b. Disconnecting coax (antenna) cable.
c. Disconnecting the Molex cable from the E. L. T. unit.
d. Remove unit from airplane.
2. Remove the four screws on the bottom of the E.L.T. securing the battery pack.
3. Disconnect battery pack connector from main unit.
4. Remove battery pack from unit.
5. Securely plug in new battery pack connector to main unit.
6. Immediately reset unit by positioning unit switch to ON, then to OFF.
7. Fit new battery pack into place. Ensure all gaskets are properly aligned.
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8. Replace the four screws. Dress wires away from standoffs to avoid pinching wires between standoffs
and the battery pack.
9. Install unit into mounting tray:
a. Connect molex and coax cables to ELT unit.
b. Install mounting tray cap and secure to front of mounting tray with the two screws.
11. Install positive cable to battery.
10. Test transmitter.
— NOTE —
Consult FAA Advisory Circular AC 20-81 for detailed testing
information and precautions
1. Conduct test only during the first five minutes after any hour.
2. If operational test must be made at any time other than the first five minutes after the hour, notify the
nearest FAA traffic Control Tower or Flight Service Station prior to the test.
3. Test should be no longer than three audio sweeps.
4. Tune airplane communications receiver to 121.5 mHz. Check that aircraft battery and radio master
switches are ON.
5. Position ELT cockpit switch to ON. The ELT should immediately begin signaling and the panel light
should immediately come ON. Although the light may illuminate after a few seconds, failure of the
light to immediately come ON indicates trouble with the g-switch circuit, pins 5 and 8 on tray connector,
and that the unit is not working properly. Repairs should be done only by a licensed aviation radio
repair shop.
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AVIONICS MASTER AND EMERGENCY SWITCH CIRCUIT (Refer to figure 9l-l5, chapter 9l.)
DESCRIPTION AND OPERATION
Archer II (S/N’s 28-7690001 thru 28-8690056. and 2890001 thru 2890205)
Electrical power for various avionics components is controlled by the avionics master switch near the top
of the instrument panel between radio stacks. It controls power to all radios through aircraft master switch.
An emergency bus switch is also provided for auxiliary power to avionics bus if the radio master switch
circuit fails. The emergency bus switch is behind the lower right shin guard to the left of the circuit breaker
panel.
— END —
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CHAPTER
ELECTRICAL POWER
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AIRPLANE MAINTENANCE MANUAL
CHAPTER 24 - ELECTRICAL POWER
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
— NOTE —
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
— WARNING —
When servicing or inspecting vendor equipment installed in
Piper aircraft, it is the user’s responsibility to refer to the
applicable vendor publication.
This chapter contains instructions for correcting difficulties which may arise in electrical system operation.
Included is a general description and function of each part of the system along with test and adjustments of
various components.
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A 24-volt battery is incorporated into the system to furnish power for starting and as a reserve power
source in case of alternator failure. The battery and 75 amp alternator are connected to the bus bar that
powers all electrical equipment, except the starter, which receives its power direct from battery. The battery
relay and alternator field circuit are controlled by independent rocker type master (BATT MASTR) and
alternator (ALTR) switches located in the overhead switch panel. The alternator switch (ALT) may used to
turn OFF the alternator field in the event of alternator failure. A warning light on the annunciator panel will
illuminate if the alternator fails to produce current, accompanied by a zero indication on the ammeter. A
low voltage warning light on the annunciator panel will illuminate when alternator output is lost and the
system is drawing power from the battery alone. The master (BAT) switch must be ON before any electrical
equipment will operate. The airplane is equipped with standard navigation lights and wing tip strobe type
anti-collision lights, which are controlled by rocker type switches (NAV LIGHT and STROB LIGHT) located
in the overhead switch panel. The airplane is also equipped with two landing light; one located in each
wing. The right wing landing light may also be used as a taxi light. These lights are controlled by a rocker
type switch (TAXI-OFF-LAND LIGHT) located in the overhead switch panel.
B. TROUBLESHOOTING
— WARNING —
All checks and adjustments of alternator and components must
be made with engine stopped. To complete some checks or
adjustments, remove these units from airplane and place on a
test stand.
— CAUTION —
Do not use aluminum cable to repair wiring. If there is a fault
in the aluminum cable, the complete cable assembly must be
replaced with copper wire and suitable terminals. Aluminum
cable wiring was used in: battery circuit, battery to ground,
battery to master relay, master relay to starter solenoid, starter
solenoid to starter, and engine return ground wire to airframe
(see individual schematics). (Refer to latest revision of Piper
Service Bulletin NO. 836A.)
Troubles peculiar to the alternator system are listed in Chart 2401 with probable causes and suggested
remedies. Troubles peculiar to the battery system are listed in Chart 2402 with probable causes and suggested
remedies. Wiring diagrams included at the end of this section give a physical breakdown of electrical circuits
in this airplane.
After trouble is corrected, check entire electrical system for security and operation of its components.
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CHART 2401. TROUBLESHOOTING ALTERNATOR (SHEET 1 of 4)
TROUBLE CAUSE REMEDY
Zero output indicated on amme- Open field circuit. With master switch turned on,
ter regardless of rpm (refer to check for battery voltage from
alternator system test procedure). a i rp l a n e ’s main buss through
entire field circuit to alterna t o r
field terminal. Measure voltage
from ground (-) to following
points (+) in sequence: bus bar,
field circuit breaker (5A), field
terminals of master switch,
voltage regulator, and alternator
field terminal.
Interruption of voltage through
any of these points isolates faulty
component or wire which must
be replaced. (See wiring
schematic.)
Open output circuit. With master switch turned on,
check for battery voltage from
a i rp l a n e ’s main bus through
entire output circuit to alternator
battery post. Measure voltage from
ground (-) to following points (+)
in sequence: bus bar, ammeter,
and alternator battery post.
Interruption of voltage through
any of these points isolates faulty
component or wire which must
be replaced. (See wiring
schematic, chapter 91.)
Open circuit in alternator output
will usually burn out ALT annun-
ciator lamp and 50 ohm resistor.
Check 5A inline fuse.
Open field winding in alternator. Disconnect field terminal of
alternator from field wiring.
Check continuity from field
wiring field terminal to ground
with ohmmeter (20-100 ohms)
depending on brush contact resis-
tance.
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CHART 2401. TROUBLESHOOTING ALTERNATOR (2 of 4)
TROUBLE CAUSE REMEDY
Zero output reading on ammeter Open field winding in alternator.
regardless of rpm (refer to (cont.) — WARNING —
alternator system test procedure). Turn magneto switch to off and
(cont.) ensure magneto is grounded
before turning propeller by
hand.
Pull propeller slowly by hand
turning alternator rotor through
360 of travel. If resistance is
high, check brushes for spring
t e nsion and excessive wear;
replace if necessary. If brushes are
good and field reads open,
replace alternator.
Output reading on ammeter does Faulty voltage regulator. Start engine, turn on load (refer
not meet minimum values specified alternator test procedure), set
in alternator system test procedure. throttle at 2300 rpm Check voltage
at bus bar (convenient check
point, remove cigar lighter and
check from center contact (+) to
ground (-). Voltage must be 13.5
volts minimum. If voltage is
below this value, replace regulator.
High resistance connections in Inspect for loose binding posts at
field or output circuit various junction points in system,
alternator battery post, lugs on
ammeter, connections at voltage
regulator, circuit breaker, etc. (See
wiring schematic, Chapter 91.)
Examine crimped terminal ends
for signs of deterioration at crimp
or strands of broken wire at crimp.
Tighten any loose binding posts.
Replace bad wire terminals.
Open rectifier. If any of the six rectifiers open up
internally, it will result in a defi-
nite limitation on the current that
can be drawn from alternator.
Check previous causes of low out-
put, verify a faulty rectifier exists.
See paragraph titled inspection
and testing of components.
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CHART 2401. TROUBLESHOOTING ALTERNATOR (3 of 4)
TROUBLE CAUSE REMEDY
Field circuit breaker trips. Short circuit in field circuit. Disconnect field wiring at alternator
terminal. Turn on master switch.
If breaker continues to trip,
d i sconnect each leg of field cir-
cuit, working from alternator
towards circuit breaker until
breaker can be reset and will
hold. Replace defective component
or wire. (See wiring schematic,
chapter 91.)
Short circuit in field winding of Disconnect field wiring at
alternator. a l t e rnator terminal. Turn on
master switch. Reset breaker and
if breaker fails to retrip, this isolates
short circuit to field of alternator.
Check brush holders for shorting
against frame. If there are no
obvious signs of a physical short
circuit at field terminal or brush
holder, replace alternator. (Note:
Intermittent short circuit.)
— CAUTION —
Turn magneto switch off before
turning propeller.
Internal short circuiting of the
field will occur at various positions
of rotor. Reconnect field, set
breaker, pull propeller slowly by
hand turning alternator rotor
through 360 of travel. Observe
circuit breaker for signs of
tripping.
Ammeter reads 60 amps (Archer Short to ground in alternator On Archer II, check condition of
II), or 70 amps (Archer III) at output wiring. Teflon insulators on feet of diode
1400 rpm and above, ALT heat sink. When mounting
annunciator light on. screws are over torqued, they
will cut through insulators caus-
ing a short to ground. On Archer
III, check wiring for short to
ground. Both models, check
other wiring for chafing, etc.
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CHART 2401. TROUBLESHOOOTING ALTERNATOR (4 of 4)
TROUBLE CAUSE REMEDY
Battery installed with reversed Battery charged backwards. Remove battery and install with
polarity. correct polarity.
Remove battery. Connect load
such as landing light, lamp, or
similar load, and discharge battery.
Charge with correct polarity and
test each cell for signs of damage
due to reversed charging.
— NOTE —
This condition above can only
occur where a discharged battery
has been removed from airplane
and put on a charger with polar -
ity reversed. This reversal in
polarity cannot occur in air -
plane due to a faulty alternator
system.
Excessive ammeter fluctuation. Excessive resistance in field Check all connections and wire
circuit. terminals in field circuit for dete-
rioration such as loose binding
posts, broken wire strands at terminals,
etc. Tighten all connections and
replace faulty terminals.
High field circuit resistance If problem persists, jump across
terminals of the following com-
ponents one at a time until the
faulty unit is isolated.
a. Field 5 amp (alternator) circuit
protector.
b. Alternator half of master
switch.
c. Overvoltage relay.
Defective voltage regulator. Replace voltage regulator.
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CHART 2402. TROUBLESHOOTING BATTERY
TROUBLE CAUSE REMEDY
Discharged battery. Battery worn out. Replace battery.
Improper charging rate. Adjust voltage regulator
Standing too long. Remove and charge battery if left
in unused airplane three weeks or
more.
Equipment left on accidentally. Remove and charge battery.
Impurities in electrolyte. Replace battery.
Short circuit (ground) in wiring. Check wiring.
Broken cell partitions. Replace battery.
Battery life is short. Overcharge due to level of elec- Maintain proper electrolyte level.
trolyte being below top of plates.
Sulfation due to disuse. Replace battery.
Impurities in electrolyte. Replace battery.
Low charging rate. Adjust voltage regulator.
Cracked cell partition(s). Hold-down bracket loose. Replace battery and tighten.
Frozen battery. Replace battery.
Compound on top of battery Charging rate too high. Reduce charging rate by adjusting
melts. voltage regulator or replace
transistorized regulator.
Electrolyte runs out of vent Too much water added to battery Drain and keep at proper level.
plugs. and charging rate too high. Adjust voltage regulator.
Excessive corrosion inside Spillage from over filling. Use care in adding water.
c o ntainer.
Vent lines leaking or clogged. Repair or clean.
Charging rate too high. Adjust voltage regulator.
Battery freezes. Discharged battery. Replace.
Water added and battery not Always recharge battery for 1/2
charged immediately. hour following addition of water
in freezing weather.
Battery polarity reversed. Connected backwards on charger. Battery must be slowly discharged
completely and then char g e d
correctly and tested.
Battery consumes excessive Charging rate too high (if in all Correct charging rate.
water. cells).
Cracked partition (one cell only). Replace battery.
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DC GENERATION
PRECAUTIONS
The following precautions must be observed when testing or servicing the electrical system. Failure to
observe these precautions will result in serious damage to the electrical equipment.
— CAUTION —
Refer to wiring diagram (refer to figure 24-13) when installing
or testing alternator.
— CAUTION —
Disconnect battery before connecting or disconnecting test
instruments, except voltmeter, or before removing or replacing
any unit or wiring. Accidental grounding or shorting at
r e g u l at o r, alternator, ammeter, or accessories, will cause
severe damage to units and/or wiring.
— CAUTION —
The output lead must not be removed from alternator while
rotor winding is energized and alternator is operating.
— CAUTION —
Do not attempt to polarize alternator. No polarization is
required. Any attempt to do so could damage alternator,
regulator, or circuits.
— CAUTION —
Grounding alternator output terminal will damage alternator
and/or circuit and components.
— CAUTION —
Reversed battery connections will damage rectifiers, wiring,
and other charging system components. Battery polarity must
be checked with a voltmeter before connecting battery. This
aircraft is negative ground.
— CAUTION —
If booster battery or fast charger is used, its polarity must be
connected correctly to prevent damage to electrical system
components.
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— CAUTION —
Do not use aluminum cable to repair wiring. If there is a fault
in the aluminum cable, the complete cable assembly must be
replaced with copper wire and suitable terminals. Aluminum
cable wiring was used in: battery circuit, battery to ground,
battery to master relay, master relay to starter solenoid, starter
solenoid to starter, and engine return ground wire to airframe
(see individual schematics). (Refer to latest revision of Piper
Service Bulletin No. 836A.)
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a b c d e f
Alligator Clips
60 - Ampere Alternator
— NOTE —
Current reading on ammeter is the load in amperes demanded
by the electrical system from alternator. Check, for example, a
condition where battery is demanding 10 amperes charging
current, then switch on landing light. Note value in amperes
placarded on circuit breaker panel for landing light circuit
breaker (10 amps) and multiply by 80 percent. You will arrive
at a current of 8 amperes. This is approximate current drawn
by the light. When light is switched on, there will be an
increase of current from 10 to 18 amperes on ammeter. As
each unit of electrical equipment is switched on, current will
add up and the total, including battery, will read on ammeter.
Use the example of airplane’s maximum continuous load with all equipment on is approximately 48
amperes for 60 ampere alternator. This approximate 48 ampere value, plus approximately two amperes for
a fully charged battery, will appear continuously under these flight conditions. If the ammeter reading were
to go much below this value, under the aforementioned conditions, trouble with the alternator system
would be indicated and corrective action should be taken by switching off the least essential equipment.
Locate faulty components as follows:
— CAUTION —
On air-conditioned aircraft, full alternator output on ground
must be limited to not more than 10 minutes. Refer to Pilot’s
Operating Handbook.
a. Check airplane is positioned so prop blast will not interfere with other operations going on
near by. Start engine and set throttle for 1000 to 1200 rpm.
b. Switch on the following loads and observe ammeter output increase as follows:
(1) Rotating beacon - 3 to 6 amps.
(2) Navigation and instrument lights (bright position) - 4 to 6 amps.
(3) Landing light - 7 to 9 amps.
If alternator does not meet above readings refer to troubleshooting chart. Follow troubleshooting
procedure outlined on the chart. Check each cause and isolation procedure under a given trouble.
On airplanes without night-flying equipment, load required by test can be simulated by connecting a
lamp-bank load consisting of 8 landing lights wired in parallel from main bus (+) to airframe ground (-),
(refer to Figure 24-2) or 8, 3-ohm, 100-watt resistors.
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3. Prestolite Alternator Service Procedures
The alternator and regulator are designed for use on only one polarity system. Observe the following
when testing or servicing electrical system: (Failure to observe cautions will result in serious damage to
electrical equipment.)
— CAUTION —
Disconnect battery before connecting or disconnecting test
instruments (except voltmeter) or before removing or replacing
any unit or wiring. Accidental grounding or shorting at
r e g ul a t o r, alternator, ammeter, or accessories, will cause
severe damage to units and/or wiring.
— CAUTION —
Alternator must not be operated on open circuit with rotor
winding energized.
— CAUTION —
Do not attempt to polarize alternator. No polarization is
required. Polarization will result in damage to alternator,
regulator, or circuits.
— CAUTION —=
Grounding alternator output terminal will damage alternator
and/or circuit and components.
— CAUTION —
Reversed battery connections will damage rectifiers, wiring, or
other charging system components. Battery polarity must be
checked with voltmeter before connecting battery. Most aircraft
are negative ground.
— CAUTION —
If a booster battery or fast charger is used, polarity must be
connected correctly to prevent damage to electrical system
components.
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5. Disassembly Of Prestolite Alternator
a. Remove two number 10-24 screws holding brush holder assembly in slip ring end head. Remove
brush and holder assembly from end head.
b. Remove safety wire from through bolts. Hold pulley with a strap wrench and remove pulley nut.
Pulley must be removed with a puller. Remove fan, woodruff key, and spacer from shaft.
c. Remove four through bolts and tap drive end head lightly to separate drive end head and rotor, as
a unit, from stator and slip ring end head.
d. Remove nuts, lock washers, flat washers, and insulators from output and auxiliary terminal studs.
(Note carefully the correct assembly of insulator washers and bushings.) Using special tools
shown in Figure 24-4, support end head and press out three negative rectifiers. End head can now
be separated from stator assembly.
e. To remove slip ring end bearing and grease seal, have a hook type or impact type bearing puller as
shown in Figure 24-3. (Do not remove bearing unless replacement is necessary.)
— NOTE —
The inner race of slip ring end bearing is pressed onto rotor
shaft. When bearing replacement is necessary, replace complete
bearing assembly, including inner race.
f. To remove drive end head from rotor shaft, use a puller that grips on bearing retainer plate as in
Figure 24-5. Do not attempt to remove by supporting end head and pressing on shaft, as this may
result in distortion of end head or stripping of retainer plate screws. Remove three retainer plate
screws and press bearing out of end head. (Refer to Figure 24-6.)
(3) To pinpoint defective rectifier, stator leads must be disconnected and above test repeated on
each rectifier.
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Figure 24-3. Removal of Slip Ring End Bearing Figure 24-4. Removal of Rectifier
(Prestolite Alternator) (Prestolite Alternator)
Figure 24-5. Removal of Drive End Head Figure 24-6. Removal of End Head Bearing
(Prestolite Alternator) (Prestolite Alternator)
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— NOTE —
Open rectifiers can only be detected, when using test bulb, by
disconnecting stator leads. Test bulb will fail to light in either
direction if rectifier is open.
c. Stator: The stator is tested for open or grounded windings with a 12-volt test bulb, described in
rectifier section, or an ohmmeter, as follows:
(1) Separate stator from slip ring end head just far enough to insert a fold of rags or block of
wood (insulate stator from end head).
(2) Test for grounded windings by touching one test bulb or ohmmeter probe to auxiliary termi-
nal or any stator lead, and the other test bulb or ohmmeter probe to stator frame. (If test bulb
lights, or ohmmeter indicates continuity, stator is grounded.)
(3) Test for open windings by connecting one test probe to auxiliary terminal or stator winding
center connection, and touch each of three stator leads. (Test bulb must light, or ohmmeter
must show continuity.)
— NOTE —
Due to low resistance in stator windings, shorted windings are
difficult to locate. Shorted stator windings will usually cause
alternator to growl or be noisy during operation, and will show
signs of overheating. If electrical checks are normal and alter -
nator fails to supply its rated output, stator must be replaced to
determine if it is the faulty component.
d. Bearings and seals: When alternator is overhauled, new bearings and oil or grease seals are rec-
ommended (even though bearings and seals may appear to be in good condition).
— NOTE —
A faulty seal will cause alternator to fail within a very short
period of time.
— CAUTION —
Use an arbor press, do not hammer. Reconnect stator leads to
rectifiers. When soldering connections, use pliers as a heat
dam on lead between solder joint and rectifier. Too much heat
will damage rectifiers.
b. Carefully install rectifiers in slip ring end head or rectifier mounting plate by supporting unit and
using special tools illustrated in Figure 24-10.
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RHEOSTAT
AMMETER
ROTOR
BATTERY
VOLTMETER
Figure 24-7. Testing Rotor For Ground Figure 24-8. Testing Rotor For Shorts
(Prestolite Alternator) (Prestolite Alternator)
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NUT
LOCK WASHER
FLAT WASHER
FIBER WASHER
END HEAD
INSULATOR
RECTIFIER MOUNTING PLATE
TERMINAL STUD
OUTPUT (+)
TERMINAL
AUXILLARY
TERMINAL
SPACER
BEARING
TEST VOLTMETER
Figure 24-12. Slip Ring End Bearing Assembly Figure 24-13. Testing Prestolite Alternator
(Prestolite Alternator)
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10. Prestolite Alternator Service Test Specifications
CHART 2403. PRESTOLITE ALTERNATOR SPECIFICATIONS
ALTERNATOR MODEL PRESTOLITE ALY 6422 (1)
Voltage 12-volts
Rated Output 60 amperes
Ground Polarity Negative
Rotation Bi-Directional
Rotor:
Current Draw 2.4 to 4.0 amps @ 12.0-volts
(70°F - 80°F)
Resistance 3.5 - 5.0 ohms (70°F - 80°F)
Output Test (77° F):
Volts 14.0 14.0
Amperes Output 13.0 47.0
Alternator rpm 2000 min4000 min
(1) Air conditioned aircraft
1 FLD 2
PIN
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AUX
OUTPUT
+ -
+ -
+ -
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The ammeter does not indicate battery discharge. It displays the load in amperes placed on the
generating system. With all electrical equipment off, except the master switch, the ammeter will read the
charging current demanded by the battery. The amount will vary, depending on percentage of charge in the
battery. As the battery charges, the amount of current displayed on the ammeter will reduce to approximately
two amperes. The amount of current displayed on the ammeter will show if the alternator system is
operating normally.
2 10
16
12 18
7 6 3
4
11
1 14
19
17
5
13 1. RECTIFIER END SHIELD ASSEMBLY
2. DRIVE END SHIELD ASSEMBLY
3. DRIVE END BEARING
8
9 4. BEARING RETAINER PLATE
5. STATOR ASSEMBLY
15 6. ROTOR ASSEMBLY
7. BATTERY TERMINAL PACKAGE
8. RECTIFIER END BEARING
9. BRUSH HOLDER
10. PULLEY ASSEMBLY
11. FRAME SCREW
12. TERMINAL BLOCK
13. BRUSH
14. CAPACITOR
15. END SHIELD BUSHING
16. NEGATIVE RECTIFIER ASSEMBLY
17. BRUSH ASSEMBLY
18. POSITIVE RECTIFIER ASSEMBLY
19. CAPACITOR ASSEMBLY
— NOTE —
Current shown on ammeter is the load in amperes demanded
by electrical system from alternator. As a check take, for
example, a condition where battery is demanding 10 amperes
charging current; then switch on landing light. Note value in
amperes placarded on circuit breaker panel for landing light
circuit breaker (10 amps) and multiply by 80 percent. Current
will be 8 amperes. This is the approximate current drawn by
the light. When light is switched on, an increase of current
from 10 to 18 amperes reads on ammeter. As each unit of elec -
trical equipment is switched on, current will add up. The total,
including battery, will read on ammeter.
Use the example that the airplane’s maximum continuous load with all equipment on is approximately
48 amperes for 60 ampere alternator. The approximate 48 ampere value, plus approximately two
amperes for fully charged battery, will appear continuously under these flight conditions. If ammeter
reading is below this value, trouble with alternator system will be indicated and corrective action must
be taken by switching off the least essential equipment.
Locate faulty components as follows:
— CAUTION —
On air conditioned aircraft, full alternator output on ground
must be limited to not more than 10 minutes. Refer to Pilot’s
Operating Handbook.
a. Check airplane is positioned so prop blast will not interfere with other near by operations. Start
engine and set throttle for 1000 to 1200 rpm.
b. Switch on following loads and observe ammeter output increase as follows:
(1) Rotating beacon - 3 to 6 amps.
(2) Navigation and instrument lights (bright position) - 4 to 6 amps.
(3) Landing light - 7 to 9 amps.
If alternator does not meet above indications, refer to troubleshooting chart. Follow troubleshooting
procedure outlined on chart. Check each cause and isolation procedure under a given trouble.
On airplanes without night-flying equipment, load required by test can be simulated by connecting
a lamp-bank load consisting of 8 landing lights wired in parallel from main bus (+) to airframe ground
(-), (refer to figure 24-1) or 3 ohm, 100 watt resistors.
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4. Chrysler Alternator Rotor Field Coil Current Draw (Refer to figure 24-17.)
a. Connect jumper wire between one field terminal of alternator and positive terminal of fully
charged battery.
b. Connect test ammeter positive lead to the other alternator field terminal. Connect test ammeter
negative lead to battery negative terminal.
— CAUTION —
A low rotor coil draw indicates high resistance in the field coil
circuit (brushes, slip rings or rotor coils). A higher rotor coil
draw indicates possible shorted rotor coil or grounded rotor.
ALTERNATOR
FIELD TERMINALS
AMMETER
_ +
BATTERY TERMINAL
BATTERY
— CAUTION —
The stack of parts attaching insulated brush holder assembly
to end shield must be installed in the following sequence:
Insulated brush holder, field terminal, insulating washer, lock
washer, and attaching screw.
Test alternator internal field circuit for short circuit to ground, as follows:
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a. Remove ground brush and place one test probe of 110-volt test lamp to field terminal. Attach
remaining test probe to machined surface at one of the alternator end shields. Test lamp should
not light. (Refer to Figure 24-18.)
b. If test lamp lights, proceed as follows:
(1) Remove insulated brush assembly.
(2) Remove three through bolts and separate the two end shield assemblies.
(3) Touch one test lamp probe to one slip ring and remaining test probe to rotor shaft. Lamp
should not light. Lighted test lamp indicates a grounded rotor assembly and re- quires rotor
replacement. If test lamp does not light, a ground condition exists in insulated brush assembly.
(Brush assembly has either been improperly assembled or was damaged and has short circuited
through to ground.) Inspect brush holder and insulated washer. Replace if damaged.
BRUSH
REMOVED
TEST
LAMP
TO 110V
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ATTACHING
STATER LEADS (3)
NUTS
TERMINAL
BLOCK STUDS
STATOR
Figure 24-19. Chrysler Alternator Rectifier End Shield and Stator Assembly
7. Testing Rectifier Assemblies Of Chrysler Alternator
— CAUTION —
Plastic cases surrounding rectifiers are for protection against
corrosion and must not be broken. When performing tests,
always touch test probe to metal strap nearest rectifier.
The two methods of testing rectifiers are the test lamp method and a method utilizing a special
Rectifier Tester Tool no. C-3829. The Rectifier Tester Tool method is preferred. It gives quick, sim-
ple, and accurate test of alternator rectifiers without disconnecting stator phase leads (Figure 24-19).
Both methods are described in this chapter.
— NOTE —
If negative rectifier shows shorted, isolate stator from rectifier
end shield and retest. Stator winding could be grounded to sta -
tor laminations or rectifier end shield which would indicate a
shorted negative rectifier.
POSITVE
NEGATIVE
RECTIFIER
TEST PROBE RECTIFIER
STRAPS STRAP
TEST PROBE
Figure 24-20. Testing Chrysler Alternators Figure 24-21. Testing Chrysler Alternators
Positive Rectifiers With C-3829 Tester Negative Rectifier C-3829 Tester
c. Testing Of Rectifier Assemblies Using Test Lamp (Refer to Figures 24-22 and 24-23.)
(1) Remove nuts from terminal block studs holding stator windings and positive and negative
rectifier straps.
(2) Lift off stator winding terminals and carefully pry stator assembly from end shield.
(3) Test rectifiers with 12-volt battery and a test lamp equipped with a no. 67 bulb.
(a) Connect one side of test lamp to positive battery post and the other side of lamp to test
probe.
(b) Connect another test probe to the negative battery post.
(4) Place one test probe on rectifier heat sink and the other test probe on strap on top of rectifier.
Note whether or not test lamp lights. Repeat test for each rectifier.
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(5) Reverse test probes (move probe from rectifier heatsink to rectifier strap and move probe
from rectifier strap to rectifier heatsink), and repeat test for each rectifier.
— NOTE —
If test lamp lights in one direction but not in the other, rectifier
is satisfactory. If the test lamp lights in both directions, the
rectifier is shorted. If test lamp fails to light in either direction,
rectifier is open.
— NOTE —
Lamp must light in the same direction for all rectifiers on each
assembly.
— NOTE —
Replace rectifier and heatsink assemblies which have shorted
or open rectifiers.
POSITIVE TEST
NEGATIVE
RECTIFIER LAMP PROBE
FROM NEGATIVE RECTIFIER
STRAPS SIDE OF BATTERY STRAPS
HEAT SINK
FROM NEGATIVE
RECTIFIER
SIDE OF BATTERY
HEAT SINK TEST LAMP PROBE
Figure 24-22. Testing Chrysler Alternators Figure 24-23. Testing Chrysler Alternators
Positive RectifiersWith Test Lamp Negative Rectifiers With Test Lamp
8. Removal Of Chrysler Alternator Rectifier And Heatsink Assembly (Refer to figure 24-24.)
a. Remove four screws holding negative rectifier and heatsink assembly to rectifier end shield.
b. Remove nut and washer from output terminal, and remove round plastic insulator.
c. Turn rectifier end shield over, and remove nut and washer from end shield stud.
d. Remove capacitor attaching screw, and lift out capacitor, insulated washer, and heatsink assembly.
Remove round plastic insulator from output terminal hole.
e. Remove mica insulator from end shield stud.
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NUT AND
NUT AND WASHER HEAT SINK ASSEMBLY
OUTPUT TERMINAL WASHER
ASSEMBLY
NEGATIVE RECTIFIER
ATTACHMENT
ASSEMBLY ATTACHMENT MICA
PLASTIC CAPACITOR SCREW
SCREWS
INSULATOR INSULATOR
Figure 24-24. Chrysler Alternators Rectifier Figure 24-25. Chrysler Alternators Rectifier
and Heatsink Assembly Removal End Assembly
9. Testing Of Chrysler Alternator Stator (Refer to Figure 24-26.)
a. Remove varnish from a spot on stator frame.
b. Press test probe firmly onto bare spot.
c. Press other test probe firmly to each of three stator lead terminals one at a time. If lamp lights
individual stator lead is grounded.
d. Press one of the test probes firmly on one stator lead and press the other test probe firmly onto
each of the other two stator leads one at a time. Test lamp must light. If lamp does not light stator
winding is open.
e. If stator is grounded or open, replace stator.
— CAUTION —
Pulley and bearing are installed on rotor shaft with an
interference fit.Use Puller Tool C-4068 to reduce possibility of
damage to pulley or bearing.
TEST
LAMP
TOOL
C-4068
OR
C-4333
BEARING PULLEY
RETAINER
SCREW
Figure 24-26. Testing Chrysler Alternator Stator Figure 24-27. Removal of Chrysler Alternator Pulley
TOOL
C-4068 PRESS
C-3770A
0R
C-4333
C-3925
BEARING
RETAINER
Figure 24-28. Removal of Chrysler Alternator Figure 24-29. Removal of Chrysler Alternator
Bearing Rectifier End Shield Bearing
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11. Testing Of Chrysler Alternator Rotor (Refer to Figures 24-30 and 24-31.)
a. Check for a grounded field coil by connecting an ohmmeter from each slip ring to rotor shaft.
Ohmmeter should read infinite. Rotor is grounded if reading is zero or higher.
b. To check for an open field coil, connect ohmmeter to slip rings.
(1) Ohmmeter must read between 1.5 and 2.0 ohms on rotor coils at room ambient conditions.
(2) Ohmmeter must read between 2.5 and 3.0 ohms on rotor coils that have been operated on
aircraft at higher engine compartment temperatures.
(3) Readings above 3.5 ohms indicate high resistance rotor coils and further testing or
replacement is required.
c. To check for a shorted field coil, connect ohmmeter to the two slip rings. Reading below 1.5
ohms, indicates field coil is shorted.
TEST
PROBES
TEST ROTOR SHAFT
PROBES
SLIP
RINGS
ROTOR
SHAFT
SLIP
RINGS
Figure 24-30. Testing Chrysler Alternator Figure 24-31. Testing Chrysler Alternator
Rotor for Ground Rotor for Opens or Shorts
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TOOL
C-3921 C-4201-2
PRESS ALTERNATOR
END SHIELD
GREASE
RETAINER SLIP
RINGS
BEARING
SUPPORT
PLATE C-4201-1
Figure 24-32. Installation of Chrysler Alternator Figure 24-33. Installation of Chrysler Alternator
Grease Retainer Rectifier End Shield Bearing
— NOTE —
New bearings are pre-lubricated. No Additional lubrication is
required.
c. Insert drive end bearing in drive end shield and install bearing retainer plate to hold bearing in
place. Install all three bearing retainer screws. Tighten to torque of 25 to 45 inch-pounds.
— CAUTION —
Verify bearing is installed squarely at installation or damaged
bearing will result. Press bearing on rotor shaft until bearing
contacts shoulder on rotor shaft fan hub.
d. Position bearing and drive end shield on rotor shaft, hold rotor shaft base, and press bearing end
shield into position on rotor shaft with an arbor press and tool C-3858. (Refer to Figure 24-34.)
— CAUTION —
Press pulley onto rotor shaft until pulley contacts inner race of
drive end bearing. Do not exceed 6800 pounds pressure. Do
not hammer.
e. Install pulley on rotor shaft. Rotor shaft must be supported so all pressing force is on pulley hub
and rotor shaft. (Refer to Figure 24-35.)
f. Install mica insulator on heatsink mounting stud in the end shield.
g. Install round plastic insulator, flat face up, in battery stud hole in the end shield. (Refer to Figure
24-36.)
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ROTOR ROTOR
DRIVE END SHIELD DRIVE END SHIELD
RECTIFIER POSITIVE
STRAPS RECTIFIER
TERMINAL ASSEMBLY
MICA
BLOCK
INSULATOR
STUD
STUD
ROUND PLASTIC
INSULATOR
POSITIVE
RECTIFIER
ASSEMBLY
— NOTE —
On models with S/N PA-28-7690001 thru PA - 2 8 - 8 2 11 0 3 4 ,
capacitor is on aft alternator bracket per SPL366A and Kit 764
347. Installed kit will provide improved service life of alternator
bracketry and filter capacitor.
j. Secure capacitor bracket to end shield with attachment screw and tighten screw to torque of 30 to
40 inch-pounds.
k. Install positive heatsink nut and lockwasher, and tighten to a torque of 20 to 30 inch- pounds.
(Refer to Figure 24-38.)
CAPACITOR
TORQUE ROUND
TORQUE NEGATIVE RECTIFIER
20 TO 30 PLASTIC
30 TO 40 ASSEMBLY ATTACHING
IN. - LB INSULATOR
IN. - LB SCREWS. TORQUE
TO 15 TO 25 IN. - LB
Figure 24-38. Installation of Chrysler Alternator Figure 24-39. Installation of Chrysler Alternator
Capacitor Battery Output Insulator
l. Turn end shield over, install round plastic insulator over battery terminal with flat side up. Install
nut and washer. Tighten to a torque of 30 to 50 inch-pounds. (Refer to figure 24-39.)
m. Slide negative rectifier and heatsink assembly into place in the end shield with three rectifier
straps on terminal block studs.
n. Install hex-head screws through end shield and into heatsink assembly. Tighten to a torque of 15
to 25 inch-pounds.
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— CAUTION —
Do not allow stator winding leads to touch rotor or sharp edges
of negative heatsink.
o. Position stator over rectifier end shield assembly, and place winding terminals on terminal block
studs. Press stator into end shield, and install terminal nuts. Tighten to a torque of 11 to 17 inch-
pounds. (Refer to figure 24-40.)
p. Position rotor and drive end shield assembly over stator and rectifier end shield assembly. Align
through bolt holes in stator, rectifier end shield, and drive end shield.
q. Compress stator and both end shields manually, install through bolts and washers. Tighten to a
torque of 25 to 55 inch-pounds.
r. Place field brushes in insulated holders, and install in rectifier end shield. Place insulating washer
on each field brush terminal. Install lockwashers and attaching screws. Tighten to a torque of 15
to 35 inch-pounds.
s. Slowly rotate alternator pulley by hand. Verify rotor fan blades do not contact stator winding
leads.
t. Install alternator, and adjust drive belt to specifications.
— CAUTION —
After installing alternator on engine, test complete charging
system to verify proper function.
TORQUE STATOR
11 TO 17 LEADS (3)
IN. - LB
NEGATIVE
RECTIFIER
ASSEMBLY
NEGATIVE NEGATIVE
RECTIFIER RECTIFIER
STRAPS ASSEMBLY
STATOR
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CHART 2404. CHRYSLER ALTERNATOR SPECIFICATIONS
ALTERNATOR MODEL CHRYSLER 3656624 or 4111810
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a b c d e f
— NOTE —
Current reading on ammeter is the load in amperes demanded
by the electrical system from alternator. Check, for example, a
condition where battery is demanding 10 amperes charging
current, then switch on landing light. Note value in amperes
placarded on circuit breaker panel for landing light circuit
breaker (10 amps) and multiply by 80 percent. You will arrive
at a current of 8 amperes. This is approximate current drawn
by the light. When light is switched on, there will be an
increase of current from 10 to 18 amperes on ammeter. As
each unit of electrical equipment is switched on, current will
add up and the total, including battery, will read on ammeter.
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Use the example of airplane’s maximum continuous load with all equipment on is approximately 60
amperes for 70 ampere alternator. This approximate 60 ampere value, plus approximately two amperes for
a fully charged battery, will appear continuously under these flight conditions. If the ammeter reading
were to go much below this value, under the aforementioned conditions, trouble with the alternator system
would be indicated and corrective action should be taken by switching off the least essential equipment.
Locate faulty components as follows:
— CAUTION —
On air-conditioned aircraft, full alternator output on ground
must be limited to not more than 10 minutes. Refer to Pilot’s
Operating Handbook.
a. Check airplane is positioned so prop blast will not interfere with other operations going on
near by. Start engine and set throttle for 1000 to 1200 rpm.
b. Switch on the following loads and observe ammeter output increase as follows:
(1) Rotating beacon - 3 to 6 amps.
(2) Navigation and instrument lights - 4 to 6 amps.
(3) Landing lights - 7 to 9 amps each.
If the alternator does not meet the above readings refer to troubleshooting chart 2401. Follow trou-
bleshooting procedure outlined on the chart. Check each cause and isolation procedure under a given
trouble.
If desired, the load required by the test can be simulated by connecting 8, 3-ohm, 100-watt resistors
wired in parallel from the main bus (+) to airframe ground (-). (Refer to Figure 24-43.)
Alligator Clips
70 - Ampere Alternator
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3. Electrosystems Alternator Service Procedures
The alternator and regulator are designed for use on only one polarity system. Observe the following
when testing or servicing the electrical system: (Failure to observe cautions will result in serious damage to
electrical equipment.)
— CAUTION —
Disconnect battery before connecting or disconnecting test
instruments (except voltmeter) or before removing or replacing
any unit or wiring. Accidental grounding or shorting at reg -
ulator, alternator, ammeter, or accessories, will cause severe
damage to units and/or wiring.
— CAUTION —
Alternator must not be operated on open circuit with rotor
winding energized.
— CAUTION —
Do not attempt to polarize alternator. No polarization is
required. Polarization will result in damage to alternator,
regulator, or circuits.
— CAUTION —=
Grounding alternator output terminal will damage alternator
and/or circuit and components.
— CAUTION —
Reversed battery connections will damage rectifiers, wiring, or
other charging system components. Battery polarity must be
checked with voltmeter before connecting battery. Most aircraft
are negative ground.
— CAUTION —
If a booster battery or fast charger is used, polarity must be
connected correctly to prevent damage to electrical system
components.
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5. Disassembly Of Electrosystems Alternator
a. Remove two number 10-24 screws holding brush holder assembly in slip ring end head. Remove
brush and holder assembly from end head.
b. Remove safety wire from through bolts. Hold pulley with a strap wrench and remove pulley nut.
Pulley must be removed with a puller. Remove fan, woodruff key, and spacer from shaft.
c. Remove four through bolts and tap drive end head lightly to separate drive end head and rotor, as
a unit, from stator and slip ring end head.
d. Remove nuts, lock washers, flat washers, and insulators from output and auxiliary terminal studs.
(Note carefully the correct assembly of insulator washers and bushings.) Using special tools
shown in Figure 24-45, support end head and press out three negative rectifiers. End head can
now be separated from stator assembly.
e. To remove slip ring end bearing and grease seal, have a hook type or impact type bearing puller as
shown in Figure 24-44. Remove and replace bearing.
— NOTE —
The inner race of slip ring end bearing is pressed onto rotor
shaft. When bearing replacement is necessary, replace com -
plete bearing assembly, including inner race.
f. To remove drive end head from rotor shaft, use a puller that grips on bearing retainer plate as in
Figure 24-46. Do not attempt to remove by supporting end head and pressing on shaft, as this
may result in distortion of end head or stripping of retainer plate screws. Remove three retainer
plate screws and press bearing out of end head. (Refer to Figure 24-47.)
Figure 24-44. Removal of Slip Ring End Bearing Figure 24-45. Removal of Rectifier
(Electrosystems Alternator) (Electrosystems Alternator)
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Figure 24-46. Removal of Drive End Head Figure 24-47. Removal of End Head Bearing
(Electrosystems Alternator) (Electrosystems Alternator)
6. Inspecting And Testing Components of Electrosystems Alternator
Upon disassembly completion, all parts must be cleaned and visually inspected for cracks, wear,
distortion, any signs of overheating, or mechanical interference.
a. Rotor: Rotor must be tested for grounded or shorted windings. Ground test is made with test
probes, connected in series with a 110-volt test lamp, an ohmmeter, or any type of continuity
tester. (Refer to Figure 24-48.) There must not be continuity between slip rings and rotor shaft or
poles. To test for shorted turns in rotor winding, connect a voltmeter, ammeter, and rheostat as in
Figure 24-49, or use an ohmmeter. Rotor current draw and resistance are listed in alternator ser-
vice test specifications paragraph. Excessive current draw or a low ohmmeter reading indicates
shorted windings. No current draw or an infinite ohmmeter reading indicate an open winding.
b. Rectifiers: A diode rectifier tester will detect and pinpoint open or shorted rectifiers without
disconnecting stator leads. If a tester is not available, test probes and a no. 57 bulb, connected in
series with a 12-volt battery can be used as follows:
(1) Touch one test probe to a rectifier heat sink and the other test probe to a lead from one of the
rectifiers in that heat sink.
(2) Reverse position of the leads.
— NOTE —
Test bulb must light in one direction and not light in the other
direction. If test bulb lights in both directions, one or more of
the rectifiers in that heat sink is shorted.
(3) To pinpoint defective rectifier, stator leads must be disconnected and above test repeated on
each rectifier.
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RHEOSTAT
AMMETER
ROTOR
BATTERY
VOLTMETER
Figure 24-48. Testing Rotor For Ground Figure 24-49. Testing Rotor For Shorts
(Electrosystems Alternator) (Electrosystems Alternator)
c. Stator: The stator is tested for open or grounded windings with a 24-volt test bulb, described in
rectifier section, or an ohmmeter, as follows:
(1) Separate stator from slip ring end head just far enough to insert a fold of rags or block of
wood (insulate stator from end head).
(2) Test for grounded windings by touching one test bulb or ohmmeter probe to auxiliary termi-
nal or any stator lead, and the other test bulb or ohmmeter probe to stator frame. (If test bulb
lights, or ohmmeter indicates continuity, stator is grounded.)
(3) Test for open windings by connecting one test probe to auxiliary terminal or stator winding
center connection, and touch each of three stator leads. (Test bulb must light, or ohmmeter
must show continuity.)
— NOTE —
Due to low resistance in stator windings, shorted windings are
difficult to locate. Shorted stator windings will usually cause
alternator to growl or be noisy during operation, and will show
signs of overheating. If electrical checks are normal and
a l t e rnator fails to supply its rated output, stator must be
replaced to determine if it is the faulty component.
d. Bearings and seals: When alternator is overhauled, new bearings and oil or grease seals are
recommended (even though bearings and seals may appear to be in good condition).
— NOTE —
A faulty seal will cause alternator to fail within a very short
period of time.
— CAUTION —
Use an arbor press, do not hammer. Reconnect stator leads to
rectifiers. When soldering connections, use pliers as a heat
dam on lead between solder joint and rectifier. Too much heat
will damage rectifiers.
b. Carefully install rectifiers in slip ring end head or rectifier mounting plate by supporting unit and
using special tools illustrated in Figure 24-51.
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NUT
LOCK WASHER
FLAT WASHER
FIBER WASHER
END HEAD
INSULATOR
RECTIFIER MOUNTING PLATE
TERMINAL STUD
OUTPUT (+)
TERMINAL
AUXILLARY
TERMINAL
Figure 24-52. Terminal Assembly
(Electrosystems Alternator)
c. Assemble rectifier mounting plate studs and insulators. Verify they are in correct order. (Refer to
Figure 24-52.)
d. After slip ring end head is completely assembled, stator and rectifier leads must be secured to
rectifier mounting plate with epoxy. Verify stator leads are positioned so they do not interfere
with rotor.
e. Install slip ring end bearing and oil seal. Verify oil seal lip is toward bearing. Stake oil seal in
place. Assemble bearing, seal, inner race, and spacer as in Figure 24-53.
f. Assemble alternator and install the through bolts. Spin rotor to verify no mechanical interference.
Tighten through bolts to torque of 30 to 35 inch-pounds. Safety wire must be installed after unit
bench test for output. Install spacer, woodruff key, fan, pulley, lock washer, and nut. Tighten nut
to torque of 35 foot-pounds. Use strap wrench to hold pulley.
g. Install brush and holder assembly and retaining screws. Spin rotor and check for interference
between brush holder and rotor. Check between field terminal and ground with ohmmeter.
Ohmmeter will read rotor resistance. (Refer to Chart 2405, Alternator Specifications.)
INNER RACE
SPACER
BEARING TEST VOLTMETER
Figure 24-53. Slip Ring End Bearing Assembly Figure 24-54. Testing Electrosystems Alternator
(Electrosystems Alternator)
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8. Testing Electrosystems Alternator
a. Wiring connections for bench testing alternator are in Figure 24-54. Refer to Chart 2405 for output
test figures. Adjust carbon pile to obtain specified voltage.
b. After bench testing alternator, install safety wire and install alternator.
1 FLD 2
PIN
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AUX
OUTPUT
+ -
+ -
+ -
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D. CHECKING ALTERNATOR BELT TENSION LYC. S.I. 1129A
— CAUTION —
An improperly tensioned belt will wear rapidly, slip, and
reduce alternator output. Belt must be checked for proper
tension at installation, after first 25 hours operation, and each
100 hours thereafter.
— NOTE —
For aircraft with air conditioning installed, refer to Chapter
21, for replacement and adjustment of compressor drive belt.
There are three acceptable methods of checking alternator belt tension. The first method described is
preferred by most maintenance personnel. It is technically simple and requires less time.
1. Torque Method: This method of checking belt tension consists of measuring torque required toslip the
belt at the small pulley as follows:
— NOTE —
Chrysler alternators do not have a nut on the shaft, and
therefore, cannot be checked by this method.
a. Apply a torque indicating wrench to the nut attaching pulley to alternator and turn ina clockwise
direction. Observe torque shown on wrench at the instant the pulley slips.
b. Check torque in Step a with torque specified in the following Chart 2406. Adjust belt toproper
tension.
CHART 2406. ALTERNATOR BELT TENSION
Torque indicated at
Width of Belt Condition
alternator pulley
2. Deflection Method: Check belt tension by measuring the amount of deflection caused by a
predetermined amount of tension as follows:
a. Attach the hook of a small spring-scale to the belt at the mid-point between rear gear support and
alternator.
b. Pull scale until it reads 14 pounds. (10 pounds for used belts.)
c. Measure the distance the belt moved with the 10 or 14 pound load. The distance (deflection)
must be 5/16 inch. If less than 5/16 inch, belt is too tight.
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3. Use a belt tension gauge such as the Burroughs deluxe model or equivalent. AVCO-LYC. S.L. L160
— NOTE —
Slight variations in readings taken at different locations on the
belt are normal.
d. If a new belt is installed, set tension 25 percent above operating range to allow for stretch that will
occur as soon as belt is operated.
4. Complete alternator belt tension adjustment, and tighten alternator pivot bolts to a torque of 225 to 255
inch-pounds.
E. BATTERY
1. Archer II
a. Servicing Battery
— CAUTION —
Battery fluid must not be filled above baffle plates.
Access battery through the aft side of the baggage compartment. It is in a protective box
with vent system and drain. Vents allow fresh air into box and draw off fumes from the charging
process of battery. The drain is clamped off and must be opened occasionally to drain liquid.
(Serial numbers 28-8690048 to 28-8690056 and serial numbers 2890001 and up have an
uncapped center vent.) Battery must be checked for fluid level. Check with hydrometer to deter-
mine the percent of charge in the battery. All connections must be clean and tight.
b. Removal Of Battery
— CAUTION —
Always remove the ground cable first and install it last to
prevent accidental short circuiting or arcing.
— CAUTION —
Check battery vent tubes for obstructions. Remove obstructions
to ensure positive air flow through battery box.
(1) Check battery and battery box are clean and free of acid.
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(2) Install battery in box.
(3) Connect positive lead to positive battery terminal and secure.
(4) Connect ground cable to negative battery terminal and secure.
(5) Connect and tighten battery straps.
(6) Install battery box cover and secure with wing nuts.
(7) Install access panel.
d. Testing Battery
The specific gravity check method is in Chart 2407. If alternator output is known to be
correct,battery capability can be more accurately determined with a load type tester.
e. Charging Battery
If battery is below normal charge, remove battery and recharge. Begin with a charging rate of 4
amps and finishing with 2 amps. A fast charge is not recommended.
1.280 100
1.250 75
1.220 50
1.190 25
1.160 Very little useful capacity
1.130 or below Discharged
— CAUTION —
Serial numbers 28-8690048 to 28-8690056 and serial numbers
2890001 and up have an uncapped center vent. Verify angled
face of center vent is facing aft, to ensure positive air flow
through battery box.
(1) (Serial numbers 28-7690001 to 28-8690047) Remove battery box center vent cap from
underside of fuselage. Drain off any electrolyte overflow in box.
— CAUTION —
Do not allow soda solution to enter battery.
(2) Clean battery and box. Neutralize corrosion effects by applying a solution of baking soda and
water mixed to a consistency of thin cream. Apply this mixture until all bubbling action has
ceased.
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(3) Rinse battery and box with clean water, and dry.
— CAUTION —
Check battery vent tubes for obstructions. Remove obstructions
to ensure positive air flow through battery box.
(4) (Serial numbers 28-7690001 to 28-8690047) Place cap over center battery box vent.
(5) Install battery.
— CAUTION —
Battery fluid must not be filled above bottom of the split ring.
Access battery through the aft side of the baggage compartment. It is in a protective box with
vent system that incorporates a lead acid recovery jar. To draw off fumes produced during the battery
charging process, the jar is vented overboard through a vent tube in the floor of the airplane, . Any
electrolyte overflow will be captured by the jar to be disposed of in an approved manner during servicing.
a. Battery Removal
— CAUTION —
Always remove the ground cable first and install it last to
prevent accidental short circuiting or arcing.
— CAUTION —
Do not remove either vent hose from vent jar cap.
(1) Remove two MS35207-264 screws and AN960-10 washers securing jar to battery bracket
assembly.
(2) Carefully position jar so that it can be unscrewed from the jar top.
(3) Remove jar from airplane.
— CAUTION —
Check battery vent tubes leading to and from vent jar for
obstructions. Remove obstructions to ensure positive battery
box ventilation. Replace only with special acid proof hoses
specified in Parts Catalog.
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c. Cleaning Battery
(1) Remove all accumulated contamination from the battery exterior with a stiff bristle brush.
(Do not use a metal brush or abrasive materials.) Wipe exterior of battery and interior of
manifold, including manifold top cover, with a cloth saturated with a solution of bicarbonate
of soda mixed - one part soda to twenty parts of water. (Check that cell plugs are tight - do
not allow soda solution to enter any cells.)
(2) Wash entire battery with clear water and dry thoroughly.
(3) Wash down the battery support and floor area, hold down supports, connectors and cable
ends with a soda solution followed by clear water. Dry entire area and component parts thor-
oughly. Apply fresh acid resistant paint if required.
e. Battery Installation
(1) Check battery and battery tray are clean and free of acid.
(2) Position battery in battery tray.
(3) Install vent jar tube to battery elbow. Secure with an MS3367-4-9 ty-wrap.
— CAUTION —
Do not tighten battery cover hold down bolts more than 10
inch-pounds.
(4) Install battery cover and secure with two each 84316-2 insulators, AN970-3 washers, and
AN3-73A bolts.
(5) Connect ground cable to negative battery terminal and secure.
(6) Connect positive lead to positive battery terminal and secure.
(7) Install the access panel to aft section of fuselage.
24-30-00
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f. Installing Acid Recovery (Vent) Jar
(1) Carefully position jar top so that jar can be screwed into it.
(2) Attach jar to lid.
(3) Attach jar assembly to battery bracket using two each MS35207-264 screws and AN960-10
washers.
— CAUTION —
If charging is necessary wear eye protection - don’t take
chances. Also make sure the charging area is well ventilated.
If central air conditioning is used, the battery charging area
should be vented to the outside air to prevent hydrogen gasses
from being circulated throughout the building.
(4) It is recommended that vent caps be left on the battery while charging. In addition a wet cloth
should be placed over the vent caps within the manifold.
(5) The battery may be charged at any rate, in amperes, not to exceed that point which would
produce bubbling and gassing of the electrolyte or a cell temperature of 115° F in any case.
— NOTE —
If a cell temperature reaches the 115° F. limit, the charging
rate shall be reduced and the charge completed at 3 amperes
or less. DO NOT CHARGE AT A HIGHER RATE WHEN
CELLS ARE GASSING. Refer to Gill Service Manual
G.S.M.-682 for alternate charging methods and service proce -
dures.
(6) If a constant current (recommended) charge is available, the charge should be started at 3
amperes and reduced in half if and when cells start gassing until fully charged.
(7) As charging occurs, if any cells sputter or flood, the electrolyte level is too high and the
excess must be removed. In any case the electrolyte level shall be adjusted at the end of the
charge. The level will rise due to acid returning to the electrolyte mix, normal gassing, and
expansion due to temperature rise.
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(8) Thoroughly clean battery after charging to prevent remaining acid bridges which can form
during charging.
— NOTE —
Never allow lead acid batteries or tools used on them to be
near Ni-Cad batteries and Ni-Cad battery tools.
— CAUTION —
In the operation of the battery, gases are formed which may be
explosive if ignited. Never create sparks of any kind or bring
an open flame near the battery. Ventilate the battery when
charging to dispose of the gas generated by the battery.
i. Battery Discharge
The capacity of a storage battery is measured in units of ampere hours, which is the product
of the electrical current in amperes multiplied by the time in hours. Although current may be
obtained after the end of the time, the voltage of the battery has dropped to a point beyond which
it is not very useful. The ampere hours which may be obtained from a battery are greater for a
long low-rate or intermittent rate discharge than for a short high-rate discharge because the
voltage will drop faster at the higher discharge rate. The maximum permissible rate of discharge
is limited only by the current-carrying ability of the wiring, motor, or other apparatus to which the
battery is connected or by the current-carrying ability of the cell terminals and connectors and not
by the plates themselves. Listed below are recommended discharge rates:
GILL-G243 24 15.5
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j. Battery Temperature Considerations
Operation of storage batteries beyond their ambient temperature or charging voltage limits
will result in excessive cell temperatures leading to electrolyte boiling, rapid deterioration of the
cell, and finally battery failure. The relationship between the maximum charging voltage and the
number of cells in the battery is also significant, since this will determine (for a given ambient
temperature and state of charge) the rate at which energy is absorbed as heat within the battery.
The maximum voltage per cell should not exceed 2.35 - volts, and the maximum temperature
should not exceed 115° F.
Low electrolyte temperatures temporarily reduce the battery capacity and the freezing point
depends on the specific gravity. To prevent freeze damage, maintain the specific gravity at a
reasonably high level as indicated by Chart 6.
— NOTE —
Lead-acid batteries are subject to a constant discharge due to
the internal chemical action.
24-30-00
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l. Preparing New Dry Charged Battery for Installation
The Teledyne, dry-charged, Model GILL/G-243 Battery shall be stored as received from
Teledyne. Do not remove vent seals, add acid, nor attempt to charge a dry-charged battery until
the time arrives to install the battery into an airplane.
— CAUTION —
Prior to installing a new dry-charged battery, follow the
preparation installation instructions furnished with the battery
by Teledyne.
— CAUTION —
When testing the alternator control with an operating alterna -
tor, never bypass the regulator bus to field (RED to BLUE) to
check operation of the alternator or the overvoltage protection
action.
— CAUTION —
Ambient temperatures surrounding voltage regulator must be
between 50°F and 100°F.
— CAUTION —
Do not connect the voltmeter across the battery. The regulator
is designed to compensate for resistance in wiring harness.
(1) V1 Connections.
(a) Connect positive voltmeter lead to red wire (supply) at regulator harness connector or
terminal block.
(b) Connect negative voltmeter lead to regulator ground wire (black).
(2) V2 Connections
(a) Connect positive voltmeter lead to blue wire (field) at regulator harness connector or ter-
minal block.
(b) Connect negative voltmeter lead to regulator ground wire (black). Incorporate a 1000
ohm, 1/2 watt resistor into the circuit. (Refer to figure 24-57.)
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e. In the regulation check procedure, connect R end of resistor to the common ground wire (black).
f. Increase voltage to regulator and monitor both V1 and V2.
(1) As V1 increases from a low value, V2 should follow V1 at a reading only slightly less than V1.
(2) Values must read between 13.6 and 14.3 volts.
g. As the regulation point of a properly functioning control unit is approached, V2 will peak,
decreasing rapidly with further increase of V1 until V2 goes to zero. The change of V1 from peak
V2 to zero V2 may be about one-half of a volt.
h. If regulator does not regulate between 13.6 and 14.3 volts, one of the following conditions may
exist:
(1) Regulates out of specification. (Regulator is out of calibration and must be replaced.)
— NOTE —
The 68804-04 (Lamar) regulator has a black ground wire that
must have a low resistance connection to the ground system. It
is adjustable and must be set to 14.0 volts.
V1
_ B BLK VOLTAGE
_ REGULATOR
R
1000 OHM
V2 1/2 W
+ C BLUE
+ _
11-18 VDC
VARIABLE
POWER SUPPLY
Figure 24-57. Lamar 14 Vdc Regulator Check
24-30-00
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2. 14 Vdc System Regulator Overvoltage Check
The Lamar regulator has an incorporated overvoltage relay. To check relay operation use the same
test connections as testing the regulator, except the R end of resistor must be connected to the RED
wire at the regulator harness connector or terminal block. (Refer to figure 24-58.) Test as follows:
a Increase voltage to circuit slowly. Monitor both V1 and V2 until V2 suddenly drops.
b Sudden V2 voltage drop indicates overvoltage circuit has tripped.
c Overvoltage control is set to operate between 16.0 volts and 19.0 volts. If overvoltage control
does not operate between values indicated it must be replaced.
A RED
V1
_ B BLK VOLTAGE
_ REGULATOR
R
1000 OHM
V2 1/2 W
+ C BLUE
+ _
11-18 VDC
VARIABLE
POWER SUPPLY
Figure 24-58. 14 Vdc System Lamar Overvoltage Check
24-30-00
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4. To test the 28 Volt regulator:
a. Use only a good quality, adjustable dc power source.
— CAUTION —
All tests must be accomplished with the regulator out of the
circuit.
— CAUTION —
Ambient temperatures surrounding voltage regulator must be
between 50°F and 100°F.
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RED
VOLTMETER
_ A BLK VOLTAGE
REGULATOR
28 VDC
BULB
BLUE
B
+ _
0 - 35 VDC
VARIABLE
POWER SUPPLY
A RED
VOLTMETER
_
BLK VOLTAGE
REGULATOR
28 VDC
BULB
BLUE
B
+ _
0 - 35 VDC
VARIABLE
POWER SUPPLY
24-30-00
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AIRPLANE MAINTENANCE MANUAL
EXTERNAL POWER
External Power Receptacle Operation
The external power receptacle is on the right side of fuselage aft of wing. Be sure the external power
being used delivers the appropriate voltage, i. e., 12 Vdc for the Archer II and 24 Vdc for the Archer III.
Damage to electrical equipment will result if a 28 Vdc external power supply is attached to the Archer II’s 12
Vdc system.Use external power for starting or equipment operation as follows:
— WARNING —
Do not fly aircraft if there is no indication of alternator output.
— CAUTION —
Charging current is high if battery is weak. Do not take off
until charging current is below 20 amperes. Do not take off
with a completely discharged battery. Three volts are required
to start alternator.
1. Turn aircraft master switch to OFF. Turn off all electrical equipment.
2. Insert jumper cable plug into fuselage socket.
— CAUTION —
If using a Piper External Power Kit (applicable to Archer II
only), check RED lead jumper cable is connected to the
POSITIVE (+) terminal of the external 12 volt battery, connect
BLACK lead to NEGATIVE terminal.
24-40-00
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ELECTRICAL SYSTEM LOAD DISTRIBUTION
1. Archer II
24-50-00
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2. Archer III (S/N’s 2890206 and up)
24-50-00
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1L24
AIRPLANE
MAINTENANCE MANUAL
CARD 2 OF 4
PA-28-181
ARCHER II
ARCHER III
Member of GAMA
General Aviation
Manufacturers Association
2A2
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
INTRODUCTION
AEROFICHE EXPLANATION AND REVISION STATUS
The Maintenance Manual information incorporated in this set of Aerofiche cards has been arranged in
accordance with the general specifications of Aerofiche adopted by the General Aircraft Manufacturer’s
Association (GAMA).
The following is provided to aid in locating the various chapters and related service information desired.
1. A complete manual System/Chapter Index Guide is given at Grids A8 thru A9 of all fiche in this set.
2. A complete list of Illustrations is given at Grids A10 thru A14 of all fiche in this set.
3. A complete list of Charts is given at Grids A15 and A16 of all fiche in this set:
4. A complete list of paragraph titles and appropriate Grid location numbers is given at the beginning of
each Chapter relating to the information within that Chapter.
Revised text and illustrations are indicated by a black vertical line along the left hand margin of
the frame, opposite revised, added or deleted material. Revision lines indicate only current revisions
with changes and additions to or deletions of existing text and illustrations. Changes in capitalization,
spelling, punctuation, indexing, the physical location of material or complete page additions are not
identified by revision lines.
6. Revisions to this Maintenance Manual 761 679, issued August 16, 1978, are as follows:
The date on Aerofiche cards should not be earlier than the date noted for the respective card effectivity.
Consult the latest Aerofiche card in this series for current Aerofiche card effectivity.
Introduction
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2A3
PIPER AIRCRAFT
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AIRPLANE MAINTENANCE MANUAL
VENDOR PUBLICATIONS.
— WARNING —
When servicing or inspecting vendor equipment installed in
Piper aircraft, it is the user’s responsibility to refer to the
applicable vendor publication.
ENGINE:
Overhaul Manual = AVCO LYCOMING - OVERHAUL MANUAL
DIRECT DRIVE ENGINE - P/N 60294-7
Avco Lycoming Division
Williamsport, PA 17701
Parts Catalog = AVCO LYCOMING - P/N PC-102
Avco Lycoming Division
Williamsport, PA 17701
Operators Handbook = AVCO LYCOMING O-360
SERIES AIRCRAFT ENGINES - P/N 60297-9
Avco Lycoming Division
Williamsport, PA 17701
PROPELLER:
Repair Manual = METAL PROPELLER REPAIR MANUAL
Sensenich Corporation
P.O. Box 1168, Lancaster, PA 17604
MAGNETOS:
Service Manual = SLICK-AIRCRAFT MAGNETOS
Catalog and Service Manual
SLICK ELECTRO Inc
Rockford, IL 61101
WHEEL AND STRUT
FAIRINGS:
Repair Manual = A.B.S. THERMOPLASTIC LANDING GEAR
WHEEL AND STRUT FAIRING REPAIR
INSTRUCTION MANUAL - P/N 761 708
Vero Beach Service Sales Department
Piper Aircraft Corporation
Vero Beach, Florida 32960
DRY AIR PUMPS:
Service Information = AIRBORNE DIVISION
AIR AND FUEL PRODUCTS
Parker Hannifin Corporation
711 Taylor St.
Elyria, OH 44036
AUTO FLIGHT:
SEE CHAPTER 22 AUTO FLIGHT
Introduction
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SERIAL NUMBER INFORMATION
PA-28-181, ARCHER II - 1976
Serial Numbers 28-7690001 to 28-7690479 inclusive
PA-28-181, ARCHER II - 1977
Serial Numbers 28-7790001 to 28-7790607 inclusive
PA-28-181, ARCHER II -1978
Serial Numbers 28-7890001 to 28-7890564 inclusive
PA-28-181, ARCHER II - 1979
Serial Numbers 28-7990001 to 28-7990626 inclusive
PA-28-181, ARCHER II - 1980
Serial Numbers 28-8090001 to 28-8090382 inclusive
PA-28-181, ARCHER II - 1981
Serial Numbers 28-8190001 to 28-8190336 inclusive
PA-28-181, ARCHER II - 1982
Serial Numbers 28-8290001 to 28-8290188 inclusive
PA-28-181, ARCHER II - 1983
Serial Numbers 28-8390001 to 28-8390090 inclusive
PA-28-181, ARCHER II - 1984
Serial Numbers 28-8490001 to 28-8490112 inclusive
PA-28-181, ARCHER II - 1985
Serial Numbers 28-8590001 to 28-8590092 inclusive
PA-28-181, ARCHER II - 1986
Serial Numbers 28-8690001 to 28-8690056 inclusive
Serial Numbers 2890001 to 2890205*
PA-28-181, ARCHER III
Serial Numbers 2890206 and up
Introduction
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AIRPLANE MAINTENANCE MANUAL
GAMA SYSTEM/CHAPTER INDEX GUIDE
SYST SUB-SYST AEROFICHE
CHAP SECTION TITLE GRID NO.
4 AIRWORTHINESS 1A17
12 SERVICING 1D9
22 AUTOFLIGHT 1I6
23 COMMUNICATIONS 1I11
25 EQUIPMENT/FURNISHINGS 2A17
28 FUEL 2D10
33 LIGHTS 2G8
Introduction
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AIRPLANE MAINTENANCE MANUAL
GAMA SYSTEM/CHAPTER INDEX GUIDE (CONTD)
SYST SUB-SYST AEROFICHE
CHAP SECTIONTITLE GRID NO.
51 STRUCTURES 2J19
52 DOORS 2K18
55 STABILIZERS 2L7
56 WINDOWS 3A17
57 WINGS 3B3
61 PROPELLER 3B24
74 IGNITION 3E16
78 EXHAUST 3G16
80 STARTING 3H10
Introduction
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LIST OF ILLUSTRATIONS
Introduction
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2A14
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LIST OF CHARTS
Introduction
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2A16
CHAPTER
EQUIPMENT/FURNISHING
2A17
PIPER AIRCRAFT
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AIRPLANE MAINTENANCE MANUAL
CHAPTER 25 - EQUIPMENT/FURNISHINGS
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
25 - Cont./Effec.
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FLIGHT COMPARTMENT
A. RIGGING INSTRUCTIONS - SEAT BACK LOCK AND RELEASE (Refer to figure 25-1.)
1. Loosen screws and loosen clamps to allow push-pull cable to move within the clamps.
2. Place a straightedge along lower surface of seat back release bushing.
3. Adjust push-pull cable by raising or lowering until lower surface of the stop assembly is parallel to
straightedge.
4. Secure push-pull cable in position by tightening screws on clamps. The stop must be lubricated and
free to swivel without excessive play.
5. Push on seat back to check stop assembly engagement. Rotate seat back release handle and check for
seat back disengagement.
1. BUSHING
2. CLAMP
4 3. SCREW
5
4. CABLE
5. SCREW
3 6. CLAMP
6 7. STOP ASSEMBLY
2
1
7
STOP SHOULD BE LUBRICATED AND FREE
STRAIGHTEDGE TO SWIVEL WITHOUT EXCESSIVE PLAY
1. Description
Lumbar pilot and co-pilot seat installations are available on the Archer II as an option. Lumbar
seats are installed in the Archer III (S/N’s 2890206 and up) as standard equipment. The installation
consists of an inflatable bladder attached to the seat back filler and a inflation bulb located under and
on the inboard side of each pilot and co-pilot seat.
— CAUTION —
Do not use a chemical solvent to remove bladder. Solvent may
damage seat back filler
— CAUTION —
To avoid or minimize damage to seat back filler during
removal, use one hand to retain seat back filler in place, while
gently removing bladder with other hand.
e. Starting at either right or left edge of bladder, carefully and slowly pull bladder and pad assembly
from seat back filler.
— NOTE —
An installation kit is required for airplanes not previously
equipped with a lumbar support Refer to Piper's Illustrated
Parts Catalog for kit part number.
— NOTE —
While cement does not set immediately, there is no need to wait
before attaching bladder and pad to seat back filler.
25-10-00
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BLADDER
PAD
BLADDER
INFLATION AIR
INLET AND VENT
BLADDER
BLADDER
AND PAD
AIR
TUBE
SEAT BACK
FILLER
BLADDER
INFLATION &
DEFLATION
CONTROLS
25-10-00
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C. SHOULDER HARNESS INERTIA REEL ADJUSTMENT
Shoulder harnesses with inertia reels are on each front seat and are available for all rear seats. Check inertia
reel mechanism by pulling sharply on strap. Check reel will lock in place under sudden stress. The locking
feature prevents strap from extending, and holds occupant in place. For normal movement strap will extend
and retract as required. On aircraft with a single strap adjustable shoulder harness (above the side window for
each front seat) shoulder strap is routed over the shoulder by the window and attached to the lap belt at the
occupant’s hip. Adjust strap so all controls are accessible while maintaining adequate restraint. Optional shoulder
straps are available for rear occupants. Shoulder harnesses must be worn during takeoff, landing, and for an
inflight emergency situation. Adjust inertia reel as follows:
1. Allow harness to wind up on the reel as much as possible.
2. Pry off the plastic cap over the spring, on the end of the reel. Check spring does not come out of the
plastic cap. Set cap aside.
3. Unwind harness completely, measure and mark harness 24 inches from reel center.
4. Wind harness onto reel until 24 inch mark is reached. Hold reel and place cap with spring over reel
shaft end.
5. Align slot in shaft with spring tang, wind spring 6 turns ±1/2 turn and snap plastic cover into holes in
reel end shaft.
6. Release harness, allowing it to wind up, and extend harness a few times to check reel for smooth oper-
ation.
7. With reel fully wound, hold inertia mechanism end up and pry off plastic cap over mechanism and set
reel aside.
8. lnstall nut in plastic cap so stud in cap is flush with nut surface, position cap over reel end and snap in
place. Extend harness a few times to verify proper action.
-END-
25-10-00
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25-10-00
Page 5
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2A23
CHAPTER
FLIGHT CONTROLS
2A24
PIPER AIRCRAFT
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AIRPLANE MAINTENANCE MANUAL
CHAPTER 27 - FLIGHT CONTROLS
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTIONSUBJECTGRID NO.EFFECTIVITY
27 - Cont./Effec.
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2B2
PIPER AIRCRAFT
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AIRPLANE MAINTENANCE MANUAL
GENERAL
This chapter contains the explanation for the removal, installation, rigging and adjustment procedures for
the control assemblies of the various structural surfaces. The assemblies need not be removed in order of para-
graphs since each paragraph describes the individual removal and installation of the component.
B. STANDARD PROCEDURES
— CAUTION —
Cable rigging tensions specified must be corrected to ambient
temperature where tension is being checked, using chart 2701.
27-00-00
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9. When push rods or rod ends have an inspection hole, the screw must be screwed in far enough to pass
the inspection hole. Test visually or by feel, by inserting a piece of wire into inspection hole. If no
hole is provided, there must be a minimum of 0.375 inch thread engagement.
10. Refer to Figure 27-1 for proper rod end jam nuts installation.
11. Tighten jam nuts. Install pulley guard pins.
12. Torque all nuts in the flight control system per Chart 9102, Recommended Nut Torques.
120
110
100
90
80
70
60
50
40
30
20
- 10 - 8 - 6 - 4 - 2 0 2 4 6 8 10
SUBTRACT ADD
RIGGING LOAD CORRECTION, POUNDS
1. Cable Damage
Critical areas for wire breakage are sections of the cable which pass through fairleads and around
pulleys. To inspect each section which passes over a pulley or through a fairlead, remove cable from
aircraft to the extent necessary to expose that particular section. Examine cables for broken wires by
passing a cloth along length of cable. This will clean the cable for a visual inspection, and detect bro-
ken wires, if the cloth snags on cable. When snags are found, closely examine cable to determine full
extent of damage.
27-00-00
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DAMAGE
901 HERE
WRONG
DAMAGE
HERE
IMPROPER TOOL (RESULTING IN LOCKED BALL)
27-00-00
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AIRPLANE MAINTENANCE MANUAL
2. External Wear Patterns
Wear will normally extend along cable equal to the distance cable moves at that location. Wear
may occur on one side of the cable only or on its entire circumference. Replace flexible and
n o n -flexible cables when individual wires in each strand appear to blend together (outer wires worn
40-50 percent) as depicted in Figure 27-3.
27-00-00
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AIRPLANE MAINTENANCE MANUAL
CABLE WEAR
CABLE WEAR
4. Corrosion
Carefully examine any cable for corrosion that has a broken wire in a section not in contact with
wear producing airframe components such as pulleys, fairleads, etc. It may be necessary to remove
and bend the cable to properly inspect it for internal strand corrosion as this condition is usually not
evident on the outer surface of the cable. Replace cable segments if internal strand rust or corrosion is
found.
Areas especially conducive to cable corrosion are battery compartments, lavatories, wheel wells,
etc., where concentrations of corrosive fumes, vapors, and liquids can accumulate.
– NOTE –
Check all exposed sections of cable for corrosion after a clean -
ing and/or metal-brightening operation has been accomplished
in that area.
27-00-00
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AIRPLANE MAINTENANCE MANUAL
5. Cable Maintenance
Frequent inspections and preservation measures such as rust prevention treatments for bare cable
areas will help to extend cable service life. Where cables pass through fairleads, pressure seals, or
over pulleys, remove accumulated heavy coatings of corrosion prevention compound. Provide corro-
sion protection for these cable sections by lubricating with a light coat of graphite grease or general
purpose, low-temperature oil.
– CAUTION –
Avoid use of vapor degreasing, steam cleaning, methylethylke -
tone (MEK) or other solvents to remove corrosion-preventative
compounds, as these methods will also remove cable internal
lubricant.
6. Cable Fittings
Check swaged terminal reference marks for an indication of cable slippage within fitting. Inspect
fitting assembly for distortion and/or broken strands at the terminal. Assure that all bearings and swiv-
el fittings (bolted or pinned) pivot freely to prevent binding and subsequent failure. Check turnbuckles
for proper thread exposure and broken or missing safety wires/clips.
7. Pulleys
Inspect pulleys for roughness, sharp edges, and presence of foreign material embedded in the
grooves. Examine pulley bearings to assure proper lubrication, smooth rotation, freedom from flat
spots, dirt, and paint spray. Periodically rotate pulleys, which turn through a small arc, to provide a
new bearing surface for the cable. Maintain pulley alignment to prevent the cable from riding on
flanges and chafing against guards, covers, or adjacent structure. Check all pulley brackets and guards
for damage, alignment, and security.
a. Pulley Wear Patterns
Various cable system malfunctions may be detected by analyzing pulley conditions. These include
such discrepancies as too much tension, misalignment, pulley bearing problems, and size mismatches
between cables and pulleys. Examples of these conditions are shown in Figure 27-5.
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AIRPLANE MAINTENANCE MANUAL
27-00-00
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2B10
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AIRPLANE MAINTENANCE MANUAL
AILERON CONTROLS
A. TROUBLESHOOTING
Chart 2702 lists troubles peculiar to aileron flight controls along with their probable causes and suggested
remedies. When troubleshooting the aileron flight controls, additional reference may be obtained from
Chapter 57 on control surface balancing, if required. After the trouble has been corrected, check the entire
aileron flight control system for security and operation.
Lost motion between Cable tension too low. Adjust cable tension.
control wheel and aileron.
27-10-00
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AIRPLANE MAINTENANCE MANUAL
CHART 2702. TROUBLESHOOTING AILERON CONTROL SYSTEM (continued)
Incorrect aileron travel. Aileron control rods not Adjust control rods.
adjusted properly.
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AIRPLANE MAINTENANCE MANUAL
25 24
VIEW A-A
3
5 2
9
4
17 18
7
21
23 8 6
20
22
19 SEE VIEW A-A
10
1. CONTROL WHEEL
2. CONTROL WHEEL TUBE
3. BOLT, WASHER & NUT
4. FLEXIBLE JOINT
12 5. TEE BAR
13 6. STOP SPACER
7. RIGHT ROLLER CHAIN
8. LEFT ROLLER CHAIN
9. CONTROL CHAINS TURNBUCKLE
15 10. BOLT, BUSHING, NUT & COTTER PIN
11. STABILATOR CONTROL CABLE
12. AILERON CONTROL CABLE
13. AILERON PULLEYS
14 14. BOLT, WASHER (4) & NUT
15. BOLT, WASHER (2) & NUT
16. BOLT, WASHER, NUT & COTTER PIN
17. RIGHT CONTROL WHEEL SPROCKET
18. LEFT CONTROL WHEEL SPROCKET
19. AFT IDLER SPROCKET
20. IDLER SPROCKET SPACER
21. FORWARD IDLER SPROCKET
11 22. BOLT ASSEMBLY
23. PIN
16 24. AILERON TEE BAR STOP
25. SPROCKET STOP PIN
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AIRPLANE MAINTENANCE MANUAL
(5) Remove tunnel cover as follows:
(a) Remove rudder trim control knob and trim cover attaching screws.
(b) Roll back carpet from tunnel and remove tunnel plate located aft of tee bar assembly, by
removing plate attaching screws.
(6) Remove the two aileron control cable pulleys attached to lower section of tee bar by removing
pulley attaching bolt.
(7) Disconnect stabilator controls from lower end of tee bar assembly.
(8) Disconnect the mixture control, throttle control, etc., to allow tee bar assembly removal.
(9) Remove tee bar assembly by removing attaching bolts with washers and nuts (through each
side of floor tunnel) and lift it up and out through right side of cabin.
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b. Install either control wheel assembly as follows:
(1) Insert control wheel tube through instrument panel.
(2) Install autopilot systems wiring in the control tube and route the wires through hole in the
forward side of tube and out the small hole in forward side. Position rudder grommet in the
hole in the side of tube.
(3) Install stop on left control tube.
(4) Connect control wheel tube to the flexible joint of tee bar assembly. If the control cables or
chains have not been removed or loosened, place ailerons in neutral and install control tube
on the flexible joint to allow control wheel to be neutral. Install and tighten bolt, washer, and
nut.
c. To Install Flex Joint Replacement (Refer to Figures 27-6 and 27-7)
(1) Carefully lay out location for hole to be drilled in flex joint tube to match hole in control
column shaft.
(2) Using a #5 (0.2055) drill bit, drill hole through flex joint tube at location determined in
paragraph (1).
(3) Ream drilled hole, in steps, with a #1 reamer, checking to insure proper depth for taper pin
and sufficient pin thread protrusion for proper installation.
– NOTE –
Reamer may be purchased from Enstice Tool Co., Palm Bay,
Florida.
FWD
0.098 DIA. SEE SAFE HOLE
TO ENSURE PROPER SHAFT
INSERTION
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AIRPLANE MAINTENANCE MANUAL
C. AILERON CONTROL CABLES
— NOTE —
To aid in control cables installation mark the cable ends and
attach a line before drawing them through fuselage or wing.
(3) Separate primary control cable at the turnbuckle under rear seat or floor panel aft of main
spar.
(4) Remove cable pulleys attached to lower section of control column tee bar assembly by
removing pulley attaching bolt.
(5) Move cable guard under pulley cluster located just aft of lower portion of tee bar by removing
cotter pin from exposed end of guard. Slide guard left or right as required.
(6) Remove cotter pins (used as cable guards) at the pulley in forward area of floor opening aft
of main spar.
(7) Disconnect cable from control chain at control column tee bar assembly by removing cotter
pin, nut, bolt, and bushing that connect the two. Secure chains to prevent un- wrapping from
around sprockets.
(8) Pull cable back through floor tunnel.
c. Remove primary control cable from either wing as follows:
(1) Remove access plate to aileron bellcrank on the underside of wing forward of the inboard
end of aileron.
(2) Separate cable at the turnbuckle located aft of the main spar.
(3) Remove cotter pin, nut, washer, and bolt to disconnect cable from forward end of aileron
bellcrank.
(4) Pull cable from wing.
d. Remove either balance cable as follows:
(1) Separate balance cable at turnbuckle in right side of the opening aft of main spar.
(2) If the left balance cable is to be removed, remove cotter pin used as a cable guard at the pul-
ley in the center of the opening.
(3) Remove access plate to aileron bellcrank on the underside of wing forward of the inboard
end of aileron.
(4) Remove cotter pin, nut, washer, and bolt to disconnect cable from aft end of aileron bell-
crank.
(5) Pull cable from wing.
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2B16
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AIRPLANE MAINTENANCE MANUAL
2
3
3
19
11
25 17
16 23
5 10 2
4
26 18
15 8
12
24 21
22
14
13
7
6 9
20
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AIRPLANE MAINTENANCE MANUAL
2. Installation Of Aileron Control Cables (Refer to Figure 27-8.)
a. Install right or left primary control cable in fuselage as follows:
(1) Pull cable through fuselage floor tunnel.
(2) Connect cable to end of control chain and secure, using bushing, bolt, nut, and cotter pin.
(3) Place cable around pulley located in the tunnel aft of tee bar. Install cable guard and secure
with cotter pin.
(4) Position cables and install cable pulleys to lower section of tee bar assembly. Secure with
bolt, washer, and nut.
(5) Place cable around pulley in access opening just aft of main spar and install cotter pin cable
guards.
(6) If primary control cable in wing is installed, connect control cable ends at the turnbuckle in
the access opening just aft of main spar.
(7) Check rigging and adjustment per rigging and adjustment of aileron controls.
(8) Install floor tunnel plate trim covers as follows:
(a) Place tunnel plate into position and secure with attachment screws.
(b) Roll carpet into place and install rudder trim cover and knob.
b. Install primary control cable (either wing) as follows:
(1) Insert control cable into wing.
(2) Connect cable to forward end of aileron bellcrank, using bolt, washer, nut, and cotter pin.
Allow cable end to rotate freely on bellcrank.
(3) If primary control cable in fuselage is installed, connect the ends at turnbuckle under rear
seat aft of main spar.
(4) Check rigging and adjustment per rigging and adjustment of aileron controls.
(5) Install access plate on wing underside.
c. Install either balance cable as follows:
(1) Insert cable into wing.
(2) Connect cable to aft end of aileron bellcrank using a bolt, washer, nut, and cotter pin. Allow
cable end to rotate freely on bellcrank.
(3) Connect balance cable ends at the turnbuckle under rear seat aft of main spar.
(4) If left cable was removed, install cotter pin cable guard at the pulley in fuselage aft of main
spar.
(5) Check rigging and adjustment per rigging and adjustment of aileron controls.
(6) Install access plate on underside of wing.
(7) Install floor panel, seat belt attachments, and seats.
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AIRPLANE MAINTENANCE MANUAL
e. Disconnect aileron control rod by removing cotter pin,nut, washer, and bolt.
f. Remove nut (visible from wing underside), pivot bolt, and washers holding bellcrank.
g. Remove bellcrank from wing.
E. RIGGING AND ADJUSTMENT OF AILERON CONTROLS (Refer to Figures 27-9 and 27-11.)
— CAUTION —
Complete all rigging corrections. If an out of trim condition
persists, it is possible trailing edge of aileron was used to move
aircraft forward. This will result in slight bulging of aileron
contour at the trailing edge and will cause an out of rig
condition.
— CAUTION —
Flap adjustment must be complete before starting aileron
adjustment.
1. Check and adjust aileron controls rigging by first setting right and left aileron bellcranks at neutral
position as follows: (Check control chains are rigged per installation of control column assembly.)
a. Remove access plate to each aileron bellcrank on wing underside, forward of inboard end of
aileron, by removing plate attaching screws.
b. Set bellcrank rigging tool, per Figure 27-11, between forward arm of each bellcrank and the
adjacent rib. Make tool from dimensions given in Figure 27-11. The slotted tool end fits on arm
forward of and adjacent to primary control cable end. Position the other tool end so the side of
tool contacts aft side of bellcrank stop. Bellcrank must be moved to allow a snug fit of tool
between bellcrank arm and rib. If necessary loosen a primary control cable or balance cable.
Neutral position of bellcranks is the position at which forward and aft cable connection holes are
an equal distance from adjacent outboard wing rib.
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AIRPLANE MAINTENANCE MANUAL
* *
*
NOTES:
SEE NOTE 1
0.375 13.250
SEE NOTE 2
0.187
4.0
0.375
31.50 0.750
27-10-00
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AIRPLANE MAINTENANCE MANUAL
2. Set each bellcrank at neutral, check and adjust ailerons for neutral as follows:
a. Check bellcrank rigging tool fits snug between bellcrank and rib.
b. Place aileron rigging tool per Figure 27-9 against wing underside. Place tool close to inboard end
of aileron without contacting any rivets. Tool must be positioned parallel with wing ribs. The aft
end of tool must be even with aileron trailing edge. Make tool from dimensions given in figure
27-10.
c. With aileron control rod connected between bellcrank and aileron, check wing surface contacts
tool at its forward surface and at the spacer. Check trailing edge of flap contacts aft end of tool.
Aileron is neutral at this position.
d. If the three points do not contact, loosen jam nut at aft end of control rod and rotate the rod until
the three points contact. Apply slight up pressure against trailing edge of aileron while making
adjustment. Tighten jam nut after adjustment.
3. Adjust primary and balance cable tension per Figure 27-12 as follows:
a. Remove front and rear seats for better access.
b. Loosen connecting bolts of idler crossover sprockets at the control tee bar to allow chain to fit
snug around control wheel sprockets and over idler sprockets.
c. Check bellcranks are at neutral position.
d. Adjust turnbuckles (in access opening just aft of main spar) of the primary and balance cables to
their proper cable tension. Maintain neutral center position of control wheels. Obtain neutral
position of both control wheels, by adjusting roller chain turnbuckle between control wheel
sprockets. During adjustment, use a little more tension on primary control cables to hold
bellcranks in neutral against rigging tools. Finish with even tension on all cables.
e. Tighten bolts to secure idler crossover sprockets.
f. Remove aileron bellcrank rigging tool from each wing.
4. Check ailerons for correct travel from neutral per Figure 27-12 dimensions as follows:
a. Center protractor bubble over aileron surface at neutral position. Note the reading.
b. Move aileron full up and down, and check degree of travel for each direction. Figure degree of
travel on protractor by the difference between the protractor reading at neutral and up, and neutral
and down. Bubble must be centered each reading.
c. If travel is not correct, set by rotating bellcrank stops in or out. Stops are in the wing, attached to
rib adjacent to aileron bellcrank.
d. Use this procedure for each aileron.
5. Check bellcrank stops to verify bellcrank contact is made simultaneously, and still has cushion before
contacting control wheel stops. Maintain 0.030 to 0.040 inch clearance between sprocket pin and
adjustable stop bolts on models with adjustable tee bar stops.
6. Check complete system for operation and safety of turnbuckles, bolts, etc.
7. Install access plates and panels.
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— END —
27-10-00
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27-10-00
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AIRPLANE MAINTENANCE MANUAL
RUDDER CONTROLS
A. TROUBLESHOOTING
Chart 2703 lists troubles peculiar to rudder control system along with their probable causes and suggested
remedies. When troubleshooting the rudder control system, additional reference may be obtained from
Chapter 55 on control surface balancing, if required. After the trouble has been corrected, check the entire
rudder control system for security and operation.
27-20-00
Page 1
Reissued: July 30, 1994
2C1
PIPER AIRCRAFT
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AIRPLANE MAINTENANCE MANUAL
CHART 2704. TROUBLESHOOTING RUDDER TRIM CONTROL SYSTEM
27-20-00
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2C2
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AIRPLANE MAINTENANCE MANUAL
16
19
20
17 18
16 14
14 12
13
11
10 3
15 12 4
4
2 7 5
5
1. SPRING CLIP
2. TOE BRAKE PEDAL
1 3. TRIM CONTROL ATTACHMENT ARM
4. CLEVIS PIN, WASHER & COTTER PIN
5. CLEVIS ASSEMBLY
8 6. CLEVIS PIN
9 7. IDLER ARM
8. JAM NUT
9. CLEVIS PIN, WASHER & COTTER PIN
10. CLEVIS PIN, WASHER & COTTER PIN
11. RETURN SPRING
12. BRACKET
13. BRACE ASSEMBLY
14. HYDRAULIC CYLINDER ASSEMBLY
15. LEFT TUBE ASSEMBLY
16. CLEVIS PIN & COTTER PIN
17. FLEXIBLE HOSE ASSEMBLY
18. RIGHT TUBE ASSEMBLY
19. UPPER SUPPORT BLOCK
20. LOWER SUPPORT BLOCK
27-20-00
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AIRPLANE MAINTENANCE MANUAL
2.Installation Of Rudder And Steering Pedal Assembly (Refer to Figure 27-13.)
a. Assemble torque tube assembly per Figure 27-13. Do not at this time install the two bolts through
the center of tube assembly.
b. Place upper support blocks on the ends of torque tube assembly. A washer is required on each
tube end.
c. Position support blocks on their mounting brackets each side of fuselage and secure with bolts,
washers and nuts. A bushing is required in the upper support block bolt holes. A plate is required
on top of upper block, between upper and lower blocks, and under block mounting bracket.
d. Align bolt holes in center area of torque tube assembly. Install and tighten bolts, washers, and
nuts.
e. Position torque tube support bracket on floor tunnel and secure with bolts.
f. Position vee brace(s) on torque tube. Install strap bracket around torque tube and brace, and
secure with bolts, washers, and nuts.
g. Connect the ends of the brake cylinder rods and clevis rods to the idler arms. Secure with clevis
and cotter pins.
h. Connect steering rods to rudder pedals and secure with bolts and nuts. Check steering rod
adjustment per alignment of nose gear, chapter 32.
i. Connect rudder trim to torque tube arm. Secure with bolt, washer, nut, and cotter pin. A thin
washer is under the nut which is tightened only finger tight.
j. Connect rudder control cables ends to torque tube arms. Secure with bolts, washers, nuts, and
cotter pins. Allow ends to rotate freely.
k. Swing tee bar into place, secure with attachment bolts, washers, and nuts. Insert bolts through
each side of floor tunnel. (See Figure 27-6.)
l. Connect stabilator control cables to lower end of tee bar with bolt, washer, and nut. Secure with
cotter pin. (See Figure 27-6.) Allow cable ends to rotate freely.
m. Set rudder cable tension and check rigging and adjustment per rigging and adjustment of rudder
trim controls.
n.Set stabilator cable tension and check rigging and adjustment per rigging and adjustment of stabila-
tor controls.
o.Check aileron cable tension.
p.Check safety of bolt and turnbuckles.
q.Install floor tunnel plate and secure with screws. Fasten tunnel carpet in place.
r.Install rudder trim cover and control knob.
s.Install access to aft section of fuselage.
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2C4
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AIRPLANE MAINTENANCE MANUAL
16
17
15
12
16 11
14 9 1
13
3
10
8
7
6 2
5
1. RUDDER & STEERING PEDAL ASSEMBLY 4
2. BOLT, WASHER, NUT & COTTER PIN
3. BOLT, BUSHINGS, WASHER, & NUT
4. CABLE GUARD PIN
5. PULLEY CLUSTER
6. RUB BLOCKS
7. CABLE GUARD PIN
8. BOLT, BUSHINGS, WASHER, & NUT
9. PULLEY CLUSTER
10. RIGHT FORWARD CABLE
11. LEFT FORWARD CABLE
12. LEFT TURNBUCKLE
13. RIGHT TURNBUCKLE
14. RIGHT AFT CABLE
15. LEFT AFT CABLE
16. BOLT, BUSHING, WASHER, & NUT
17. RUDDER HORN
27-20-00
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(4) Remove rudder trim knob and cover attaching screws.
(5) Remove tunnel plate aft of tee bar by removing enough carpet from tunnel to allow plate
attaching screws and plate to be removed.
(6) Remove cotter pin from the exposed end and slide it left or right to move cable guard pin,
under pulley cluster aft of tee bar.
(7) Remove cotter pin, nut, washer, and bolt to disconnect the cable end from the arm on rudder
pedal torque tube.
(8) Pull cable from floor tunnel.
d. Remove aft rudder control cables as follows:
(1) Remove tail cone fairing by removing attaching screws.
(2) Remove cotter pin, nut, washer, and bolt to disconnect cable from rudder horn.
(3) Pull cable through fuselage.
— NOTE —
Raise nose wheel off of the ground when rigging the rudder.
(Refer to chapter 7.)
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AIRPLANE MAINTENANCE MANUAL
a. Check rudder travel by swinging rudder until it contacts its stop. If control cables are connected,
use rudder pedals to swing rudder.
b. With rudder against its stop, place rigging tool against the side of the rudder and vertical stabilizer
as per Figure 27-15. (Make tool from dimensions given in Figure 27-18.) Check tool is not con-
tacting rivets. If no gap exists between rigging tool and rudder surface, and vertical stabilizer, the
rudder stop for one direction of travel is correct per Figure 27-17.
c. Swing rudder in the other direction and check travel as directed in step b. d.If rudder travel is
incorrect (showing a gap between the tool and any part of the control surfaces), remove tail cone
fairing and set stops to correct rudder travel. (Refer to Figure 27-19.)
2. Set cable tension and align rudder as follows:
a. Remove access panel to the aft section of fuselage.
b. Check nose gear steering is aligned and rudder pedals set fore and aft per alignment of nose land-
ing gear, chapter 32.
c. Clamp rudder pedals to align in lateral position per Figure 27-16.
d. Adjust turnbuckles in aft section of fuselage for proper cable tension per Figure 27-19. Allow rud-
der to align at neutral position. (Determine neutral position by standing behind airplane and sight-
ing rudder with the vertical stabilizer or stabilator trim screw center.)
e. Check safety of turnbuckles and install all pulley guard pins.
— CAUTION —
Do not push rudder harder than necessary, to avoid cable
stretch.
3. To adjust rudder pedal stops push pilot’s left rudder pedal until rudder stop is contacted. Adjust pedal
stop (on fire wall) to 0.060 to 0.120 inch clearance. Repeat procedure with copilot’s right rudder
pedal.
4. Install tail cone fairing and access panel to the aft section of fuselage.
Figure 27-15. Rudder Rigging Tool Figure 27-16. Clamping Rudder Pedals
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AIRPLANE MAINTENANCE MANUAL
0.281 8
12 10 8 6 4 2
0.855 0.812 0.687 0.531
0.25R
(TYP)
6.187
5.296 FWD
3.50
20
MATERIAL:
STEEL OR HARD ALUMINUM
0.125 X 20.0 X 6.187 PLATE
RUDDER TRAVELS
A 27° ± 2° L
B 27° ± 2° R
A
CABLE TENSION
B
35 LB ± 5 LB
(SEE NOTE)
NOTE
CABLE TENSION APPLIES ONLY TO AIRPLANES WITH OUT AUTOPILOT
BRIDLE CABLES ATTACHED. REFER TO APROPRIATE AUTOPILOT
SERVICE MANUAL FOR CABLE TENSION WHEN ATTACHING BRIDLE
CABLE
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d. Clamp rudder pedals in neutral and position threaded bushing in mounting channel. Turn control
shaft until holes in bushing and channel align, and install clevis pin and cotter pin. If two through
holes are in aft end of mounting channel, pin must be installed through the hole that will give
equal travel and hit rudder stops before bottoming out of trim assembly.
e. With the rudder pedals neutral and no pressure fore or aft on the clevis pin, install the assembly
cover so indicator washer and neutral mark on cover align.
f. Install trim cover, secure with screws, and install trim control knob.
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27-20-00
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STABILATOR AND TAB
A- TROUBLESHOOTING
Charts 2704 and 2705 lists troubles peculiar to stabilator control system along with their probable causes
and suggested remedies. When troubleshooting the stabilator control system, additional reference may be
obtained on control surface balancing from Chapter 55. After the trouble has been corrected, check the entire
rudder control system for security and operation.
CHART 2705. TROUBLESHOOTING STABILATOR CONTROL SYSTEM
Trouble Cause Remedy
Lost motion between Cable tension too low. Adjust cable tension.
control wheel and
stabilator. Linkage loose or worn. Check linkage and tighten
or replace.
27-30-00
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AIRPLANE MAINTENANCE MANUAL
CHART 2706. TROUBLESHOOTING STABILATOR MANUAL TRIM CONTROL
Lost motion between Cable tension too low. Adjust cable tension.
trim control wheel
and trim tab. Cables not in place on Install cables properly.
pulleys.
— NOTE —
Attach a line to cable end before removal to aid in control
cable installation.
27-30-00
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AIRPLANE MAINTENANCE MANUAL
18
17
8 5
1
19
4 3 6 12
15
9
1. CONTROL COLUMN TEE BAR 14
2. FORWARD RIGHT CABLE
3. FORWARD LEFT CABLE 10
4. AFT LOWER LEFT CABLE 2
5. AFT UPPER RIGHT CABLE
6. FORWARD CLUSTER PULLEY
7. AFT PULLEY
8. BOLT, WASHER, NUT & COTTER PIN
9. BOLT, WASHER & NUT
10. CABLE RUB BLOCK
11. CABLE GUARD
12. BOLT, WASHER (7) & NUT
13. BOLT, WASHER (11) & NUT
14. FORWARD PULLEY
15. BOLT, WASHER, NUT & COTTER PIN
16. TURNBUCKLE
17. BALANCE ARM WEIGHT
18. STABILATOR BALANCE ARM
19. PULLEYS
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b. Install either at stabilator control cable as follows:
(1) Route cable around its pulley either over or under stabilator balance arm.
(2) Connect cable to stabilator balance arm and secure with bolt, washer, nut, and cotter pin.
(Check bushing is installed with bolt.)
(3) Connect cable to the forward cable at the turnbuckle in at fuselage. (Upper at cable connects
to right forward cable and the lower cable to let cable.)
(4) Install cotter pin cable guard at the pulley, where required.
(5) Set cable tension and check rigging and adjustment.
(6) Install seats and access panels.
— CAUTION —
Stabilator must contact both stops before control wheel contacts
its stops.
— CAUTION —
Do not damage trim indicator wire.
(1) To remove trim control wheel assembly and trim control cables, remove the panel to the aft
section of airplane.
(2) If aft trim cable is not to be removed, block cables at the pulleys in upper aft section of
fuselage to prevent unwrapping from trim drum. (Refer to Figure 27-26.)
(3) Loosen the cables if the trim control wheel is to be removed or disconnect if the cables are
also to be removed. (Do this at the trim cable turnbuckles in the aft section of the fuselage.
(4) Remove control wheel and drum as follows:
(a) Remove control wheel cover by removing cover attaching screws.
(b) Remove wheel assembly from mounting brackets by removing nut, washer, and bolt
holding wheel between brackets. (Draw wheel from brackets. Do not damage trim
indicator wire.)
(c) Unwrap left cable from drum.
(d) Wheel and drum are joined by a push fit. Separate these two items with their center
bushing and unwrap right cable.
(e) Tie cables forward to prevent slipping into floor tunnel.
(5) Remove trim control cables as follows:
(a)Remove rear seats, floor panel, and front seats.
(b)Unfasten carpet from aft floor tunnel and lay it forward.
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(c) Remove tunnel cover attaching screws. Remove tunnel cover located between trim
control wheel and spar cover.
(d) Remove cable pulleys located in the tunnel by removing cotter pin, washer, and clevis pin.
(e) Remove cable rub blocks on aft side of main spar by removing cable rub block attaching
screws .
(f) Remove cable guard pin at pulley cluster aft of wing flap torque tube at station 127.25.
(g) Remove nut, washer, bushing, and bolt and remove cable pulleys in aft section of
fuselage at station 156.5.
(h) With cables disconnected from trim control wheel, pull cable(s) through floor tunnel.
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(2) Install trim control cables as follows:
(a) Pull cable(s) through floor tunnel.
(b) Wrap cable drum and install trim control wheel per step (1).
(c) Position cable pulleys on mounting bracket in floor tunnel and install clevis pin, washer,
and cotter pin.
(d) Connect cable to the aft cable at turnbuckle in the aft section of fuselage. Install aft cable
if not already installed.
(e) Install pulleys in aft lower section of fuselage at station 156.5 forward of cable turnbuck-
les.
(f) Remove blocks holding aft trim cable and check cables are seated on their pulleys.
(3) Set cable tension and check rigging and adjustment per rigging and adjustment of stabilator
trim. Check safety of all turnbuckles.
(4) Install cable guard at underside of the pulleys aft of flap torque tube at station 127.25, and
secure.
(5) Install cable rub blocks on aft side of main spar housing and secure with screws.
(6) Install tunnel cover on tunnel and secure with screws.
(7) Install carpet over floor tunnel.
(8) Install cover over trim control wheel and secure with screws and special washers.
(9) Install floor panel and seat belt attachments aft of main spar and secure panel with screws.
(10) Install panel to aft section of airplane and install seats.
c. Removal Of Aft Stabilator Trim Assembly (Refer to Figure 27-25.)
(1) Remove access panel to aft section of fuselage.
(2) Block trim cables at the first set of pulleys forward of cable turnbuckles in aft fuselage per
Figure 27-26.
(3) Disconnect cable at the turnbuckles in aft section of fuselage.
(4) Remove tail cone attaching screws and remove tail cone.
(5) Remove nut, washer, bolt, bushing, and sleeve connecting link to screw, and dis- connect link
between trim screw and trim control arm.
(6) Remove cotter pin from top of screw, and turn screw down and out of barrel.
(7) Remove snap ring, washer, and thrust washer from bottom of barrel.
(8) Remove the four attaching nuts, washers, and bolts and disconnect the diagonal rib from hor-
izontal rib that supports the trim assembly.
(9) Pull trim cable from fuselage.
d. Installation of Aft Stabilator Trim Assembly (Refer to Figure 27-25.)
(1) Wrap trim barrel as follows:
(a) Lay center (as measured equally from each end to center of cable) of trim cable in barrel
slot.
— NOTE —
Wrap cable evenly to obtain 23 wraps on barrel, as viewed
from side opposite slot, and with cables extending out from
slotted side.
(b) Bring upper cable through diagonal slot in flange at upper end of barrel, and wrap down
in counterclockwise direction.
(c) Bring lower cable through diagonal slot in lower end of barrel, and wrap up in clockwise
direction.
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(2) Clamp cables between two pieces of wood to prevent unwrapping.
(3) Check barrel bushings are installed in rib plate and clip.
(4) Lubricate bushings and install trim barrel in the bushings between the two support ribs.
Attach bottom diagonal rib to horizontal rib and secure with bolt, washers, and nuts.
(5) Install thrust washer, washer, and snap ring on low end of barrel.
(6) Install trim screw in barrel and secure each end with cotter pin through the screw.
(7) Attach link between trim screw and trim control arm. Check bushing and sleeve are in place
before installing bolt, washer and nut.
(8) Route cables into fuselage and attach ends to forward trim cables.
(9) Remove blocks holding forward cables tight and holding aft cables at barrel.
(10) Set cable tension and check rigging and adjustment per rigging and adjustment of stabilator
trim. Check safety of all turnbuckles and install pulley guard pins.
(11) Install tail cone and secure with screws.
(12) Install access panel to aft section of fuselage.
D. STALL WARNING
The stall warning system consists of a lift detector electrically connected to a stall warning horn. As
stalling conditions are approached, the lift detector activates the stall warning horn.
The lift detector is on the leading edge of the left wing. A tab will extend beyond the leading edge at the
point where lift detector is mounted. With the master switch in the ON position, gently lift the tab; the stall
warning horn should sound.
The electrical circuit is protected by a 5 amp STALL WARNING circuit breaker mounted in the circuit
breaker panel on the lower right side of the instrument panel.
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1. Removal Of Lift Detector
— CAUTION —
Master switch must be off before working on lift detector or
warning horn. When installing wing, place reference marks
on holding plate and wing skin.
a. Remove four screws holding plate around tab. Lift detector is fastened to the plate; remove unit
from wing.
b. Mark electrical wires and terminals to aid installation. Remove electrical wires from lift detector;
remove lift detector from airplane.
— NOTE —
Refer to Chapter 91 for electrical schematic of stall warning system
— CAUTION —
Never adjust switch by bending vane.
a. Loosen the two Phillips head screws; one on either side of vane. If stall warning sounds too late,
move switch up. If stall warning sounds too early, move switch down. Tighten screws after
adjustments.
b. The only way to test accuracy of the setting is to fly the airplane into a full stall condition and
note speed at which the stall warning sounds. Stalls must be made with flaps up and power off. It
may be necessary to make several test flights and alternate adjustments before the desired setting
is obtained. The stall warning must sound not less than five mph, or more than ten mph before
the stall occurs.
— END —
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FLAP CONTROLS
A. TROUBLESHOOTING
Charts 2707 lists troubles peculiar to flap control system along with their probable causes and suggested
remedies. When troubleshooting the flap control system, additional reference may be obtained from Chapter
57 on control surface balancing, if required. After the trouble has been corrected, check the entire rudder
control system for security and operation.
CHART 2707. TROUBLESHOOTING FLAP CONTROL SYSTEM
— CAUTION —
Forward pressure will be on the handle with the tension spring
disconnected.
(4) With the flap handle, fully extend flaps and disconnect flap tension spring at the spar or aft
end of control cable.
(5) Grasp flap handle, release plunger, and allow flap return to retracted position.
(6) Disconnect flap return spring at spar or return chain.
(7) Remove cotter pin, nut, and clevis bolt and disconnect control cable from chain.
(8) Remove block attaching bolts and remove tube support blocks.
(9) Remove nuts, washers, and bolts holding right and left cranks and stop fittings on torque
tube.
(10) From between each wing and fuselage, remove cranks from torque tube.
(11) Remove nuts, washers, and bolts and disconnect one bearing block from its mounting brackets.
(12) Slide tube from bearing block still attached to its brackets, raise the end, and lift it from floor
opening.
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b. Remove flap control cable as follows:
(1) Remove the seats floor panel. Remove the front and rear seats.
— CAUTION —
Forward pressure will be on the handle with the tension spring
disconnected.
(2) Extend flaps to relieve spring tension and disconnect flap tension spring from cable.
(3) Retract flap. Use care as forward pressure will be on the handle.
(4) Remove cotter pin, nut, clevis pin, and bushing to disconnect cable from chain.
(5) Remove flap handle bracket and cover.
(6) Lift aft section of tunnel carpet enough to remove screws holding tunnel cover between flap
handle and spar cover. Remove cover.
(7) Remove cotter pin cable guard from flap cable pulley inside floor tunnel just ahead of spar
housing.
(8) Remove the attaching screws and remove cable rub blocks located in floor opening on aft
side of spar housing.
(9) Remove cotter pin, nut, and bolt and disconnect cable turnbuckle at flap handle. Check clevis
bolt for wear. Replace bolt if worn.
c. Disconnect cable turnbuckle from handle and remove bolts holding bracket to floor tunnel.
Remove flap handle and bracket.
0.60
TORUE TUBE
STOP SCREW
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(3) Install cable rub blocks on aft side of spar housing and secure with screws.
(4) Attach cable end to tension chain and secure with bushings, clevis bolt, nut, and cotter pin.
(If the chain is not installed due to torque tube assembly being removed, install the assembly
per step a.
(5) Pull flap handle full back and connect tension spring to cable end.
(6) Install cotter pin cable guard over pulley ahead of spar housing in floor tunnel.
d. Install tunnel cover and secure with screws. Install tunnel carpet and bracket cover.
e. Install and secure seats.
— CAUTION —
Do not rotate torque tube while retensioning cable, or tighten
enough to allow tube to be pulled away from stops.
— NOTE —
Check that, when down pressure is applied on flap, it stays in
uplock position. If it extends, turn adjustment screw out (a few
threads at a time) until flap remains in uplock position with
spacer inserted.
— NOTE —
Position tool parallel to wing ribs, aft end of tool even with
trailing edge of flap. (Make tool from dimensions given in
Figure 27-10.)
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(2) With flap control rod connected between torque tube crank arm and flap, check wing surface
contacts tool at its forward surface and at spacer. Aft end of flap must contact aft end of tool.
(The flap is neutral at this position.)
(3) If the three points do not contact, loosen jam nuts on each end of control rod and rotate until
the three points contact. (Apply slight up pressure against trailing edge of flap while making
this adjustment.
(4) Tighten jam nuts.
(5) Check and adjust the other flap in a like manner.
— NOTE —
To remedy a wing heavy condition during flight, adjust flap
down from neutral on heavy wing, by lengthening control rod.
Check each rod inspection hole to make sure there are sufficient
threads remaining and that a wire cannot be inserted through
these holes. Maintain a minimum of 0.375 inch thread
engagement on rod ends without check holes. Do not raise the
flap of the other wing above neutral.
e. Check flap for full down travel to the degrees required in Figure 27-30. Adjust torque tube stop
screw in or out as necessary. After adjusting screw, review steps c (3) through d (5).
f. Check operation of the flap and flap handle ratchet mechanism.
g. Install access plates and panels.
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2D8
CHAPTER
FUEL
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CHAPTER 28 - FUEL
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
28 - Cont./Effec.
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CHAPTER 28 - FUEL
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
28 - Cont./Effec.
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FUEL SYSTEM
A. GENERAL
—WARNING—
When servicing or inspecting vendor equipment installed in
Piper aircraft, it is the user’s responsibility to refer to the
applicable vendor publication.
This chapter contains information on fuel tanks, selector valves, filter screens, and fuel pumps. Instructions
are given for difficulties which may arise in the normal operation of the fuel system. Maintenance for carbure-
tion is found in Chapter 71, Power Plant.
B. DESCRIPTION
—NOTE—
See chapter 12 for anti-icing fuel additives information.
1. Archer II
The Archer II is equipped with aluminum fuel tanks; one in the inboard leading edge section
of each wing. Each tank has a 25 gallon capacity. A strainer is installed in the fuel outlet of each tank.
A fuel line from the tank outlet is routed through the wings to the fuel selector valve which is located
on the left side of cabin in front of pilot’s seat. A line from the fuel selector valve leads to the fuel
strainer bowl located on left forward face of firewall.
On S/N’s 28-7690001 through 28-7990589, a fuel line is routed from the strainer bowl,
through the engine driven fuel, pump to the carburetor inlet port. A tee in the fuel line upstream of
the engine driven pump routes fuel through the electric fuel pump to a tee in the fuel line downstream
of the of the engine diven pump, thus bypassing the engine driven pump. (Refer to Figure 28-1)
On S/N’s 28-8090001 through 28-8690056, and 2890001 through 2890205, a fuel line is
routed from the strainer bowl to the electric fuel pump, through the engine driven fuel pump, to the
carburetor inlet port. Thus, the electric fuel pump is in line with the engine driven punp. (Refer to
Figure 28-1)
A manual primer system, utilizing a hand pump, is incorporated into the system for cold engine
starting. When the pump lever is withdrawn and pushed in, liquid fuel is pumped through the gascolator
direct to the two front cylinders and to the left rear cylinder.
Two electrical fuel quantity gauges are mounted on the instrument panel cluster. Each gauge is
connected to a transmitter unit in the fuel tanks.
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The electric fuel pump is installed on the left forward side of the firewall. The outlet port on
the pump is equipped with a tee. One side of the tee is routed through the engine driven pump to the
carburetor The other side of the tee is routed through the primer solenoid valve (clamped to the left side
engine mount) to cylinders 1, 2, and 4. In the event of engine driven fuel pump failure, the electric fuel
pump can be activated continuously by an ON-OFF rocker type FUEL PUMP switch located in the
overhead switch panel
The electric fuel primer system may be used for cold engine start. A push ON, spring loaded
OFF primer (PRIME) switch, located adjacent to the starter (START) switch on the overhead switch
panel, is used to activate the system. When pushed and held in, the switch activates a relay, which
bypasses the FUEL PUMP switch, and operates the electric fuel pump. At the same time, a solenoid
valve is opened electrically, permitting liquid fuel to be pumped directly to cylinders 1, 2, and 4.
NOTE:
USED ON SERIAL NUMBERS
28-8090001 AND UP
CARBURETOR
SEE NOTE
PRIMER
FUEL STRAINER
FUEL TANK
LEFT MAIN TANK SELECTOR VALVE RIGHT MAIN TANK
CARBURETOR
THROTTLE
MIXTURE
FUEL
PRESSURE FUEL
GAUGE PRIMER
ENGINE SOLENOID
FUEL
PUMP
ELECTRIC
FUEL PUMP
RELAY
PRIMER
ELECTRIC SWITCH
FUEL PUMP
FUEL STRAINER
FUEL TANK
LEFT MAIN TANK SELECTOR RIGHT MAIN TANK
VALVE
FUEL
QUANTITY
GAUGE
C. TROUBLESHOOTING
Troubles peculiar to the fuel system are listed in chart 2801 along with probable causes and remedies.
When troubleshooting, check from the power supply to the item affected. If no trouble is found from this
method, the trouble may be in the individual pieces of equipment. Remove and replace faulty equipment.
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CHART 2801. TROUBLESHOOTING FUEL SYSTEM (SHEET 1 OF 2)
TROUBLE CAUSE REMEDY
Fuel will not flow. Blocked in fuel line. Flush fuel system.
Fuel gauge reads full Complete ground on trans- Check ground connections
when tanks are not full. mitter wire. at fuel transmitter in wings.
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CHART 2801. TROUBLESHOOTING FUEL SYSTEM (SHEET 2 OF 2)
TROUBLE CAUSE REMEDY
No fuel pressure reading. Defective gauge. Replace gauge.
(cont.)
Pressure low or pressure Obstruction in pump inlet Trace lines and locate ob-
surges. side. struction.
Unidentified leak. Fuel line damaged or improperly Locate and repair or tighten.
installed.
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STORAGE
A. FUEL TANK
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(c) Remove nut that secures key lock to cover.
(d) Slide lock, gaskets, and spring over back of key lock.
(e) Remove key lock by pushing keylock through cover. Ensure that the O–ring is not lost.
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KEYLOCK
O–RING
SPRING GASKET
LOCK
PAWL
ASSEMBLY
SPRING
GASKET
LOCK
PAWL
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DISTRIBUTION
A. GENERAL
The components used in the fuel distribution system are essentially identical in the Archer II and the
Archer III. Unless specified otherwise, the following procedures are used for both models of the Archer.
—CAUTION—
Seal all pipe threads with Titeseal No. 3.
b. Connect fuel lines to valve.
c. Install side panel.
d. Install selector cover with attaching screws.
e. Install valve control handle with attaching screws.
—CAUTION—
Verify all electrical leads are disconnected before cowl
removal.
a. Check fuel shutoff is in the off position.
b. Remove engine cowlings by releasing cowl fasteners and attaching screws.
c. Disconnect fuel lines from filter bowl housing.
d. Cut safety wire, loosen bail nut, move bail wire to the side, and remove bowl.
e. Spread the ends of the bail wire to remove filter bowl housing.
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1
IN
1. BODY
2
2. SCREEN
3. GASKET 3
4. STRAINER BOWL
5. BAIL WIRE 4
6. BAIL ASSEMBLY
7. SAFETY WIRE 5
8. DRAIN VALVE*
6
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d. Disconnect fuel lines from inlet and outlet sides of pump.
(1) Archer II: disconect the fuel inlet and outlet lines.
(2) Archer III: Disconnect fuel inlet line from pump. Disconnect the main fuel and fuel primer
outlet lines from tee fitting.
e. Remove nuts and bolts holding pump to its mounting bracket and remove fuel pump.
—CAUTION—
Do not damage the screen when removing it from the pump
housing.
a. Cut safety wire and remove bottom cover, gasket, magnet, and filter screen from pump.
—CAUTION—
Do not remove buffer spring and valve from plunger assembly.
—CAUTION—
Do not tamper with seal (center of mounting bracket) at the
side of the pump. It retains the dry gas surrounding the elec -
trical system in the upper portion of pump.
b. Use thin nose pliers to spread and remove retainer ends from plunger tube. Remove retainer
spring from tube.
c. Remove washer, O-ring seal, cup valve, and plunger assembly from pump.
Figure 28-6. 14 Vdc and 28Vdc Electric Plunger Type Fuel Pump
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4. Cleaning, Inspection, And Repair Of Electric Fuel Pump
a. Clean all parts with acetone or a suitable dry type solvent. If plunger assembly does not come
clean or there are any rough spots, polish gently with crocus cloth.
b. Inspect pump for the following:
(1) Check filter screen for damage or distortion.
(2) Gently touch cup valve and check for freedom of movement. Do not disassemble.
(3) Shake plunger assembly and listen for clicks to indicate valve action.
(4) Check O-ring condition.
(5) Check cover gasket and plunger spring cup gasket condition.
c. Pump repair is limited to replacement of defective parts during inspection.
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8. Adjustment Of Electric Fuel Pump (In Airplane)
a. With cowling removed and fuel selector in the OFF position, remove fuel line from outlet end of
pump.
b. Connect a test line with a bypass valve and pressure gauge to pump outlet end.
c. Place a container below pump to catch any fuel from test line during pump adjustment.
d. Turn fuel selector on, open bypass valve on test line, and start pump.
e. When there is a steady fuel flow close bypass valve and check pressure gauge reading. Reading
must be 4.00 to 4.75 psi maximum, no flow. (Do not keep bypass valve closed for more than one
minute during pump operation and adjustment.)
f. Replace plunger spring or pump assembly, if necessary, if the proper pressure is not obtained.
g. Connect the original fuel line to pump. Open fuel selector and run pump. Check for fuel leaks.
h. Shut off pump, close fuel selector, and replace and secure access panel.
—CAUTION—
A crow’s foot adapter other than a tubing type will deform or
damage union nut and will cause a leak requiring union and
tubing replacement.
—CAUTION—
If during torque check a galled nut and union are suspected,
back off the nut and inspect threads. If the union is service -
able, lubericate threads with MIL-L-5606 hydraulic fluid.
Torque the nut to values per step d. If union is unserviceable
replace per replacement of fittings
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d. Use a torque wrench and tubing crow’s foot, to carefully tighten each union fitting to the follow-
ing torques:
Apply thread lubricant to male connector threads only. Do not let lubricant enter the connector seat throat
or contact ferrule seat face.
e. After torquing each fitting measure distance between face of union nut and face of tubing nut.
(Refer to figure 28-6 for tolerance.)
f. Replace any out of tolerance fitting per replacement of fittings.
g. Check all unions for proper tightness. Check all repairs are made. Verify airplane is full of fuel
and run engine three to five minutes on each tank. (Perform engine operation in a safe manner and
location.)
h. Shut down engine and wiggle all unions. If any fittings are leaking, repair per replacement of fit-
tings.
i. When system is leak free, replace side panel, carpet, access plates, and seat.
j. Make an appropriate logbook entry.
2. Replacement Of Fittings
—NOTE—
Airplane defueling may be required for union or tubing replace -
ment.
a. Repair fittings that show evidence of galling, do not meet figure 28-5 dimensional requirements,
or leak after tightening.
b. The recommended repair is to remove leaking union and replace with standard AN fitting as per
AC43.13-1A paragraph 392. This will require cutting off swaged ferrule and adding a short length
of tubing.
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c. A replacement tube and union purchased from Piper will have the ferrule pre-swaged onto tube.
Install tube as follows:
(1) Lubericate male threads of union with MIL-L-5606 hydraulic fluid.
(2) Carefully align tube into union and snug up the nut with a wrench.
(3) Using the wrench, tighten nut one to two flats (1/6 to 1/3 turn).
d. Repairs made using Parker Hannifin unions and tubes without pre-swaged ferrules must be
installed as follows:
(1) Cut off tubing back from the fitting.
(2) De-burr tube end and prepare a short length of tube, to splice into line.
(3) llubricate the ferrule and threads on the body and nut with MIL-L-5606 hydraulic fluid.
(4) Screw nut and ferrule onto union until solidly finger tight.
(5) Insert tubes into unions and check proper straight alignment of tubing and union.
(6) Tighten nut one and one-quarter turns using a tubing wrench.
e. Perform leak test per steps 1, g and h.
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INDICATING
A.. FUEL QUANTITY TRANSMITTER UNIT
1. Removal Of Archer II and Archer III Fuel Quantity Transmitter Unit
a. Remove fuel tank. (Refer to removal of fuel tank, section 28-10-00.)
b. Disconnect transmitter wire from the connection post.
c. Cut safety wire securing the five attaching screws.
d. Remove five screws and remove unit.
—CAUTION—
Power supply should be capable of supplying 14 Vdc to the
gauge.
(5) Connect external power supply unit. Connect the red (positive) lead to the starter solenoid
heavy terminal which is not connected to the starter.
— NOTE —
External power supply used in order to supply consistent
voltage to sender and gauge.
(6) Adjust power supply unit to provide 13.5 to 14.5 Vdc. Allow gauges to warm-up for a
minimum of three minutes.
— NOTE —
Connect a wire to the sender side of each gauge. To read gauge
ground wire momentarily to airframe through a 200 resis -
tor at the 0 and 5 gallon positions; through a 35 resistor at
the 10 through 20 gallon positions; no resistor at the full (25
gallon) position.
(7) Place one U. S. gallon of fuel in each tank. Momentarily ground wire through a 200 Ω
resistor to airframe.
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(8) After needle on each gauge descends to a stable reading (:15 seconds minimum), observe
fuel quantity gauge. It should read empty. (Refer to chart 2802 for tolerances permitted
between fuel gauge reading and actual fuel in tank.)
(10) Add fuel to tank in five U.S. gallon increments until tank is full. Ground wire through appro-
priate resistor to airframe. Check gauge readings.
—NOTE—
It is permissible to adjust float assembly to obtain specified tol -
erances
Full 22 to Full*
20 17 to 24
15 12 to 17
10 7 to 12
5 2 to 6
0 0 to -2
*Plus one needle width
2. Archer II with Stewart Warner or Rochester Gauges
— CAUTION —
Rochester sending units are N O T compatible with A. C .
Sparkplug or Stewart Warner gauges. Rochester gauges
MUST be used with Rochester sending units
a. Pre-installation check:
(1) Apply 14 Vdc to the terminals at the rear of the gauge through a resistor network comprised
of the resistive values specified in the Chart 2802. Verify that, for each resistive value, the
gauge indication is as specified in Chart 2802.
CHART 2803 FUEL QUANTITY GAUGE RESISTANCE/TOLERANCE VALUES
RESISTANCE GAUGE TOLERANCE
IN OHMS (Ω) INDICATION (NEEDLEWIDTHS)
0 DOT ±1/2
3 0 -1/2, +0
14 5 ±1/2
23 10 ±1
33 15 ±1
45 F ±1
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b. Post installation check.
(1) Level airplane, ± 1°, longitudinally and laterally.
(2) Place battery-alternator switch in OFF position.(3) Completely drain fuel tank that
relates to the gauge to be checked. (Refer to draining fuel system, chapter 12.)
(4) Connect external power supply unit. Connect the red (positive) lead to the starter solenoid
heavy terminal which is not connected to the starter.
(5) Adjust power supply unit to provide 13.5 to 14.5 Vdc. Allow gauges to warm-up for a
minimum of three minutes.
(6) Place 1 U. S. gallon of fuel in each tank. After recording reading, add fuel in increments
specified in table 2804. Check gauge readings.
— NOTE
After measured amount of fuel has been added, vibrate the
tank by bumping its lower surface. Vibrate the gauge(s) by
tapping gently on the gauge glass with fingers.
FUEL QUANTITY
INDICATOR
45 OHMS
5 OHM DUMMY
RESISTOR
A B
C 33 OHMS
D 23 OHMS
SWITCH
28 VDC E 14 OHMS
F 3 OHMS
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Radial Mark
As Appropriate
NEEDLE DEVIATION
Needle
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C. CHECK AND ADJUSTMENT OF FUEL QUANTITY TRANSMITTER UNIT
1. Archer II 14 Vdc Fuel Quantity Transmitter Check. (Piper P/N 486 520) (Refer to Figure 28-9.)
(a) Remove transmitter unit to be checked from the fuel tank.
(b) Check and adjust transmitter unit float position as follows:
(1) Fasten unit to a fabricated checking jig with washer and nuts. (Fabricate jig per Figure 28-10
dimensions.)
(2) Check with the float arm down against mechanical stop on transmitter, the float is just touching
base of jig. (Float may be to 0.18 inch above base.) If float does not touch the base or float
arm is not against bottom stop, adjust float assembly arm stop by bending it per Figure 28-9.
The entire surface of float must be horizontal with the jig base.
(c) Check transmitter unit for correct resistance and dead spots as follows:
(1) Connect an ohmmeter to transmitter unit and move float arm to its bottom mechanical stop.
Ohmmeter must read ohms resistance as per chart 2807.
(2) Move float arm to its upper mechanical stop and check ohms resistance.
(3) Check for dead spots by slowly moving float arm from bottom stop, to upper stop, and back.
Ohmmeter indicator must move steadily up and down scale without fluctuation as float arm
is moved.
(4) If there is incorrect resistance or dead spots, replace sending unit.
2.Archer III 28 Vdc Fuel Quantity Transmitter Check. (Piper P/N 548 671)
(a) Remove transmitter unit to be checked from the fuel tank.
(b) Check and adjust transmitter unit float position as follows:
(1) Fasten unit to a fabricated checking jig with washer and nuts as shown in Figure 28-9.
(Fabricate jig per Figure 28-10 dimensions.)
(2) Check with the float just touching the top of a 0.27 inch spacer back, the resistance of the send-
ing unit is 3 ohms, ± 0.5 ohm. If the resistance of the sending unit is not in this range, adjust
arm of the float assembly by gently bending it as shown in Figure 28-9. The entire float must
be kept horizontal to the base of the fixture.
(c) Check transmitter unit for correct resistance and dead spots as follows:
(1) Remove sending unit from the checking fixture and connect it to an ohmmeter. Allow float
arm to rest on the bottom mechanical stop. Ohmmeter must read 0, ± 0.5 ohms resistance .
(2) Move float arm to its upper mechanical stop. A resistance of 45, ± 2 ohms must be indicated.
(3) Check for dead spots by slowly moving float arm from bottom stop, to upper stop, and back.
Ohmmeter indicator must move steadily up and down scale without fluctuation as float arm
is moved.
(4) If there is incorrect resistance or dead spots, replace sending unit.
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0.219” 0.875”R
0.188” HOLE
3 REQ. (T.M.M.P.)
1.625” 0.344”
0.75”
4.219”
9.938”
0.75”
1”
2 WOOD SCREWS
EVENLY SPACED
MATERIAL LIST
2-8.75 x 9.938 x 0.125 2024-T3 ALUM
1-9.75 x 6 x 0.75 RICHLITE, MASONITE, OR
HARDWOOD
1-8.75 x 6 x 1RICHLITE, MASONITE, OR
HARDWOOD
1-1.50 x 6 x 0.50 RICHLITE, MASONITE, OR
HARDWOOD
1-2.50 x 6.25 x 0.50 RICHLITE, MASONITE, OR
0.50” HARDWOOD
2-1.625 x 2.50 x 0.125 2024-T3 ALUM
26 WOOD SCREWS
6 WOOD SCREWS
EVENLY SPACED
4”
0.50”
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D. FUEL QUANTITY INDICATOR
Two fuel quantity gauges are mounted in cluster on the instrument panel. The Archer II instruments are
calibrated in fractional divisions of one-fourth, one-half, three-fourth, and full. The Archer III (s/n’ 2890206
and up) instruments are calibrated in fractional divisions of 0, 5, 10, 15, 20 (gallons), and F (FULL). A
transmitter unit is installed in each fuel tank. The unit contains a resistance strip and a movable control arm.
The arm position is controlled by a float in the fuel tank. The float position is transmitted electrically to the
indicator gauge, which reads the amount of fuel in each tank.
Fuel gauge reads empty when Incomplete ground. Check ground connections at fuel
tanks are full. transmitter in wings.
Fuel gauge reads full with tanks Incomplete ground. Check ground at instrument.
empty.
Float arm stuck. Replace fuel transmitter.
Fuel gauge reads incorrectly. Intermittent ground. Check ground at transmitter and
instrument.
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CHAPTER
LANDING GEAR
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CHAPTER 32 - LANDING GEAR
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
32 - Cont./Effec.
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CHAPTER 32 - LANDING GEAR
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
32 - Cont./Effec.
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GENERAL
—WARNING—
It is the user’s responsibility to refer to the applicable vendor
publications when servicing or inspecting vendor equipment
installed in Piper aircraft.
In this chapter are instructions for the removal, disassembly, inspection, overhaul, and installation of the
landing gear, nose gear alignment, and the repair and service of the brake system and its components.
A. DESCRIPTION
The landing gear is a fixed tricycle type, fitted with three 6.00 x 6 wheels. The landing gear struts are the
air-oil type. The nose gear, steerable through a wide arc, allows a short turning radius in each direction. A
spring device is attached to the rudder pedal torque tube assembly to provide rudder trim and to aid in nose
wheel and rudder centering. Bungee springs on the push rods make lighter and smoother ground steering possible.
A shimmy damper is incorporated in the nose wheel steering mechanism.
The two main wheels are equipped with a single disc hydraulic brake assembly connected to a cylinder actuat-
ed by a hand lever, or by individual cylinders attached to each rudder pedal. A brake fluid reservoir is installed
on the left forward face of the engine firewall.
Wheel pants are offered as optional equipment on the Archer II. The wheel pants are standard equipment
on the Archer III.
B. TROUBLESHOOTING
It may be necessary to place the airplane on jacks when troubleshooting the landing gear system (see chap-
ter 7).
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CHART 3201. TROUBLESHOOTING LANDING GEAR (SHEET 2 OF 3)
TROUBLE CAUSE REMEDY
Nose landing gear shimmies Worn torque link bolts Replace bolts or bushings
during fast taxi, takeoff, or or bushings.
landing. (contd.)
Improper nose wheel Replace with proper fairing.
fairing.
Nose gear does not steer Oleo cylinder binding in Lubricate strut housing.
properly. strut housing. (Refer to Lubrication
Chart.)
Cylinder or strut housing
bushings damaged.
One brake dragging. Determine cause and correct.
Steering bellcrank loose on Adjust and tighten.
attachment plate.
Steering bellcrank bearing Replace bearing or bolt.
or bolt worn.
Shimmy dampener galling Replace.
or binding.
Steering bungee broken Replace.
internal spring.
Nose or main landing gear Tire out of balance. Check balance and replace
shimmies during fast taxi, tire if necessary.
takeoff, or landing.
Loose torque links. Adjust side play.
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CHART 3201. TROUBLESHOOTING LANDING GEAR (SHEET 3 OF 3)
Excessive or uneven wear Incorrect operating pressure. Inflate tire to correct
on main tires. pressure.
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MAIN GEAR
A. DISASSEMBLY OF MAIN GEAR OLEO (Refer to Figure 32-1.)
—NOTE—
Main gear axle and piston tube assembly are removed from cylinder
housing with the gear either removed from or installed on the
airplane. The gear must be removed from the airplane in order to
remove metering component in the top of housing. (Refer to
removal of gear.)
—CAUTION—
Do not remove orifice unless it necessitates replacement.
c. Remove orifice assembly from within housing by rotating it counterclockwise out of housing with
a 0.50 x 0.125 stud type spanner wrench. (Refer to Figure 32-2.)
—NOTE—
Oleo repair is limited to smoothing out minor scratches, nicks
and dents, and replacement of parts.
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C. ASSEMBLY OF MAIN GEAR OLEO (Refer to Figure 32-1.)
1. Install orifice assembly as follows:
a. Insert orifice through opening in top of gear housing and turn it into the threaded hole web.
Tighten orifice with a stud type spanner wrench.
b. Lubricate and install O-ring or apply a thin layer of Permatex Forma-Gasket no. 6 Sealant, direct-
ly under flange of cylinder head.
c. Secure cylinder head with bolts, and safety with MS20995-C32 wire.
2. Assemble piston tube components on the tube by placing, in order, retainer ring, spacer ring, and
scraper ring. Insert O-ring into annular slot in bottom of housing.
—CAUTION—
Do not damage or dislocate O-ring in housing when inserting
piston into housing.
—CAUTION—
Links must be loose enough to allow free action of the gear,
but also resist side play. Overtightening will cause binding or
damage to links.
4. Verify bushings are installed in upper and lower torque links. Install links. At cable end of each link,
install (with brake line hose bracket) bearing washers, bolt, washer, nut, and cotter pin. At connection
point of upper and lower links, attach (with brake line hose brackets) spacer washers, grease bolt,
washers, nut, and cotter pins. Install washers (AN960-816L) under head of bolt for firm sliding fit
between the two links.
5. To eliminate side play of torque links, use 0.005 shim washers (Piper P/N 63311-03) as required.
Maximum side play is 0.005/0.007. (Refer to Figure 32-2.)
6. Slide scraper and spacer rings into place. Secure with retainer ring in the annular slot in bottom of
housing.
7. Install hydraulic brake line.
8. If removed, install landing gear. (Refer to installation of main landing gear.)
9. Service oleo strut as per Oleo Struts, Chapter 12.
10. Remove drip pan and slowly lower airplane from jacks.
11. Bleed brakes if necessary. (Refer to bleeding brakes.)
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6. Unhook hydraulic brake line inside wing assembly (accessible through the access plate). Cap line by
using a threaded cap or wrapping with plastic.
7. Remove top four bolts (hold bolts with slotted screwdriver and turn nut with wrench). Remove remain-
ing six bolts with a wrench. Carefully remove gear assembly from wing.
—NOTE—
Landing gear repair is limited to reconditioning parts, parts
replacement, smoothing out minor nicks and scratches, and
repainting where chipped or peeled.
— NOTE —
Main gear cylinders used on the Archer II were cast.
Cylinders used on the Archer III are forged. Forged cylinders
are available as replacement for the Archer II models.
3. Use a 10 power glass to visually check cast gear cylinder top and bottom radii at drag link attach lugs
for cracks. If no cracks found by visual inspection, use dye penetrant procedure to check for cracks.
Refer to Chapter 20, Section 20-10-00.
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NOSE GEAR
A. DISASSEMBLY OF NOSE GEAR OLEO (Refer to Figure 32-4.)
—NOTE—
Remove and disassemble the nose gear oleo strut assembly
from strut housing with gear removed from or installed on
airplane.
—NOTE—
It may be necessary to tap top of fork with a plastic mallet to
get strut assembly out of housing.
6. Loosen strut assembly retainer nut that secures strut assembly in strut housing. (At the same time,
slide strut assembly out through bottom of strut housing.) Remove nut and washer from top of strut
housing after assembly is removed.
7. If necessary, remove top and bottom bearing from strut housing. (The bearings are compressed into
place, and light tapping may be needed to free them.)
8. Remove piston tube and fork assembly from cylinder as follows:
a. Separate upper and lower torque links by removing connecting nut, washer, and bolt.
b. Compress piston tube and fork assembly slightly and remove retainer ring from annular slot in
bottom of cylinder tube.
c. Remove piston tube and fork assembly by sliding out from the bottom of the cylinder tube.
9. Remove bearing assembly from piston tube as follows:
a. Release snap ring from top of piston tube.
b. Slide bearing assembly off the end.
c. If necessary carefully remove wiper strip, back-up washer, and quad ring from inside of bearing
sleeve, and the O-ring gasket from outside of bearing sleeve.
10. Remove piston tube plug with O-ring in the lower end of the tube as follows:
a. Remove nose wheel from fork. (Refer to removal and disassembly of nose wheel.
b. Loosen and remove bolt, washer and nut that extends through piston tube and block assembly.
c. Push plug through top of piston tube. Use a rod inserted through tube bottom.
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B. CLEANING, INSPECTION, AND REPAIR OF NOSE GEAR OLEO
—NOTE—
Repair of oleo is limited to smoothing out minor scratches,
nicks and dents, and parts replacement.
C. NOSE GEAR OIL ORIFICE RETAINER RING INSTALLATION (Refer to Figures 32-4 and 32-6.)
—NOTE—
A special tool can be made to simplify installation of the new
retainer ring. (Refer to Figure 32-5.)
1 With piston tube and fork removed from cylinder, verify all traces of the old retainer ring are removed
from metering tube.
2. Using the tool, position new retainer ring on end of tool with locating stud.
3. Insert tool into cylinder with centering stud positioned into hole in base of metering tube.
4. Hold tool tightly against metering tube and slide sleeve of tool towards metering tube. (This will
move new retainer ring over end of metering tube and position itself into groove of metering tube.)
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9. Position washer and strut assembly retainer nut on top of strut housing. Insert strut assembly up
through washer until it contacts nut. Tighten nut to fit snug.
10. Install steering horn assembly as follows:
a. Insert hex bolt through side of horn and top of strut assembly. When it protrudes through the
other side of steering horn, install washer and nut.
b. Install steering horn attaching bolt through top of horn into strut assembly. Do not tighten bolt at
this time. (If space appears between steering horn plate and top of strut assembly, install spacer
washer(s), (AN960416L), between horn and strut.)
c. Tighten bolt, and safety bolt to strut assembly retainer nut with MS20995C40 wire.
11. Compress and extend strut several times to verify that strut operates freely. The weight of the gear
wheel and fork should allow strut to extend.
12. Service oleo strut with fluid and air. (Refer to Chapter 12.)
13. Check gear for alignment. (Refer to alignment of nose landing gear.)
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E. REMOVAL OF NOSE LANDING GEAR (Refer to Figure 32-6.)
1. Remove engine cowling. (Refer to Chapter 71.)
2. Remove propeller. (Refer to Chapter 61.)
3. Place airplane on jacks. (Refer to Chapter 7.)
4. Remove engine. (Refer to Chapter 71.)
5. Disconnect the two steering bungee or rod assemblies at nose gear horn assembly by removing cotter
pins, nuts washers, and bolts.
6. Disconnect oil lines, vacuum lines, fuel lines, hoses and wires secured to the mount with clamps and
Koroseal lacing. Mark all wires and lines to aid installation.
7. Remove nose gear and engine mount by removing the five bolts holding mount to firewall.
—CAUTION—
The shimmy damper requires no service other than routine
inspection. In case of damage or malfunction, damper must be
replaced. Do not repair damper.
—CAUTION—
Repair to landing gear is limited to reconditioning of parts,
such as replacing bearings and bushings, smoothing out minor
nicks and scratches, repainting where paint has chipped or
peeled, and replacement of parts.
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H. ALIGNMENT OF NOSE GEAR
1. Place airplane on a smooth, level floor.
2. Place airplane on jacks. (Refer to Chapter 7.)
3. Level airplane laterally and longitudinally. (Refer to Chapter 8.)
4. From center of tail skid, extend a plumb bob and mark the contact point on the floor.
5. Extend a chalk line from floor mark below tail skid, to a point approximately three feet forward of the
nose wheel. Allow the line to pass under the wheel at the centerline of the tire. Snap the chalk line.
6. Verify rudder is properly rigged and rudder cable tension is correct. (Refer to Chapter 27.)
7. Clamp rudder pedals to align in a lateral position. (Refer to Figure 32-7.)
8. Verify nose wheel is in alignment with longitudinal axis of airplane or chalk line.
9. Install steering bungee assemblies between steering horn and rudder pedals without any load on
bungees. Adjust rod ends to obtain a no load condition. Connect bungees to steering horn.
—NOTE—
Check rod ends have sufficient thread engagement. Use check
hooks in the rods or verify a minimum three-eighths of an inch
thread engagement.
10. Verify rudder pedal stops are adjusted per instructions in Chapter 27.
11. Check nose gear steering for maximum right and left travel as follows:
a. Mark (on each side of the nose wheel) an angle line from the center line and wheel pivot point.
(Refer to chart 3202 for nose wheel turning angle.)
b. Turn wheel to its maximum travel in both directions to check for allowable travel. If travel is too
great in one direction and not enough in the other direction, check for possible damage to gear
fork or torque links.
12. Adjust horn stops to contact horn when nose wheel is turned 30° ± 1° right and left from center.
13. Adjust shimmy dampener by turning nose wheel against stops and adjusting the rod end of dampener
for adequate travel to both directions.
14. Remove airplane from jacks.
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Figure 32-7. Clamping Rudder Pedals Figure 32.8. Rudder Pedals at Neutral Angle
in Neutral Position
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WHEELS AND BRAKES
A. REMOVAL AND DISASSEMBLY OF MAIN WHEEL (Refer to Figure 32-9.)
1. Place airplane on jacks. (Refer to Chapter 7.)
2. If the wheel fairing is installed, remove the two fairing attachment bolts on each side of fairing and
remove the small plate on top of fairing. Slide wheel fairing up gear fairing.
3. To remove main wheel, remove the two cap bolts that join the brake cylinder housing and lining back
plate assemblies. Remove back plate from between brake disc and wheel.
4. Remove dust cover, cotter pin, and flat head pin that safeties the wheel nut, and remove the wheel nut.
Slide wheel from axle.
5. Separate the wheel halves by first deflating the tire. With tire sufficiently deflated, remove wheel
through bolts. Pull wheel halves from tire by removing the inner half from tire first, then remove outer
half.
6. Remove wheel bearing assemblies from each wheel half by first removing retainer rings or snap rings
holding the grease seal retainers, then the retainers, grease seals, and bearing cone. Bearing cups must
be removed for replacement only. Remove by tapping them out evenly from the inside.
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B. INSPECTION OF MAIN WHEEL ASSEMBLY
1 Visually check all parts for cracks, distortion, defects, and excess wear.
2. Check tie bolts for looseness or failure.
3. Check internal diameter of felt grease seals. Replace felt grease seal if surface is hard or gritty.
4. Check tire for cuts, internal bruises, and deterioration.
5. Check bearing cones and cups for wear and pitting, and relubricate.
6. Replace any wheel casting with visible cracks.
—CAUTION—
Do not damage axle tube end in any way. This will make
removal and installation extremely difficult.
b. Lightly tap axle tube out from the center of wheel assembly with an object of near equal diameter.
c. Remove spacer tubes and wheel assembly.
d. Slide down wheel fairing and remove by turning it sideways.
4. Separate wheel halves by first deflating tire. With tire sufficiently deflated, remove wheel through
bolts. Pull wheel halves from tire by removing wheel half opposite valve stem first and then the other
half.
5. Remove wheel bearing assemblies from each wheel half by removing three screws or snap ring
holding the grease seal and seal retainers, and then the bearing cones. Remove bearing cup by tapping
out evenly from the inside.
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G. BRAKE ADJUSTMENT AND LINING TOLERANCE
The brake lining clearance is self-adjusting. Visually inspect the lining (it may be inspected visually while
installed on the airplane). Linings are the riveted type and must be replaced if the thickness of any segment
becomes worn below 0.099 inch or unevenly worn.
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M. CLEANING, INSPECTION, AND REPAIR OF BRAKE MASTER CYLINDER
1. Clean cylinder parts with a suitable solvent and dry thoroughly.
2. Inspect interior walls of cylinder for scratches, burrs, corrosion, etc.
3. Inspect the general condition of the fitting threads of cylinder.
4. Check piston for scratches, burrs, corrosion, etc.
5. Cylinder repairs are limited to polishing out small scratches, burrs, etc., and O-rings.
—NOTE—
Use a small amount of hydraulic fluid (MIL-H-5606) on O-ring
and component parts to prevent damage and for ease of handling
during assembly.
1. Install new O-ring on inside and outside of packing gland and on outside of piston.(Use a cone placed
against the piston when installing Teflon O-ring on piston. The cone may be plastic or metal with
dimensions per figure 32-15.)
2. To assemble piston rod assembly, install on rod, in order: roll pins, return spring retainer washer,
retaining spring, packing gland with O-rings, seal, piston with O-ring, spring, and retainer bushing.
Secure with snap ring on rod end.
3. Insert piston rod assembly in housing and secure packing gland with snap ring.
4. Install cylinder. (Refer to installation of brake master cylinder.)
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O. INSTALLATION OF BRAKE MASTER CYLINDER (HAND BRAKE) (Refer to Figure 32-14.)
1. Install brake handle assembly between its mounting bracket and secure with bolt, washers, nut, and
cotter pin. Washers must be placed on each side of handle, between the bracket, and under the nut.
2. Place cylinder between mounting bracket and secure base end with bolt, washers, nut, and cotter pin.
Place washers on each side of cylinder and under the nut.
3. Connect rod end of cylinder to brake handle with a clevis pin and thin washers. Safety the clevis with a
cotter pin.
4. Connect pressure line to fitting at bottom of cylinder.
5. Connect inlet supply line to the fitting at the top of cylinder and secure with spring clamp.
6. Bleed brake system. (Refer to bleeding brakes.)
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14
SEE
NOTE
13
12
Figure 32-17. Brake Cylinder 10-27, 10-30, and 17000 (Toe Brake)
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S. ASSEMBLY OF BRAKE CYLINDER
1. Cleveland cylinder number 10-27. (Refer to Figure 32-17.)
—NOTE—
Use a small amount of hydraulic fluid (MIL-H-5606) on O-ring
and component parts to prevent damage, and for ease of
handling during reassembly.
a. Install new O-rings on inside and outside of packing gland and on outside of piston.
b. To assemble piston rod assembly, install on the rod, in order: roll pin, washer, spring. washer,
packing gland, sea!, piston assembly, spring, and roll pin.
c. Insert piston rod assembly in cylinder and secure with snap ring.
d. Install cylinder. (Refer to installation of brake cylinder.)
2. Cleveland cylinder number 10-30. (Refer to Figure 32-17.)
a. Install new O-rings on inside and outside of packing gland on outside of piston.
b. To assemble piston rod assembly, install on the rod, in order: roll pin, washer, spring, washer,
packing gland with O-rings, seal, piston assembly with O-ring, spring, sleeve, and retaining ring.
c. Insert piston rod assembly in cylinder and secure with retaining ring.
d. Install cylinder. (Refer to installation of brake cylinder.)
3. Gar-Kenyon cylinder number 17000. (Refer to Figure 32-17.)
a. Install new O-rings on inside and outside of fitting and on outside of piston.
b. To assemble piston rod assembly, install on the rod, in order: roll pin, return spring retainer washer,
return spring, fitting with O-rings, seal, piston with O-ring, spring and sleeve. Secure with retain-
ing ring on the rod end.
c. Insert piston rod assembly in cylinder and secure fitting.
d. Install cylinder. (Refer to installation of brake cylinder.)
—NOTE—
Fluid level in reservoir must be maintained to prevent air from
entering system.
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5. Pump right brake cylinder very slowly approximately 12 times. This will purge air from toe brake
cylinder system. Watch for any air forced through clear plastic tube during this operation. Verify air
has been forced from toe brake system.
6. Pump hand brake an additional 25 times or until no air is observed through clear plastic tube.
7. Tighten brake bleeder and remove plastic tube.
8. Repeat steps 1 through 6 for left main landing gear.
—NOTE—
By watching the fluid pass through the plastic hose fluid
reservoir and the bleeder fitting on gear being bled, check if
any air is left in system. If air bubbles are evident, filling of the
system must continue until all air is out of the system and a
steady flow of fluid is obtained If brake handle remains
spongy, disconnect the bottom of toe brake cylinders (next to
pedal) and rotate cylinder horizontally or above horizontal and
use hand brake alone to purge air from system.
4. Close the open bleeder fitting to which the pressure hose is attached. Do not remove tube from fluid
reservoir until both brakes have been bled. Check brakes on the side being bled for proper pedal pressure.
Place cap on bleeder fitting.
—NOTE—
Remove any trapped air in the top of wheel brake unit by
applying pressure to the system with the brake hand lever and
slowly opening bleeder and releasing hand lever.
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X. BLEEDING OF THE BRAKES AFTER A UNIT HAS BEEN CHANGED
—CAUTION—
Do not allow pressure to bleed off before closing bleeders, as
this will allow air in system. Repeat pumping and bleeding
approximately 10 or more times or until all air is released from
system. During all bleeding, fluid level of reservoir must be
maintained.
1. Actuate hand brake handle until some pressure builds in system. Crack the attaching B nuts at any
hose connection of replaced unit. Most of the spongy handle feeling will be displaced by this action.
2. Actuate master cylinder and toe brake cylinder of the side unit that was changed, and bleed fluid
through brake assembly on the wheel by pumping pressure and cracking bleeder until pressure drops.
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LIGHTS
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CHAPTER 33 - LIGHTS
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
33 - Cont./Effec.
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GENERAL
—WARNING—
It is the user’s responsibility to refer to the applicable vendor
publication when servicing or inspecting vendor equipment
installed in Piper aircraft..
This chapter gives instructions relating to maintenance of lighting equipment used on the aircraft.
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FLIGHT COMPARTMENT
1. Archer II
Instrument panel lights are controlled by a 5 amp circuit breaker through a switch and transistorized
dimmer control unit in the middle of the instrument panel just above the pedestal. There are two control
knobs, one for panel lights and one for radio lights.
2. Removal of Archer III Power Supply or Potentiometer Control (S/N’s 2890206 and up)
a. To Remove Dimmer Control
(1) Place BATT MAST switch in OFF position and disengage (pull) BATTERY FEEDER circuit
breaker
(2) Disengage (pull) PANEL/SWITCH LIGHTS or RADIO LIGHTS circuit breaker, as
appropriate.
(3) Gain access to appropriate dimmer control, mounted on the rear of the firewall, from under
the right side instrument panel.
(4) Disconnect electrical plug from dimmer control.
(5) Remove machine screws holding dimmer control to the firewall.
(6) Remove dimmer control.
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(4) Remove nut securing dimmer control p o t e n t i o m e t e r to instrument panel.
Potentiometer should now hang down below bottom of panel.
(5) Mark wires attached to back of dimmer control potentiometer for proper location. Unsolder
wires from back of dimmer control.
(6) Remove dimmer control
2. Installation of Archer III Dimmer Control or Potentiometer Control (S/N’s 2890206 and up)
a. To Install Dimmer Control
(1) Position dimmer control in proper location on back of firewall.
(2) Install machine screws holding dimmer control to the firewall.
(3) Connect electrical plug to power supply
(4) Engage (push in) PANEL/SWITCH LIGHTS or RADIO LIGHTS circuit breaker, as
appropriate.
(5) Engage (push in) BATTERY FEEDER circuit breaker and place BATT MAST switch in ON
position.
(6) Check that lights associated with replaced dimmer control operate properly.
(7) Place BATT MAST switch in OFF position.
NOTE
Check that potentiometer control is turned fully counterclockwise.
(2). Position potentiometer in proper location and insert from back of instrument panel. Check
that key lugs on switch align with key holes in back of panel.
(3) Install nut securing potentiometer to face of instrument panel.
(4) Install control knob. Check that knob pointer is in appropriate position. Tighten allen screw.
(5) Engage (push in) PANEL/SWITCH LIGHTS or RADIO LIGHTS circuit breaker, as
appropriate.
(6) Engage (push in) BATTERY FEEDER circuit breaker and place BATT MAST switch in ON
position.
(7) Check that lights associated with replaced potentiometer control operate properly.
(8) Place BATT MAST switch in OFF position.
D. ANNUNCIATOR PANEL
1. Archer II Description And Operation
The annunciator panel is a small cluster of lights which warn of malfunctions in circuits or
systems. A malfunction is identified by a warning light. There are three amber warning lights and a
push-button test switch. Power is supplied from the bus bar through a 5 amp fuse behind switch panel.
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The VAC warning light is controlled by a vacuum sensor switch at the firewall and is attached to
the vacuum regulator. The sensor switch will activate whenever differential pressure is below 3.5 in.
hg.
The OIL warning light is controlled by an oil pressure sensor switch (incorporated in the oil line)
at the firewall. The sensor switch will activate whenever the oil pressure is below 35 psi.
The ALT warning light is illuminated by current flowing from the bus bar to the alternator circuit.
This condition exists when the alternator is not operating properly and its output is zero. During
normal operation the alternator warning circuit is supplied with power from the top diode terminal.
This current flows through a 5 amp fuse (near the diode heat sink) to the resistor and diode, creating a
no-flow condition, which does not allow warning light illumination.
The test button is used to check operation of lights when engine is running. Lights will work
when engine is not running if master switch is turned on.
—CAUTION—
Oil pressure sensor and vacuum sensor switches are similar in
looks and size. Verify the correct unit is installed per parts cata -
log part number and description.
Chart 3302 gives information on most commonly experienced problems on the Archer II. For
further information contact a service representative at Vero Beach, Florida.
All warning lights fail. Blown fuse. Replace 5 amp fuse behind
instrument panel.
No current from bus. Check all wire segments,
c o nnections, and receptacle at
the left side of annunciator
panel.
All warning lights do not Test switch grounded out. Check terminals and replace
e x t i nguish after engine is switch if necessary.
r u nning.
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CHART 3302. TROUBLESHOOTING ARCHER II ANNUNCIATOR PANEL (SHEET 2 OF 2)
TROUBLE CAUSE REMEDY
VAC warning light does not Sensor activates at a too high Replace.
extinguish. setting.
Sensor terminals bridged. Remove material between
terminals.
Defective sensor. Replace.
Test switch fails to activate Bad switch or connections. Check wires and replace switch
warning lights. if necessary.
4. Troubleshooting Archer III Annunciator Panel
—CAUTION—
Oil pressure sensor and vacuum sensor switches are similar in
looks and size. Verify the correct unit is installed per parts cata -
log part number and description.
Chart 3303 gives information on most commonly experienced problems on the Archer III. For
further information contact a service representative at Vero Beach, Florida.
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CHART 3303. TROUBLESHOOTING ARCHER III ANNUNCIATOR PANEL (SHEET 1 OF 3)
TROUBLE CAUSE REMEDY
All warning lights fail to 5 amp ANNUNCIAT O R Reset (push IN) circuit breaker
illuminate. PANEL circuit breaker open.
Test switch fail to activate Bad switch or connections. Check wires and replace switch
warning lights. if necessary.
All warning lights do not Test switch shorted or bad Check wire connections and
e x t i nguish after engine is connections. replace switch if necessary.
r u nning.
Lights fail to dim when DAY- Defective K-3 relay in Replace relay.
NIGHT switch placed in annunciator box assembly.
NIGHT position.
Open wires from day/night Check wire connections.
switch to dimmer box.
LOW BUS VOLTAGE fails to Open wire between between bus Locate and repair open wire.
dim with switch in NIGHT bar and low voltage monitor;
position between low voltage monitor
and annunciator box assembly;
between annunciator box assembly
and annunciator light
PITOT HEAT OFF/INOP fails Open R-4 resistor in annunciator Replace resistor.
to dim with switch in NIGHT box assembly.
position
Defective K-2 relay in Replace relay.
annunciator box assembly.
VACUUM INOP light does not Sensor activates at a too high Replace.
extinguish. setting.
VACUUM INOP fails to dim Open R-6 resistor in annunciator Replace resistor.
with switch in NIGHT position. box assembly.
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CHART 3303. TROUBLESHOOTING ARCHER III ANNUNCIATOR PANEL (SHEET 3 OF 3)
TROUBLE CAUSE REMEDY
ALTERNATOR INOP fails to Blown 1/4 amp fuse between Replace fuse.
extinguish. alternator and alternator out
switch
OIL PRESSURE fails to dim Open R-5 resistor in annunciator Replace resistor.
with switch in NIGHT position. box assembly.
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5. Replacement Of Archer II Annunciator Panel Light Bulbs
Light bulb replacement does not require removal of annunciator panel. The lenses are designed to
be a friction fit. The bulbs fit into the back side of the lens. To replace a defective bulb, pull the
corresponding lens out of annunciator panel. Withdraw defective bulb from lens and replace with a
new bulb. Align the key on the lens with the keyway in the annunciator panel socket and press lens
into place.
6. Replacement Of Archer III Annunciator Panel Light Bulbs (S/N’s 2890206 and up)
It is not necessary to remove the annunciator panel assembly to replace lamp bulbs. Simply
“PUSH-IN” on the function light until it “clicks”, and release pressure. The cover assembly will be
partially ejected from the lamp base assembly. Pull the cover from the base and rotate to expose the
lamp bulbs. Replace defective bulb(s) and reverse removal procedure. Select BATT MAST switch
ON; then depress “Test” switch to verify lamp is functioning.
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TO ANNUNCIATOR
PANEL
R10
R12
5W K5
R1
R2
R3
R4
R5
R6
R7
R8
R9
560
(11 REQ’D)
K4
K1 K2 K3
IN2071A
DIODE
(5 REQ’D)
8. Removal And Installation Of Archer II and Archer III Oil Pressure Sensor Switch
Refer to chapter 79
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EXTERIOR
A. ARCHER II - 14 VDC SYSTEM
1. Description
The landing and taxi light is one light bulb. It is a 100 watt unit within nose cowl section. The
light is controlled by a switch to a 10 amp circuit breaker. The three navigation lights are controlled
by a single switch and a 10 amp circuit breaker. Optional anti-collision strobe lights may be mounted
on each wing tip in the same assembly with navigation lights. These units are rated to flash approxi-
mately 50 times per minute.
—NOTE—
Take note of the wire placement on the lamp to aid installation.
c. To install lamp, connect electrical leads and insert lamp into position. Position clamp at bottom
and secure with appropriate screw.
— NOTE —
To remove complete rotating beacon assembly, remove screws
holding it to fin tip. Pull rotating beacon assembly out and
disconnect electrical leads. Note their placement to aid instal -
lation. Remove rotating beacon assembly.
b. Installation
(1) Install light bulb in bayonet socket.
(2) Replace lens and clamp, and secure by tightening screw on clamps.
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(3) Remove strobe lamp by cutting wires on lamp under mounting bracket.
(4) Remove defective lamp.
(5) Remove and discard plug with the cut wires from its electrical socket.
— NOTE —
Note the placement of leads to aid installation.
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b. Installation Of Strobe Power Supply (Refer to Figure 33-3)
(1) Position power supply in place and secure with the four previously removed screws.
(2) Connect electrical leads in proper place.
(3) Connect electrical plugs in proper place.
(4) Replace access panel in rear baggage compartment.
— CAUTION —
When disconnecting power supply, allow five minutes of bleed
down time before handling unit.
a. Check input voltage at power supply is 14-volts.
— CAUTION —
When disconnecting and connecting power supply input con -
nections, do not reverse connections. Reversed polarity of
input voltage for just an instant will permanently damage
power supply. Reversed polarity destroys a protective diode in
the power supply, causing self-destruction from overheated
power supply. The damage is sometimes not immediately
apparent, but will cause system failure in time.
b. Check for malfunction in interconnecting cables.
(1) Check Pins 1 and 3 of interconnecting cable are not reversed.
(2) Use an ohmmeter to check continuity between Pin 1 and 3 of interconnecting cable. If a
reading is obtained, cable is shorted and must be replaced.
— CAUTION —
A short of the type in steps a. and b. will not cause permanent
damage to power supply, but the system will be inoperative.
Any connection between Pins 1 and 3 of the interconnecting
cable discharge the condenser in the power supply and destroy
trigger circuits.
c. Check interconnecting cables for shorts.
(1) Disconnect output cables from power supply outlets.
(2) Use an ohmmeter for the following continuity checks.
(a) Check from Pin 1 to Pin 1, Pin 2 to Pin 2, and Pin 3 to Pin 3. If no continuity exists,
cable is broken and must be replaced.
(b) Check continuity between Pins 1and 2, 1 and 3, and 2 and 3 of the interconnecting cable.
lf continuity exists cable is shorted and must be replaced.
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d. Check tube socket assembly for shorts.
(1) Disconnect tube socket assembly of the anti-collision light from the interconnecting cable.
(2) Use an ohmmeter for the following continuity checks.
(a) Check continuity between Pin 1 of AMP connector to Pin 1 of tube socket. lf no continuity
exists, tube socket assembly is broken and must be replaced.
(b) Check Pin 2 of AMP connector to Pins 6 and 7 of tube socket.
(c) Check Pin 3 of AMP connector to Pin 4 of tube socket.
1 When making these tests, if no continuity exists, tube socket assembly is broken and
must be replaced.
— NOTE —
Use care not to disturb adjustment bolts when removing landing
light bulb(s). Should adjustment bolt settings be disturbed,
check light alignment after installing new bulb.
b. Remove the three lamp retaining bolts. Remove retaining ring. (Refer to Figure 33-4.)
c. Pull lamp forward far enough to gain access to the electrical connection tabs on back of the lamp.
d. Remove the two brass screws connecting the electrical leads to the lamp.
e. Remove and discard defective bulb.
f. Connect electrical leads to replacement bulb using two brass screws.
g. Position lamp in place and install retainer ring.
h. Install the three lamp retaining bolts.
i. Check lamp function by turning BATT MAST switch ON and selecting LND LIGHT switch ON.
j. Place BATT MAST and landing light switch in OFF position
k. Install Plexiglas lens.
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LAMP
LIGHT
RETAINING
ASSEMBLY
BOLT
WING
TIP
ASSEMBLY
LAMP
RETAINING
BOLT
LAMP
RETAINING
RING ADJUSTMENT
BOLT
LAMP
RETAINING
ADJUSTMENT
BOLT
BOLTS
Figure 33-4. Archer III Landing Light Installation
3. Adjustment (Alignment) of Landing Light
a. Locate airplane 20 feet from a target wall as shown in figure 33-5.
b. Level airplane both vertically and horizontally. (Refer to Chapter 8)
c. Remove the appropriate Plexiglas cover lens.
d. Connect airplane to a 28 Vdc external power supply.
e. Position the BATT MAST and LDG LIGHT switches ON.
f. Adjust the three landing light adjustment bolts as necessary to move the landing light housing so
that the center of the light beam illuminates the target wall at the following locations. (Refer to
Figure 33-4.):
(1) The left landing beam is centered at a point 32 ± 1 inches up from the floor.
( 2 ) The left landing beam is centered at a point 15 feet ± 3 inches outboard from the
a i rplane’s centerline.
(3) The right landing beam is centered at a point 32 ± 1 inches inches up from the floor.
( 4 ) The right landing beam is centered at a point 15 feet ± 3 i n c h e s outboard from the
a i rplane’s centerline.
g. Position the BATT MAST and LDG LIGHT switches ON.
h. Disconnect 28 Vdc external power supply.
i. Install Plexiglas cover lens.
j. Remove devices used to level airplanes. (Refer to Chapter 8)
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32” ± 1”
20’ ± 3”
BEAM
RLINE OF LIGHT
CENTE
15’ ± 3”
15’ ± 3”
CENTER
LINE OF
LIGHT B
EAM
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3. Navigation (Position) Lights
a. Description
Navigation (position) lights are on each wing tip in the same assembly as the strobe
anti-collision light.
b. Removing bulb(s)
(1) Ensure that the BATT MAST and NAV LIGHT switches are in OFF position.
(2) Disengage (pull out) NAV LIGHTS circuit breaker.
(3) Remove the two screws securing the lens cover plate.
(4) Carefully remove cover plate. The red (left wing) or green (right wing) lens, along with the
white and anti-collision light lenses, may be removed with the cover plate.
(5) To remove the left or right navigation light bulb (bulbs behind the green or red lenses), twist
bulb counterclockwise to release bulb and pull out.
(6) To remove the white (aft) navigation light, pull straight out on bulb.
b. Installing bulb(s)
(1) To install left or right navigation light bulb (the bulbs behind the green or red lenses):
(a) Align bulb in socket.
(b) Push in on bulb, while twisting clockwise, until bulb is seated in position.
(2) To install the white (aft) navigation light, align bulb with socket and push straight in until
bulb is seated.
(3) Set (push in) NAV LIGHTS circuit breaker.
(4) Verify that bulb(s) is/are working by selecting BATT MAST and NAV LIGHT switches ON
and checking that all navigation light bulbs are lit. Select BATT MAST and NAV LIGHT
switches OFF.
(5) Locate lenses over appropriate bulbs and position cover plate over lenses and light fixture.
Be sure that the red lens (right wing) or green lens (left wing) is located over the forward
bulb
(6) Install cover plate over lenses and secure with the two screws removed in step a, (1).
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c Installation Of Wing Tip Strobe Light
(1) Route wires from new lamp through the hole in navigation light bracket.
(2) Install wire protection grommet onto light bracket.
(3) Connect plug to receptacle. Insure like color wires on plug and receptacle are aligned or
opposite each other. Secure plug and receptacle connection with a Ty-Wrap.
(4) Position strobe and navigation light assembly in place on wing tip.
(5) Secure navigation light assembly and bracket to wing tip with the three screws removed
during disassembly.
(6) Set (push in) ANTI-COLL LIGHTS circuit breaker.
(7) Verify that bulb(s) is/are working by selecting BATT MAST and STROB LIGHT switches
ON and checking that both strobe lights flash. Select BATT MAST and STROB LIGHT
switches OFF.
(8) Install navigation light cover. Check that red or green lens, as appropriate, are properly
located. Secure cover with the two screws removed during disassembly.
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TO LIGHT
WHITE
DIMMER CONTROL
AVG #22 BUS WIRE BLACK OFF
#20 VINYL GLASS TO
TUBING GROUND
STROBE
LIGHT
SWITCH
L4B 20
WIRE
CONNECTIONS SWITCH
FACE
L4E 20
3 2 1
GND
POWER
SEE VIEW B
SUPPLY
SEE
VIEW
A
GND - BLK
POWER 1 2 3 4
1 (+) TRIGGER TAIL WING WING
2 (-)
MS35206-244 SCREW
MS35206-244 SCREW
AN936-B8 WASHER AN936-B8 WASHER
(UNDER TERMINAL) (UNDER TERMINAL)
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— CAUTION —
When disconnecting power supply, allow five minutes of bleed
down time before handling unit.
a. Check input voltage at power supply is 28-volts.
— CAUTION —
When disconnecting and connecting power supply input con -
nections, do not reverse connections. Reversed polarity of
input voltage for just an instant will permanently damage
power supply. Reversed polarity destroys a protective diode in
the power supply, causing self-destruction from overheated
power supply. The damage is sometimes not immediately
apparent, but will cause system failure in time.
b. Check for malfunction in interconnecting cables.
(1) Check Pins 1 and 3 of interconnecting cable are not reversed.
(2) Use an ohmmeter to check continuity between Pin 1 and 3 of interconnecting cable. If a
reading is obtained, cable is shorted and must be replaced.
— CAUTION —
A short of the type in steps a. and b. will not cause permanent
damage to power supply, but the system will be inoperative.
Any connection between Pins 1 and 3 of the interconnecting
cable discharge the condenser in the power supply and destroy
trigger circuits.
c. Check interconnecting cables for shorts.
(1) Disconnect output cables from power supply outlets.
(2) Use an ohmmeter for the following continuity checks.
(a) Check from Pin 1 to Pin 1, Pin 2 to Pin 2, and Pin 3 to Pin 3. If no continuity exists,
cable is broken and must be replaced.
(b) Check continuity between Pins 1and 2, 1 and 3, and 2 and 3 of the interconnecting cable.
lf continuity exists cable is shorted and must be replaced.
d. Check tube socket assembly for shorts.
(1) Disconnect tube socket assembly of the anti-collision light from the interconnecting cable.
(2) Use an ohmmeter for the following continuity checks.
(a) Check continuity between Pin 1 of AMP connector to Pin 1 of tube socket. lf no continuity
exists, tube socket assembly is broken and must be replaced.
(b) Check Pin 2 of AMP connector to Pins 6 and 7 of tube socket.
(c) Check Pin 3 of AMP connector to Pin 4 of tube socket.
1 When making these tests, if no continuity exists, tube socket assembly is broken and
must be replaced.
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CHAPTER 34 - NAVIGATION AND PITOT STATIC
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
34 - Cont./Effec.
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CHAPTER 34 - NAVIGATION AND PITOT STATIC
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
34 - Cont./Effec.
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NAVIGATION AND PITOT STATIC
A. GENERAL
—WARNING—
It is the user’s responsibility to refer to the applicable vendor
publication when servicing or inspecting vendor equipment
installed in Piper aircraft, .
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3. Gyro Fitting Installation Procedure
Use of teflon tape on fitting threads is recommended and should be installed as follows:
– CAUTION –
Permit no oil, grease, pipe compound or any foreign material
to enter ports prior to installation of fittings. Make sure that
all air lines are clean and free of foreign particles and/or
residue before connecting lines to gyro. DO NOT USE
THREAD LUBE ON FITTINGS OR IN PORTS. Use of
thread lube can cause contamination shortening life of gyro
and can cause premature failure. Any evidence of the use of
thread lube will create a WARRANTY VOID CONDITION.
a. Carefully lay teflon tape on fitting threads allowing one thread to be visible from end of fitting.
Hold place and wrap in direction of threads so tape will remain tight when fitting is installed.
b. Apply sufficient tension while winding to assure that tape forms into thread grooves (one full
wrap plus 1/2 inch overlap is sufficient).
c. After wrap is complete, maintain tension and tear tape by pulling in direction of wrap. Resulting
ragged end is key to tape staying in place.
d. Press tape well into threads.
e. Screw fitting into port, being careful not to exceed torque requirements as noted on decal located
on cover of gyro. (Refer to Chart 9105 for specifications and manufacturer’s address.)
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FLIGHT ENVIRONMENTAL DATA / PITOT STATIC
DESCRIPTION AND OPERATION (Refer to Figure 34-1)
The pitot air system consists of a pitot mast on the underside of the left wing with its related plumbing.
Impact air pressure entering the pitot is transmitted from the pitot inlet through hose and tubing routed through
the wing to airspeed indicator on the instrument panel. A partially or completely blocked pitot head will give
erratic or zero instrument reading.
The static air system consists of interconnecte static ports on the underside and aft side of the (pitot) static
mast. The ports are connected to airspeed indicator, altimeter, and vertical speed indicator by hose and tubing
routed through the wing. An alternate static air source is below instrument panel in front of pitot. The alter-
nate static source is part of the standard system and has a shutoff valve to close the port when not needed.
Pitot and static lines are drained through separate drain valves on left lower side of fuselage interior.
NOTE—
If any connections in static system are opened for checking,
system must be rechecked per F.A.R. 23.1325.
Pointer fails to respond. Obstruction in static line. Disconnect all instruments con-
nected to static line.Clear line.
Static vents frozen over.
Check individual instrument for
Water in static line. obstruction in lines.
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CHART 3401. TROUBLESHOOTING VERTICAL SPEED INDICATOR (SHEET 2 OF 2)
TROUBLE CAUSE REMEDY
Rate of climb reads when air- Water in static line. Disconnect static lines and blow
plane is banked. out lines from cockpit out to
pitot head.
Instrument reads very low during Instrument case broken or Replace instrument.
climb or descent. leaking.
B. SENSITIVE ALTIMETER
The altimeter indicates pressure altitude in feet above sea level. The indicator has three pointers and a dial
scale; the long pointer is read in hundreds of feet, the middle pointer in thousands of feet, and the short pointer
in ten thousands of feet. A barometric pressure window is on the right side of indicator dial and is set by a
knob on lower left corner of instrument. The altimeter is a sealed diaphragm connected to the pointers through
mechanical linkage. The diaphragm mounting is made of bi-metallic temperature sensitive strips that
compensates for variations from standard temperatures. The instrument case is vented to static air system
and, as static air pressure decreases, the diaphragm expands, causing the pointers to move through mechanical
linkage.
CHART 3402. TROUBLESHOOTING ALTIMETER (SHEET 1 OF 2)
TROUBLE CAUSE REMEDY
Excessive scale error. Improper calibration adjustment. Replace instrument.
Setting knob set screw loose or Not tightened when altimeter Tighten instrument screw
missing. was reset. if loose. Replace instrument, if
screw is missing.
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CHART 3402. TROUBLESHOOTING ALTIMETER (SHEET 2 OF 2)
TROUBLE CAUSE REMEDY
Dull or discolored markings. Age. If condition is undesirable,
replace instrument.
Barometric scale and reference Drift in mechanism. Refer to latest revision of 43:13.
markers out of synchronism
with pointers.
Altimeter sticks at altitude or Water or restriction in static Remove static lines from all
does not change with altitude line. instruments, blow line clear
change. from cockpit to pitot/static
mast.
Altimeter changes reading as Water in static line. Remove static lines from all
airplane is banked. instruments, and blow line clear
from cockpit to pitot/static
mast.
—NOTE—
If any connections in static system are opened for checking,
system must be rechecked per F.A.R. 23.1325.
C. AIRSPEED INDICATOR
The airspeed indicator reads the speed of the airplane passing through the air. Airspeed indication is the
differential pressure reading between pitot air to pressure and static air pressure. The instrument has the
diaphragm vented to the pitot air source. The case is vented to static air system. As airplane increases speed,
pitot air pressure increases, causing diaphragm to expand. A mechanical linkage moves the pointer to show
speed . The instrument dial is calibrated in knots and miles per hour, and has operating range markings for
safe operation of the airplane.
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CHART 3403. TROUBLESHOOTING PITOT/STATIC TUBES AND AIRSPEED INDICATOR
(SHEET 2 OF 2)
TROUBLE CAUSE REMEDY
Pointer of instrument oscillates Defective mechanism. Replace instrument.
Airspeed changes as airplane is Water in static line. Remove static lines from all
banked. instruments, and blow line clear
from cockpit to pitot/static
mast.
—NOTE—
If any connections in static system are opened for checking,
system must be rechecked per F.A.R. 23.1325.
– CAUTION –
During installation of all OAT’s, only finger tighten gauge
and external threaded hex tube (sunshield). Over torquing
will damage instrument.
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b. Archer III side panel mounted instrument.
(1) Remove pilot’s window close out panel.
(2) Disconnect power wire.
(3) Remove external sunshield by turning it counterclockwise. Turn by hand only.
(4) Unscrew instrument from support bushing. Note position of any washers or spacers.
(5) Install new gauge in reverse sequence. Check gauge position before hand tightening
sunshield
(6) Install pilot’s window close out panel.
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ATTITUDE AND DIRECTION
A. GYRO INSTRUMENTS
1. General
On the Archer II, air and electric attitude gyros are used, per the option package installed. Both
are displacement type gyros with free rotors mounted in gimbal assemblies. Consult the A.F.C.S.
manufacturer’s service manual if a flight director, or autopilot is coupled to the attitude horizon.
On Archer III models, only air driven attitude gyros are used.
—CAUTION—
The gyro air filter must be clean or replaced before adjusting
gyro air pressure.
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The ADI is essentially an air driven gyroscope rotating in a horizontal plane and is operated by
the same principle as the directional gyro. The gyro is driven primarily by the engine driven dry
pneumatic vacuum pump. An electrically operated vacuum pump is also installed as a backup in the
event of primary pump failure. Air volume, not air pressure, spins the gyro rotor. A pressure regulator
will automatically adjust air pressure within proper limits. If the air filter becomes contaminated,
restricting air flow, gyro rotor speed will be reduced.
Air flow directed at gyro buckets, causes the rotor to spin approximately 17,000 to 22,000 rpm,
allowing gyroscopic ability to remain rigid in space. The instrument case moves freely about the spin-
ning gyro rotor in three dimensions due to a gimbal assembly. A bar across the face of the indicator
represents the horizon and aligning the miniature airplane to the horizon bar simulates the alignment
of the airplane to the actual horizon. Any deviation simulates the deviation of the airplane from the
true horizon. The ADI is marked for different degrees of bank. The display is stable and shows
minute attitude changes of 1 degree. Unlike the directional gyro, the erection mechanism activity is
seen by a rapidly wobbling and leveling pitch bar, when power is first applied. The instrument can be
adjusted for parallax by a knob on the lower center instrument face. Except on the Sigma Tech ADI
used on the Archer III, a second knob, when held to the IN position, engages forks which cages the
gyro rotor in the erect position.
When the optional King Flight Director System is installed on the Archer III, the pilot and (if
installed) copilot's ADI’s are King KI-256 Flight Director Attitude Indicator(s) that combine air driven
gyro(s) with electrical pitch and roll inputs and outputs to the autopilot/flight director.
1. Troubleshooting
CHART 3404. TROUBLESHOOTING ATTITUDE DEVIATION INDICATOR (SHEET 1 of 2)
Trouble Cause Remedy
Bar fails to respond. Observe vacuum gauge for If insufficient vacuum exist,
insufficient vacuum. check pump and tubing.
Bar does not settle. Insufficient vacuum. Check line and pump. Adjust
valve.
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CHART 3404. TROUBLESHOOTING ATTITUDE DEVIATION INDICATOR (SHEET 2 of 2)
Trouble Cause Remedy
Instrument does not indicate Instrument not level in panel. Loosen screws and level
level flight. instrument.
Instrument tumbles in flight. Observe vacuum gauge for low If vacuum is low, reset regulator.
vacuum.
2. Operational Limitations
The attitude deviation indicator has no attitude limits. If pitch reaches 90 degrees, polar effect is
reached and the horizon bar display will rotate 180 degrees to an inverted position and will rotate 180
degrees when the airplane is again right side up. The attitude deviation indicator will not be damaged
by such extreme attitude changes and will correct itself in a short time. There are no roll limitations to
the attitude deviation indicator. When the gyro rotor is at rest, and power is applied, the erection
mechanism exerts maximum authority and rapid and noticeable erection results. If power is removed
from the spinning rotor (engine shut down while briefly discharging passengers), the gyro rotor continues
to rotate at high speed, but the erection mechanism is not functional. When power is again applied to
electrically driven attitude deviation indicator, the erection mechanism begins to function. However,
due to gyro rigidity because of the high rotor speed, erection is considerably longer than normal. The
electric attitude deviation indicator exhibits small errors in pitch and roll after roll out from a coordi-
nated turn and small pitch changes after acceleration or deceleration. The erecting mechanism quickly
returns the gyro to its proper position. The electric attitude deviation indicator is more efficient and
less subject to error than the air driven attitude deviation indicator
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3. Troubleshooting
Service is restricted to instrument installation and power source. Obvious malfunctions, such as
failure to erect or large horizon bar displacement that cannot be corrected by manually caging the
instrument, require repair or replacement of instrument. . Typical installation examples of attitude
deviation indicator malfunctions are due to: deteriorating electrical grounds or sagging instrument
panel shock mounts. Replace or repair the instrument only after the system has proven to be good.
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3. Troubleshooting
a. General
Service is restricted to instrument installation and power source. Obvious malfunctions , such as
failure to erect or compass card spinning that cannot be corrected by manually caging the instrument,
require repair or replacement. Typical installation examples of heading indicator malfunctions are due
to: restricted air flow from air line kinks or leaks, contaminated air filters, deteriorating electrical
grounds, sagging instrument panel shock mounts, systems regulators, faulty vacuum/pressure gauges.
(Air pressure must be 5.5 plus or minus 0.5 psig). Replace or repair the instrument only after the
operating system has proven to be good.
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D. MAGNETIC COMPASS
1. General
The magnetic compass is a self-contained instrument. The compass card is mounted on two
magnets, which tend to align themselves with the Earth’s magnetic field, permitting the compass to use
Earth’s magnetic north as a reference. Due to magnetic attractions created by nearby metal surfaces and
the airplanes’s electrical equipment, the compass magnets are frequently “pulled” away from magnetic
north. Much of this error (not all) can be removed by a procedure called swinging the compass (see
Adjustment of Magnetic Compass). This involves placing the airplane on a magnetic compass rose,
and, using a brass screwdriver to adjust compensators incorporated in the instrument, removing as
much of the error as possible while on headings of north, south, east and west. The remaining error is
then noted on a compass correction (deviation) card for each 30° of heading. The completed correction
card is then placed in receptacle mounted on the instrument. The compass should be swung whenever
instruments or radios are changed and at least once a year. For night operations, the instrument is
internally lit. The light is powered by the airplanes’s instrument lighting circuit.
2. Troubleshooting
CHART 3406. TROUBLESHOOTING MAGNETIC COMPASS (SHEET 1 OF 2)
Trouble Cause Remedy
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CHART 3406. TROUBLESHOOTING MAGNETIC COMPASS (SHEET 1 OF 2)
Trouble Cause Remedy
Card does not move The gears that turn Replace instrument.
compensating screws compensating magnets
are turned. are stripped.
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10. When satisfied that errors in excess of 10° is fault of the instrument, replace instrument.
11. After installing new instrument, repeat steps 1 through 8.
E. TURN INDICATOR
1. General
Archer II and Archer III airplanes are equipped with turn coordinator(s). The convential turn and
slip indicator(s) are available as an option on both models. The gyro in either one is electrically
operated. The turn portion of both indicators is a gyroscope, while a ball sealed in a curved glass
tube filled with dampening fluid is used to maintain coordinated flight. Both types work on the
precession principle.
The gyro in the turn coordinator is installed so that the indicator, mechanically linked to the gyro,
responds to both the rate of yaw or turn, and rate (not degree) of roll. With this indicator, if the aircraft
is rolled right and left rapidly, the indicator will move while the airplane is rolling, indicating the rate
(degrees per second) of roll. If the aircraft is then held in at a constant bank angle, and rudder is
applied to maintain heading (such as when “slipping”), the indicator will come back to zero rate,
indicating no roll or turn. Should the airplane be permitted to turn once a desired bank angle is
established, the indicator will remain deflected in the direction of the roll/turn, now indicating rate of
turn. Thus, using the flight controls to keep the indicator on the appropriate turn index, will result in
the airplane becoming established in a coordinated, standard rate (3° per second) turn.
The gyro in the turn and slip indicator, which is the older style, is installed so that the needle
responds only to rate of yaw or rate turn. It has a vertical needle in the center of the dial mechanically
linked to the gyro. Unless the aircraft is turning or yawing, the needle will not move regardless of roll
rate. The greater the rate of turn (degree of heading change per second), the more the gyro is
precessed, resulting in greater needle deflection in the direction of turn.
2. Troubleshoting
CHART 3407. TROUBLESHOOTING TURN INDICATOR
Trouble Cause Remedy
Pointer fails to respond. Foreign matter lodged in Replace instrument.
instrument.
Ball not in center when Instrument not level in panel. Level instrument.
aircraft is correctly trimmed.
Instrument will not indicate a No power to instrument. Check circuit and repair.
turn.
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CHAPTER
VACUUM
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CHAPTER 37 - VACUUM
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
37 - Cont./Effec.
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GENERAL
—WARNING—
It is the user’s responsibility to refer to the applicable vendor
publication when servicing or inspecting vendor equipment
installed in Piper aircraft, .
The air driven gyro instrumentation in both the Archer II and Archer III models gives quick and actual
indications of airplane attitude, performance, and condition. Maintenance, other than described, must be done
by the instrument manufacturer or an authorized repair station.
B. TROUBLESHOOTING
No vacuum gauge indication at Faulty gauge or malfunctioning Replace gauge or replace pump.
instrument or source. pump.
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CHART 3701. TROUBLESHOOTING VACUUM SYSTEM (SHEET 2 OF 3)
TROUBLE CAUSE REMEDY
Normal vacuum reading, but Faulty instrument. Replace instrument.
sluggish operation of instru-
ments. Dirty or clogged filter or vacuum Replace filter. Repair lines.
line kinked.
AUX ON selected on ground Circuit breaker open. Push circuit bleaker(s) in.
check and auxiliary vacuum
pump will not run. Faulty electrical motor. Isolate and check operation.
Replace pump/ motor assembly
if required.
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CHART 3701. TROUBLESHOOTING VACUUM SYSTEM (SHEET 3 OF 3)
TROUBLE CAUSE REMEDY
AUX ON selected on ground Loose or broken wire connections. Tighten all wire connections
check and auxiliary vacuum and terminals. Check all wires
pump will not run. (continued) for open breaks; repair as needed.
AUX ON selected on ground Leak in vacuum system. Tighten clamps and check hoses.
check and little or no vacuum is Replace if necessary.
indicated; AUX ON annunciator
will not light. Restriction in hose lines. Inspect and repair hose lines.
Replace if necessary.
VAC OFF AUX ON annunciator Open circuit breaker. Push circuit breaker(s) in.
switch will not engage auxiliary
vacuum pump system. Faulty switch. Test switch for operation.
Replace if necessary
Auxiliary vacuum pump main- Auxiliary vacuum pump is Replace auxiliary vacuum pump
tains correct pressure on the worn. assembly.
ground but not at altitude.
Regulator is sticky. Clean or replace regulator.
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DISTRIBUTION
A. VACUUM SYSTEM SERVICE TIPS
—CAUTION—
Failure to inspect vacuum system hoses, clamps, and other
components periodically for leaks and security, will result in
unreliable gyro instrument indications.
—CAUTION—
Slivers of rubber from the hoses can become detached and
sucked into the pump, causing damage to the pump.
b. Examine the ends of the hoses for rubber separation and slivers of rubber on the inside diameter.
The slivers can detach, enter vacuum pump, and cause premature pump service.
c. Replace hose clamps and fittings when broken, damaged, or corroded.
—CAUTION—
DO NOT USE PIPE DOPE or any other anti-seize tape or
compound when replacing any of the threaded fittings The
Airborne fittings are cadmium plated to avoid the need for any
other anti-seize material. This will protect pump from ingesting
foreign materials that will damage pump.
—CAUTION—
Immediately plug holes with shipping plugs after removing
gyro instruments, or warranty will be voided due to contamination.
2. Vacuum Gauges
—NOTE—
Vacuum gauges are replaced when malfunctions occur.
a. Check vacuum gauge accuracy by comparing reading on suspect gauge with a gauge of known
accuracy.
b. Visually examine gauge Performance as follows:
(1) With engine stopped and no vacuum applied to gauge, pointer should rest against internal
stop in the 9 o’clock position. Replace gauge if there is any displacement from this position.
(2) A slight overshoot during engine start, not to exceed one half of an inch mercury, is normal
and not cause to replace gauge.
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(3) With engine operating at normal cruise rpm, gauge should read from 4.8 to 5.2 inches of
mercury.
(4) At 1200 rpm, vacuum gauge reading should be more than four inches of mercury.
3. Gyro Filters
—CAUTION—
Service gyro filters on a scheduled basis, no later than 100
hours, or sooner as needed.
The system has a large central filter and a differential vacuum gauge that monitors the filter condition
while giving vacuum readings.
—CAUTION—
A central filter combined with a differential vacuum gauge
give a decline in panel gauge reading when filter is clogged
and vacuum declines below recommended value. Filters
should be replaced when gauge reading declines below recom -
mended value; do not adjust regulator.
4. Vacuum Regulator
—CAUTION—
Replace regulating valve if panel gauge is checked and found
to be accurate, and vacuum gauge reading does not repeat
within the range of 4.8 to 5.2 inches of mercury.
—NOTE—
Regulator malfunction tends to increase vacuum power to gyros.
A loss of vacuum does not occur. The gyros act as a limiting
device to keep vacuum power from exceeding safe levels.
Symptoms that indicate replacement of vacuum regulating valve are:
a. Chatter as indicated by rapid fluctuation of vacuum gauge needle, or an audible sound.
b. Non-repeatability of vacuum gauge reading when panel gauge is not suspect.
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1. Removal Of Engine Driven Vacuum Pump
a. Remove top engine cowling. (Refer to chapter 71.)
b. Loosen hose clamp and remove hose from pump fitting.
c. Remove the four retaining nuts, lock washers, and plain washers that secure pump to engine.
d. Remove pump.
—CAUTION—
Never install a pump that has been damaged or dropped
—CAUTION—
The only pump mounting gasket authorized and approved for
use on the Airborne vacuum pump is Airborne gasket B3-1-2,
Piper part number 751 859. Any other gasket could result in
oil seepage or leakage at the mounting surface.
a. Place pump gasket in its proper place and align spline on pump drive with spline on engine drive
assembly.
b. Secure pump to engine with four plain washers, lock washers, and retaining nuts. Tighten nuts to
a torque of 50 to 70 inch-pounds. Install lock nuts.
c. Connect hoses to pump; secure with hose clamps.
d. Install engine cowling.
C. AUXILIARY VACUUM PUMP. (Archer II, serial numbers 28-8690001 to 28-8690056, and serial
numbers 2890001 through 2890205 See figure 37-1.) (Archer III, serial numbers 2890206 and up.)
(Refer to Figures 37-1 and 37-2)
The Auxiliary vacuum pump installation is basically the same in the Archer II and Archer III. The only
differences are:
a. The Archer II has a 12 Vdc pump motor and relay, while the Archer III has a 24 Vdc pump motor
and relay. (Refer to Figure 37-3.)
b. The VAC OFF AUX ON switch is on the extreme right instrument panel on the Archer II: the
switch is located on the extreme left instrument panel on the Archer III.
—CAUTION—
Replace auxiliary vacuum pump/motor assembly with a new,
working unit, or send unit to vendor for repair. It is important
pump/motor assembly be repaired by trained personnel for proper
operation.
The auxiliary vacuum pump mounted on the firewall is a backup source to operate the gyro flight
instruments if the engine driven pump fails. A20 amp circuit breaker in the system protects the pump motor
circuit, and a 5 amp circuit breaker protects the annunciator light switch.
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AIRPLANE MAINTENANCE MANUAL
1. Auxiliary Vacuum Pump, Engine Off Operational Check
—CAUTION—
Verify all electrical equipment is off before beginning engine
off operational check.
—CAUTION—
Run auxiliary pump for only a short period of time. Excessive
time of operation weakens battery to an unreliable charge
level.
a. Press battery master switch on. Check that VAC OFF annunciator lights.
b. Press VAC OFF/AUX ON annunciator switch. Check that AUX ON annunciator lights, and VAC
OFF annunciator goes out. Check that vacuum gauge reads between 4.8 and 5.2 in. hg.
c. Press VAC OFF/AUX ON annunciator switch to cycle it to the off position. Check that AUX ON
annunciator goes out, and VAC OFF annunciator lights.
d. Press battery master switch off.
—WARNING—
Verify battery master switch is OFF.
—WARNING—
Cover auxiliary vacuum pump switch on the instrument panel
with an INOP placard, if a replacement auxiliary pump/motor
assembly is not installed before next flight.
—CAUTION—
The auxiliary vacuum pump and motor comprise a sealed
assembly and must be removed as one assembly.
—CAUTION—
The elapsed time indicator is matched to the pump/motor
assembly and must be removed and replaced with the
pump/motor assembly.
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—CAUTION—
Insulate and secure leads remaining in airplane if a replacement
elapsed time indicator is not installed immediately.
—WARNING—
Be sure battery master switch is OFF.
—CAUTION—
Never install a pump that has been damaged or dropped.
—CAUTION—
The elapsed time indicator is matched to the pump/motor
assembly and must be removed and replaced with the
pump/motor assembly.
a. Connect elapsed time indicator to two-pin connector on the leads coming from the back of the
switch.
—CAUTION—
Do not locate elapsed time indicator on or near avionics or
other equipment that generates a significant amount of heat.
b. Secure elapsed time indicator to wire harness with a strap; check elapsed time indicator can be
easily inspected.
c. Secure excess lead wire.
d. Remove top engine cowling.
e. Mount pump motor assembly to bracket with band clamps. Do not tighten clamps.
—NOTE—
Rotate pump/motor assembly within clamps for easier
installation.
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AIRPLANE MAINTENANCE MANUAL
OVERBOARD
FLOW
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AIRPLANE MAINTENANCE MANUAL
OVERBOARD
FLOW
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373 15 373 13
V6A20
PUMP
(FRONT VIEW)
VAC OFF
AUX ON
20
V4A20
D. C. BUS
MANIFOLD
ETI ASSEMBLY
V3B20 V3C20
V1A20
5
V2A20
V3A20
W4B
REGULATOR
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AIRPLANE MAINTENANCE MANUAL
D. REPLACING PUMP FITTINGS
—CAUTION—
Do not place pump or motor housing in vise. Hold by hand
when removing or tightening fittings.
—CAUTION—
Do not use pipe tape, thread dope, hydrocarbon oil, or grease,
as these could contaminate the pump and cause malfunction.
—CAUTION—
Do not over tighten fittings. Pump case and port damage
could result.
—CAUTION—
Never install a pump that has been damaged or dropped.
—CAUTION—
Check for external damage before installing any fittings on
pump.
—WARNING—
Do not attempt adjustment of this valve with engine in opera -
tion, without a qualified pilot or other responsible person at
the controls.
—CAUTION—
Verify central air filter and vacuum lines are clean before
adjusting vacuum regulator.
a. Loosen locking nut or remove protective cap from valve, per type installed.
b. Start engine. Allow time for warm-up, and run engine at medium rpm.
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AIRPLANE MAINTENANCE MANUAL
c. With engine running at medium rpm, suction gauge should read 5.0 ± 0.2 inches mercury. If read-
ing is not within this range, shut down engine and adjust regulator valve (move valve adjustment
screw clockwise to increase pressure, and counterclockwise to decrease pressure). Start engine
and repeat check. With engine running at medium rpm, suction gauge should indicate 5.0 ± 0.2
inches mercury. If airplane is not equipped with suction gauge, connect a gauge by removing the
plug from back of the artificial horizon, and attaching a temporary gauge.
d. Restart the engine and repeat the check.
e. After system pressure is adjusted to 5.0 ± 0.2 inches mercury, remove gauge and install plug,
replace protective cap, or tighten locknut, per type valve installed.
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2J6
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AIRPLANE MAINTENANCE MANUAL
INDICATING
A. VACUUM GAUGE
The vacuum gauge is mounted on the right side of the Archer II instrument panel, and on the left side of
the Archer III instrument panel. The gauge is calibrated in inches of mercury and reads the amount of vacuum
(negative pressure) in the system. The vacuum gauge has a direct vacuum (negative pressure) line and vent
line, and reads the differential pressure or actual negative pressure being applied to the gyro instruments.
B. VACUUM SENSOR
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2J8
CHAPTER
2J9
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHAPTER 39 - ELECTRIC/ELECTRONIC PANELS AND MULTI-PURPOSE PARTS
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
39 - Cont./Effec.
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AIRPLANE MAINTENANCE MANUAL
INSTRUMENT AND CONTROL PANELS
—WARNING—
It is the user’s responsibility to refer to the applicable vendor
publication when servicing or inspecting vendor equipment
installed in Piper aircraft.
—CAUTION—
Handle instruments with care to avoid instrument damage.
1. Archer II
a. Remove face panel by removing the screws from around panel perimeter.
b. With face panel removed, mounting screws for individual instruments will be exposed. Remove
the connections to the instrument before removing instrument mounting screws.
—NOTE—
Tag instrument connections to aid installation.
c. Install instruments by reversing removal instructions. After installation and before replacing
instrument face panel, check all components for security and control column clearance.
2. Archr III
—NOTE—
Tag instrument connections to aid installation.
a. Removal
(1) Remove all connections to the instrument
(2) Remove and retain screws securing instrument to the panel.
(3) Remove instrument.
b. Installation
(1) Position instrument in panel.
(2) Secure instrument to panel with the screws retained during removal.
(3) Install all inxtrument connections.
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AIRPLANE MAINTENANCE MANUAL
Remove the instrument cluster as follows:
1. Remove face panel by removing screws from around the panel perimeter.
2. With face panel removed, the clear plastic cover on the cluster assembly will be exposed. Remove
cover and cluster by removing six mounting screws.
— CAUTION —
If removing or replacing amp meter, refer to the latest revision
of Piper Service Bulletin No. 811.
3. Remove the connection to the individual instrument and remove instrument from cluster assembly.
4. Replace instruments by reversing removal instructions. Check all mountings and connections for
security.
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AIRPLANE MAINTENANCE MANUAL
MULTIPURPOSE ELECTRICAL AND ELECTRONIC PARTS
A. ELECTRICAL SWITCHES
1. Archer II
The Archer II main electrical switches are rocker type, which are mounted in the middle of the
instrument panel.
—NOTE—
Note placement of electrical leads to aid installation.
—NOTE—
Note placement of electrical leads to aid installation.
B. CIRCUIT BREAKERS
Circuit breakers are single hole mounting, push button type with manual reset; they must be reset by pilot
if tripped. They are on a circuit breaker panel on lower right corner of instrument panel. The circuit breaker
buttons on the Archer II are flush with the face of the breaker panel when they are ON (in position). Archer III
breaker buttons protrude approximately 1/2 inch when ON (in position). The circuit breakers on both models
are removed and installed in a similar manner.
—NOTE—
Note placement of electrical leads to aid installation.
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2. Installation Of Circuit Breakers
a. Check circuit breaker amperage is correct.
b. Connect electrical leads to their proper screws on new breaker and secure.
c. From behind instrument panel, insert circuit protector into its proper hole on instrument panel.
d. From behind instrument panel, install electric bus bar to circuit breakers.
e. Fasten and tighten knurl nut to circuit breaker face plate on front of instrument panel.
f. Connect positive battery cable.
g. Activate circuit protected by replaced breaker. Check appropriate electrical items are functioning.
—NOTE—
Refer to chapter 91 for electrical schematics.
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2J18
CHAPTER
STRUCTURES
2J19
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AIRPLANE MAINTENANCE MANUAL
CHAPTER 51 - STRUCTURES
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
51 - Cont./Effec.
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AIRPLANE MAINTENANCE MANUAL
GENERAL
—WARNING—
It is the user’s responsibility to refer to the applicable vendor
publication when servicing or inspecting vendor equipment
installed in Piper aircraft.
DESCRIPTION
The PA-28-181, Archer II and Archer II airplanes, are an all metal semi-monocoque structure. The
fuselage is constructed of bulkheads, stringers, and stiffeners, to which all of the outer skin is riveted. The
cabin entrance door is on the right side of fuselage above the wing. Wings and empennage are all metal, full
cantilever semi-monocoque type construction with removable tips.
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2J23
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AIRPLANE MAINTENANCE MANUAL
STRUCTURAL REPAIRS
Structural repair methods used must be made per regulations in latest revision FAA Advisory Circular
43.13. To aid repair and/or replacement, Figure 51-1 identifies the type and thickness of various skin material
used.
— WARNING—
No access holes are permitted in any control surfaces The use
of patch plates for repair of movable tail surfaces is prohibited.
The use of filler material, normally used for repair of minor
dents, or materials used for filling the inside of surfaces, is
also prohibited on all movable tail surfaces.
Never make a skin replacement or patch plate from material other than the type of original skin, or of a
different thickness than original skin. The repair must be as strong as the original skin. Flexibility must be
retained so surrounding areas will not receive extra stress.
1. General
Archer II airplanes, manufactured before 1979, may not have had control cable inspection access
holes in the baggage compartment floor. The following is a method of fabricating inspection access
holes in the floor of the baggage compartment, if desired.
— CAUTION —
Baggage compartment flooring is made of 0.025 inch thick
aluminum. Use care when cutting through flooring so as not
to damage cables and wiring routed below the floor.
(1) Drill a 1/4 inch hole inside of, and adjacent to, one of the scribed lines layed out for each
hole.
(2) Using a 1/8 inch router bit, cut out the two inspection holes by following the lines layed out
on each side of the baggage compartment floor.
(3) Deburr each cut edge using a file or emery wheel.
c. Installing covers.
(1) Lay one of the 62109-0 covers over one of the inspection holes. Using the screw holes in the
cover, scribe the position for the screw holes on the baggage compartment floor.
(2) Drill a 0.120 inch hole in baggage compartment floor at each position layed out in step (1).
(3) Attach cover to flooring with No.8 X 0.38 corrosion resistant steel sheet metal screws.
(4) Repeat steps (1) through (3) on remaining hole.
d. Install baggage compartment rear and side close out panels.
e. Install baggage compartment floor rug.
B. FIBERGLASS REPAIRS
The repair procedure in this manual describes repair methods for fiberglass reinforced structures, fiberglass
touch-up and surface repairs (blisters, open seams, delamination, cavities, small holes, and minor damages)
that have not harmed the fiberglass cloth material, and fiberglass fracture and patch repairs (puncture, breaks,
and holes that have penetrated through the structure and damaged the fiberglass cloth). A repair kit, part
number 766 222 gives necessary material for such repairs, and is available from Piper Aircraft dealers.
—CAUTION—
Follow resin and catalyst mixing instructions furnished with
repair kit.
— NOTE —
Polyester resin has a limited storage life and the material
should not be used if gelatin or hard lumps are found in
container. Storage life may be extended by refrigeration.
— NOTE —
The following repaires are not intended for use on glue joints.
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AIRPLANE MAINTENANCE MANUAL
21.80”
FORWARD
14.99”
2.28” R
CL
TYP
2.00” R
TYP;M
0.120” HOLE THRU
N0.8 X 38 CRES TRUSS
RECESSED HEAD SHEET
METAL SCREWS (16 REQD.)
2.50”
COVER (2 REQD)
30° TYP PIPER P/N 62109-0
10.98”
8.48”
AFT
19.11”
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b. Scrape damaged area with a fine blade knife or a power drill with burr attachment to roughen
bottom and sides of damaged area. Feather edge surrounding scratch or cavity. Do not undercut
edge. (If scratch or cavity is shallow and penetrates only the surface coat, continue to step 2, b.)
c. Pour a small amount of resin into a jar lid or on a piece of cardboard, enough to fill damaged area.
Mix equal amount milled fiberglass with resin, (use a putty knife or stick. Add catalyst per kit
instruction, to resin and mix thoroughly. Use a hypodermic needle to inject gel into small cavities
not requiring fiberglass millings mixed with gel.
d. Work mixture of resin, fibers, and catalyst into damaged area. Use sharp point of putty knife or
stick to press it into bottom of hole and puncture any air bubbles. Fill scratch or hole above
surrounding undamaged area about 0.062 (1/16) of an inch.
e. Lay a piece of cellophane or waxed paper over repair to block air and start cure of gel mixture.
f. Allow gel to cure 10 to 15 minutes until it is rubbery to touch. Remove cellophane and trim flush
with surface, using a sharp razor blade or knife. Replace cellophane and cure completely for 30
minutes to an hour. Patch will shrink below structure surface as it cures. (If wax paper is used,
check wax is removed from surface.)
2. Hole Repair
a. Rough up hole bottom and edges with electric burr attachment or rough sandpaper. Feather hole
into surrounding gel coat, do not undercut.
b. Pour out a small amount of resin, add catalyst, and mix thoroughly (use a cutting motion rather
than stirring). Use no fibers.
c. Using tip of a putty knife or fingertips, fill hole to about one-sixteenth of an inch above surround-
ing surface with gel coat mixture.
d. Lay cellophane over patch to start curing process. Repeat step f, trimming patch when partially
cured.
e. After trimming patch, immediately place small amount of gel coat on cut edge of patch and cover
with cellophane. Use a squeegee or the back of a razor blade, squeegee level with area surround-
ing patch. Leave cellophane on patch for 1 or 2 hours or overnight for complete cure.
f. After repair has cured 24 hours, sand patched area using a sanding block with fine wet sandpaper.
Finish by priming, sand again, and apply color coat.
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h. Thoroughly wet mat and cloth with catalyzed resin. Daub resin to mat, then to cloth. Mat must
be placed on structure surface with cloth on top. Use enough fiberglass cloth and mat reinforce-
ments to maintain the original surface strength. Use extra layers of cloth if the damage was a
stress crack.
i. Lay patch over hole (inside of structure). Cover with cellophane, and squeegee from center to
edges to remove all air bubbles. Air bubbles will show white and must all be worked out to edge.
Remove excess resin before it gels. Allow patch to cure completely.
j. Remove cardboard or aluminum sheet from outside of hole and rough-sand patch and hole edge.
Feather edge of hole about two inches into undamaged area.
k. Mask area around hole with tape and paper to protect surface. Cut a piece of fiberglass mat about
one inch larger than hole. Cut one or more pieces of fiberglass cloth two inches larger than hole.
Brush catalyzed resin over hole. Lay mat over hole and wet out with catalyzed resin. Brush with
a daubing action. Then apply additional layer or layers of fiberglass cloth to build up patch to
surface of structure. Wet out each layer thoroughly with resin.
l. Work out all air bubbles in patch using a squeegee or broad knife. Work from center to edge
pressing patch firmly against structure. Allow patch to cure 15 to 20 minutes.
m. As soon as the patch begins to set up, but while it is still rubbery, use a sharp knife and cut away
extra cloth and mat. Cut on outside edge of feathering. Strip cut edges of structure before cure is
complete to save extra sanding. Allow patch to cure overnight.
n. Use dry 80-grit sandpaper on a power sander or sanding block to smooth patch and blend with
surrounding surface. Should air pockets appear while sanding, puncture and fill with catalyzed
resin. A hypodermic needle may be used to fill cavities. Let cure and sand.
o. Mix catalyzed resin and work into patch with fingers. Smooth carefully and work into crevices.
p. Cover with cellophane and squeegee smooth. Cure completely before removing cellophane. Sand
the area.
q. Brush or spray catalyzed resin to seal patch. Sand and finish by priming. Sand again and apply
color coat.
—NOTE—
Clean brush and hands in solvent such as acetone. Use a strong
solution of detergent and water if solvents are not available.
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AIRPLANE MAINTENANCE MANUAL
C. GENERAL THERMOPLASTIC REPAIRS
— WARNING —
Common safety precautions must be followed when using the
materials and tools for these repairs.
Thermoplastic material is used throughout the airplane except for wheel and strut fairings. Check the fol-
lowing list of materials and vendors to aid in thermoplastic repairs.
Hot Melt Polyamids Adhesives Stick Form 1/2 in. dia., 3 in. Sears Roebuck & Co. or local
and Hot Melt Gun. long. hardware stores.
1. Surface preparation:
a. Remove surface dirt and paint from item being repaired. Household cleaners are effective in
removing surface dirt.
b. Cleaning damaged area with perchlorethylene or VM&P Naptha will give a good bond between
epoxy compounds and thermoplastic.
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2. Surface scratches, Abrasions or Ground-in-Dirt: (Refer to Figure 51-3.)
a. Shallow scratches and abraded surfaces are repaired using conventional automotive buffing and
rubbing compounds
—CAUTION—
When using a hot air gun, be careful not to overheat the
thermoplastic.
b. Remove large dirt particles embedded in thermoplastic parts with a hot air gun capable of heating
to 300° to 400° F. Hold nozzle of gun about 1/4 inch away from surface and apply heat with a
circular motion until area is sufficiently soft to remove dirt particles.
c. Thermoplastic will return to its original shape upon cooling.
3. Deep Scratches, Shallow Nicks, and Small Holes: (Less than 1 inch in diameter.) (Refer to Figure
51-4.)
a. Solvent cements will fit most applications. For small repairs make a satisfactory cement by
dissolving thermoplastic material of same type being repaired in solvent until desired paste-like
consistency is achieved.
b. Apply mixture to damaged area. When the solvent evaporates, the hard solids remaining can easily
be shaped to desired contour by filing or sanding.
c. Do not use solvent adhesives for highly stressed areas, thin walled parts, or for patching holes
greater than 1/4 inch in diameter.
d. For larger damages, use an epoxy patching compound. This type material is a two part, fast curing.
easy sanding commercially available compound.
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—NOTE—
Increase adhesion by roughing bonding surface with sandpaper
and by using as much surface area for bond as possible.
e. Mix patching compound in equal portions on a hard flat surface (use a figure eight motion). Clean
damaged area with perchlorethylene or VM&P naphtha prior to applying compound (figure 51-5).
f. Use a mechanical sander after compound is cured. Keep sander in constant motion to prevent heat
buildup.
g. For repairs in areas involving little or no shear stress, use hot melt adhesives (polyamids) supplied
in stick form. This type of repair has a low cohesive strength factor.
h. For repairs in areas involving small holes, indentations, or cracks in material where high stress is
apparent, or thin walled sections are used, welding method is suggested.
i. The welding method requires a hot air gun and ABS rods. To weld, hold gun to direct the flow of
hot air into repair zone. Heat damaged area and rod simultaneously. Move the gun continuously
in a fanning motion to prevent discoloration of material. Pressure must be maintained on rod to
ensure good adhesion (Refer to Figure 51-6).
j. After repair is complete, sand to obtain a good surface finish.
5. Repairing Major Damage: (Larger than 1 inch in diameter.) (Refer to Figure 51-8.)
a. Make a patch of same material and cut slightly larger than section being repaired.
b. When appearances are important, large holes, cracks, tears, etc., are repaired by cutting out dam-
aged area and replacing with a piece of similar material.
c. When cutting away damaged area, under cut perimeter and maintain a smooth edge. The patch or
plug should also have a smooth edge to ensure a good fit.
d. Coat patch with solvent adhesive and firmly attach it over damaged area.
e. Let the patch dry for approximately 1 hour before any additional work is performed.
f. Fill hole, etc. with repair material. A slight overfilling of repair material is suggested to allow for
sanding and finishing after repair has cured. If patching compound is used, repair should be made
in layers, not exceeding a 1/2 inch in thickness at a time. Allow compound to cure and ensuring a
good buildup of successive layers.
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7. Painting the Repair:
—CAUTION—
Not all lacquers or enamels can be used on thermoplastics.
Some paint solvents will affect and degrade the plastic properties.
—CAUTION—
Do not use hard, brittle coatings in flexing, impact, or high
stress areas. Such coating may crack, creating a weak area.
a. An important factor in obtaining a quality paint finish is the proper preparation of the repair and
surrounding area before applying any paint.
b. Clean parts before painting with a commercial cleaner or a solution made from 1/4 cup of deter-
gent mixed with one gallon of water.
c. Use lacquer or enamel paint for thermoplastic repair.
Do not use hard, brittle coatings in flexing, impact, or high stress areas. Such coating may crack,
creating a weak area.
1. Surface Preparation
a. Clean all surfaces with a suitable cleaning solvent to remove dirt, grease, and oils. Apply solvents
by dipping, spraying, or mopping.
b Check no moisture remains. Wipe surface with a clean dry cloth.
c. Outline the area to which liquid safety walk compound is to be applied, and mask adjacent sur-
faces.
—NOTE—
For newly painted surfaces, allow 2.5 hours minimum drying
time before application of safety walk.
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AIRPLANE MAINTENANCE MANUAL
3. Application of Liquid Safety Walk Compound
— NOTE —
Apply in an area which is free of moisture for a period of 24
hours minimum after application.
— NOTE —
Do not apply when surface to be coated is below 50°F
— NOTE —
Do not walk on coated surface for a minimum of six hours
after final coating.
a. Mix and thin liquid safety walk compound per manufacturer’s instructions on container.
b. Coat surfaces with a smooth, unbroken film of liquid safety walk compound. A nap type roller or
a stiff bristle brush is recommended, using fore and aft strokes.
c. Allow coating to dry for 15 minutes to 1 hour before recoating or touch-up, if required, after the
initial coating.
d. After coating or touch-up, allow coating to dry for 15 minutes to 1 hour before removing masking.
— NOTE —
For newly painted surfaces allow 2.5 hours minimum drying
time before application of safety walk.
— NOTE —
Do not apply when surface to be coated is below 50°F.
a. Peel back full width of protective liner approximately 2 inches from leading edge of safety walk.
b. Beginning at leading edge, apply safety walk to wing area. Verify proper alignment and position
from wing flap.
c. Remove remaining protective liner as safety walk is being applied.
d. Roll firmly with a long handled cylindrical brush in both lengthwise directions. Verify all edges
adhere to wing skin.
e. Install and rivet leading edge retainer.
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AIRPLANE MAINTENANCE MANUAL
2K16
CHAPTER
DOORS
2K18
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AIRPLANE MAINTENANCE MANUAL
CHAPTER 52 - DOORS
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
52 - Cont./Effec.
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2K20
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AIRPLANE MAINTENANCE MANUAL
GENERAL
This chapter gives information on service and replacement procedures of the cabin and baggage doors.
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2K22
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PASSENGER/CREW
A. CABIN DOOR
This airplane has one entrance door on the right side of the fuselage.
1. Removal Of Door
a. Remove clevis bolt, washer and bushing from door holder assembly.
b. Remove cotter pins, clevis pins, and washers from serrated door hinges.
c. Remove door from airplane.
2. Installation Of Door
a. Insert door into position and install washers, clevis bolts, and cotter pins on door hinges.
b. For door adjustment refer to adjustment of door.
c. Hook up and install clevis bolt, bushing, and washer into door holder assembly.
3. Adjustment Of Door
a. For proper vertical adjustment of door, insert the necessary washer combination between cabin
door hinge and fuselage bracket assembly.
b. Make additional adjustments by tapping out serrated door hinge bushings and rotating them to
find hinge centerline for proper door fit.
c. To improve sealing, lubricate door seals with any non-fluorocarbon or similar dry lubricant spray,
or wipe with MIL-H-5606 lubricant, as needed, .
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AIRPLANE MAINTENANCE MANUAL
2. Installation Of Door Lock Assembly
a. Install lock in door by turning it sideways and placing it through the opening.
b. Replace nut on back of lock assembly and tighten.
c. Replace door trim upholstery and secure with attachment screws.
— CAUTION —
Replace existing seal if torn or deteriorated Bond the seal if
loose or marginal, using one of the following adhesives:
1. 3MEC1300L (preferred)
2. Scotchgrip 2210
3. Proco #6205-1
Refer to the consumable materials list for vendor information.
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3. Install door snubber as follows:
— CAUTION —
Do not pre-stretch snubber as this will cause cracks in the
snubber.
— CAUTION —
Check windlace is rolled back and taped to completely expose
door jamb and prevent sealant from adhering to windlace.
a. Clean door jamb using “Prep-Sol” or a similar cleaner which will not leave an oily residue.
— NOTE —
Normal “tack-time” for EC1300L is 30-45 minutes (less in a
warm area). Install snubber before adhesive tack time so snub -
ber may be manipulated into correct position. If adhesive sets
before snubber installation, reactivate by using a clean rag
moistened with Toluol or M.E.K.
— CAUTION —
Verify snubber leg goes under striker plate for side latch and
over striker plate for upper latch. (Refer to figure 52-1.)
b. Apply adhesive to door jamb as shown in Figure 52-1, view D, and to the inside surface of
snubber.
c. Begin at door drain hole area, and work clockwise around jamb. Position snubber with protruding
leg facing outboard. Apply pressure to snubber to remove entrapped air and check for an effective
bond.
d. Allow adhesive to cure at least 24 hours with door open. Open door as long as possible for a
maximum cure.
e. Check for proper cure by peeling back a small local area of the snubber legs.
f. When adhesive has cured, clean any adhesive smears with a clean cloth and mineral spirits or
Toluol. Remove masking tape and install windlace, sill scuff plate, and door holder.
g. To compensate for the added snubber, adjust door latches for a flush door to fuselage fit.
h. Coat snubber with silicone after all adjustments and curing.
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AIRPLANE MAINTENANCE MANUAL
2L3
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AIRPLANE MAINTENANCE MANUAL
CARGO
A. BAGGAGE DOOR
The baggage door is on the right side of the fuselage of wing trailing edge.
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AIRPLANE MAINTENANCE MANUAL
2L6
CHAPTER
STABILIZERS
2L7
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHAPTER 55 - STABILIZERS
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
55 - Cont./Effec.
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PIPER AIRCRAFT
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AIRPLANE MAINTENANCE MANUAL
GENERAL
This chapter gives information on service and replacement procedures of the stabilizers, and related
control surfaces and tabs.
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STABILATOR AND TAB
A. REMOVAL OF STABILATOR (Refer to Figure 55-1.)
— CAUTION —
Before entering the aft portion of fuselage, attach a stand to
the tail skid for support. Use a heavy pad to protect the inside
of the fuselage. Distribute weight on top of the bulkheads to
avoid damage to the fuselage skin.
— CAUTION —
Use rudder pedals or tow bar to move rudder to extreme left or
right for clearance.
1. Remove screws from around upper and lower tail cone fairing assembly and remove fairing separately.
2. Block trim cable at barrel of trim screw assembly to prevent cable from unwrapping.
3. Remove access panel to the aft section of fuselage at the back wall of the baggage compartment.
4. Install cable blocks, per figure 55-2, on the stabilator trim control cable at the first set of pulleys
forward of the cable turnbuckles to prevent the forward cable from unwrapping.
5. Disconnect trim cables at turnbuckles within the aft section of fuselage.
6. Relieve tension from stabilator control cables by loosening one of the cable turnbuckles in the aft
section of fuselage.
7. Disconnect stabilator control cables from stabilator balance arm by removing cotter pins, nuts, washers,
bushings, and clevis bolts.
8. Disconnect tab control arm connecting links from trim screw by removing nut, washers, bushings and
bolts.
9. Disconnect trim assembly from the aft bulkhead of fuselage by removing attaching nuts, washers, and
bolts of the horizontal and diagonal support brackets.
10. Move trim assembly up through tail cone fairing cutout in stabilator and remove, with cable, from
airplane.
11. Remove stabilator by disconnecting it at its hinge points. Remove attaching nuts, washers, and bolts.
— CAUTION —
A clearance of 0.25 ± 0.06 inch between stabilator and the side
of fuselage and 0.18 inch minimum between all parts of stabi -
lator and tail cone assembly must be maintained throughout
stabilator travel. Use a proper washer combination on stabila -
tor hinges for necessary tolerances.
1. Insert stabilator in position and install attaching hinge bolts, washers, and nuts.
2. Move trim assembly through the cutout in stabilator and attach assembly brackets to the aft bulkhead
with bolts, washers, and nuts. Insert trim cable ends into fuselage.
3. Attach stabilator control cables to stabilator balance arm with clevis bolts. bushings, washers, nuts and
cotter pins.
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4. Connect the ends of the fore and aft trim cables at the turnbuckles within the aft section of fuselage.
5. Remove cable block from trim control cable within fuselage.
6. Set stabilator control cable tension and check rigging and adjustment per Rigging and Adjustment of
Stabilator, Chapter 27.
7. Remove cable blocks from trim cable at barrel of trim screw assembly.
8. Set stabilator trim control cable tension and check rigging and adjustment per instructions in chapter
27. Connect tab control arm to trim screw (with the control arm connecting links) with bolt, bushings,
washers, and nut. Check tab attachment bolt head is on the side next to trim indicator cable to ensure
no interference with indicator cable.
9. Remove pad from the aft section of fuselage and replace access panel.
10. Install tail cone fairing and remove tail stand.
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E. BALANCING
1. Balancing Equipment
Balancing must be done using a suitable tool capable of measuring unbalance in inch-pounds from the
centerline of the control surface hinge pin. See the tool configuration in Figure 55-4. Other tool
configurations may be used if accuracy is maintained and recalibration capability is provided. The tool
shown in Figure 55-4 may be calibrated by placing it on the control surface to be balanced with the
balance points over the control surface hinge centerline and balance bar parallel to cord line. Position
trailing edge support to align tool with the control surface cord line and secure in this position.
Remove tool without disturbing trailing edge support. Balance tool by adding weight to the light end
as required. (The movable weight must be at the centerline.) Place tool on the control surface
perpendicular to hinge centerline per Figures 55-3 and 55-5. Read scale when bubble level has been
centered by adjustment of the movable weight.
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2L16
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AIRPLANE MAINTENANCE MANUAL
VERTICAL STABILIZER
A. REMOVAL OF VERTICAL FIN
1. Remove screws from upper and lower tail cone fairing, fin tip cover, and fairing at forward base of fin.
2. Remove rudder per instructions in removal of rudder.
3. Disconnect leads from antenna terminals (optional) and attach a line to leads to aid installation.
4. Disconnect wire antenna (optional) that attaches to leading edge of fin.
5. Disconnect positive lead to rotating beacon (optional) and attach a line prior to removal.
Disconnect ground lead by removing attaching screw.
6. Remove stabilator trim assembly and aft trim cable per Chapter 27, Removal of Stabilator Trim
Assembly (Aft).
7. Remove bolt and washer attaching leading edge of fin to fuselage.
8. Remove nuts. washers, and bolts holding fin spar to the aft bulkhead, and remove vertical fin.
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AIRPLANE MAINTENANCE MANUAL
2L18
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AIRPLANE MAINTENANCE MANUAL
RUDDER AND TAB
A. REMOVAL OF RUDDER
1. Remove screws from around upper tail cone fairing assembly and remove fairing.
2. Remove rudder tip by removing attaching screws and disconnect tail position light wire at the quick
disconnect at tip of rudder. Open access panel in rear of baggage compartment to access the aft section
of fuselage.
3. Relieve cable tension from rudder control system by loosening one of the cable turnbuckles in the aft
section of fuselage.
4. Disconnect two control cables from rudder horn by removing cotter pins, nuts, washers, bushings, and
bolts.
5. Remove cotter pins, nuts, washers, and bolts from upper and lower rudder hinge pivot points.
6. Pull rudder up and aft from vertical fin.
— NOTE —
Use any washer combination of hinge assembly for best
centering and operation of rudder.
2. Connect tail position light electrical lead at the quick disconnect and cover the connector with an
insulating sleeve. Tie both ends of sleeve with number six electrical lacing twine.
3. Connect control cables to rudder horn with bolts, washers, nuts, and cotter pins.
4. Check rudder per Rigging and Adjustment of Rudder, chapter 27.
5. Install upper tail cone fairing and rudder tip and secure with attachment screws. Secure access panel to
the aft section of fuselage.
— NOTE —
A non-adjustable mass balance weight is moulded in the nose
of rudder tip. All rudders must be maintained within static
balance weights per in Figure 55-5.
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2L21
AIRPLANE
MAINTENANCE MANUAL
CARD 3 OF 4
PA-28-181
ARCHER II
ARCHER III
Member of GAMA
General Aviation
Manufacturers Association
3A2
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
INTRODUCTION
AEROFICHE EXPLANATION AND REVISION STATUS
The Maintenance Manual information incorporated in this set of Aerofiche cards has been arranged in
accordance with the general specifications of Aerofiche adopted by the General Aircraft Manufacturer’s
Association (GAMA).
The following is provided to aid in locating the various chapters and related service information desired.
1. A complete manual System/Chapter Index Guide is given at Grids A8 thru A9 of all fiche in this set.
2. A complete list of Illustrations is given at Grids A10 thru A14 of all fiche in this set.
3. A complete list of Charts is given at Grids A15 and A16 of all fiche in this set:
4. A complete list of paragraph titles and appropriate Grid location numbers is given at the beginning of
each Chapter relating to the information within that Chapter.
Revised text and illustrations are indicated by a black vertical line along the left hand margin of
the frame, opposite revised, added or deleted material. Revision lines indicate only current revisions
with changes and additions to or deletions of existing text and illustrations. Changes in capitalization,
spelling, punctuation, indexing, the physical location of material or complete page additions are not
identified by revision lines.
6. Revisions to this Maintenance Manual 761 679, issued August 16, 1978, are as follows:
The date on Aerofiche cards should not be earlier than the date noted for the respective card effectivity.
Consult the latest Aerofiche card in this series for current Aerofiche card effectivity.
Introduction
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3A3
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
VENDOR PUBLICATIONS.
— WARNING —
When servicing or inspecting vendor equipment installed in
Piper aircraft, it is the user’s responsibility to refer to the
applicable vendor publication.
ENGINE:
Overhaul Manual = AVCO LYCOMING - OVERHAUL MANUAL
DIRECT DRIVE ENGINE - P/N 60294-7
Avco Lycoming Division
Williamsport, PA 17701
Parts Catalog = AVCO LYCOMING - P/N PC-102
Avco Lycoming Division
Williamsport, PA 17701
Operators Handbook = AVCO LYCOMING O-360
SERIES AIRCRAFT ENGINES - P/N 60297-9
Avco Lycoming Division
Williamsport, PA 17701
PROPELLER:
Repair Manual = METAL PROPELLER REPAIR MANUAL
Sensenich Corporation
P.O. Box 1168, Lancaster, PA 17604
MAGNETOS:
Service Manual = SLICK-AIRCRAFT MAGNETOS
Catalog and Service Manual
SLICK ELECTRO Inc
Rockford, IL 61101
WHEEL AND STRUT
FAIRINGS:
Repair Manual = A.B.S. THERMOPLASTIC LANDING GEAR
WHEEL AND STRUT FAIRING REPAIR
INSTRUCTION MANUAL - P/N 761 708
Vero Beach Service Sales Department
Piper Aircraft Corporation
Vero Beach, Florida 32960
DRY AIR PUMPS:
Service Information = AIRBORNE DIVISION
AIR AND FUEL PRODUCTS
Parker Hannifin Corporation
711 Taylor St.
Elyria, OH 44036
AUTO FLIGHT:
SEE CHAPTER 22 AUTO FLIGHT
Introduction
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PIPER AIRCRAFT
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AIRPLANE MAINTENANCE MANUAL
SERIAL NUMBER INFORMATION
PA-28-181, ARCHER II - 1976
Serial Numbers 28-7690001 to 28-7690479 inclusive
PA-28-181, ARCHER II - 1977
Serial Numbers 28-7790001 to 28-7790607 inclusive
PA-28-181, ARCHER II -1978
Serial Numbers 28-7890001 to 28-7890564 inclusive
PA-28-181, ARCHER II - 1979
Serial Numbers 28-7990001 to 28-7990626 inclusive
PA-28-181, ARCHER II - 1980
Serial Numbers 28-8090001 to 28-8090382 inclusive
PA-28-181, ARCHER II - 1981
Serial Numbers 28-8190001 to 28-8190336 inclusive
PA-28-181, ARCHER II - 1982
Serial Numbers 28-8290001 to 28-8290188 inclusive
PA-28-181, ARCHER II - 1983
Serial Numbers 28-8390001 to 28-8390090 inclusive
PA-28-181, ARCHER II - 1984
Serial Numbers 28-8490001 to 28-8490112 inclusive
PA-28-181, ARCHER II - 1985
Serial Numbers 28-8590001 to 28-8590092 inclusive
PA-28-181, ARCHER II - 1986
Serial Numbers 28-8690001 to 28-8690056 inclusive
Serial Numbers 2890001 to 2890205*
PA-28-181, ARCHER III
Serial Numbers 2890206 and up
Introduction
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3A5
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AIRPLANE MAINTENANCE MANUAL
GAMA SYSTEM/CHAPTER INDEX GUIDE
SYST SUB-SYST AEROFICHE
CHAP SECTION TITLE GRID NO.
4 AIRWORTHINESS 1A17
12 SERVICING 1D9
22 AUTOFLIGHT 1I6
23 COMMUNICATIONS 1I11
25 EQUIPMENT/FURNISHINGS 2A17
28 FUEL 2D10
33 LIGHTS 2G8
Introduction
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PIPER AIRCRAFT
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AIRPLANE MAINTENANCE MANUAL
GAMA SYSTEM/CHAPTER INDEX GUIDE (CONTD)
SYST SUB-SYST AEROFICHE
CHAP SECTIONTITLE GRID NO.
51 STRUCTURES 2J19
52 DOORS 2K18
55 STABILIZERS 2L7
56 WINDOWS 3A17
57 WINGS 3B3
61 PROPELLER 3B24
74 IGNITION 3E16
78 EXHAUST 3G16
80 STARTING 3H10
Introduction
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PIPER AIRCRAFT
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AIRPLANE MAINTENANCE MANUAL
LIST OF ILLUSTRATIONS
Introduction
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PIPER AIRCRAFT
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AIRPLANE MAINTENANCE MANUAL
LIST OF CHARTS
Introduction
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3A16
CHAPTER
WINDOWS
3A17
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHAPTER 56 - WINDOWS
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
56 - Cont./Effec.
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3A19
PIPER AIRCRAFT
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AIRPLANE MAINTENANCE MANUAL
GENERAL
This chapter gives information on service and replacement procedures of the flight compartment and cabin
windows.
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AIRPLANE MAINTENANCE MANUAL
FLIGHT COMPARTMENT
A. REMOVAL OF WINDSHIELD
— NOTE —
A damaged windshield must be saved for a pattern for drilling
required holes in new windshield.
1. Remove collar molding from around bottom of windshield and trim strip from between windshield
halves by removing attaching screws.
2. Remove windshield by raising lower portion of windshield and carefully pulling it out and downward
to release the top and side edges.
3. Clean old tape and sealer from windshield channels, strips, and divider post.
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3A23
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AIRPLANE MAINTENANCE MANUAL
CABIN
A. REMOVAL OF SIDE WINDOWS
— NOTE —
Damaged window must be saved to provide a pattern for
shaping new window.
The PA-28-181 airplane is equipped with single pane side windows. Remove windows as follows:
1. Remove retainer molding from around window by removing attachment screws.
2. Carefully remove window from frame.
3. Remove excess tape and sealer from window frame and molding.
3B1
PIPER AIRCRAFT
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AIRPLANE MAINTENANCE MANUAL
3B2
CHAPTER
WINGS
3B3
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHAPTER 57 - WINGS
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
57 - Cont./Effec.
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3B5
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
GENERAL
This chapter gives removal and installation procedures for wings and related components installed on the
ArcherII and Archer III airplanes.
DESCRIPTION
Each wing panel is an all metal, full cantilever, semi-monocoque type structure with removable tips and
access panels. Attached to each wing are the aileron, flap, main landing gear, fuel tank and stall strips. Wings
are attached to each side of fuselage by inserting butt ends of the main spars into a spar box carry through. The
spar box is an integral part of fuselage structure which provides, in effect, a continuous main spar with splices
at each side of fuselage. There are also fore and aft attachments at the front and rear spars.
— NOTE —
Major subassemblies of the wing may be removed individually
or the wing may be removed as a unit. To remove a wing, a
fuselage and wing supporting cradle is required.
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AUXILIARY STRUCTURE
A. REMOVAL OF WING TIP
1. Remove screws holding wing tip to the wing. Do not damage wing or wing tip. The Archer III has a
landing light glareshield installed on the wing tip. It is secured to the wing by the two attachment
screws on the top and at the leading edge of the wing, and must be removed, and set aside, when these
two screws are removed.
2. On the Archer II, pull off wing tip far enough to disconnect position and strobe light wire assembly.
Disconnect ground lead at point of connection on wing rib. Disconnect positive lead at wire terminal
or unscrew from light assembly.
On the Archer III, pull off wing tip far enough to disconnect position, strobe and landing light wire
assemblies. Disconnect ground lead at point of connection on wing rib. Disconnect positive lead at
wire terminal or unscrew from light assembly.
3. Inspect wing tip to verify there are no cracks, severe nicks or minor damage. If repair is required, refer
to Chapter 51.
4. Inspect tip light shield for cracks, bends, or other minor damage. On the Archer III, the landing light
lens must also be inspected for cracks or other minor damage..
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5. Install stall strip with two NAS 1738B4-3 blind rivets (Piper p/n 522-883).
6. Repeat steps a through e on the opposite wing.
7. Make appropriate entry in airplane’s logbook or permanent maintainence records.
TOP OF LEADING
EDGE SKIN (REF.)
10.55 ” (REF.)
STALL STRIP
(REF.)
SECTION A-A
A
10.55 ± 0.125 ”
10.85 ± 0.125 ” TRUE
TRUE
NAS 1738B4-3
(522 883)
0.80 ± 0.125” A RIVETS (2 REQD.)
WS
117.50
WS
106.190 35802-3 STALL STRIP
3B9
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
ATTACH FITTINGS
A. REMOVAL OF WING (Refer to Figure 57-1.)
1. Close fuel valve and drain fuel from wing to be removed. (Refer to Draining Fuel System, Chapter
12.)
2. Drain brake lines and reservoir. (Refer to Draining Brake System, Chapter 12.)
3. Remove access plate at wing butt rib and wing inspection panels. (Refer to Access Plates and Panels,
Chapter 6.)
4. Remove front and back seats from airplane.
5. Expose spar box and remove cockpit side trim panel assembly of wing being removed.
6. Place airplane on jacks. (Refer to Jacking, Chapter 7.)
— NOTE —
Mark cable and line ends to aid installation of control cables,
and fuel and hydraulic lines. Attach a line where applicable to
cables before drawing them through fuselage or wing.
7. Disconnect aileron balance and control cables at the turnbuckles within fuselage aft of spar.
8. If left wing is being removed, remove cotter pin from pulley bracket assembly to allow left aileron
balance cable end to pass between pulley and bracket.
9. Disconnect flap from torque tube by extending flap to its fullest degree. Remove bolt and bushing
from bearing at aft end of control rod.
—CAUTION—
To prevent damage or contamination of fuel, hydraulic, and
miscellaneous lines, place a protective cover over line fittings
and ends.
10. Disconnect fuel line at fitting located aft of spar at wing butt line.
11. Remove clamps necessary to release electrical harness assembly. Disconnect leads from terminal strip
assembly by removing cover, appropriate nuts, and washers.
12. With trim panel removed, disconnect hydraulic brake line at fitting located within cockpit at leading
edge of wing.
13. If left wing is being removed, disconnect pitot tube at the elbows located within cockpit at wing butt
line.
14. Arrange suitable fuselage cradle and supports for both wings.
15. Remove wing jacks. Remove front and rear spar nuts, washers and bolts.
16. Remove eighteen main spar bolts.
17. Verify that all electrical leads, cables, and lines are disconnected.
18. Slowly remove wing.
—NOTE—
New Service wings are not drilled for the aft attachment point.
This will necessitate drilling a 0.375/0.376 hole for new hardware
installation. Refer to figure 57-1, Sketch B for new hardware,
notes, and torque for this fitting.
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— NOTE —
When replacing a wing assembly, verify wing butt clearance is
maintained. (Refer to Sketch A, Figure 57-1.)
— CAUTION —
Identify hardware before installing washers and before
torquing nut.
6. Install bolt, washers, and nut attaching front spar with fuselage fitting. A minimum of one washer is
required under the nut, add AN960-416 or AN960-916L washers as needed to leave a maximum one
and one-half threads visible or a minimum of the bolt chamfer exposed.
7. Insert correct number of washers between the forward face of wing fitting and aft face of fuselage fit-
ting. (Refer to Figure 57-1, Sketch B, Notes 1, 2 and 3.)
8. Install correct bolt, washers, and nut which attach rear spar to fuselage fitting. (Refer to Figure 57-1,
Sketch B.)
9. Tighten the eighteen main spar bolt nuts or boltheads (refer to Figure 57-1, Sketch C) to torque of 360
to 390 inch-pounds. Check bolts are installed as per bolt legend. Tighten forward spar attachment bolt
to a torque of 50 to 60 inch-pounds. Identify hardware, and tighten rear spar attachment bolt as per
Figure 57-1, Sketch B.
10. Install wing jacks and tail support to tail skid with approximately 250 pounds ballast on base of tail
support. Remove fuselage cradle and wing supports.
11. If left wing was removed, connect pitot tube at elbows within cockpit at wing butt line. Replace or
install clamps as needed. If a heated pitot is installed, plus lead must be connected at fuselage.
12. Connect hydraulic brake line onto fitting in cockpit at wing leading edge.
13. Connect leads to appropriate posts on terminal strip and install washers and nuts. For assistance in
connecting the electrical lead, refer to Electrical Schematics in Chapter 91.) Place clamps along electrical
harness to secure it in position. Install terminal strip dust cover.
14. Remove cap from fuel line and connect at fitting located aft of spar at wing butt line.
15. Connect aileron balance and control cables at turnbuckles in fuselage aft of spar. After left balance
cable is inserted through bracket assembly and connected, install a cotter pin cable guard in hole
provided in bracket assembly.
16. Connect flap by placing flap handle in full flap position, place bushing on outside of rod end bearing
and insert and tighten bolt.
17. Check rigging and control cable tension of ailerons and flaps. (Refer to Rigging and Adjustment of
Ailerons, and Rigging and Adjustment of Flaps, Chapter 27.)
18. Service and refill brake system with hydraulic fluid per Servicing Brake System, Chapter 12. Bleed
system per chapter 32 and check for fluid leaks.
19. Service and fill fuel system per Servicing Fuel System, Chapter 12. Open fuel valve and check for
leaks and flow.
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20. Check operation of all electrical equipment, and pitot system.
21. Remove airplane from jacks.
22. Install cockpit trim panel assembly, spar box carpet, front and back seats, and wing butt rubber
molding.
23. Replace all access plates and panels on the wing involved.
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FLIGHT SURFACES
A. REMOVAL OF AILERON (Refer to Figure 57-2).
1. Disconnect aileron control rod at aileron attachment point by removing nut, washers, and bolt from rod
end bearing. To simplify installation note location of washers removed.
2. Remove attaching screws, with nuts, from hinges at leading edge of aileron, and remove aileron by
lowering inboard end and swinging it forward to allow balance arm to clear opening in outboard rib.
E. WING FLAP
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2. Installation Of Wing Flap (Refer to Figure 57-2).
a. Replace wing flap by placing flap onto its proper position and inserting hinge bolts, bushings,
washers, and nuts.
b. With flap control in full flap position, place bushing on outboard side of rod end bearing and
insert and tighten bolt.
c. Operate flap several times to be certain it is operating freely.
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3B23
CHAPTER
PROPELLER
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AIRPLANE MAINTENANCE MANUAL
CHAPTER 61 - PROPELLER
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
61 - Cont./Effec.
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AIRPLANE MAINTENANCE MANUAL
GENERAL
—WARNING—
It is the user’s responsibility to refer to the application vendor
publication when servicing or inspecting vendor equipment
installed in Piper aircraft .
This chapter gives information on the service and replacement procedures of the propeller assembly.
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PROPELLER ASSEMBLY
A. REMOVAL OF PROPELLER
1. Archer II
a. Ensure master and magneto switches are off.
b. Move fuel selector to off position and place mixture control in idle cut-off.
c. Note position of each component to aid installation.
d. Remove screws attaching spinner assembly and remove spinner.
e. Remove safety wire securing six attaching bolts and remove bolts. Remove propeller.
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— CAUTION —
Each propeller and spacer are drillled as a unit and are NOT
interchangable.
(3) Locate spacer over bolts inserted into propeller hub. Be sure the the number 1 stamped on
the the spacer lies on the number 1 blade CL.
d. Install assembled propeller, bulkhead, spacer and bolts by positioning blade number 1 at the zero
(0) mark on the engine ring gear, and so that bolts align with bolt holes in ring gear. Insert bolts
into ring gear and finger tighten. Use a torque wrench for final tightening and tighten in sequence
so all bolts are pulled down evenly. Tighten AN8H-82AS bolts to 60-65 foot lbs.
—NOTE—
If propeller - engine combination feels rough on initial run-up or
flight, propeller may be rotated 180 degrees from initial
installation.
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g. Check propeller blade track. (Refer to paragraph D)
h. Safety propeller mounting bolts with MS20995-C41 wire.
— NOTE —
Boss on spinner bulkhead may be wrapped with 289 789
Teflon tape (up to 4 layers maximum) in order to obtain a snug
fit into bore in propeller.
Figure 61-3. Archer III Propeller Installation (S/N’s 2890206 and up)
D. BLADE TRACK
Blade track is ability of one blade tip to follow other, while rotating, in almost same plane. Excessive
difference in blade track (more than 0.0625 inch) indicates bent blades or improper propeller installation.
Check blade track as follows:
1. With engine shut down and blades vertical, secure to aircraft a smooth board just under tip of lower
blade. Move tip fore and aft through its full blade-shake travel, making small pencil marks at each
position. Then center tip between these marks and scribe a line on board for full width of tip.
2. Carefully rotate propeller by hand to bring opposite blade down. Center tip, and scribe a pencil line,
and check lines are not separated more than 0.0625 inch.
3. Propellers having excess blade track must be removed and inspected for bent blades. Bent blades
require repair and overhaul of assembly.
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3C8
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3C9
CHAPTER
3C10
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AIRPLANE MAINTENANCE MANUAL
CHAPTER 70 - STANSARD PRACTICES - ENGINE
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
70 - Cont./Effec.
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STANDARD PRACTICES - ENGINE
Use the following suggestions when working on the power plant.
l. To insure proper reinstallation or assembly, tag and mark all parts, clips, and brackets as to location
prior to removal or disassembly.
2. During removal of various tubes or engine parts, inspect them for indications of scoring, burning or
other undesirable conditions. To facilitate reinstallation, observe location of each part during removal.
Tag any unserviceable part and units for investigation and possible repair.
— CAUTION —
Dust caps used to protect open lines must always be installed
OVER tube ends and NOT IN tube ends Flow through lines
may be blocked off if lines are installed with dust caps in tube
ends.
3. Do not allow foreign matter such as lockwire, washers, nuts, dirt, dust, etc to enter engine. Use suit-
able protective caps, plugs, and covers to protect all exposed openings.
4. Should any items be dropped into engine, assembly process must stop and item must be removed.
Check all parts are thoroughly clean before assembling.
5. Never reuse any lockwire, lock washers, tab locks, tab washers, or cotter pins. All lockwire and cotter
pins must fit snugly in holes drilled in studs and bolts for locking purposes. Cotter pins must be
installed so head fits into the castellation of the nut, and unless otherwise specified, bend one end of
pin back over stud or bolt and other end down flat against nut. Use only corrosion resistant steel lock-
wire and cotter pins. Bushing plugs shall be lockwired to assembly base or case. Do not lockwire
plug to bushing.
6. All gaskets, packings, and rubber parts must be replaced with new items of the same type at assembly.
Verify new nonmetallic parts to be installed show no sign of having deteriorated in storage.
7. When installing engine parts which require use of a hammer, use only a plastic or rawhide hammer.
— CAUTION —
Apply anti-seize compounds in thin even coats, and completely
remove excess compound to avoid contamination of adjacent
parts.
8. Anti-seize lubrication must be applied to all loose-fit spline drives, which are external to engine and
have no other means of lubrication. For certain assembly procedures, use molybdenum disulfide in
paste or powdered form mixed with engine oil or grease.
9. Temporary marking methods are those markings which will insure identification during ordinary han-
dling storage, and final assembly of parts.
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3C14
CHAPTER
POWER PLANT
3C15
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AIRPLANE MAINTENANCE MANUAL
CHAPTER 71 - POWER PLANT
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
71 - Cont./Effec.
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3C17
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POWER PLANT
A. GENERAL
This section covers the power plant used in the PA-28-181 ARCHER airplane, and is comprised of instruc-
tions for the removal and installation, minor repairs and service of the propeller, engine, induction system com-
ponents, ignition system components and engine lubrication system.
For further instructions and for major repairs, consult the appropriate publications of the engine or
component manufacturer.
Troubles peculiar to the power plant are listed in Chart 7101 along with their probable cause and suggested
remedies. When troubleshooting the engine, ground the magneto primary circuit before performing any
checks on the engine.
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CHART 7101. ENGINE FAULT ISOLATION (Sheet 2 of 6)
Fault Cause Remedy
Failure of engine to start. (cont.) Magnetized impulse coupling Demagnetize impulse couplings
(left magneto only).
Failure of engine to idle properly. Shorted ignition switch or loose Check and replace or repair.
ground
Low power and uneven running Insufficient fuel pressure. Adjust fuel pressure.
engine.
Mixture too rich; indicated by Check primer. Adjustment of
sluggish engine operation, red carburetor indicated.
exhaust flame and black smoke.
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CHART 7101. ENGINE FAULT ISOLATION (Sheet 3 of 6)
Fault Cause Remedy
Low power and uneven running Mixture too lean; indicated by Check fuel lines for dirt or other
engine. (cont.) overheating or backfiring. restrictions. Check fuel supply.
Failure of engine to develop full Throttle lever out of adjustment. Adjust throttle lever.
power.
Leak in induction system. Tighten all connections, and
replace defective parts.
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CHART 7101. ENGINE FAULT ISOLATION (Sheet 4 of 6)
Fault Cause Remedy
Failure of engine to develop full Carburetor heat ON or leaking. Select carburetor heart OFF or
power. (cont.) adjust.
Rough running engine. Cracked engine mounts. Repair or replace engine mount.
Air lock or dirt in relief valve. Remove and clean oil pressure
relief valve.
High oil temperature. Insufficient air cooling. Check air inlet and outlet for
deformation or obstruction.
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CHART 7101. ENGINE FAULT ISOLATION (Sheet 5 of 6)
Fault Cause Remedy
High oil temperature. (cont.) Insufficient oil supply. Fill oil sump to proper level.
Excessive oil consumption. Failing or failed bearing. Check sump for metal particles
and, if found, overhaul engine.
Failure of rings to seat.
Use mineral base oil. Climb to
cruise altitude at full power and
operate at 75% cruise power
setting until oil consumption
stabilizes.
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CHART 7101. ENGINE FAULT ISOLATION (Sheet 6 of 6)
Fault Cause Remedy
Excessive oil consumption. Improper grade of oil. Replace with oil conforming to
(cont.) specifications.
2. Scope.
This section describes the ground test procedure for determining the maximum static rpm value
for each fixed pitched propeller aircraft listed in Chart 7102, Propeller Applicability.
3. Equipment.
a. The following equipment is required to accomplish this ground test procedure:
(1) Vu-thru tachometer
(2) Instrument or means to obtain outside air temperature and relative humidity or dew point.
The following list of instruments may be used, but are not the only means:
(a) Automatic Terminal Information Service (ATIS).
(b) Calibrated Thermometer.
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(c) Calibrated Psychrometer.
(d) National Weather Service.
(e) Omega Hand Held Hygrometers, Models RH-201 and RH-30 or Equivalent.
4. Test Procedure.
A simplified test procedure is provided to test static rpm under limited conditions. In the event
that the test conditions do not fall within the limits of Chart 7103 , proceed to the expanded test proce-
dure.
— NOTE —
If wind speed exceeds 10 knots record static rpm and oil tem -
perature into the wind, left crosswind, downwind, and right
crosswind. Average the four test static RPM values.
f. Using the outside air temperature and dew point enter Chart 7103 and read the corresponding
BASELINE rpm value. With baseline value and tested static rpm, proceed to Step 7 Test Results.
— NOTE —
Use the temperature and dew point values on Table 7103
which most closely correspond to the test condition. Interpolate
baseline rpm if temperature and/or dew point fall equally
between two or more blocks.
— NOTE —
Relative humidity may be obtained using a psychrometric chart
(reference Table 7103) if the outside air temperature, and dew
point, or wet bulb are known.
— NOTE —
If wind speed exceeds 10 knots record static rpm and oil tem -
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perature into the wind, left crosswind, downwind, and right
crosswind. Average the four test static rpm values.
f. With OAT and relative humidity, read static rpm from Figure 71-1.
g. With the oil temperature and OAT, read delta rpm from Figure 71-2.
h. Subtract the delta rpm obtained from Figure 71-2, from the static rpm obtained from Figure 71-1.
This is the BASELINE.
7. Test Results.
The tested static rpm from the Vu-thru tachometer shall be within the tolerance specified in Chart
7102 of the BASELINE static rpm
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Date: _____________________
OAT: _____________________
Tested
Oil Temp:
Tested
Static rpm:
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PA-28-181
2420
HUMIDITY EFFECTS
EXAMPLE:
O.A.T.: 76 0% Rel. Humidity
REL. HUMIDITY: 90
2380 STATIC RPM: 2347
2340
2300
2260
2220
Figure 71-1. Static Rpm (Sea Level ± 500 Feet Pressure Altitude Only )
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110
CHANGE IN STATIC RPM
100
90
80
70
60
80 100 120 140 160 180 200 220 240 260
ENGINE OIL TEMP - DEG. F
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PSYCHROMETRIC CHART
FOR
STANDARD SEA LEVEL BAROMETRIC PRESSURE
W
et
Bu
lb
Lin
e
EXAMPLE:
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CHART 7103. STATIC RPM WITH 76EM8S5-0-62 OR 76EM8S14-0-62 PROPELLERS
50 46 43 39 35 31 27 21 16
50 2240 2250 2250 2250 2250 2260 2260 2260 2270
60 56 53 50 45 41 34 28 21
60 2250 2250 2250 2260 2260 2270 2270 2270 2280
70 67 63 60 55 50 44 36 27
70 2240 2250 2250 2260 2270 2270 2280 2280 2290
80 76 73 68 65 60 53 45 33
80 2230 2240 2250 2260 2270 2280 2280 2290 2300
85 81 77 73 69 65 58 50 40
85 2230 2240 2250 2260 2270 2280 2290 2300 2310
90 86 83 78 74 69 63 55 43
90 2220 2230 2240 2250 2260 2270 2290 2300 2310
95 91 87 83 78 73 67 59 47
95 2200 2220 2230 2240 2260 2270 2290 2300 2310
100 96 93 88 84 78 72 64 52
100 2190 2200 2220 2240 2250 2270 2280 2300 2320
— CAUTION —
Place a tail stand under airplane tail before removing engine.
1. Turn off all electrical switches in cockpit, then disconnect battery ground wire at battery.
2. Move fuel selector lever in cockpit to OFF position.
— CAUTION —
Be sure all electrical leads are disconnected before removing
cowling.
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6. Disconnect cabin heat and defroster tubes from muffler.
7. Disconnect primer line at tee connection.
8. Disconnect throttle and mixture cables at carburetor and carburetor heat control. Remove carburetor if
necessary.
9. Disconnect mechanical fuel pump supply line at pump.
10. Disconnect engine oil cooler lines from cooler.
11. Disconnect magneto P leads at magnetos. lnsert protective cover over connection.
12. Disconnect engine oil temperature lead at aft end of engine.
13. Disconnect tachometer drive cable from rear of engine.
14. Untie ignition harness, hoses, and lines at aft end of engine.
15. Disconnect vacuum pump lines at pump.
16. Disconnect oil pressure line from rear of engine.
17. Disconnect generator or alternator leads and cable attachment clamps.
18. Attach a 1/2 ton (minimum) hoist to hoisting straps and relieve tension from mounts.
19. Check engine for any attachments remaining to obstruct removal.
20. Drain engine oil, if needed, and close drain.
21. Remove the four engine mount assemblies and swing engine free, being careful not to damage any
attaching parts.
— NOTE —
Add Avco-Lycoming oil additive P/N LW-16702 per latest revi -
sion Lycoming Service Instruction 1014.
16. Install proper grade and amount of engine oil. (Refer to Lubrication Chart. Chapter 12.)
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17. Connect battery ground wire at battery.
18. Open throttle and fuel valve completely. Turn on electric fuel pump and check fuel line for leaks.
19. Install engine cowlings and remove tail stand.
— CAUTION —
To avoid possible high speed bearing failure due to lack of
lubrication during initial starts after engine installation, refer
to latest revision Lycoming Service Instruction No. 1241 for
instructions prior to initial engine lubrication.
20. Perform an engine operational check. Refer to engine manufacturer’s appropriate operator’s manual.
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3D13
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COWLING
MAINTENANCE OF COWLING
A. Removal of Cowling
— NOTE —
With the 5 top machine screws removed, there should be
enough “give” in lower cowl to loosen carburetor air box hose
clamp from filter cover.
— NOTE —
It is easier to complete lower cowl removal with two people.
(5) Supporting lower cowl assembly, remove the two machine screws on bottom aft edge of cowl
and the forward attachment screw located under nose strut fairing.
(6) Carefully lower and remove lower cowl assembly.
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3
1. LOWER COWL ASSEMBLY
2. RIGHT AIR INLET
13 3. UPPER COWL ASSEMBLY
5 4. OIL FILLER DOOR
2 14 13
13 5. COWL STUDS - LEFT AND RIGHT
15
14 6 EACH SIDE
16 13
7 6. LEFT AND RIGHT COWL INSERT
6 7. COWL CHANNEL ASSEMBLY -
LEFT AND RIGHT
8. LOWER COWL MACHINE
SCREWS
9. AIR BOX
10. NACA DUCT
11. CABIN HEAT AIR INLET SCREEN
1 12. ALTERNATOR AIR INLET
SCREEN
12 8 13. BAFFLE SEALS
14. BAFFLE SEAL RETAINERS
9
11 15. LEFT AIR INLET
10
16. MACHINE SCREWS - 1 EACH
SIDE
D. Installation of Cowling
1. Archer II. (Refer to figure 71-6.)
a. Place bottom cowling into position and install attaching screws.
b. Install induction air hose at filter housing from bottom of cowling and strut fairing.
c. Connect electrical lead to landing light.
d. Install aft end of top cowling and push front down and in.
e. Hook fasteners, two on each side and two at top of cowling.
— NOTE —
The following steps can be completed by one person.
b. Install the two machine screws into bottom aft edge of cowl and the forward attachment screw
located under nose strut fairing.
c. Install the remaining five machine screws along the right aft edge only.
d. Remove the left top aft machine screw.
— NOTE —
With the top aft machine screw removed from the left side of
cowl, there should be enough “give” in lower cowl to install
carburetor air box hose and clamp to filter cover.
— NOTE —
When installing upper cowl, be sure that the baffle seals and
retainer are inboard (behind or under the cowl lip) of the left
and right air inlets.
h. Install upper cowl in position by keeping rear edge raised and pushing slightly forward. Be sure
that the lower edge of cowl is outside of the left and right cowl inserts.
i. Install the studs securing upper cowl the cowl insert.
j. Install the two machine screws on both sides of propeller shaft opening.
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k. Check that all screws and studs are tight.
l. Install nose strut fairing.
(1) Locate aft section of fairing in proper position and secure with 4 screws.
(2) Locate forward section of fairing in proper position so that it overlaps aft section.
(3) Install remaining five screws securing fairing to cowl. Be sure that screws inserted through
aft holes in forward section of fairing also go through the front holes in rear section of fairing.
(4) Install the two screws located in each side of, and running through, both fairing sections.
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AIR INTAKES
CARBURETOR ICE DETECTOR - ARCHER II (Refer to Figure 71-8)
1. General
The optional carburetor ice detection system, available only on the PA-28-l8l, Archer II, utilizes an optical
probe installed in carburetor throat just upstream of throttle valve. As ice forms, and blocks the passage of
light in the probe, the warning is triggered. When the ice melts, and enough light is sensed, the warning light
will extinguish. The probe has an expected service life of 50,000 hours. A built in test circuit is activated each
time the switch is turned ON, momentarily activating the warning light.
2. Troubleshooting
— CAUTION —
Do NOT attempt to test probe or instrument by applying voltage.
A voltage over 2 volts will burn out probe lamp, the sensor and
the instrument red light switching transistor.
a. Test probe as follows:
(1) Disconnect probe from instrument at probe connectors.
(2) Connect red (+) ohmmeter test probe to black wire of ice detector probe.
(3) In subdued light (not sunlight) touch black ohmmeter test probe to red wire of ice detector
probe. Reading must be approximately 600 ohms in ordinary light. Cover probe sensor with
a hand to eliminate most light. Ohmmeter must read very high resistance (approximately
l0,000 ohms or more) indicating sensor is good.
(4) Remove ohmmeter black test probe from red wire and touch it to white wire. Ohmmeter
must read approximately 5 ohms indicating probe lamp is operating satisfactorily.
(5) If step c and d are satisfactory probe will function satisfactorily.
(6) Test probe housing for short to ground (housing is insulated).
b. Test instrument as follows:
(1) Disconnect probe at probe connectors.
(2) Apply +l2 volts dc to power wire to instrument (red wire with fuse holder). Connect black
ground wire to ground. Turn instrument switch ON. Red light should come on (if not,
instrument is defective and must be returned to ARP Industries, Inc.).
(3) If red light comes on, touch red wire connector to black wire connector (wires to instrument
from probe). Red light must go out (if not, the instrument is defective and must be returned
to ARP Industries, Inc.).
c. Test probe and instrument as follows:
(1) Apply power to system and turn sensitivity control up from full counterclockwise position
until red light just goes out (1/4 to 3/4 turn).
(2) Place a piece of paper in air gap of probe (between sensor and housing lens). Red light
should come on.
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c. Adjust sensitivity knob until red light (ice light) goes OUT. This is critical setting.
d. Turn ice detection system OFF, then ON. Red light must flash ON, then OFF, indicating all com-
ponents are operating normally.
— CAUTION —
Do not bend probe components.
b. Carefully screw in probe. When installed, index mark on probe housing must face carburetor air
inlet. If necessary use AN9604l6L shim washers to position probe properly.
c. Tighten probe as much as possible, by hand, and then only, a quarter turn more using a 3/8 inch
short handle open end wrench.
d. Connect appropriate wires and position sleeves over connectors. If heat shrink has not been used,
tie with no. 6 electrical lacing wire.
— NOTE —
ARP Industries, Inc. is the only FAA approved repair station
for ice detector instrument. Return defective instrument to:
ARP Industries, Incorporated
36 Bay Drive East
Huntington, New York 11743
Phone (516) 427-1585
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CHAPTER
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CHAPTER 73 - ENGINE FUEL SYSTEM
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
73 - Cont./Effec.
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GENERAL
This chapter gives information on service and replacement procedures of the Archer II and Archer III
engine fuel system.
— WARNING —
It is the user’s responsibility to refer to the applicable vendor
publication when servicing or inspecting vendor equipment
installed in Piper aircraft, .
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DISTRIBUTION
A. CARBURETOR MAINTENANCE
In general, little attention is required between carburetor overhauls. Check the following at engine
inspection.
1. Check tightness and safety of all nuts and screws which fasten carburetor to engine.
2. Check all fuel lines for tightness and evidence of leakage.
3. Check throttle and mixture control rods and levers for travel, tightness, and safety.
4. Clean fuel inlet screen. (Refer to Figure 73-1.)
5. Remove plug at the aft position of carburetor and drain any accumulation of foreign matter.
6. Check carburetor air box for wear and full travel of heat door.
7. Check adjustment of idle mixture and idle speed. (Refer to adjustment of idle mixture and adjustment
of idle speed.)
B. THROTTLE ARM
— CAUTION —
Verify torque handle is correctly calibrated to ensure attaching
screw is not under or over tightened
1. Remove screw securing throttle arm to carburetor. Do not remove throttle arm.
2. Remove and discard lock tab.
3. Check if there is a hole through head of screw. If not, drill a 1/16 diameter hole through head of screw.
4. Install screw. Tighten to a torque of 20 to 28 inch-pounds.
5. Use 0.032 inch diameter safety wire, tie wire to idle stop lever, and continue as shown in Figure 73-1.
6. Sequence and direction of tying may vary with carburetor model. Tie together idle stop arm, throttle
arm, and attaching screws.
C. ADJUSTMENT OF IDLE MIXTURE (Refer to Figure 73-1)
—WARNING—
For indoor engine warm-up, provide a barrier around engine to
prevent serious injury. Also provide adequate ventilation of work
area.
1. Do standard engine starting procedure and operate engine for at least two minutes between 800 and
1200 rpm for proper engine warmup.
2. Draw back on cockpit throttle control lever for a reading of approximately 550 rpm on tachometer.
3. Turn idle mixture adjusting screw near the rear of carburetor, clockwise, leaning the fuel mixture.
Continue until engine begins to run roughly (engine speed will decrease).
4. Turn screw counterclockwise until engine runs smoothly again. Continue to turn screw (same direc-
tion) until engine begins to run roughly again. At this point, fuel mixture will be too rich and engine
speed will decrease.
5. Advance screw to midway between lean and rich fuel mixture; engine rpm will reach a maximum
speed for idle mixture settings.
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— NOTE —
One complete revolution of idle screw gives a variation of
approximately 100 rpm idling speed
E. PRIMER SYSTEMS
1. Archer II
The Archer II has a manually operated plunger type fuel priming system.
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(3) Install new O-rings to piston and lubricate with light motor oil.
(4) Install balls, springs, and screws to cylinder housing.
(5) Insert pump handle and piston into cylinder, and finger tighten knurled face nut.
(6) Immerse pump in gasoline and operate several times to ensure proper operation.
F. PRIMER JETS
The fuel primer jets used on both the Archer II and Archer III are maintained in the same manner.
1. To remove primer jets, disconnect supply line from each jet. With a deep socket and light pressure,
remove jet from cylinder.
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ELECTRIC
FUEL
PUMP
SOLENOID
VALVE
FIREWALL
TO ENGINE DRIVEN
FUEL PUMP
INJECTOR
NOZZLE
INJECTOR
NOZZLE
INJECTOR
NOZZLE
AIR INDUCTION
TUBE
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2. To clean jet, soak in carbon remover solution long enough to loosen any dirt and blow clean with air
pressure. Do not use sharp objects or wire brush to clean jet tube.
3. Install jet finger tight so threads are not crossed and tighten to a torque of 60 inch-pounds. Align and
install fuel supply lines, tighten to a snug fit.
—NOTE—
If there is further fuel stoppage of primer system, check supply
lines for stoppage, bent, or collapsed walls.
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CONTROLLING
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INDICATING
Pressure low or pressure surges. Obstruction in inlet side of pump. Trace lines and locate obstruction.
Needle fluctuation. Surge dome on pump filled with Remove and empty.
fuel.
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CHART 7301. TROUBLESHOOTING FUEL PRESSURE GAUGE (SHEET 2 OF 2)
TROUBLE CAUSE REMEDY
High fuel pressure with engine Fuel in line expanding due t o Normal.
shut off right after flight. heat build-up in cowling.
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CHAPTER
IGNITION
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CHAPTER 74 - IGNITION
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
74 - Cont./Effec.
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GENERAL
— WARNING —
It is the user’s responsibility to refer to the applicable vendor
publication when servicing or inspecting vendor equipment
installed in Piper aircraft, .
This chapter gives information on service and replacement procedures of the ignition system.
TROUBLESHOOTING
The following chart lists common troubles, their probable causes, and suggested remedies.
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CHART 7401. TROUBLESHOOTING ARCHER II MAGNETOS (SHEET 2 OF 2)
TROUBLE CAUSE REMEDY
Engine does not start. (cont.) Shorted ignition switch or loose Check and replace or repair.
ground.
Engine idles improperly Faulty ignition system. Check entire ignition system.
Low power and rough running Defective spark plugs. Clean or replace spark plug.
engine.
Magneto not working properly. Check timing of magneto.
Engine does not develop full Faulty ignition. Tighten all connections. Check
power. system. Check ignition timing.
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ELECTRICAL POWER SUPPLY
ARCHER II
A. Slick Magnetos
— WARNING —
Verify primary circuit of the engine is grounded before engine
work.
— CAUTION —
Magneto service instructions in this manual cover minor
repairs and timing. For further repairs and adjustments of
magnetos, follow manufacturer’s service instructions.
— NOTE —
The 4000 and 4100 series Slick magnetos are not serviceable.
Refer to latest revision Textron Lycoming Service Letter L177.
B. Removal of magnetos
Before removing magnetos, verify magneto switches are OFF.
— WARNING —
The magneto is not internally grounded. When ground lead is
disconnected magneto is HOT. Removing harness assembly
first, and installing them last, minimizes danger of starting
engine accidentally when ground lead is removed from
magneto.
1. Remove harness assembly with spark plug wire housing from magneto.
2. Disconnect ground lead at magneto.
3. Remove nuts and washers, and remove magnetos from engine.
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b. Inspect points for discoloring and pitting. If these conditions are evident, replace both
condenser and points.
— CAUTION —
Point opening for these magnetos is critical When setting
breaker points, stay within specified 0.008-0.010 inch tolerance.
The most efficient spark is obtained at this point setting.
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— CAUTION —
Impulse coupling magneto can only be used on the left side of
engine (viewed from the rear).
— NOTE —
A/C timing lights operate in reverse as described above. Light
goes out when breaker points open.
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— CAUTION —
The slick T-100 assembly and timing kit is strongly
r e c o mmended. The tools in this kit will greatly aid magne -
to disassembly/assembly and help prevent damage to parts.
a. Remove cotter pin, nut, washer, and gar. Grasp shell of impulse coupling assembly and gently
pull assembly outward to clear unlatching ears.
b. Allow shell to turn, cautiously releasing spring tension, and withdraw shell and coil spring.
Using slick puller T-106 in the grooves on impulse hub, pull assembly off shaft taper and
discard. Remove key.
c. Remove four screws and four washers. Separate distributor housing sufficiently to discon-
nect condenser lead at contact breaker assembly.
d. Remove two screws and two washers. Withdraw and discard bearing bar, distributor gear,
and distributor block from distributor housing.
e. Using two flat blade screwdrivers or equivalent, placed under rotor gear, gently pry gear off
rotor shaft and discard.
f. Remove and discard breaker assembly by removing screw and washer. Remove cam by prying
straight up with a screwdriver blade and discard.
g. Remove two screws, two washers, and two bearing plate clamps. Press against drive end of
rotor shaft and withdraw rotor, bearing plate, loading spring, and washer from end frame.
Place rotating magnet in a suitable keeper and press ball bearings off journals. Discard ball
bearings and washer.
h. Using coil wedge extractor T-122, remove coil wedges, lift out, and discard coil. (Refer to
Figure 74-2.) Remove air vents. Remove and discard oil seal.
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2. Cleaning And Inspection Of Magnetos
a. Inspect internal and external threads of all threaded hardware. Damaged or worn parts must
be replaced.
b. Inspect bearing plate for excessive wear and damage. (Maximum bearing bore inside diame-
ter (id) is 1.5752 inch.)
c. Check rotor for damaged or worn key way. Check rotor bearing surfaces for wear.
(Minimum outside diameter (od) is 0.6690 inch.)
d. Inspect magneto frame and distributor housing for cracks or other damage. Check bearing
bore in drive end frame for wear. (Maximum id is l.5741 inch.)
e. Clean all parts thoroughly with grease solvent before assembly.
— CAUTION —
No structural repairs are permissible. Replace all items showing
wear, damage, or that are not within specified tolerance.
— NOTE —
Before using slick T-100 assembly and timing tool, align index
plate (bottom of tool) to number 67 to time magneto. (Refer to
Figure 74-4.)
a. Loosen screws and align number 67 with mark on tool base.
b. Tighten screws and check alignment. Reverse tool.
c. Place frame on T-100 assembly and timing tool. Insert coil into frame; make sure it is
against the stops. Insert coil wedges between bridge and frame.
d. Drive the two wedges tight, (use hammer and flat punch). Attach white ground wire of coil
to frame, (use screw and lock washer). Tighten to a torque of 20 inch-pounds.
e. Check vertical portion of the high Tension lead of coil. Make sure it protrudes 1/16 of an
inch beyond frame face. This gives spring pressure against the thrust bearing in distributor
block.
f. Insert base plate (T-117) and adapter plate bushing (T-119) into base of T-100 assembly and
timing tool. Assemble both ball bearings on rotor shaft, making sure grease shield of each
bearing is toward magnet. Place rotor shaft into base plate, threaded end down. (See Figure
74-5.) Using bearing assembly plug (T-101), turn T-screw down until both bearings are seated
tightly against shoulder on rotor shaft. Remove base plate (T-117) and adapter plate bushing
(T-l19).
g. Assemble bearing retaining washer into frame (raised side against frame). Place loading
spring into bearing plate flat side down.
h. Assemble by hand rotor shaft with bearings (cam slot end) into bearing plate, making sure it
is square on bearing.
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i. Using rotor and frame assembling plug (T-102), turn T-screw down until plate bottoms in
frame. (Refer to Figure 74-5.) Install bearing plate clamp on bearing plate, install screw, and
lock washer. Tighten to a torque of 20-24 inch-pounds.
j. Reverse magneto on T-100 assembly and timing tool so flange of magneto is facing up.
(Refer to Figure 74-6.)
k. Lubricate oil seal with light grease and assemble seal over end of rotor shaft. Using oil seal
assembling plug (T-103), turn T-screw to press seal flush with frame of magneto.
l. Assemble woodruff key into key slot of rotor shaft.
m. Install impulse coupling assembly on shaft, and tighten nut. Tighten to a torque of 120 to
300 inch-pounds, so coupling is properly seated on taper shaft, and install cotter pin. Check
to see coupling is free by snapping it through 3 or 4 times.
— NOTE —
Wait until magneto is timed before installing gear, then install
cotter pin.
n. Assemble contact point kit on bearing plate using screws from kit. Insert cam in cam slot
with screwdriver blade, and tap with light hammer. Drive cam all the way to bottom of cam
slot. Apply M-1827 cam grease sparingly to each lobe of cam before assembly.
o. Assemble rotor gear onto rotor, making sure key slot of gear fits into cam slot of rotor. Tap
with light hammer until gear bottoms on shaft.
p. To time magneto internally, place magneto on T-100 assembly and timing tool base and make
sure coupling lugs are in slots of index plate. Swing frame counterclockwise against pin
which will line up rotor and cam for E gap position.
q. Attach either red or green wire of timing light to bronze point terminal and black wire to
frame of magneto. (Refer to Figure 74-7.) With a screwdriver, adjust points so timing light
indicates point openings and points open. Secure points by tightening screws. This gives a
point gap of 0.008-0.010 inch. Attach coil wire to vertical bronze male terminal of point
assembly.
r. Assemble condenser into distributor housing, carefully rotate condenser wire in same direc-
tion as condenser is tightened in housing. Tighten to a torque of 110 inch-pounds. Assemble
distributor gear in distributor block, with L and R facing you. Assemble bearing bar to
distributor block so open side of dust collector is toward air vent and hood. Assemble distributor
block in distributor housing, with cut-away toward condenser. Use screws and lock washers.
Tighten to a torque of 18-20 inch-pounds.
— CAUTION —
Do not bend the high tension lead of the coil.
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4. 4200 Series Magnetos Internal Timing Procedure
When installing new or adjusting breaker points and before timing magneto to engine, internal timing
of magneto must be correct. Find number one tower, as follows:
— NOTE —
No need to spark out these magnetos.
a. Insert T- 118 timing pin in L or R hole in distributor block (depending on rotation of magneto).
b. Turn rotor opposite rotation of magneto until pin engages gear.
c. If pin is binding and will not go in hole in gear, you have hit the pointer on the gear. Pull pin
out. enough to continue opposite rotation until pointer has passed, re-insert pin.
d. When pin sticks through hole in gear about 1/4 inch, number one cylinder is ready to fire.
e. After magneto is installed, remove timing pin. Magneto is ready to be timed to engine.
— WARNING —
Be sure switch is in OFF position and P lead is grounded
a. Remove top spark plug from number one cylinder. Place a thumb over spark plug hole and
turn engine crankshaft in normal direction of rotation until compression stroke is reached.
(Compression stroke is indicated by positive pressure inside cylinder tending to lift thumb off
spark plug hole.) In this position both valves of number one cylinder are closed. Turn
crankshaft opposite to its normal direction of rotation until it is approximately 35 degrees
btdc on compression stroke of number one cylinder. Rotate crankshaft in its normal direction
of rotation until 25 degrees mark on starter ring gear and hole in starter housing align.
b. Insert T-118 timing pin in L or R hole in distributor block. Turn rotor opposite rotation of
magneto until pin engages gear, install magneto and gasket on mounting pad of accessory
housing, and remove timing pin. Tighten bolts finger tight.
c. Connect standard timing light between engine ground and left magneto condenser terminal.
Switch must be ON.
d. Rotate complete magneto opposite normal rotation of magneto on engine mounting until tim-
ing light indicates contact breaker points are just opening. Secure magneto in this position.
Turn switch OFF.
e. Turn on timing light switch. Turn crankshaft very slowly in direction of normal rotation until
timing mark on front face of starter ring gear aligns with drill hole in starter housing. Light
must come on (on battery operated models). If not, turn magneto in its mounting flange slots
and repeat procedure until light goes on at 25 degrees before top dead center. Tighten the
two mounting bolts.
f. Connect the other positive wire of timing light to right magneto condenser terminal and time
the magneto the same as left magneto.
g. After both magnetos have been timed, leave timing light wires connected and check magneto
timing as described to make sure magnetos are set to fire together. If timing is correct, both
timing lights will come on simultaneously when 25 degree mark on ring gear aligns with drill
hole in starter housing. If points open early, loosen mounting bolts and rotate magneto
counterclockwise. Secure bolts and remove timing lights.
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F. Bendix Magneto
— CAUTION —
Magneto service instructions in this manual cover minor
repairs and timing. For further repairs and adjustments of
magnetos, follow manufacturer’s service instructions.
— CAUTION —
Ascertain that primary circuits of both engines are grounded
before working on engine.
1. Inspection Of Magnetos
At engine inspection or when magneto is removed from engine, check as follows:
a. Inspect distributor block contact springs. Top of spring must not be more than 0.422 inches
below top of tower as shown in Figure 74-9. If broken or corroded, they must be replaced.
b. Inspect oil felt washer. It must be saturated with oil. If dry, check for worn bushing. If ok,
add no. 30 oil.
c. Inspect distributor block for cracks or burned areas. Wax coating on block must not be
removed. Do not use solvents
d. Look for excess oil in breaker compartment. If present, check for a bad oil seal or oil seal
bushing at drive end. Check manufacturer’s overhaul procedures.
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2. Removal Of Magneto
— WARNING —
Magneto is not internally grounded. When ground lead is dis -
connected, magneto is hot. Removing harness assembly terminal
plate first and installing them last, minimizes danger of starting
engine accidentally when ground lead is removed from magneto.
— WARNING —
Before removing magneto, make sure magneto switches are
OFF.
— NOTE —
A timing kit, including timing plate, etc., may be purchased
from the engine or magneto manufacturer. Pointer may be
formed as per Figure 74-12. Pointer can also be made by
wrapping a piece of soft wire tightly around head of cam
securing screw and bending it to extend over timing marks.
d. Using alignment of gear marked with white line of distributor block as a reference, adjust
breaker points to open at this point. Turn magneto drive until cam follower is on high point
of cam lobe. Measure contact clearance, it must be 0.018 inch ±0.006 with E gap set 10
degrees ±4 degrees. If breaker points do not come within tolerances, they must be replaced.
e. If magneto cast in timing marks (-200 series, see Figure 74-14), main breaker can be adjusted
with magneto on engine as follows: turn engine crankshaft until notch in cam aligns with
mark at top of breaker compartment. Set wire pointer in center of E gap boss at side of
breaker compartment. Connect timing light across main breaker. Adjust main breaker contacts
to open at this point. Turn engine crankshaft until cam follower is on high point of cam lobe.
Measure contact clearance. It must be 0.018 inch ±0.006. If necessary, adjust breaker and
check contacts will open while E gap tolerance is ±4 degrees. (Width of E gap boss.)
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— CAUTION —
If cam screw is removed, replace flat washer, lock washer, and
screw. Tighten to a torque of 25 inch-pounds.
— CAUTION —
Do not rotate crankshaft more than 10 degrees in direction
opposite normal rotation as pawl on impulse coupling will
engage stop pin and late timing will be indicated through
impulse coupling mechanism. If this happens, rotate crankshaft
in normal direction until sharp click is heard; this will indicate
that impulse coupling has passed through firing position.
Turn crankshaft in direction opposite normal rotation to
approximately 35 degrees btc and proceed with timing check.
— NOTE —
Make sure that breaker are correct for proper internal timing
of magnetos.
a. Remove top spark plug from no. one cylinder. Place thumb of one hand over spark plug hole
and rotate crankshaft in direction of normal rotation until compression stroke is reached.
Compression stroke is indicated by a positive pressure inside cylinder tending to lift thumb
off spark plug hole. In this position both valves of no. one cylinder are closed. Turn
crankshaft opposite to its normal direction of rotation until it is approximately 35 degrees btc
on compression stroke of no. one cylinder. Rotate crankshaft in its normal direction of
rotation until 25 degrees mark on starter gear and crankcase parting flange or index on front
of starter housing are aligned.
b. Rotate magneto gear on right magneto until chamfered tooth on distributor gear (inside
magneto) aligns with white pointer as seen through window in magneto cover. Do not allow
gear to turn from this position, assemble magneto and gasket. Secure magneto in place with
washers and nuts; tighten nuts only finger tight.
c. Fasten ground wire on electric timing light to any unpainted metallic portion of engine, and
one of the positive wires of timing light to a suitable terminal connected to ground terminal
connection of right magneto. Turn engine crankshaft several degrees from btc in direction
opposite that of normal rotation.
d. Turn on timing light switch. Turn crankshaft very slowly in direction of normal rotation until
timing mark on front face of ring gear support aligns with drilled hole in starter, at which
point light should go on, (on battery operated models). If not, turn magneto in its mounting
flange slots and repeat procedure until light goes on at 25 degrees before top dead center.
Tighten two mounting nuts and replace magneto inspection plug.
— CAUTION —
Impulse coupling magneto can be used only on left side of
engine (viewed from rear).
e. Install impulse coupling magneto adapter and gasket on left magneto mounting pad of
accessory housing.
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f. Remove inspection plug, depress pawl on impulse coupling shaft, and turn impulse on left
magneto until white beveled tooth (or middle tooth, if timing gear has three beveled teeth)
aligns with the timing pointer. Without allowing magneto gear to turn from position, assemble
left magneto to accessory housing and secure with washers and nuts. Tighten nuts only
finger tight.
g. Connect other positive wire of timing light to a suitable terminal connection of left magneto
and time magneto in same manner as for right magneto.
h. After both magnetos are timed, leave timing light wires connected and check magneto timing
as previously described to make sure that both magnetos are set to fire together. If timing is
correct, both timing lights will go simultaneously when 25 degree mark aligns with centerline
of crankcase. If breaker points open too early, loosen mounting nuts and rotate magneto
clockwise. If breaker points open too late, rotate magneto counter clockwise. Remove
timing light and ignition timing pointer, and replace timing inspection plug in magneto.
i. After magnetos are properly timed, clean breaker points to remove any trace of oil or dirt.
Replace breaker cover and lock retaining screws together with lockwire.
ARCHER III
For information on servicing Slick magnetos used on the Archer III, refer to the Master Service Manual,
p/n F1100. This manual is available on a subscription basis from: Unison Industries, 530 Blackhawk Park
Avenue, Rockford, Illinois 61161, telephone number: (815) 965-4700.
74-10-00
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3F15
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AIRPLANE MAINTENANCE MANUAL
3F16
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
DISTRIBUTION
A. Harness
1. Inspection Of Harness
a. Check lead assemblies for nicks, cuts, mutilated braiding, badly worn section or any other
evidence of physical damage. Inspect spark plug sleeves for chafing or tears, and damage or
stripped threads on coupling nuts. Check compression spring is not broken or distorted.
Inspect grommet for tears. Check all mounting brackets and clamps to see that they are
secure and not cracked.
b. Use an ohmmeter, buzzer, or other suitable low voltage device, and check each lead for
continuity. If continuity does not exist, wire is broken and must be replaced.
c. For electrical test of harness assembly, use high voltage, direct current tester such as TAKK
model 86 or 86A or equivalent direct current high voltage tester capable of delivering test
potential of 10,000 volts. Connect ground lead to high voltage tester to outer shielding braid
of a single lead. Connect plug terminal. Turn tester ON and apply 10,000 volts. Insulation
resistance should be 100 megohms minimum. Check all other harness leads in same manner.
d. Minor repair to harness assembly, such as replacement of contact springs, spring retainer
assemblies, insulating sleeves, or of one lead assembly, is done with harness assembly
mounted on engine. To replace more than one lead assembly or cable outlet plate, harness
should be removed from engine and sent to an overhaul shop.
2. Removal Of Harness
a. Disconnect clamps holding wires to engine and accessories.
b. Loosen coupling nuts at spark plugs and remove insulators from spark plug barrel well. Do
not damage insulator spring when withdrawing insulator.
c. Place a guard over harness insulators.
d. Remove harness assembly terminal plate from magneto.
e. Remove harness from airplane.
3. Disassembly Of Harness
a. To remove spring, Slick M-1455, from damaged lead, turn spring counterclockwise while
pulling gently. This will remove spring and M-1498 electrode screw from end of coiled con-
ductor.
b. To separate spring and screw, hold electrode screw with pliers and turn spring clockwise until
it is through the threaded portion.
c. Remove insulator sleeve from end of wire.
d. To remove lead from M-1569 plug wire housing, use diagonals or cutting pliers and cut lead
off close to housing. Use drift or punch to tap ferrule loose from housing.
— NOTE —
Further service on Slick harness will require the use of Slick
M-1495 Service Tool Kit, obtained from:
Unison Industries.
530 Blackhawk Park Avenue
Rockford, Illinois 61161
74-20-00
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Figure 74-17. Cutting Insulation Figure 74-18. Removing Silicone Rubber from Wire
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Figure 74-19. Installation of Plug Endnut Figure 74-20. Flaring out the Shielding
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4. Harness Assembly Instructions
a. Cut a piece of harness wire to length required. Do not stretch wire when measuring it.
b. On magneto end, make a final mark 0.75 inch (0.562 for Bendix magneto) from wire end. A
0.937 inch mark must be made from spark plug end of wire.
c. Flare out shielding, then without allowing any shielding to fold under, insert Slick M-1743
stripping tool under braided shielding. Refer to Figure 74-15.
d. Make sure stripping tool is inserted past cutting mark, and cut shielding with a sharp knife
using a rolling motion. Remove shielding and stripping tool. Do not cut silicone insulation.
Refer to Figure 74-16.
e. Cut exposed insulation 0.062 inch (0.125 inch for Bendix magneto) back from end and roll
insulation clockwise to remove. Do not pull insulation off wire. Trim end of coiled conductor
to make a clear hole for inserting stud. Refer to Figure 74-17.
f. Using M-1742 pin vise, insert M-1741 drill (72 drill), drill out silicone rubber from inside
coiled conductor approximately 0.375 inch deep. Refer to Figure 74-18.
g. On spark plug end of wire install M-1673 nut followed by M-1671 female taper hex ferrule.
Refer to Figure 74-19.
h. After installation of nut and ferrule, bend and rotate silicone insulation as per figure 74-20 to
flare out shielding so drive ferrule can be inserted. Do not cut silicone insulation with sharp
braiding while wire is being rotated. Refer to Figure 74-20.
— CAUTION —
Do not reuse the M-1458 drive ferrule.
i. On spark plug end of wire install M-1458 male tapered drive ferrule over silicone insulation
and under shielding to within 0.062 inch from flange of ferrule. Make sure that shielding is
away from ferrule flange then slide ferrule M-1671 over the M-1458 drive ferrule until tight.
Refer to Figure 74-21
j. For spark plug end, mount M-1747 drive plate in a bench vise. Set hex ferrule in drive plate
slot. Drive M-1458 drive ferrule flush against the hex ferrule using the M-1744 drive tool.
Refer to Figure 74-22.
k. For magneto end of wire, insert wire through hole in M-1569 plug wire housing so shielding
is through hole as shown in Figure 74-23.
l. Install an M- 1458 male tapered drive ferrule over insulation and under shielding as in step i,
then drive ferrule into M-1569 housing using M-1744 drive tool, similar to step j.
Refer to Figure 74-24.
m. Clamp threaded end of M-1498 electrode screw in M-1742 pin vise. Insert tapered pin of
electrode screw into center of coiled conductor by turning pin vise counterclockwise and
pushing at same time until screw is flush with insulation. This is done at both ends of the
wire assembly. Refer to Figure 74-25.
n. On magneto end of wire, place M-1738 insulator sleeve (brown, 0.75 inch long) over silicone
insulation. On spark plug end of wire, use green M-1677 insulator sleeve. Refer to Figure 74-26.
o. Turn M-1455 spring clockwise on electrode screw three full turns until end is flush with first
large coil of spring. This applies to both ends of wire. Refer to Figure 74-27.
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Figure 74-25. Installation of Electrical Screw Figure 74-26. Installation of Insulator Sleeve
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5. Installation Of Harness
Before installing harness on magneto, check mating surfaces for cleanliness.
a. Place harness terminal plate on magneto and tighten nuts around plate alternately to seat cover
squarely on magneto.
—NOTE—
The left magneto is wired to fire all top spark plugs in this
engine. The right magneto fires all bottom plugs.
b. Route ignition wires to their respective cylinders.
c. Clamp harness assembly in position and replace engine baffle plate.
d. Connect leads to spark plugs.
— CAUTION —
Do not allow foreign objects to enter spark plug hole.
— CAUTION —
Do not install any spark plug that has been dropped.
Before installing spark plugs, make sure that threads within cylinder are clean and not
damaged.
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—CAUTION—
Make certain deep socket is properly seated on spark plug hexa -
gon as damage to plug will result if wrench is cocked to one side
when pressure is applied
a. Apply anti-seize compound sparingly on threads; install gasket and spark plugs. Tighten to a
torque of 360 to 420 inch-pounds.
b. Carefully insert terminal insulator in spark plug and tighten coupling nut.
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3G1
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AIRPLANE MAINTENANCE MANUAL
SWITCHING
IGNITION AND STARTER SWITCH(ES)
1. Removal of Ignition / Starter Switch.
a. Archer II
(1) Make sure ignition switch is in OFF position.
(2) Gain access to and disconnect power lead from battery.
(3) Remove retaining nut from switch and pull switch from back of instrument panel.
(4) Before removing wires from ignition switch note their location on switch.
— NOTE —
Note and mark wire locations before removing them from
ignition switch.
(5) Remove wires K1B18 and K1C18 from screw connections on back side of starter switch.
(6) Unsolder the white and black wires from back of switch.
(7) Remove Switch.
Figure 74-29. Archer II Ignition Switch Installation Figure 74-30. Archer III Starter Switch Installation
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c. Archer III — Removal of Magneto Switch(es) (Refer to Figure 74-31)
(1) Check that ignition switch is in OFF position.
(2) Disconnect (pull) STARTER & ACC. circuit breaker.
(3) Disconnect positive cable from battery.
(4) Drop the overhead switch panel by removing the six screws securing the panel in place.
— NOTE —
Note and mark wire locations before removing them from
ignition switch.
WHITE
BLACK
TO P 4 TO P 4
PIN 15 PIN 14
JUMPER
RIGHT
MAGNETO
SWITCH
6
LEFT
MAGNETO
SWITCH
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(c) Attach P lead to ohmmeter and ground to airframe.
(d) With right magneto switch OFF, and left magneto switch ON, the ohmmeter must
indicate a closed circuit.
(e) With start switch ON, the ohmmeter must indicate a closed circuit.
(f) With right magneto switch ON, or with both magneto switches ON, and start switch OFF,
the ohmmeter should indicate an open circuit.
(g) Connect P lead to right magneto.
(h) Check that starter switch and both magneto switches are in the OFF position.
(4) Install magneto switch(es) into switch panel.
(5) After ensuring all connectors are properly joined, install overhead switch panel by installing
the six screws securing the panel in place.
(6) Connect positive cable to battery.
(7) Engage (push in) STARTER & ACC. circuit breaker.
74-30-00
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3G5
PIPER AIRCRAFT
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AIRPLANE MAINTENANCE MANUAL
3G6
CHAPTER
ENGINE INDICATING
3G7
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHAPTER 77 - ENGINE INDICATING
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
77 - Cont./Effec.
Page 1
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3G8
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
3G9
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
GENERAL
—WARNING—
It is the user‘s responsibility to refer to the applicable vendor
publication when servicing or inspecting vendor equipment
installed in Piper aircraft, .
This chapter gives information on service and replacement procedures of the engine indicating system.
77-00-00
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AIRPLANE MAINTENANCE MANUAL
POWER
A. TACHOMETER INDICATOR
The tachometer is connected to engine accessory by a flexible cable and provides reading of crankshaft
speed in revolutions per minute. The instrument has a recording mechanism for recording time that engine is in
operation. The time recorder will be accurate (i. e., records 1:00 hour in 60 minutes) at 75% power setting
under standard sea level conditions.
CHART 7701. TROUBLESHOOTING TACHOMETER
TROUBLE CAUSE REMEDY
No reading on indicator, either Broken shaft. Replace instrument
permanent or intermittent
Loose cable connections. Tighten cable.
Pointer oscillates excessively. Rough spot on, or sharp Bend in Repair or replace.
shaft.
Pointer goes all the way to stop; Excessive lubricant in instrument. Replace instrument
more noticeable in cold weather.
77-10-00
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3G11
PIPER AIRCRAFT
PA-284 81
AIRPLANE MAINTENANCE MANUAL
CHART 7702. TROUBLESHOOTING MANIFOLD PRESSURE GAUGE
TROUBLE I CAUSE I REMEDY
Excessive error at existing baro- Pointer shifted. Replace instrument.
metric pressure.
Incorrect reading. Moisture or oil in line. Disconnect lines and blow out.
77-10-00
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PIPER AIRCRAFT
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AIRPLANE MAINTENANCE MANUAL
TEMPERATURE
—CAUTION—
Do not connect ohmmeter across meter. It will burn out the
movement of the meter.
Unless mechanical damage is evident, broken glass, bent or broken pointer, or broken case, check
as follows (before removing instrument):
a. Remove probe from exhaust stack and check for broken weld (at tip end) or burnt off end.
Measured resistance of probe must be 0.8 ohms. Clean connections with steel wool before
assembly.
b. Disconnect lead wires at instrument and measure. Resistance with lead wires connected to
probe must be 3.3 ohms. Clean connections with steel wool before assembly.
c. With leads connected to instrument, heat probe with propane torch to dull red. Meter must
read up to fourth graduation or approximately 1500°F. Before check, make sure adjustment
screw, at rear of instrument case, is in center of its travel. If screw is turned to either end of
full travel, it will shut instrument off and no reading will be shown on pointer. If meter still
does not read, replace it.
77-20-00
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AIRPLANE MAINTENANCE MANUAL
77-20-00
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AIRPLANE MAINTENANCE MANUAL
CHART 7703. TROUBLESHOOTING EXHAUST GAS TEMPERATURE GAUGE (ALCOR)
TROUBLE I CAUSE I REMEDY
Gauge inoperative. Defective gauge, probe, or Check probe and lead wires for
wiring. chafing, breaks, or shorting
between wires and metal structure.
Fluctuating reading. Loose, frayed, broken electrical Clean and tighten connections.
leads, or faulty connections. Repair or replace defective leads.
Instrument goes all the way to Wire broken between sender and Repair wire.
the upper stop. gauge.
77-20-00
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3G15
CHAPTER
EXHAUST
3G16
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHAPTER 78 - EXHAUST
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
78 - Cont./Effec.
Page 1
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3G17
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
3G18
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
GENERAL
INSPECTION OF EXHAUST SYSTEM
— NOTE —
It is recommended that all airplanes befitted with a new
muffler at or before 1000 hour time-in-service since muffler
installation.
The entire exhaust system, including heat exchange shroud, muffler, muffler baffles, stacks, and all
exhaust connections must be rigidly inspected at each l00 hour inspection. The possibility of exhaust system
failure increases with time-in-service. Check more carefully as time-in-service on the installed muffler increases.
The system must be checked carefully before winter operation when cabin heat is in use. Refer to Figure 78-1
for the Archer II exhaust system. Figure 78-2 depicts the Archer III exhaust system.
Remove the tail pipe and stacks for muffler baffle inspection. Remove or loosen all exhaust shields, carburetor
and cabin heat muffs, shrouds, heat blankets, etc., as required for complete system inspection. Perform cleaning
operations and inspect all external surfaces for dents, cracks, and missing parts.
— CAUTION —
Apply FEL-PRO Type C5-A anti-seize lubricant to entire slip
joint surface to prevent slip joint binding.
Pay particular attention to welds, clamps, supports, support attachment lugs, slip joints, stack flanges, and
gaskets. Inspect internal baffles or diffusers. Any cracks, warpage, or severe oxidation are cause for muffler
replacement.
If any component is inaccessible for visual inspection, do the following:
l. Do submerged pressure check of muffler and exhaust stack at 2 psi air pressure.
2. Ground test using carbon monoxide indicator by heading airplane into wind, warming engine on
ground, advancing throttle to full static rpm with cabin heat valves open, and taking readings of heated
airstream inside cabin at each outlet (including rear seat heat outlet, if installed). If carbon monoxide
concentration exceeds 0.005 percent or if a dangerous reading is on an indicator not calibrated in per-
centages, muffler must be replaced.
78-00-00
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PIPER AIRCRAFT
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AIRPLANE MAINTENANCE MANUAL
3G21
PIPER AIRCRAFT
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AIRPLANE MAINTENANCE MANUAL
3G22
CHAPTER
OIL SYSTEM
3G23
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHAPTER 79 - OIL SYSTEM
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
79 - Cont./Effec.
Page 1
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3G24
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
3H1
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
DISTRIBUTION
A. OIL COOLER
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3H3
PIPER AIRCRAFT
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AIRPLANE MAINTENANCE MANUAL
INDICATING
A. ARCHER II
Oil pressure is sensed by a Bourdon tube installed as an intricate part of the oil pressure instrument. The oil
pressure annunciator (OIL) light is activated by an electrical sensor installed under the instrument panel.
Oil temperature is sensed by a sensor installed in the oil screen assembly on engine accessory section.
Temperature is transmitted electrically to the gauge.
1. Removal of Oil Pressure Sensor
Gain access to sensor unit by reaching up under the instrument panel. To remove sensor:
a. Disconnect the two electrical leads.
b. Unscrew sensor unit from bulkhead fitting.
c. Catch spillage and cover hole to prevent foreign matter from entering oil line.
2. Removal of Oil Temperature Sensor
a. Disconnect wire from sender by removing n ut and washer securing wire to sender.
b. Remove sender.
3. Installation of Oil Pressure Sensor
a. Seal sensor unit pipe threads with thread sealant tape (3M-Teflon no. 48 x 1/4”).
b. Screw sensor unit into bulkhead fitting.
c. Connect the two electrical leads.
d. Perform operational check.
4. Installation of Oil Temperature Sensor
a. Install sensor in engine accessory section.
b. Connect wire to sender.
B. ARCHER III
Oil pressure is sensed by a sender installed to the left end of a union tee located on the upper aft side of
the firewall under the pilot’s instrument panel. There is one electrical wire connected to it by a nut and washer.
An oil pressure switch, that controls the oil pressure (OIL PRESS) annunciator and the hour meter, is
attached to the right end of the union tee . There are three wires leading from the switch to an electrical
connector. When the engine is not running, the switch closes the circuit to the annunciator light and opens the
circuit to the hour meter. As soon as the engine starts, and the pressure sensor senses oil pressure, it throws the
oil pressure switch, which activates the hour meter and turns the OIL PRESS annunciator light OFF.
Oil temperature is sensed by a sensor installed in the accessory section of the engine immediately in front
of the oil filter. Temperature is transmitted to the instrument electrically.
1. Removal of Oil Pressure Sender
a. Gain access to the sender from under the pilot’s (left) instrument panel.
b. Disconnect the single wire by removing the nut and washer securing it to the sender.
— NOTE —
There will be some residual oil in the line leading to the sender
and switch. Provide a means to catch any spillage that may
occur when sender is removed.
c. Using a back up wrench on the union tee, remove oil pressure sender.
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AIRPLANE MAINTENANCE MANUAL
2. Removal of Oil Pressure Switch
a. Gain access to the switch from under the pilot’s (left) instrument panel.
b. Disconnect electrical connector.
— NOTE —
There will be some residual oil in the line leading to the sender
and switch. Provide a means to catch any spillage that may
occur when switch is removed.
c. Using a back up wrench on the union tee, remove oil pressure switch.
C. TROUBLESHOOTING
1. Archer II
The oil pressure gauge is mounted in the cluster on the instrument panel. The gauge reads
the amount of oil pressure available at the pressurized oil passage.
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CHART 7901. TROUBLESHOOTING ARCHER II ENGINE OIL PRESSURE GAUGE
TROUBLE CAUSE REMEDY
Excessive error at zero. Pointer loose on shaft. Replace instrument.
Excessive pointer oscillation. Air in line or rough engine relief. Disconnect line and fill with light
oil. Check for leaks. If trouble
persists, clean and adjust relief
valve.
Sluggish operation of pointer or Engine relief valve open. Clean and check valve.
pressure fails to build up.
Loss of oil pressure. Immediately shut down (stop)
engine.
Pointer fails to move as engine is Broken or damaged sensor. Check engine unit.
warmed up.
Open wire(s). Check wiring to instrument.
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AIRPLANE MAINTENANCE MANUAL
2. Archer III
a. Oil Pressure Gauge
The oil pressure gauge is mounted in the cluster on the instrument panel, and reads the
amount of oil pressure available at the pressurized oil passage. The cluster consists of the fuel
pressure gauge and the oil temperature gauge, along with the oil pressure gauge, mounted in a
common circular instrument head. Since the instruments are inseparable, if any one becomes
defective, necessitating replacement, it will require replacing the complete cluster.
Excessive pointer oscillation. Air in line or rough engine relief. Disconnect line and fill wit light
oil. Check for leaks. If trouble
persists, clean and adjust relief
valve.
Sluggish operation of pointer or Loss of oil pressure. Immediately shut down (stop)
pressure fails to build up. engine.
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AIRPLANE MAINTENANCE MANUAL
CHART 7904. TROUBLESHOOTING ARCHER III ENGINE OIL TEMPERATURE GAUGE
TROUBLE CAUSE REMEDY
Instrument fails to read. Broken or damaged sensor. Check engine unit.
Pointer fails to move as engine is Broken or damaged sensor. Check engine unit.
warmed up.
Open wire(s). Check wiring to instrument.
79-30-00
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PIPER AIRCRAFT
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AIRPLANE MAINTENANCE MANUAL
3H9
CHAPTER
STARTING
3H10
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHAPTER 80 - STARTING
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
80 - Cont./Effec.
Page 1
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3H11
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
3H12
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
GENERAL
— WARNING —
It is the user’s responsibility to refer to the applicable vendor
publication when servicing or inspecting vendor equipment
installed in Piper aircraft, .
This chapter gives information on service and replacement procedures of the starting system.
80-00-00
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B. TROUBLESHOTING
CHART 8001. TROUBLESHOOTING STARTER (1 OF 3)
TROUBLE CAUSE REMEDY
Motor fails to operate. Low battery charge. Check and recharge if necessary.
80-00-00
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— CAUTION —
Do not use coarse sandpaper or
emery cloth. After seating, clean
thoroughly to remove all sand
and metal particles to prevent
excessive wear. Keep motor
bearing free from sand or metal
particles.
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PIPER AIRCRAFT
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AIRPLANE MAINTENANCE MANUAL
Excessive arcing of motor brush- Binding, worn, or improperly See above information.
es. seated brush or brushes with
excessive side play.
80-00-00
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3H16
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
3H17
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CRANKING
A. MAINTENANCE OF STARTING SYSTEM
The starting system installation requires inspection each 50 hour inspection interval or every 30
days whichever occurs first.
l. The battery must be checked with a hydrometer to be sure it is fully charged and filled to proper
level with approved water. A load test must be made to determine battery condition. If dirt and
corrosion have accumulated on the battery, clean with a solution of baking soda and water. Be
sure no solution enters the battery cells.
2. The starting circuit wiring must be inspected to be sure that all connections are clean, tight, and
the insulation is sound. A voltage loss test must be made to find any high resistance connections
that affect starting motor efficiency. The test is made with a low-reading voltmeter while crank-
ing engine or at approximately l00 amperes. The following limits must be used:
a. Voltage loss from insulated battery post to starting motor terminal - 0.3 volt maximum.
b. Voltage loss from battery ground post to starter frame - 0. l volt maximum.
— NOTE —
If voltage loss is greater than above limits, additional tests
must be made over each part of circuit to locate high resistance
connections.
3. No lubrication is required on starting motor except at overhaul. Then lubricate entire shaft under
Bendix drive, fill grooves in armature shaft at drive end, and pack gear box with l.3 to 2.0 ounces
of lithium soap base grease Texaco #1925 Molytex O or equivalent. Thoroughly clean and pack
needle bearings with Shell Alvania #2 or equivalent bearing lubricant.
4. Starting motor must be operated a few seconds with ignition switch off to make sure pinion
engages properly and turns freely without binding or excessive noise. Engine must be started two
or three times to see that pinion disengages properly when engine is off.
—CAUTION—
Do not use aluminum cable to repair wiring. If there is a fault in
the aluminum cable, complete cable assembly must be replaced
with copper wire and suitable terminals. Aluminum cable wiring
was used in: battery circuit, battery to ground, battery to master
relay, master relay to starter solenoid, starter solenoid to starter,
and engine return ground wire to airframe (see individual
schematics).
5. Check aluminum cables in battery circuit for unsatisfactory conditions such as loose or corroded
terminals.
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C. REMOVAL OF STARTING MOTOR
l. Disconnect ground cable from battery post to prevent a short circuit.
2. Disconnect lead from starting motor terminal.
3. Remove mounting bolts.
4. Remove motor.
Figure 80-2. Turning Starting Motor Commutator Figure 80-3. Testing Motor Armature for Shorts
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Check brushes slide freely in their holders and make full contact on commutator. If worn one
quarter inch or less, they must be replaced.
F. ARMATURE
l. Check commutator for uneven wear, excessive glazing, or evidence of excessive arcing. If slight-
ly dirty, glazed or discolored, commutator can be cleaned with 00 or 000 sandpaper. lf commuta-
tor is rough or worn, turn in a lathe. (Refer to Figure 80-2.) Armature shaft must be inspected for
rough bearing surfaces and rough or damaged splines.
2. Test armature for grounds, with a set of test probes connected in series with a 110-volt light.
Touch one probe to commutator segment and the other to armature core. lf test lamp lights, arma-
ture is grounded and must be replaced.
3. To test for shorted armature coils, use a growler. (Refer to figure 80-3.) Armature is placed on
growler and slowly rotated by hand while a steel strip is held over the core so that it passes over
each armature core slot. If a coil is shorted, steel strip will vibrate.
4. Make quick check for opens by inspecting trailing edge (in direction of rotation) of commutator
segments for excessive discoloration. This condition indicates an open circuit.
G. FIELD COILS
l. Check field coils for grounds (refer to figure 80-4) by placing one test probe on frame and other
on starter terminal. Be sure brushes are not accidentally touching frame. If lamp lights, fields are
grounded. Repair or replace.
2. Inspect all connections, make sure they are clean and tight, and inspect insulation for deterioration.
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H. BRUSH HOLDERS
l. To test brush holders, touch one test probe to brush plate and the other to each brush holder.
2. Test lamp must light when grounded brush holders are touched and must not light when insulated
brush holders are touched.
J. BENDIX DRIVE
The Bendix Drive must be wiped clean with a dry cloth. Pinion must turn smoothly in one direction
and lock in the other direction. Replace drive if it fails to check as above, or if pinion teeth are excessively
worn, or damaged.
— NOTE —
Spring tension is 32 to 40 ounces with new brushes. Tension is
measured with scale hooked under brush spring at brush. Pull
on a line opposite the line of force exerted by spring and take
reading just as spring leaves brush.
3 Check position of pinion to be sure unit will mesh properly with flywheel ring gear.
L. BENCH TEST
1. After starting motor is assembled test to see that the no-load current at a certain voltage is per
specifications in starting motor service test specifications. To test, connect as shown in figure 80-5.
lf current is too high, check bearing alignment and end play to make sure there is no binding or
interference. Two or three sharp raps on frame with a rawhide hammer will often help to align
bearings and free armature.
2. If no difficulty is indicated in the above test, conduct a torque test to see if starting motor is
producing its rated cranking power. Make test connections as shown in figure 80-6.
3. If torque and current are not within specifications, check seating of brushes and internal connec-
tions for high resistance. If found to be in good order, replace frame and field assembly and test
starter.
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N. STARTING MOTOR SERVICE TEST SPECIFICATIONS
Prestolite specifications for 12 or 24 volt starting motors installed as standard equipment on PA-28-181
series aircraft are as follows:
Stall Torque
Amps 560 260 Maximum
Min Torque, ft lbs 37.5 27
Approx Volts 4.0 14
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— CAUTION —
Care should be exercised when ships battery is depleted. If the
battery switch is positioned ON, the external power supply can
be reduced to the level of the airplane’s battery.
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3I1
CHAPTER
CHARTS AND
WIRING DIAGRAMS
3I4
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AIRPLANE MAINTENANCE MANUAL
CHAPTER 91 -CHARTS AND WIRING DIAGRAMS
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
91 - Cont./Effec.
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3I6
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AIRPLANE MAINTENANCE MANUAL
TORQUE REQUIREMENTS
Torque values given in chart 9l02 are derived from oil-free cadmium-platcd threads and are recommended
for all airframe installation procedures where torquing is rcquired (unless otherwise noted in sections where
other values are stipulated). Engine torque values are found in latest revision of Lycoming overhaul manual.
Propeller torque values are in chapter 6l of this manual. Chart 9l0l lists torque values for flared fittings of vari-
ous sizes and maternal.
— CAUTION —
Do not over torque fittings.
— NOTE —
When flared fittings are being installed, make sure male
threads are properly lubricated. Torque fittings per chart 9101.
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CHART 9102. RECOMMENDED NUT TORQUES (Sheet 1 of 2)
TORQUES: The importance of correct application can not be overemphasized.
Undertorque can result in unnecessary wear of nuts and bolts as well as the parts CHART B
they are holding together. When insufficient pressures are applied, uneven loads
will be transmitted throughout the assembly which may result in excessive wear or COARSE THREAD SERIES
premature failure due to fatigue. Overtorque can be equally damaging because of
failure of a bolt or nut from overstressing the threaded areas. The following proce- BOLTS
dures should be followed to assure that the correct torque is applied: Steel Tension
1. Self-Locking Fasteners - Add the friction torque from Chart “A” for sizes 8
through 7/16 to the recommended torque from Chart “B” to get the final torque.
AN 3 THROUGH AN 20
This would be the actual reading on the torque wrench. To determine friction
drag torque for sizes 1/2 through 1 1/4, turn the nut fully on to the bolt and AN 42 THROUGH AN 49
determine the torque required to turn the nut. Add this friction drag torque to AN 73 THROUGH AN 81
the torque given in Chart “B”. AN 173 THROUGH AN 186
2. Castellated and Non-Self Locking Nuts - Use only the torque given in Chart MS 20033 THROUGH MS 20046
“B”. Unless otherwise specified, when castellated nuts are used with a cotter MS 20073
pin on moving joints, do not torque the nut. Turn the nut onto the bolt until MS 20074
proper grip is established and alignment with the cotter pin hole is achieved.
AN 509 NK9
Then install the cotter pin.
GENERAL REQUIREMENTS.
MS 24694
1. Calibrate the torque wrench periodically to assure accuracy. Recheck fre- AN 525 NK525
quently. MS 27039
2. Ascertain that the bolt and nut threads are clean and dry (unless otherwise
specified by the manufacturers.) If the bolt or nut is required to be lubricated NUTS
prior to tightening, the torque range should be reduced 50 percent.
3. Use a bolt long enough to prevent bearing loads on the threads. The com- Steel Tension Steel Shear
plete chamfer or end radius of the bolt or screw must extend through the nut.
4. Unique torques specified in the text of this manual supercede the torques
AN 310 AN 320
given in Charts “A” and “B”.
5. Refer o the latest revision of Lycoming Service Table Limits, SSP1776, for AN 315 AN 364
torques on parts used on Lycoming engines. AN 363 NAS 1022
6. A maximum of two AN960 washers may be added under bolt heads or nuts to AN 365 MS 17826
correct for variations in material thickness within the tolerances permitted. NAS 1021 MS 20364
7. Self-Locking Fasteners - Limitations of the use of self-locking nuts, bolts and MS 17825
screws including fasteners with non-metallic inserts are as follows: MS 21045
a. Fasteners incorporating self-locking devices shall not be reused if they MS 20365
can be run-up using only fingers. They may be reused if hand tools are
required to required to run them up providing there is no obvious damage
MS 20500
to the self-locking device prior to installation. NAS 679
b. Bolts 5/16 inch diameter and over with cotter pin holes may be used with
self-locking nuts. Nuts with non-metallic locking devices may be used in Nut-bolt Torque Limits Torque Limits
this application only if the bolts are free from burrs around the cotter pin size in-lbs. in-lbs.
hole.
c. Do not use self-locking nuts at joints which subject either the nut or bolt Min. Max. Min. Max.
to rotate.
d. Never tap or rethread self-locking fasteners. Do not use nuts, bolts or
screws with damaged threads or rough ends.
8-32 12 15 7 9
10-24 20 25 12 15
1/4-20 40 50 25 30
5/16-18 80 90 48 55
CHART A 3/8-16 160 185 95 110
7/16-14 235 255 140 155
BOLT FRICTION DRAG 1/2-13 400 480 240 290
SIZE TORQUE (IN. -LB.) 9/16-12 500 700 300 420
5/8-11 700 900 420 540
8 (course thread) 15
3/4-10 1,150 1,600 700 950
10 18
1/4 30 7/8-9 2,200 3,000 1,300 1,800
5/16 60 1-8 3,700 5,000 2,200 3,000
3/8 80 1-1/8-8 5,500 6,500 3,300 4,000
7/16 100 1-1/4-8 6,500 8,000 4,000 5,000
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AIRPLANE MAINTENANCE MANUAL
CHART 9102 RECOMMENDED NUT TORQUES (Sheet 2 of 2)
Nut-bolt Torque Limits Torque Limits Torque Limits Torque Limits Torque Limits Torque Limits
size in-lbs. in-lbs. in-lbs. in-lbs. in-lbs. in-lbs.
Min. Max. Min. Max. Min. Max. Min. Max. Min. Max. Min. Max.
8-36 12 15 7 9 5 10 3 6
10-32 20 25 12 15 25 30 15 20 10 15 5 10
1/4-28 50 70 30 40 80 100 50 60 30 45 15 30
5/16-24 100 140 60 85 120 145 70 90 40 65 25 40
3/8-24 160 190 95 110 200 250 120 150 75 110 45 70
7/16-20 450 500 270 300 520 630 300 400 180 280 110 170
1/2-20 480 690 290 410 770 950 450 550 280 410 160 260
9/16-18 800 1,000 480 600 1,100 1,300 650 800 380 580 230 360
5/8-18 1,100 1,300 660 780 1,250 1,550 750 950 550 670 270 420
3/4-16 2,300 2,500 1,300 1,500 2,650 3,200 1,600 1,900 950 1,250 560 880
7/8-14 2,500 3,000 1,500 1,800 3,550 4,350 2,100 2,690 1,250 1,900 750 1,200
1-14 3,700 4,500 2,200 3,300 4,500 5,500 2,700 3,300 1,600 2,400 950 1,500
1-1/8-12 5,000 7,000 3,000 4,200 6,000 7,300 3,600 4,400 2,100 3,200 1,250 2,000
1-1/4-12 9,000 11,000 5,400 6,600 11,000 13,400 6,600 8,000 3,900 5,600 2,300 3,650
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AIRPLANE MAINTENANCE MANUAL
CHART 9103. DECIMAL CONVERSION
TO 3 TO 2 M.M. TO 3 TO 2 M.M.
PLACES PLACES EQUIV PLACES PLACES EQUIV
4ths 8ths 16ths 32nds 64ths 4ths 8ths 16ths 32nds 64ths
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CHART 9104. TORQUE CONVERSIONS TO METRIC (Sheet 1 of 2)
INCH POUNDS TO CENTIMETER KILOGRAMS (cmkg.)
5 in.-lbs. 5.76 cmkg. 45 in.-lbs. 51.84 cmkg. 85 in.-lbs. 97.92 cmkg.
10 in.-lbs. 11.52 cmkg. 50 in.-lbs. 57.60 cmkg. 90 in.-lbs. 103.68 cmkg.
15 in.-lbs. 17.28 cmkg. 55 in.-lbs. 63.36 cmkg. 95 in.-lbs. 109.44 cmkg.
20 in.-lbs. 23.04 cmkg. 60 in.-lbs. 69.12 cmkg. 100 in.-lbs. 115.20 cmkg.
25 in.-lbs. 28.80 cmkg. 65 in.-lbs. 74.88 cmkg. 105 in.-lbs. 120.96 cmkg.
30 in.-lbs. 34.56 cmkg. 70 in.-lbs. 80.64 cmkg. 110 in.-lbs. 126.72 cmkg.
35 in.-lbs. 40.32 cmkg. 75 in.-lbs. 86.40 cmkg. 115 in.-lbs. 132.48 cmkg.
40 in.-lbs. 46.08 cmkg. 80 in.-lbs. 92.16 cmkg. 120 in.-lbs. 138.24 cmkg.
(cmkg.) CENTIMETER KILOGRAMS TO INCH POUNDS
50 cmkg. 43.4 in.-lbs. 300 cmkg. 260.4 in.-lbs. 550 cmkg. 477.4 in.-lbs.
100 cmkg. 86.8 in.-lbs. 350 cmkg. 303.8 in.-lbs. 600 cmkg. 520.8 in.-lbs.
150 cmkg. 130.2 in.-lbs. 400 cmkg. 347.2 in.-lbs. 650 cmkg. 564.2 in.-lbs.
200 cmkg. 173.6 in.-lbs. 450 cmkg. 390.6 in.-lbs. 700 cmkg. 607.6 in.-lbs.
250 cmkg. 217.0 in.-lbs. 500 cmkg. 434.0 in.-lbs.
FOOT POUNDS TO METER KILOGRAMS (mkg.)
2 1/2 ft.-lbs. .346 mkg. 67 1/2 ft.-lbs. 9.332 mkg. 165 ft.-lbs. 22.813 mkg.
5 ft.-lbs. .691 mkg. 70 ft.-lbs. 9.678 mkg. 170 ft.-lbs. 23.504 mkg.
7 1.2 ft.-lbs. 1.037 mkg. 72 1/2 ft.-lbs. 10.024 mkg. 175 ft.-lbs. 24.195 mkg.
10 ft.-lbs. 1.383 mkg. 75 ft.-lbs. 10.369 mkg. 180 ft.-lbs. 24.887 mkg.
12 1/2 ft.-lbs. 1.728 mkg. 77 1/2 ft.-lbs. 10.715 mkg. 185 ft.-lbs. 25.578 mkg.
15 ft.-lbs. 2.074 mkg. 80 ft.-lbs. 11.060 mkg. 190 ft.-lbs. 26.269 mkg.
17 1/2 ft.-lbs. 2.419 mkg. 82 1/2 ft.-lbs. 11.406 mkg. 195 ft.-lbs. 26.960 mkg.
20 ft.-lbs. 2.765 mkg. 85 ft.-lbs. 11.752 mkg. 200 ft.-lbs. 27.652 mkg.
22 1/2 ft.-lbs. 3.111 mkg. 87 1/2 ft.-lbs. 12.097 mkg. 105 ft.-lbs. 28.343 mkg.
25 ft.-lbs. 3.456 mkg. 90 ft.-lbs. 12.443 mkg. 210 ft.-lbs. 29.034 mkg.
27 1/2 ft.-lbs. 3.802 mkg. 92 1/2 ft.-lbs. 12.789 mkg. 215 ft.-lbs. 29.726 mkg.
30 ft.-lbs. 4.148 mkg. 95 ft.-lbs. 13.134 mkg. 220 ft.-lbs. 30.417 mkg.
32 1/2 ft.-lbs. 4.493 mkg. 97 1/2 ft.-lbs. 13.480 mkg. 225 ft.-lbs. 31.108 mkg.
35 ft.-lbs. 4.839 mkg. 100 ft.-lbs. 13.826 mkg. 230 ft.-lbs. 31.800 mkg.
37 1/2 ft.-lbs. 5.185 mkg. 105 ft.-lbs. 14.517 mkg. 235 ft.-lbs. 32.491 mkg.
40 ft.-lbs. 5.530 mkg. 110 ft.-lbs. 15.208 mkg. 240 ft.-lbs. 33.182 mkg.
42 1/2 ft.-lbs. 5.876 mkg. 115 ft.-lbs. 15.900 mkg. 245 ft.-lbs. 33.873 mkg.
45 ft.-lbs. 6.222 mkg. 120 ft.-lbs. 16.591 mkg. 250 ft.-lbs. 34.565 mkg.
47 1/2 ft.-lbs. 6.567 mkg. 125 ft.-lbs. 17.282 mkg. 255 ft.-lbs. 35.256 mkg.
50 ft.-lbs. 6.913 mkg. 130 ft.-lbs. 17.974 mkg. 260 ft.-lbs. 35.947 mkg.
52 1/2 ft.-lbs. 7.258 mkg. 135 ft.-lbs. 18.665 mkg. 265 ft.-lbs. 36.639 mkg.
55 ft.-lbs. 7.604 mkg. 140 ft.-lbs. 19.356 mkg. 270 ft.-lbs. 37.330 mkg.
57 1/2 ft.-lbs. 7.950 mkg. 145 ft.-lbs. 10.047 mkg. 275 ft.-lbs. 38.021 mkg.
60 ft.-lbs. 8.295 mkg. 150 ft.-lbs. 20.739 mkg. 280 ft.-lbs. 38.713 mkg.
62 1/2 ft.-lbs. 8.641 mkg. 155 ft.-lbs. 21.430 mkg. 285 ft.-lbs. 39.404 mkg.
65 ft.-lbs. 8.987 mkg. 160 ft.-lbs. 22.121 mkg. 290 ft.-lbs. 40.095 mkg.
295 ft.-lbs. 40.786 mkg.
300 ft.-lbs. 41.478 mkg.
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AIRPLANE MAINTENANCE MANUAL
CHART 9104. TORQUE CONVERSIONS TO METRIC (Sheet 2 of 2)
(3) Use the following procedure to convert Fahrenheit (°F) and Celsius (°C) (Centigrade) temperatures.
Example:
Read number in middle column; if in degrees Celsius (°C), read Fahrenheit equivalent in right-hand
column. If in degrees Fahrenheit (°F); read Celsius equivalent in left-hand column.
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CHARFT 9106. METRIC CONVERSION TABLES (Sheet 1 of 3)
GAL., U.S. DRY 268.8 CU. IN. NAUTICAL MILE 1.151 STATUTE
0.1556 CU. FT. MILE
1.164 U.S. GAL., LIQ.
4.405 LITERS QUART .9463 LITER
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CHARFT 9106. METRIC CONVERSION TABLES (Sheet 2 of 3)
°C °F - °C °F °C °F - °C °F
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CHARFT 9106. METRIC CONVERSION TABLES (Sheet 3 of 3)
INCHES TO MILLIMETER
INCHES 0.0000 0.0001 0.0002 0.0003 0.0004 0.0005 0.0006 0.0007 0.0008 0.0009
MILLIMETER
0.000 0.0025 0.0050 0.0076 0.0101 0.0127 0.0152 0.0177 0.0203 0.0228
0.001 0.0254 0.0279 0.0304 0.0330 0.0355 0.0381 0.0406 0.0431 0.0457 0.0482
0.002 0.0508 0.0533 0.0558 0.0584 0.0609 0.0635 0.0660 0.0685 0.0711 0.0736
0.003 0.0762 0.0812 0.0838 0.0863 0.0889 0.0914 0.0939 0.0965 0.0965 0.0990
0.004 0.1016 0.1041 0.1066 0.1092 0.1117 0.1143 0.1168 0.1193 0.1219 0.1244
0.005 0.1270 0.1295 0.1320 0.1346 0.1371 0.1397 0.1422 0.1447 0.1447 0.1498
0.006 0.1524 0.1549 0.1574 0.1600 0.1625 0.1651 0.1676 0.1701 0.1727 0.1752
0.007 0.1778 0.1803 0.1828 0.1854 0.1879 0.1905 0.1930 0.1955 0.1981 0.2006
0.008 0.2032 0.2057 0.2082 0.2108 0.2133 0.2159 0.2184 0.2209 0.2235 0.2260
0.009 0.2286 0.2311 0.2336 0.2362 0.2387 0.2413 0.2438 0.2463 0.2489 0.2514
INCHES 0.000 0.001 0.002 0.003 0.004 0.005 0.006 0.007 0.008 0.009
MILLIMETER
0.00 0.025 0.050 0.076 0.101 0.127 0.152 0.177 0.203 0.228
0.01 0.254 0.279 0.304 0.330 0.355 0.381 0.406 0.431 0.457 0.482
0.02 0.508 0.533 0.558 0.584 0.609 0.635 0.660 0.685 0.711 0.736
0.03 0.762 0.787 0.812 0.838 0.863 0.889 0.914 0.939 0.965 0.990
0.04 1.016 1.041 1.066 1.092 1.117 1.143 1.168 1.193 1.219 1.244
0.05 1.270 1.295 1.320 1.346 1.371 1.397 1.422 1.447 1.473 1.498
0.06 1.524 1.549 1.574 1.600 1.625 1.651 1.676 1.701 1.727 1.752
0.07 1.778 1.803 1.828 1.854 1.879 1.905 1.930 1.955 1.981 2.006
0.08 2.032 2.057 2.082 2.108 2.133 2.159 2.184 2.209 2.235 2.260
0.09 2.286 2.311 2.336 2.362 2.387 2.413 2.438 2.463 2.489 2.514
INCHES 0.00 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09
MILLIMETER
0.0 0.254 0.508 0.762 0.016 1.270 1.524 1.778 2.032 2.286
0.1 2.540 2.794 3.048 3.302 3.556 3.810 4.064 4.318 4.572 4.826
0.2 5.080 5.334 5.558 5.842 6.096 6.350 6.604 6.858 7.112 7.366
0.3 7.620 7.874 8.128 8.382 8.636 8.890 9.144 9.398 9.652 9.906
0.4 10.160 10.414 10.668 10.922 11.176 11.430 11.684 11.938 12.192 12.446
0.5 12.700 12.954 13.208 13.462 13.716 13.970 14.224 14.478 14.732 14.986
0.6 15.240 15.494 15.748 16.002 16.256 16.510 16.764 17.018 17.272 17.526
0.7 17.780 18.034 18.288 18.542 18.796 19.050 19.304 19.558 19.812 20.066
0.8 20.320 20.574 20.828 21.082 21.336 21.590 21.844 22.098 22.352 22.606
0.9 22.860 23.114 23.368 23.622 23.876 24.130 24.384 24.638 24.892 25.146
INCHES 0.00 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
MILLIMETER
0. 2.54 5.08 7.62 10.16 12.70 15.24 17.78 20.32 22.86
1. 25.40 27.94 30.48 33.02 35.56 38.10 40.64 43.18 45.72 48.26
2. 50.80 53.34 55.88 58.42 60.96 63.50 66.04 68.58 71.12 73.66
3. 76.20 78.74 81.28 83.82 86.36 88.90 91.44 93.98 96.52 99.06
4. 101.60 104.14 106.68 109.22 111.76 114.30 116.84 119.38 121.92 124.46
5. 127.00 129.54 132.08 134.62 137.16 139.70 142.24 144.78 147.32 149.86
6. 152.40 154.94 157.48 160.02 162.56 165.10 167.64 170.18 172.72 175.26
7. 177.80 180.34 182.88 185.42 187.96 190.50 193.04 195.58 198.12 200.66
8. 203.20 205.74 208.28 210.82 213.36 215.90 218.44 220.98 223.52 226.06
9. 228.60 231.14 233.68 236.22 238.76 241.30 243.84 246.38 248.92 251.46
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CHART 9107. DECIMAL/MILLIMETERS EQUIVALENTS OF DRILL SIZES
Decimal/Millimeter Equivalents of Drill Sizes From 1/2” to No. 80
Size Decimal Millimeter Size Decimal Millimeter Size Decimal Millimeter Size Decimal Millimeter
Equiv. Equiv. Equiv. Equiv. Equiv. Equiv. Equiv. Equiv.
1/2 0.500 12.7000 G 0.261 6.6294 5/32 0.1562 3.9687 51 0.067 1.7018
31/64 0.4843 12.3031 F 0.257 6.5278 23 0.154 3.9116 52 0.0635 1.6129
15/32 0.4687 11.9062 E-1/4 0.250 6.3500 24 0.152 3.8608 1/16 0.0625 1.5875
29/64 0.4531 11.5094 D 0.246 6.2484 25 0.1495 3.7973 53 0.0595 1.5113
7/16 0.4375 11.1125 C 0.242 6.1468 26 0.147 3.7338 54 0.055 1.397
25/64 0.3906 9.9212 7/32 0.2187 5.5562 1/8 0.125 3.1750 59 0.041 1.0414
W 0.386 9.8044 3 0.213 5.4102 31 0.120 3.048 60 0.040 1.016
V 0.377 9.5758 4 0.209 5.3086 32 0.116 2.9464 61 0.039 0.9906
3/8 0.375 9.5250 5 0.2055 5.2197 33 0.113 2.8702 62 0.038 0.9652
U 0.368 9.3472 6 0.204 5.1816 34 0.111 2.8194 63 0.037 0.9398
23/64 0.3593 9.1262 13/64 0.2031 5.1594 35 0.110 2.794 64 0.036 0.9144
T 0.358 9.1281 7 0.201 5.1054 7/64 0.1093 2.7781 65 0.035 0.899
S 0.346 8.7884 8 0.199 5.0546 36 0.1065 2.7051 66 0.033 0.8382
11/32 0.3437 8.7300 9 0.196 4.9784 37 0.104 2.6416 1/32 0.0312 0.7937
R 0.339 8.6106 10 0.1935 4.9149 38 0.1015 2.5781 67 0.032 0.8128
K 0.281 7.1374 19 0.166 4.2164 5/64 0.0781 1.9844 1/64 0.0156 0.3969
J 0.277 7.0358 20 0.161 4.0894 48 0.076 1.9304 78 0.016 0.4064
I 0.272 6.9088 21 0.159 4.0386 49 0.073 1.8542 79 0.0145 0.3683
H 0.266 6.7564 22 0.157 3.9878 50 0.070 1.778 80 0.0135 0.3429
17/64 0.2656 6.7462
91-10-00
Page 10
Reissued: July 30, 1994
3I16
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
SPECIAL TOOLS
The following is a list of special tools which are helpful in performing certain mechanical procedures. A
picture and description of each tool is found in the chapter listed next to the tool.
91-10-00
Page 11
Reissued: July 30, 1994
3I17
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
INSPECTION OF FLEXIBLE HOSES
NOTE
During the manufacturing process, a condition known as
“rubber strike-through” occasionally occurs. This condition is
such that rubber material protrudes through the wire braid
cover. This condition has no effect on hose quality.
It is recommended that flexible hoses be inspected every 100 hours, especially those in the engine
compartments. Flexible hose used in the engine compartment must be replaced each 1000 hours time-in-
service or 8 years, whichever comes first. When inspecting hoses, look for the following conditions:
1. Check each installation to be sure the hose is not kinked, twisted, or distorted. Check for evidence of
abrasion, cuts, and broken wires. Random broken wires are acceptable since wire breaks sometimes
occur during manufacture. Discard hose if two or more broken wires are found per plait (braid) or
more than six broken wires per lineal foot. Broken wires in an area where kinking is evident is also a
cause for rejection.
CAUTION
Puncturing the outer cover of the hose may cause damage to
the hose.
2. Check each assembly for deterioration, ply separation of cover or braid, cracks, weather checking, lack
of flexibility, blisters or bulging, collapse, or sharp bending. Blisters on the outer synthetic cover do
not necessarily indicate a faulty hose.
3. Remove hose from assembly if hose shows any visible wear. Inspect hose interior and check for signs
of deterioration, tube collapse, cut rubber, wire braid puncture, or restriction. To inspect hoses with
elbow fittings, use flexible inspection light and viewer, or inspection ball as described in Chart 9108.
Replace hose if any deterioration exists.
91-10-00
Page 12
Reissued: July 30, 1994
3I18
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
Hose Construction: Seamless synthetic rubber inner tube reinforced with Uses: High pressure hydraulic,
one fabric braid, two or more steel wire braids, and covered with a synthet- pneumatic, coolant, fuel and oil.
ic rubber cover (for gas applications, request perforated cover).
Operating Temperature:
Identification: Hose is identified by specification number, size number, Minus 65°F to plus 200°F.
quarter year and year, hose manufacturer's identification.
91-10-00
Page 13
Reissued: July 30, 1994
3I19
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHART 9110. CONSUMABLE MATERIALS (Sheet 1 of 9)
MATERIAL SPECIFICATION PRODUCT VENDOR
ABS-Solvent / Cements Solarite, #11 Series Solar Compounds Corp.
Plexiglas Polish and P-P-560 Part Number 403D Permatex Co., Inc.
Cleaner Kansas City, Kansas
66115
91-10-00
Page 14
Reissued: July 30, 1994
3I20
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHART 9110. CONSUMABLE MATERIALS (Sheet 2 of 9)
MATERIAL SPECIFICATION PRODUCT VENDOR
Epoxy Patching Solarite #400 Solar Compounds Corp.
Compound
“Hot Melt” Adhesive Stick Form 1/2 in. Sears, Roebuck and
Polyamids and “Hot diameter, 3 in. long Company or most
Melt” Gun hardware stores.
91-10-00
Page 17
Reissued: July 30, 1994
3I23
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHART 9110. CONSUMABLE MATERIALS (Sheet 5 of 9)
MATERIAL SPECIFICATION PRODUCT VENDOR
Hydraulic Fluid (cont.) MIL-H-5606 Aircraft Hydraulic Oil Texaco Incorporated
AA
Molykote - Type 2
(Powder)
91-10-00
Page 18
Reissued: July 30, 1994
3I24
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHART 9110. CONSUMABLE MATERIALS (Sheet 6 of 9)
MATERIAL SPECIFICATION PRODUCT VENDOR
Oil, Air Conditioner Frigidaire #525 Virginia Chemical
Oil Lubricating, General MIL-L-7870 Caltex Low Temp. Oil Caltex Oil Products
Purpose, Low Temper- Company
ature
Sinclair Aircraft Orbit Sinclair Refining
Lube Company
PR 1431G, Faying
Surface Seal, Type 1
91-10-00
Page 19
Reissued: July 30, 1994
3J1
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHART 9110. CONSUMABLE MATERIALS (Sheet 7 of 9)
MATERIAL SPECIFICATION PRODUCT VENDOR
Sealant, Fuel Ta n k PR 1321-B 1/2, Access Products Research
Sealing (cont.) Panel Sealant Company
PR 1560 MK, P r i m e r
(Anti-Bacteriological
Coating)
ERL-2795, Epoxy
Resin
22LA-0340 Polyamid
Hardener
Sealant, Fuselage Struc- Class A-1/2, A-2, B-2 H.S. Bancroft Corp.
ture B-4, B-6, B-8
PR 1425
91-10-00
Page 20
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3J2
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHART 9110. CONSUMABLE MATERIALS (Sheet 8 of 9)
MATERIAL SPECIFICATION PRODUCT VENDOR
Silicone Compound MIL-S-8660 DC-4, DC-6 Compound Dow Corning
(MIL-C-21567)
Thread Sealant for High MIL-T-27730 Permacel 412 Johnson & Johnson, Inc.
Pressure Oxygen System Permacel Division
91-10-00
Page 21
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3J3
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHART 9110. CONSUMABLE MATERIALS (Sheet 9 of 9)
MATERIAL SPECIFICATION PRODUCT VENDOR
Vinyl Foam 1 in. x 1/8 in. 530 Series, Type I Norton Tape Division
Vinyl, Foam Tape 1/8 in. x 1 in. 501 Series, Type II Norton Tape Division
Corrosion Retardant MIL-C-16173 D (Piper LPS-3 Heavy Duty Holt Lloyd Corp.
Compounds P/N 197-508) Rust Inhibitor
NOTE: Take precautions when using MIL-G-23827 and engine oil. These lubricants contain chemicals
harmful to painted surfaces.
91-10-00
Page 22
Reissued: July 30, 1994
3J4
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHART 9111 VENDER INFORMATION (SHEET 2 OF 3)
Dukes Astronautics Co. Holt Lloyd Corp. Mirror Bright Polish Co., Inc.
7866 Deering Avenue 4647 Hugh Howell Rd. Irvine Industrial Complex
Canoga Park, CA 91304 Tucker, GA 30084 P.O. Box 17177
404-934-7800 Irvin, CA 92713
DuPont Company 714-557-9200
Finishes Div. J
DuPont Building Mobil Oil Corporation
Johnson & Johnson, Inc.
Wilmington, DE 19898 150 E. 42nd Street
Permacel Division
302-774-1000 New York, NY 10017
501 George Street
212-883-4242
New Brunswick, NJ 08901
E
201-524-0400
N
Exxon Oil Company
1251 Avenue of the Americas K Norton Tape Division
New York, NY 10020 Department 6610
Kevlar Special Products
212-398-3093 Troy, NY 12181
E.I. DuPont de
518-273-0100
Nemours & Co., (Inc.)
F
Textile Fibers
P
Fel-Pro Incorporated Department
7450 N. McCormick Blvd. Centre Road Building Parker Seal Company
Box C1103 Wilmington, DE 19898 17325 Euclid Avenue
Skokie, IL 60076 302-999-3156 Cleveland, OH 44112
312-761-4500 216-531-3000
L
Fiske Brothers Permatex Co., Inc.
Lehigh - Tenneco Chemicals
Refining Company P.O. Box 11915
Co., Inc.
120 Lockwood Street Newington, CT 06111
Chestertown, MD 21620
Newark, NJ 07105 203-527-5211
301-778-1991
201-589-9510
Products Research Co.
Loctite Corporation
G 2919 Empire Avenue
777 N. Mountain Road
Burbank, CA 91504
General Electric Co. Newington, CT 06111
213-849-3992
Silicone Products Dept. 800-243-8160
Waterford, NY 12188 In CT 800-842-0225
R
518-237-3330
H M Radiator Specialty Co.
P.O. Box 34689
H. S. Bancroft Corp. Minnesota Mining and Mfg.
Charlotte, NC 28234
One Rockhill 3M Center
704-377-6555
Industrial Park St. Paul, MN 55144
Cherry Hill, NJ 08003 612-733-11102
609-854-8000
91-10-00
Page 23
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3J5
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHART 9111 VENDER INFORMATION (SHEET 3 OF 3)
Ram Chemicals Sun Oil Company of Penna. W
201 E. Alondra Blvd. Penn Center Plaza
Wooster Products, Inc.
Gardena, CA 90248 Philadelphia, PA 19103
1000 Spruce Street
213-321-0710 215-972-2000
Wooster, OH 44691
800-321-4936
Rockwell International T
In OH 216-264-2844
600 Grant Street
Taxacone Company
Pittsburgh, PA 152195
P.O. Box 10823 TR
412-565-2000
Dallas, TX 75208
Royal Lubricants Company
Texaco, Inc.
River Road
2000 Westchester Avenue
E. Hanover, NJ 07936
White Plains, NY 10650
201-887-3100
914-253-4000
S
Turco Products Inc.
Schnee Moorhead Chemicals, Inc. 24600 S. Main Street
Box 6200
Shamban W.S. and Co. Carson, CA 90749
1857 Centinela Avenue 213-835-8211
Santa Monica, CA 90404
213-397-2195 U
U.S. Gulf Corp.
Shall Oil Company
P.O. Box 233
One Shell Plaza
Stoney Brook, NY 11790
Houston, TX 77003
212-683-9221
713-220-6697
Unelko Corporation
Sinclair Refining Co.
727 E. 110th Street
600 Fifth Avenue
Chicago, IL 60628
New York, NY 10020
Union Carbide; Plastic Div.
Socony Mobil Oil Co.
270 Park Avenue
Washington 5, DC 20005
New York, NY 10017
Solar Compounds Corp.
212-551-3763
1201 W. Blancke Street
Linden, NJ 07036
V
201-862-2813
Virginia Chemical
Standard Oil of California 3340 W. Norfolk Rd.
225 Bush Street Portsmouth, VA 23703
San Francisco, CA 94104 703-484-5000
415-894-7700
91-10-00
Page 24
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3J6
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHART 9112. ELECTRICAL WIRING CODING
P7A 20
WIRE NUMBER
WIRE SEGMENT LETTER
WIRE GAUGE
C CONTROL SURFACE
F FLIGHT INSTRUMENT
G LANDING GEAR
L LIGHTING
P POWER
RP RADIO POWER
RZ RADIO AUDIO
J IGNITION
W WARNING
K STARTER
91-10-00
Page 25
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3J7
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHART 9113. ELECTRICAL SYMBOLS (SHEET 1 OF 2)
AIRCRAFT LOCATION SYMBOLS ADJUSTABILITY BATTERIES BUS
FS WL BL
+ -
OR
SHIELDED
COAXIAL SHIELDED TWO SHIELDED
TWISTED TWISTED SINGLE
GROUPING OF LEADS CABLE CONDUCTOR TWISTED
PAIR TRIPLE CONDUCTOR
W / GROUND PAIR
CURRENT LIMITER
A
CB PUSH PUSH-PULL SWITCH B
GENERAL BASIC BREAKER BREAKER BREAKER
RECEPTACLE PLUG MATED PLUG
& RECEPTACLE
-A
INDICATOR LIGHT
(* LETTER DENOTES INCANDESCENT FLUORESCENT
COLOR - ASTERISK LAMP LAMP
IS NOT PART OF SYMBOL)
A
M + -
* LETTER DENOTES THE
TYPE OF METER POSITIVE NEGATIVE
i.e. A = AMMETER
RESISTOR
SPLICE
TERMINAL BOARD
RELAY COIL RHEOSTAT
1
PERMANENT 2
3
4
DISCONNECT
TRANSISTORS
TRANSDUCER TRANSFORMERS
91-10-00
Page 26
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3J8
PIPER AIRCRAFT
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AIRPLANE MAINTENANCE MANUAL
CHART 9113. ELECTRICAL SYMBOLS (SHEET 2 OF 2)
PUSH BUTTON MOMENTARY OR
CONTACT SWITCH ASSEMBLIES
SPRING RETURN
BASIC
(MAKE) (BREAK)
CLOSED OPEN TRANSFER CIRCUIT TWO
CIRCUIT
CONTACT CONTACT CLOSING CIRCUIT
OPENING
OFF
(MAKE) (MAKE OR BREAK) (BREAK)
CIRCUIT TWO TRANSFER THREE POSITION THREE POSITION
CIRCUIT CIRCUIT
CLOSING CLOSING OR OPENING OPENING CIRCUIT ONE POLE TWO POLE
TEMPERATURE ACTUATED
PRESSURE OR VACUUM ACTUATED SWITCH
NOTE: t* SYMBOL
SHALL BE REPLACED
BY DATA GIVING THE
V P OPERATING
OR OR
t t t t TEMPERATURE
CLOSES ON OPENS ON OF THE DEVICE
CLOSES ON OPENS ON
RISING PRESSURE RISING PRESSURE
RISING TEMPERATURE RISING TEMPERATURE
t THERMAL SWITCHES
LIMIT SWITCH, DIRECTLY ACTUATED - SPRING RETURN
NORMALLY OPEN t
CLOSES ON
RISING TEMPERATURE
ROTARY
SWITCH NOTE: Viewed from end
OPEN CLOSED
opposite control knob.
TIME-DELAY TIME-DELAY
CLOSING OPENING
OPEN CLOSED
TIME-DELAY TIME-DELAY
91-10-00
Page 27
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3J9
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
3J10
AIRPLANE
MAINTENANCE MANUAL
CARD 4 OF 4
PA-28-181
ARCHER II
ARCHER III
Member of GAMA
General Aviation
Manufacturers Association
4A2
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
INTRODUCTION
AEROFICHE EXPLANATION AND REVISION STATUS
The Maintenance Manual information incorporated in this set of Aerofiche cards has been arranged in
accordance with the general specifications of Aerofiche adopted by the General Aircraft Manufacturer’s
Association (GAMA).
The following is provided to aid in locating the various chapters and related service information desired.
1. A complete manual System/Chapter Index Guide is given at Grids A8 thru A9 of all fiche in this set.
2. A complete list of Illustrations is given at Grids A10 thru A14 of all fiche in this set.
3. A complete list of Charts is given at Grids A15 and A16 of all fiche in this set:
4. A complete list of paragraph titles and appropriate Grid location numbers is given at the beginning of
each Chapter relating to the information within that Chapter.
Revised text and illustrations are indicated by a black vertical line along the left hand margin of
the frame, opposite revised, added or deleted material. Revision lines indicate only current revisions
with changes and additions to or deletions of existing text and illustrations. Changes in capitalization,
spelling, punctuation, indexing, the physical location of material or complete page additions are not
identified by revision lines.
6. Revisions to this Maintenance Manual 761 679, issued August 16, 1978, are as follows:
The date on Aerofiche cards should not be earlier than the date noted for the respective card effectivity.
Consult the latest Aerofiche card in this series for current Aerofiche card effectivity.
Introduction
Page 3
Reissued: July 30, 1994
4A3
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
VENDOR PUBLICATIONS.
— WARNING —
When servicing or inspecting vendor equipment installed in
Piper aircraft, it is the user’s responsibility to refer to the
applicable vendor publication.
ENGINE:
Overhaul Manual = AVCO LYCOMING - OVERHAUL MANUAL
DIRECT DRIVE ENGINE - P/N 60294-7
Avco Lycoming Division
Williamsport, PA 17701
Parts Catalog = AVCO LYCOMING - P/N PC-102
Avco Lycoming Division
Williamsport, PA 17701
Operators Handbook = AVCO LYCOMING O-360
SERIES AIRCRAFT ENGINES - P/N 60297-9
Avco Lycoming Division
Williamsport, PA 17701
PROPELLER:
Repair Manual = METAL PROPELLER REPAIR MANUAL
Sensenich Corporation
P.O. Box 1168, Lancaster, PA 17604
MAGNETOS:
Service Manual = SLICK-AIRCRAFT MAGNETOS
Catalog and Service Manual
SLICK ELECTRO Inc
Rockford, IL 61101
WHEEL AND STRUT
FAIRINGS:
Repair Manual = A.B.S. THERMOPLASTIC LANDING GEAR
WHEEL AND STRUT FAIRING REPAIR
INSTRUCTION MANUAL - P/N 761 708
Vero Beach Service Sales Department
Piper Aircraft Corporation
Vero Beach, Florida 32960
DRY AIR PUMPS:
Service Information = AIRBORNE DIVISION
AIR AND FUEL PRODUCTS
Parker Hannifin Corporation
711 Taylor St.
Elyria, OH 44036
AUTO FLIGHT:
SEE CHAPTER 22 AUTO FLIGHT
Introduction
Page 4
Reissued: July 30, 1994
4A4
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
SERIAL NUMBER INFORMATION
PA-28-181, ARCHER II - 1976
Serial Numbers 28-7690001 to 28-7690479 inclusive
PA-28-181, ARCHER II - 1977
Serial Numbers 28-7790001 to 28-7790607 inclusive
PA-28-181, ARCHER II -1978
Serial Numbers 28-7890001 to 28-7890564 inclusive
PA-28-181, ARCHER II - 1979
Serial Numbers 28-7990001 to 28-7990626 inclusive
PA-28-181, ARCHER II - 1980
Serial Numbers 28-8090001 to 28-8090382 inclusive
PA-28-181, ARCHER II - 1981
Serial Numbers 28-8190001 to 28-8190336 inclusive
PA-28-181, ARCHER II - 1982
Serial Numbers 28-8290001 to 28-8290188 inclusive
PA-28-181, ARCHER II - 1983
Serial Numbers 28-8390001 to 28-8390090 inclusive
PA-28-181, ARCHER II - 1984
Serial Numbers 28-8490001 to 28-8490112 inclusive
PA-28-181, ARCHER II - 1985
Serial Numbers 28-8590001 to 28-8590092 inclusive
PA-28-181, ARCHER II - 1986
Serial Numbers 28-8690001 to 28-8690056 inclusive
Serial Numbers 2890001 to 2890205*
PA-28-181, ARCHER III
Serial Numbers 2890206 and up
Introduction
Page 5
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4A5
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
GAMA SYSTEM/CHAPTER INDEX GUIDE
SYST SUB-SYST AEROFICHE
CHAP SECTION TITLE GRID NO.
4 AIRWORTHINESS 1A17
12 SERVICING 1D9
22 AUTOFLIGHT 1I6
23 COMMUNICATIONS 1I11
25 EQUIPMENT/FURNISHINGS 2A17
28 FUEL 2D10
33 LIGHTS 2G8
Introduction
Page 6
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4A6
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
GAMA SYSTEM/CHAPTER INDEX GUIDE (CONTD)
SYST SUB-SYST AEROFICHE
CHAP SECTIONTITLE GRID NO.
51 STRUCTURES 2J19
52 DOORS 2K18
55 STABILIZERS 2L7
56 WINDOWS 3A17
57 WINGS 3B3
61 PROPELLER 3B24
74 IGNITION 3E16
78 EXHAUST 3G16
80 STARTING 3H10
Introduction
Page 7
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4A7
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
LIST OF ILLUSTRATIONS
Introduction
Page 14
Reissued: July 30, 1994
4A14
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
LIST OF CHARTS
Introduction
Page 16
Reissued: July 30, 1994
4A16
CHAPTER
4A17
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
CHAPTER 91 -CHARTS AND WIRING DIAGRAMS - Cont.
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. FIGURE NO.
CHARTS
Refer to Card 3 For All Charts
WIRING DIAGRAMS
91-20-00 ANNUNCIATOR SYSTEMS
91-20-01 S/N’s 28-7690001 thru 28-7690467 4B1 91-1
91-20-02 S/N’s 28-7790001 thru 28-8690056 and
2890001 thru 2890205 4B2 91-2
Archer III
91-20-03 Annunciators (S/N’s 2890206 and up) 4B3 91-3
(Sheet 1 of 3)
91-20-03 Annunciator Lights (S/N’s 2890206
and up) 4B4 91-3
(Sheet 2 of 3)
91-20-03 Annunciator Box Assembly
(S/N’s 2890206 and up) 4B5 91-3
(Sheet 3 of 3)
91-22-00 COMFORT SYSTEMS
Cigar Lighter
91-22-01 S/N’s 28-7690001 thru 28-8690056
and 2890001 thru 2890205 4B8 91-4
91-22-01 S/N’s 2890206 and up 4B8 91-5
91-24-00 DEICE SYSTEMS
Pitot Heat — —
91-24-01 S/N’s 28-7690001 thru 28-8690056
and 2890001 thru 2890205 4B9 91-6
91-24-01 S/N’s 2890206 and up 4B9 91-7
91-26-00 ELECTRICAL SYSTEMS
Alternator System / External Power
91-26-01 S/N’s 28-769000l to 28-8l90318 4B11 91-8
91-26-01 S/N’s 28-829000l to 28-8290l78 4B12 91-9
91-26-01 S/N’s 28-839000l thru 28-8690056 and
2890001 thru 2890205 4B13 91-10
Alternator System
91-26-02 S/N’s 2890206 and up 4B14 91-11
91 - Cont./Effec.
Page 1
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4A18
PIPER AIRCRAFT
PA-284 81
AIRPLANE MAINTENANCE MANUAL
CHAPTER 91 -CHARTS AND WIRING DIAGRAMS - Cont.
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. FIGURE NO.
91 - Cont/Effec.
Page 2
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4A19
PIPER AIRCRAFT
PA-284 81
AIRPLANE MAINTENANCE MANUAL
CHAPTER 91 -CHARTS AND WIRING DIAGRAMS - Cont..
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. FIGURE NO.
91 - Cont/Effec.
Page 3
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4A20
PIPER AIRCRAFT
PA-28481
AIRPLANE MAINTENANCE MANUAL
CHAPTER 91 -CHARTS AND WIRING DIAGRAMS - Cont.
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. FIGURE NO.
91 - Cont/Effec.
Page 4
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4A21
PIPER AIRCRAFT
PA-284 81
AIRPLANE MAINTENANCE MANUAL
CHAPTER 91 -CHARTS AND WIRING DIAGRAMS - Cont.
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. FIGURE NO.
91 - Cont/Effec.
Page 5
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4A22
PIPER AIRCRAFT
PA-284 81
AIRPLANE MAINTENANCE MANUAL
CHAPTER 91 -CHARTS AND WIRING DIAGRAMS - Cont.
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. FIGURE NO.
91 - Cont/Effec.
Page 6
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4A23
PIPER AIRCRAFT
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AIRPLANE MAINTENANCE MANUAL
4A24
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
91-20-01
Page 1
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4B1
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
ANNUNCIATOR
PANEL
W1B 20 W1A
5A
20
20 W2A
W4A W6A
3 6 8 1
ANNUNCIATOR
PANEL
SEE DIAGRAM 20
W2B BELOW
W6C
20 20
20
5 AMP
AMMETER
P
TO
V
20 20
VACUUM OIL PRESSURE
SENSOR SENSOR SWITCH
W4B SWITCH W6B
50 ‰ 6.5W
MASTER
SOLENOID
TO ALTERNATOR
P1D POWER RELAY
AL1
5A TO CIRCUIT
3 1 8 6
BREAKER PANEL
BATTERY 3 1 8 6
FOR AIRFRAME
AL1 W2A WIRING INTERCONNECT
W4A REFER TO THE
APPROPRIATE
W6A ANNUNCIATOR SYSTEM
W1B WIRING DIAGRAM
DN17B 22
DN9A 22
DN15A 22N
MONITOR TO STARTER
CONTACTOR
DN17A 22
5 AMP FUSE
DN14A 22
4B3
DN16A 22
ANNUNCIATOR PANEL
PA-28-181
(Sheet 1 of 3)
W6A 20
TO OIL
SWITCH
OIL PRESS
PRESSURE
DN12A 22
VACUUM
3
2
PIPER AIRCRAFT
W4B 20 SENSOR
W4A 20 VACUUM INOP
1
DN11A 22
DN13A 22
DAY
4 5 6 10 9 8 7 1 2 3 14 13 12 11 P3A 10 6 1 2 5 3 4 9 7 8 14 15 16 11 12 13 P3
DN1B 22
1
1
DN1A 22
6 5 4
DN1C 22
DN30A 22
P304
DN2A 22
PANEL
P304
3
13 12 6 7 2 8 21 14 15 16 18 22 1 9 20 19 3 4 PI
2
2
3
DN3A 22
DN31A 22
ANNUNCIATOR
DN3B 22
P304
DN16A 22N
TO
2 1
TEST
PRESS
GPS
*
ALTERNATOR
3 3 3 3 3 3 3 3 3
PITOT HEAT
PITOT HEAT
PRESSURE
DOOR PEN
OFF / INOP
OFF / INOP
AIR COND
VOLTAGE
LOW BUS
VACUUM
2 2 2 2 2 2 2 2 2
INOP
INOP
OIL
1 1 1 1 1 1 1 1 1
6 1 2 10 5 3 4 9 7 8 14 15 16 11 12 13 14 13 12 11 4 5 6 10 7 8 9 1 2 3
J3 J3A
IN2071A DIODES - 15 REQ’D
LIGHT * = OPTIONAL
SCHEMATIC SOLDER SLEEVE - 9 REQ’D
1 2 3
13 7 12 11 10 9 8 6 5 4 3 2 1
D3
D2 C2 B2 A2 X2 X1 X1 X2 A2 B2 D1
TO
K5 D2
PIN X2 D3 D1 C3 C1 B3 B1 A3 A1 A1 A3 B1 B3 C3
K2 K4
C1
C2
R4
R3
R2
R1
R8
R9
B3
B2
B1
A3
A2
A1
X1
K1
21 20 19 18 17 16 15 22 14
X2 X1 A2 X1 X2
B2 C2 B2 A2
A1 A3 B1 B3 C1 C3 B3 B1 A3 A1
K3 K5
R12
R10
R7
R6
R5
TO
K4
PIN X2
4B6
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
4B7
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
18 H1A
STARTER
AND
ACCESSORY
H1A 18
STARTER
AND
CIGAR
ACCESSORY
LIGHTER
91-22-01
Page 8
Reissued: July 30, 1994
4B8
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
Figure 91-6. Pitot Heat (S/N’s 28-7690001 thru 28-8690056 and 2890001 thru 2890205
PITOT
HEAT ANNUNCIATOR PANEL
(REF.)
7 1/2 A
PITOT HEAT
OFF/INOP
L2A 20
PITOT
5 HEAT
SWITCH 7 8 9 10 P3A
6 4
D19A 20
ON OFF
DN18A 22
DN20A 20
H2B 18
PTT
D19B 20
TO P1-
H3A 18 1 1 H3B 18 CONT-7
H2D 18 2 2 H2E 18
P302 J302
1 2 3 4 P303
H3C 18
1 2 3 4 J303
H2C 18
WHT
WHT
GRN
GRN
PITOT
100W 70W
HEAD
WHT
WHT
BLK
BLK
4B10
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
Figure 91-8. Alternator System and External Power (S/N’s 28-769000l to 8l90318)
91-26-01
Page 11
Reissued: July 30, 1994
4B11
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
Figure 91-9. Alternator System and External Power (S/N’s 28-829000l to 8290l78)
91-26-01
Page 12
Reissued: July 30, 1994
4B12
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
Figure 91-10. Alternator System and External Power (S/N’s 28-839000l thru 28-8690056
and 2890001 thru 2890205)
91-26-01
Page 13
Reissued: July 30, 1994
4B13
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
ALTERNATOR
FIELD
ELECTRICAL BUS
5A
P3B 4
P5A 20
P6A 20
P2A 20
50 mv
100A
SHUNT
10 R9
10 P9
5A 1A
5A 5A 5A
P2AA 20
FUSE
P3A 4
ASSEMBLY
10 R4
10 P4
P8C 20
P9C 20
P2B 20
TO
ANNUN
PNL
ALTERNATOR
ALT P2 R2
2 SWITCH W2B 20 6 6 W2A 20
B
3 1 F G AMMETER
P9B 20
AUX P3D 4 K L H 8 59 B 1
P2C 20
W2C 20
GRN
P6C 20
1/4 A ALT
11 P4 1 P AMM
OUT
11 R4 W2C 20 W2D 20 2 2 1 4 3 5
SWITCH BLK J AMM
P2C 20
P2DD 20
RED
DN17B 22
P8B 20
P5F 20
11 P9
11 R9
P6B 20
P5B 20
R1 P1
6 6 P8A 20
P2D 20
9 9 P9A 20
P5G 20
BLUE
P5D 20
P5C 20
P2E 20
P6D 20N
DN18A 22N
2 1 3 4 5 6 8 7 9 10 11 12 R AMM
P AMM
VOLT REG
BLK
RED
GRN
RED & 2
DAY 1
OVER VOLT NITE
RELAY IN - IN +
4 3 LOW
DIM RELAY VOLTAGE
BLACK
91-26-02
Page 14
Reissued: July 30, 1994
4B14
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
4B15
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
4B16
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
Figure 91-12. Avionics Master (Optional) Figure 91-12. Avionics Master (Optional)
S/N’s 28-8090001 thru 28-82900l78 S/N’s 28-839000l thru 28-8690056 and
(Sheet 1 of 3) 2890001 thru 2890205 (Sheet 2 of 3)
PR1A 10
A3 A4
X1
PR2A 20
AVIONICS
MASTER
CONTACTOR
X2
PR2B 20
ON OFF
AVIONICS
MASTER
SWITCH
91-28-01
Page 18
Reissued: July 30, 1994
4B18
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
Figure 91-13. Starter - S/N’s 28-829000l thru 28-8690056 and 2890001 thru 2890205 (Sheet 2 of 2)
91-28-01
Page 19
Reissued: July 30, 1994
4B19
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
BATTERY STARTER
FEEDER & ACC.
ELECTRICAL BU S
70 A 10 A
K1A 18
8 R9
8 P9
K1AA 18
P1A 4
STARTER 8 R4
8 P4
K1B 18
K2A 4
K2B 4 1
STARTER
SWITCH
3
TO
ANNUNCIATOR STE1 20
PANEL
K1C 18
5A
9 P4
9 R4
R1 P1 R9 P9
BATTERY K1E 18 33 K1D 18 99 K1DD 18
CONTACTOR
P1D 4 P1C 4
-
+
STARTER EXTERNAL POWER
CONTACTOR CONTACTOR
4
EXTERNAL
POWER
RECEPTICLE
P4A 20
BATTERY
P2 R2 R9 P9 R4 P4 SWITCH 1 OFF
2
4 4 P4B 20 12 12 P4BB 20 12 12 P4C20 3
P4 R4
P4D 20 13 13 P4EE 20
ON
5A 13 P9
L9A 20 L9B 20 L9C 20 22 TO COURTESY 13 R9
11 LIGHT SWITCH
5A
P4E 20N
TO
CLOCK
ON RIGHT
3 RIGHT
2 MAGNETO
MAGMETO
SWITCH
1 J1C 18 1 1 J1B 18 1 1 J1A 18
OFF
J3A 18
P6 R6 P7 R7
ON LEFTT
3 LEFT
2 MAGNETO MAGMETO
SWITCH
1 J2C 18 2 2 J2B 18 2 2 J2A 18
OFF
P6 R6 P7 R7
91-28-03
Page 21
Reissued: July 30, 1994
4B21
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
4B22
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
4B23
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
ELECTRICAL BUS
SHOWN WITH FAN SWITCH OFF, AIR COND. AC / FA
SWITCH IN ON POSITION, THROTTLE NOT FULL 10A
AC5A BLOWER
OPEN, PRESSURE SWITCH BELOW MAX.
PRESSURE, THERMOSTAT CALLING FOR
COOLING, AND CONDENSOR DOOR CLOSED.
AC1A
FAN
F1 SW 1 LO
2
5A 3
4
AC5B 5
HI 6
AC2D
1 LO AC8A
5 4
FAN
HI AC10A
MOTOR
AC2A
3 2 K3
LOGIC AC26A
LC7A
RELAY
5A F2
AC3C
S7
AC2B
C CLOSE
P3A LIMIT SW.
NO NC S2
12 13 3 AIR
12 13 2 1 COND.
SWITCH
J3A
AC3A
LC6A
S3
AC1C
DOOR OPEN THROTTLE C
ANNUNCIATOR SWITCH NC
AC21A
NO
AIR COND
ANNUNCIATOR
AC3B
S6
DOOR THERMOSTAT
S5 S4
PRESS
SEE
OPEN
SW C LIMIT
SW
AC4A AC4B
NO NC
COMPRESSOR AC1D
CLUTCH
AC20A
AC1E
4 3 2
4
3 2
5 5 1
K1
DOOR
K2
OPEN
DOOR 1
RELAY
CLOSE
RELAY DOOR
MOTOR
91-30-01
Page 2
Reissued: July 30, 1994
4C1
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
Figure 91-18. Air Conditioning / Air Blower (S/N’s 28-7690001 thru 28-8690056
and 2890001 thru 2890205)
ELECTRICAL BUS
10A AC / FA
BLOWER
AC1A
FAN FAN
SW 1 MOTOR
2 VB1B 14
3
4
5 RED ORG GRN
6
HI
BLK
LO
VB1C 14
91-30-03
Page 3
Reissued: July 30, 1994
4C2
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
Figure 91-20. Stall Warning (S/N’s 28-7690001 thru 28-8690056 and 2890001 thru 2890205)
(Sheet 1 of 2)
LIFT
DETECTOR
F1D 20
F1C 20
STALL
ELECTRICAL BUS
WARNING
HORN
WARNING
P1 R1
STALL
4C4
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
PRIMER P4 R4 P9 R9
SWITCH Q2N 20N
B
Q2L 20
PRIMER
IN4007
P9 R9 SOLENOID
6 P4
6 R4 5 5 Q2MM 20 5 5 Q2M 20
A
P4 R4 3
P9 R9
Q2FF 20
Q2S 20
4 4 Q2Q 20
5
Q2QQ 20
FUEL
3 R9
6 P9 3 P9
PUMP
6 R9 R4 4 Q2SS 20
R4
P4 4 3 IN-LINE
Q2F 20
P4 3 FILTER Q2E 20
Q2P 20
Q2R 20
ELECTRICAL BUS
R1
4
3 P1 4
PUMP
FUEL
Figure 91-22. Electric Fuel Pump and Engine Primer (S/N’s 2890206 and up)
91-32-02
Page 6
Reissued: July 30, 1994
4C5
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
4C6
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
Figure 91-23. Engine Gauges and Senders (S/N’S 28-7990488 thru 28-8690056 and 2890001 thru 2890205)
(Sheet 2 of 2)
91-34-03
Page 8
Reissued: July 30, 1994
4C7
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
ENGINE
GAUGE
ELECTRICAL BUS Q6C 20
5A
OIL
PRESS
Q6A 20
SENDER
FUEL
Q8A 20N PRESS
SENDER
P2 3 Q6D 20N
28V GND R2 3
OIL
PRESS Q5B 20N
OIL FUEL
TEMP PRESS A B
OIL
T TEMP
Q6B 20
Q5A 20
SENSOR
Q7A 20
P1 R1
55 Q5B 20
Figure 91-24. Engine Pressure and Temperature Gauge (S/N’s 2890206 and up)
FUEL
GAUGE
Q3C 20
ELECTRICAL BUS
3A Q4C 20
10 9
Q1A 20
P2
1
1
R2
28V GND
R1
14
P1 14
LEFT RIGHT LEFT RIGHT
SENDER SENDER
Q3A 20
Q4A 20
91-34-04
Page 9
Reissued: July 30, 1994
4C8
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
Figure 91-26. Optional Clocks and Hourmeter Installation (S/N’s 28-819001 to 28-8290069)
(Sheet 1 of 2)
Figure 91-26. Optional Clocks and Hourmeter Installation (S/N’s 28-8290070 thru 28-8690056
and 2890001 thru 2890205) (Sheet 2 of 2)
91-34-05
Page 10
Reissued: July 30, 1994
4C9
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
BATTERY
FEEDER
ELECTRICAL BU S
70 A
P1A 4
BATTERY
CONTACTOR
P1D 4 P1C 4
STARTER
CONTACTOR
4
5A P2 R2 HOUR METER
M1B 20 77 M3A 20 2 0 0 0 0
P2 R2
M2C 20 55 M2A 20 1
NC
PWR 1 2
CLOCK C
M3C 20 1 W6B 20N
NO
GND 2 M2B 20N
P
OI L
PRESSURE
SWITCH
TO P3, PIN 4
ANNUNCIATOR W6A 20
PANEL
TURN
ELECTRICAL BUS
& BANK
5A
F2A 20
F2A 20N
2 1
2 1
F2B 20
F2C 20
IND
Figure 91-28. Turn and Slip and Optioanl Unit Figure 91-29. Turn Coordinator
with Lighted Face(S/N’s 28-7690001 thru (S/N’s 28900206 and up)
28-8690056 and 2890001 thru2890205)
91-34-07
Page 12
Reissued: July 30, 1994
4C11
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
4C12
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
Figure 91-30. Anti-Collision Beacon Figure 91-31. Anti-Collision Wing Strobes and
(S/N’s 28-7690001 thru 28-7990220) Beacon (S/N’s 28-7690001 thru 28-7990220
(Sheet 1 of 2)
Figure 91-31. Anti-Collision Wing Strobes and Figure 91-32. Anti-Collision Wing Strobes
Beacon S/N’s 28-7990221 thru 28-8690056 S/N’s 28-7690001 thru S/N’s 28-7690220
and 2890001 thru 2890205 (Sheet 2 of 2) (Sheet 1 of 2)
91-36-02
Page 14
Reissued: July 30, 1994
4C13
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
Figure 91-32. Anti-Collision Wing Strobes Figure 91-33. Anti-Collision Fin Strobe
S/N’s 28-7990221 thru 28-8690056 and S/N’s 28-7990221 thru 28-8190109
2890001 thru 2890205 (Sheet 2 of 2)
Figure 91-34. Anti-Collision Wing and Fin Strobe Figure 91-35 Landing Light. (S/N’s 28-7690001
(S/N’s 28-7990221 thru 28-8190109) thru 28-8690056 and 2890001 thru 2890205)
(Sheet 1 of 2)
91-36-06
Page 15
Reissued: July 30, 1994
4C14
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
LANDING/TAXI
LIGHTS
ELECTRICAL BUS
10A
R8 P8 R5 P5
L3A 18 1 1 L3AA 18 1 1 L3B 18
2 5
LANDING
3 1 6 4
* *
L3C 18
L3L 18
L3H 18
L3S 18
P5 P5
2 4
R5 2 P5
3 R5 4 P5
9
R5 3 R5 9
L3CC 18
L3LL 18
L3HH 18
L3SS 18
P8 P8
* FOR
SPARE WIRES RESERVED 2 P8
3
4 P8
9
DUAL FILIMENT BULB R8 2 R8 4
R8 3 R8 9
L3M 18
L3D 18
L3T 18
L3J 18
L3TT 18
L3JJ 18
L3MM 18
L3DD 18
P11 P12
P11 2 P12 2
1 1
R11 2 R12 2
R11 1 R12 1
L3K 18
L3U 18
L3N 18
L3E 18
* *
L3G 18N L3R 18N
L. LANDING R. LANDING
LIGHT LIGHT
Figure 91-36. Optional Recognition Lights Figure 91-37. Navigation (Position) Lights
(S/N’s 28-7690001 thru 28-8690056 and 2890001 (S/N’s 28-7690001 thru 28-8190318)
thru 2890205)
91-36-08
Page 17
Reissued: July 30, 1994
4C16
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
1
R8 P8 R5 P5
ANTI-COLLISION
2
L4A 20 7 7 L4AA 20 7 7 L4B 20 P5 R5
5A
LIGHTS
LIGHT SWITCH
WHITE
LIGHT
P8
STROBE
GREEN
RIGHT
LIGHT
LIGHT
8
NAV
R8 8
RIGHT
WING
L4F 20
BLUE
BLUE
L1G 20
3 1 2 P1
ELECTRICAL BUS
12
2 1 3 2 1 3
R1 12
SUPPLY
POWER
1 2
7
L4C 20 L4D 20
3 1 2
P2 R2
BLUE L1C 20
11
L1J 20 2 2
WING
LEFT
BLUE
L1F 20
POSITION
WHITE
STROBE
LIGHT
LIGHT
LIGHT
LEFT
RED
NAV
R8 6
1
P8 6
LIGHTS
2
NAV
Figure 91-38. Navigation and Anti-Collision Lights (S/N’s 28900206 and up)
91-36-09
Page 18
Reissued: July 30, 1994
4C17
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
4C18
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
4C19
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
91-38-01
Page 21
Reissued: July 30, 1994
4C20
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
Figure 91-40. Cabin and Ovehead Flood Lighting (S/N’s 28-8190001 thru 28-8690056
and 2890001 thru 2890205
91-38-02
Page 22
Reissued: July 30, 1994
4C21
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
DOME/READING
L6H 2ON
LIGHT
1 1
R
L6G 20 2 2
1 1
L6F 20 2 2
DOME/READING
L6E 2ON LIGHT
1 1
L
L6D 20 2 2
ELECTRICAL BUS
DOME
LIGHT
P1 R1 1 1
L6A 20 8 8 L6B 20 L6C 20 2 2
5A
91-38-04
Page 23
Reissued: July 30, 1994
4C22
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
Figure 91-43. Overhead Flood and ELT (S/N’s 28-7790001 thru 28-8090372)
RIGHT FLOOD
LIGHT
BLK
GND WHT
L2D 20 L2E 20
LEFT FLOOD
LIGHT
BLK
GND WHT
ELECTRICAL BUS
FLOOD
LIGHT
P1 R1
5A L2A 20 7 7 L2B 20 L2C 20 L2E 20
91-38-06
Page 24
Reissued: July 30, 1994
4C23
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
Figure 91-45. Panel and Navigation Lighting (S/N’s 28-7690001 thru 28-8190318)
91-38-07
Page 25
Reissued: July 30, 1994
4C24
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
PANEL/SWITCH
LIGHTS
ELECTRICAL BUS
TACH FUEL
L5B 20
QTY
L3G 20
COMPASS
L5F 20 L5H 20
OAT
91-38-09
Page 27
Reissued: July 30, 1994
4D2
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
Figure 91-48. Radio Lights and Dimmer (S/N’s 28-7690001 thru 28-8690056
and 2890001 thru 2890205) (Sheet 1 of 2)
RADIO
LIGHTS
ELECTRICAL BUS
5A
L8A 20
AVIONICS
DIMMING
LIGHTS
BUS
L8C 20N
RADIO A 2 5K
LIGHTS D L8D 20
DIMMER B
ASSY C L8E 20 1
F L8B 20
PANEL/SWITCH
LIGHTS OVERHEAD SWITCH PANEL
ELECTRICAL BUS FUEL
BATT MAG
START MASTER ALT PUMP LEFT
7 1/2A PRIME
L7A 20
WHT
BLK
1414
L7B 20N P4 R4
P4
R9 P9 15
SWITCH A 2 5K
D L7C 20 L7J 20 14 14 L7JJ 20 15 R4
LIGHTS
DIMMER B
ASSY C L7D 20 1
F L7E 20 1 1 R9 P9
L7F 20N 2 2 L7K 20 15 15 L7KK 20
L7G 20
L7H 20
2 2
1 1
91-38-11
Page 29
Reissued: July 30, 1994
4D4
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
4D5
PIPER AIRCRAFT
PA-28-181
AIRPLANE MAINTENANCE MANUAL
4D6