Manual Amm Ceneca Piper PDF

SERVICE MANUAL
PA-34-200T
PIPER AIRCRAFT CORPORATION

PART NUMBER 761-590 January 1, 2009
1A1
Published by
Technical Publications
© 1974, 2009 Piper Aircraft, Inc.

2926 Piper Drive
Vero Beach, Florida 32960
U.S.A.
Member
General Aviation
Manufacturers Association
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PIPER SENECA II SERVICE MANUAL
REVISION STATUS
Revisions to this Service Manual P/N 761-590 originally published September 4, 1974 and reissued October 11,
1979 are as follows:
Revision Publication Date Aerofiche Card Effectivity
ORG740904 September 4, 1974 1, 2 and 3

CR791011 October 11, 1979 1, 2 and 3
PR800810 August 10, 1980 1, 2 and 3
PR810316 March 16, 1981 1, 2 and 3
PR821112 November 12, 1982 1, 2 and 3
PR831208 December 8, 1983 1, 2 and 3
PR860730 July 30, 1986 1
PR860920 September 20, 1986 1
PR870506 June 12, 1987 1
PR960624 June 24, 1996 1
PR970205 February 5, 1997 1
PR070430 April 30, 2007 1 and 3
PR090101 January 1, 2009 N/A*
* Piper has ceased production of all Aerofiche (i.e., microfiche) products.
Service Manual subscriptions are available exclusively from Avantext, Inc.

(www.Avantext.com) on CD-Rom or DVD. The CDs/DVDs include applicable
Service Bulletins and Service Letters.
Consult the “Customer Service Information File” (available in the Avantext CDs/DVDs above) to verify that
you have the latest revision.
01/01/09 REVISION STATUS

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THIS PAGE INTENTIONALLY BLANK
REVISION STATUS 01/01/09

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INTRODUCTION
TABLE OF CONTENTS
Paragraph Grid No.
Instructions for Continued Airworthiness . . . . . . . . . . . . . . . . . . . . . . 1A7

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A7
Effectivity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A8
Serial Number Explanation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A8
Assignment of Subject Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A8
Pagination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A8
Aerofiche Grid Numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A8
Identifying Revised Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A9
Indexing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A10
Warnings, Cautions, and Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A10
Accident / Incident Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A10
Supplementary Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A10
PIPER Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A10
Vendor Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A10
Section Index Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A12C
List of Illustrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A12E

List of Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A12L
01/01/09 INTRODUCTION - TABLE OF CONTENTS

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INTRODUCTION - TABLE OF CONTENTS 01/01/09

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INTRODUCTION
1. Instructions for Continued Airworthiness

WARNING: INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA) FOR ALL NON-PIPER
APPROVED STC INSTALLATIONS ARE NOT INCLUDED IN THIS MANUAL. WHEN
A NON-PIPER APPROVED STC INSTALLATION IS INCORPORATED ON THE
AIRPLANE, THOSE PORTIONS OF THE AIRPLANE AFFECTED BY THE
INSTALLATION MUST BE INSPECTED IN ACCORDANCE WITH THE ICA
PUBLISHED BY THE OWNER OF THE STC. SINCE NON-PIPER APPROVED STC
INSTALLATIONS MAY CHANGE SYSTEMS INTERFACE, OPERATING
CHARACTERISTICS AND COMPONENT LOADS OR STRESSES ON ADJACENT
STRUCTURES, THE PIPER PROVIDED ICA MAY NOT BE VALID FOR AIRPLANES
SO MODIFIED.
The PIPER PA-34-200T Seneca II Service Manual constitutes the Instructions for Continued
Airworthiness in accordance with Federal Aviation Regulations (FAR) Part 23, Appendix G. Section I
contains the Airworthiness Limitations and the Inspection Program is in Section III.
2. General
This publication is prepared in PIPER proprietary format with respect to arrangement and content.
WARNING: USE ONLY GENUINE PIPER PARTS OR PIPER APPROVED PARTS OBTAINED
FROM PIPER APPROVED SOURCES, IN CONNECTION WITH THE MAINTENANCE
AND REPAIR OF PIPER AIRPLANES.
This manual generally does not contain hardware callouts for installation. Hardware callouts are only
indicated where a special application is required. To confirm the correct hardware used, refer to the
PA-34-200T Parts Catalog, P/N 761-589, and FAR 43 for proper utilization.
Genuine PIPER parts are produced and inspected under rigorous procedures to insure airworthiness and
suitability for use in PIPER airplane applications. Parts purchased from sources other than PIPER, even
though identical in appearance, may not have had the required tests and inspections performed, may be
different in fabrication techniques and materials, and may be dangerous when installed in an airplane.
Additionally, reworked or salvaged parts or those parts obtained from non-PIPER approved sources, may
have service histories which are unknown or cannot be authenticated, may have been subjected to
unacceptable stresses or temperatures or may have other hidden damage not discernible through routine
visual or nondestructive testing. This may render the part, component or structural assembly, even
though originally manufactured by PIPER, unsuitable and unsafe for airplane use.
PIPER AIRCRAFT, INC. expressly disclaims any responsibility for malfunctions, failures, damage or
injury caused by use of non-PIPER approved parts.
NOTE: PIPER AIRCRAFT, INC. expressly reserves the right to supersede, cancel and/or declare
obsolete any part, part numbers, kits or publication that may be referenced in this manual
without prior notice.
In any question concerning the care of your airplane, be sure to include the airplane serial number in any
correspondence.
01/01/09 INTRODUCTION
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3. Effectivity
This service manual is effective for the PA-34-200T Seneca II airplane serial numbers 34-7570001 thru
34-8170092.
This encompasses the following model years:
NOTE: The following is provided as a general reference only.
Model Sub-Model Serial Numbers Model Year
PA-34-200T Seneca II 34-7570001 thru 34-7570327 1975
34-7670001 thru 34-7670371 1976
34-7770001 thru 34-7770441 1977
34-7870001 thru 34-7870474 1978
34-7970001 thru 34-7970530 1979
34-8070001 thru 34-8070367 1980
34-8170001 thru 34-8170092 1981
4. Serial Number Explanation

Example: 34 77 70 001
TYPE CERTIFICATE DESIGNATION SEQUENCE NUMBER

MODEL YEAR MODEL CODE
70 = PA-34-200T
5. Assignment of Subject Material

This publication is divided into logical subject groupings based on aircraft system or task function. Refer
to paragraph 13, Section Index Guide.
6. Pagination
A modified legacy Aerofiche grid numbering system (explained below) will be used to indicate location
within the manual until the next complete revision.
7. Aerofiche Grid Numbering
Piper has ceased production of all Aerofiche (i.e., microfiche) products. The Aerofiche grid numbers will
be replaced by Section page numbers (i.e., I-1, II-3, etc.) indicating the Section and the consecutive page
number from the beginning of the section in the next complete revision. In the interim, as partial
revisions occur, the legacy Aerofiche grid numbering system may be modified, as explained below, to
simplify production.
INTRODUCTION 01/01/09
1A8
Deviations from the legacy Aerofiche grid numbering system will occur when it becomes necessary to
add pages to the manual and will typically take two forms:
A. Inserting pages between two existing grids in the same row.
When inserting two pages between the existing grids 1A8 and 1A9, the two new pages will be
numbered 1A8A and 1A8B.
B. Inserting pages at the end of an Aerofiche grid row.
The legacy Aerofiche grid numbering system limited page numbers in a row to a maximum of 24
(i.e., row 1A would be numbered 1A1–1A24). That limit no longer applies. Accordingly, if two
pages need to be added between any existing grid row end and grid row start (i.e., 1A24 and 1B1),
the new pages will simply be numbered 1A25 and 1A26.
8. Identifying Revised Material
A. 1979 thru 1985:
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 the material or complete
page additions are not identified by revision lines.
B. 1986 thru 2006:
Revised text and illustrations are indicated by a black vertical line along the left-hand margin of the
frame, opposite revised or added material. Revision lines indicate only current revisions with
changes or additions to existing text and illustrations. Changes in capitalization, spelling,
punctuation, indexing, the physical location of the material or complete page additions are not
identified by revision lines.
C. 2007:
Revisions, additions and deletions are identified by a vertical line (i.e., change bar) along the left-
hand margin of the page opposite only that portion of the printed matter that was changed. Changes
in capitalization, spelling, punctuation, indexing, physical location of material, or complete page
additions are not identified by revision lines.
D. 2009 and later:
A revision to a page is defined as a change to the text or illustrations that existed previously.
Revisions, additions and deletions are identified by a vertical line (aka change bar) along the left-
hand margin of the page opposite only the text or illustration that was changed. Reformatted, but
otherwise unchanged, text is not identified by a change bar.
Change bars in the section Tables of Contents do not indicate a change to that page, but rather that
the information in the actual paragraph has changed.
A change bar in the left-hand margin opposite the footer (i.e. - chapter/section/subject, page number
and date), indicates that the text was unchanged but the material was relocated to a different page.
Example.
NOTE: Change bars are not used in the title pages. Likewise, when a publication is completely
revised (i.e. - reissued), change bars will only appear in the Tables of Contents.
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9. Indexing
A Section Index Guide, below, will assist the user in locating desired information. In addition, each
Section begins with an individual Table of Contents.
10. Warnings, Cautions and Notes
These adjuncts to the text are used to highlight or emphasize important points when necessary. Warnings
call attention to use of materials, processes, methods, procedures or limits which must be followed
precisely to avoid injury or death to persons. Cautions call attention to methods and procedures which
must be followed to avoid damage to equipment. Notes call attention to methods which make the job
easier.
11. Accident/Incident Reporting
To improve our Service and Reliability system and aid in Piper’s compliance with FAR 21.3, knowledge
of all incidents and/or accidents must be reported to Piper immediately. To expedite and assist in
reporting all incidents and accidents, Piper Form 420-01 has been created. See Service Letter 1041 for
latest revision. This procedure is to be used by all Dealers, Service Centers and Repair Facilities.
12. Supplementary Publications
The following publications/sources provide servicing, overhaul and parts information for the
PA-34-200T airplanes and their various components. Use them to supplement this manual.
A. Piper Publications: Part Number
(1) Parts Catalog 761-589
(2) Periodic Inspection Report 230-856
(3) Progressive Inspection Manual (50 Hour) 761-592
B. Vendor Publications:
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN
SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER
AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY.
(1) AIR CONDITIONING COMPRESSOR:
Vendor: Sanden International (USA), Inc. PH: (972) 442-8400
601 South Sanden Blvd.
Wylie, TX 75098-4999
http://www.sanden.com
(2) AIR CONDITIONING EVAPORATORS AND BLOWERS:
Vendor: Enviro Systems, Inc. PH: (405) 382-0731
P.O. Box 1404
Seminole, Oklahoma 74868
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(3) ALTERNATOR:
Vendor: Kelly Aerospace Power Systems PH: (888) 461-6077
Airport Complex FAX: (334) 227-8596
P. O. Box 273
Fort Deposit, Alabama 36032
http://www.kellyaerospace.com/index.html
Overhaul Manual: OE-A2 Overhaul Manual (Starters and Alternators)
(4) AUTOFLIGHT:
Vendor: Honeywell
One Technology Center
23500 W. 105th St., M/D #45
Olathe, Kansas 66061-1950
http://www.bendixking.com/
(5) BATTERY:
Vendor: GILL Batteries PH: (800) 456-0070
A Division of Teledyne Continental Motors
http://www.gillbatteries.com
(6) BRAKES AND WHEELS:
Vendor: Parker Hannifin Corp PH: (800) 272-5464
Aircraft Wheel and Brake Division
1160 Center Road
Avon, Ohio 44011
http://www.parker.com
(7) DEICE SYSTEM (PNEUMATIC):
Vendor Address: De-Icing and Specialty Systems PH: (330) 374-3040
Goodrich Corporation FAX: (330) 374-2290
1555 Corporate Woods Parkway
Uniontown, Ohio 44685-8799
http://www.deicingsystems.goodrich.com/
Black Standard
Pneumatic De-Icer
Installation,
Maintenance and
Repair Manual: ATA 30-10-31
(8) EMERGENCY LOCATOR TRANSMITTER:

Vendor: Artex Aircraft Supplies PH: (800) 547-8901
14405 Keil Road NE
Aurora, Oregon 97002
http://www.artex.net/
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(9) ENGINE:
Vendor: Teledyne Continental Motors PH: (800) 718-3411
Attn: Aircraft Products Division FAX: (251) 432-7352
Mobile, Alabama 36601
Operators Handbook = Form No. X-30583
Overhaul Manual = Form No. X-30596A
Parts Catalog = Form No. X-30597A
(10) FIRE EXTINGUISHER (PORTABLE):
Vendor: H3R Inc. PH: (800) 249-4289
43 Magnolia Ave # 4
San Francisco, California 94123-2911
http://www.h3r.com/index.htm
(11) FUEL CELLS:
Vendor: Engineered Fabrics Corporation PH: (770) 684-7855
669 Goodyear Street FAX: (770) 684-7438
Rockmart, Georgia 30153-0548
http://www.kandfindustries.com
(12) GEAR LOCKING ACTUATORS, HYDRAULIC PUMP, AND ALL HYDRAULIC
COMPONENTS:
Vendor: Parker Hannifin Corporation PH: (800) C-PARKER
6035 Parkland Boulevard (800) 272-7537
Cleveland, OH 44124-4141 USA FAX: (440) 266-7400
email: [email protected]
(13) HEATER:
Vendor: Kelly Aerospace Power Systems PH: (888) 461-6077
Airport Complex, FAX: (334) 227-8596
PO Box 273
Fort Deposit, AL 36032
http://www.kellyaerospace.com/heaters.html
Maintenance and Janitrol Maintenance
Overhaul Manual: and Overhaul Manual - 24E25-1
(14) KEVLAR:
Vendor: KEVLAR Special Products
E.I. DuPont De Nemours & Co. Inc.
Textile Fibers Department
Centre Road Building
Wilmington, Delaware 19898
A Guide to Cutting and Machining Kevlar Aramid
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(15) LIGHTS - NAVIGATION, STROBE, AND STANDBY/MAP LIGHTS:

Vendor: Whelen Engineering Co. Inc. PH: (860) 526-9504
Route 145, Winthrop Rd. FAX: (860) 526-2009
Chester, Connecticut 06412
http://www.whelen.com/
(16) MAGNETOS:
Vendor: TCM Aircraft Products PH: (800) 718-3411
P.O. Box 90 FAX: (251) 432-7352
Mobile, AL 36601
http://www.tcmlink.com
Installation, Operation Teledyne Continental Motors (TCM)
and Maintenance Service Support Manual, P/N X42002
Instructions: S-20 / S-200 Series High Tension Magnetos
or, if installed:
Vendor: Slick Aircraft Products PH: (904) 739-4000
Unison Industries FAX: (904) 739-4006
Attn: Subscription Dept.
7575 Baymeadows Way
Jacksonville, FL 32256
http://www.unisonindustries.com/
Installation, Operation F1100 MASTER SERVICE MANUAL,
and Maintenance 4300/6300 SERIES MAGNETO MAINTENANCE
Instructions: AND OVERHAUL MANUAL - L-1363
(17) NAVIGATION, COMMUNICATIONS, AND GPS (NAV/COM/GPS):
Vendor: Garmin International PH: (913) 397-8200
1200 East 151ST Street
Olathe, KS 66062
http://www.garmin.com
(18) OXYGEN SYSTEM:
Vendor: AVOX Systems PH: (716) 683-5100
225 Erie Street FAX: (716) 681-1089
Lancaster, NY 14086
http://www.avoxsys.com/
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(19) PROPELLER:
Vendor: Hartzell Propeller Inc. PH: (937) 778-4379
One Propeller Place FAX: (937) 778-4321
Piqua, OH 45356-2634
http://www.hartzellprop.com/index2.htm
Owner’s Manual: Manual No. 115N
Overhaul Instructions: Manual No. 117D
or,
Vendor: McCauley Propeller Systems
P.O. Box 7704
Wichita, KS 67277-7704
http://www.mccauley.textron.com/home.html
Service Manual: McCauley C500 Series Service Manual - P/N MPC500
(20) STARTER:
Vendor: See listing under Alternator, above.
or,
Sky-Tec Partners, Ltd. PH: (800) 476-7896
350 Howard Clemmons Rd. FAX: (817) 573-2252
Granbury, TX 76048
http://www.skytecair.com
(21) VACUUM PUMPS:
Vendor: Aero Accessories, Inc. PH: (800) 822-3200
1240 Springwood Avenue
Gibsonville, NC 27249
http://www.aeroaccessories.com/index.html
or,
Parker Hannifin Corp.
See listing under Vacuum Regulators, below.
(22) VACUUM REGULATORS:
Vendor: Parker Hannifin Corp. PH: (800) 382-8422
Airborne Division
711 Taylor Street
Elyria, Ohio 44035
http://www.parker.com/ag/nad
(23) VOLTAGE REGULATORS:
Vendor: See listing under Alternator, above.
1A12B
13. Section Index Guide
SECTION TITLE GRID NO.
- INTRODUCTION 1A5
I AIRWORTHINESS LIMITATIONS 1A13
II HANDLING AND SERVICING 1A16C
III INSPECTION 1C31
IV STRUCTURES 1D11
V SURFACE CONTROLS 1F20A
VI HYDRAULIC SYSTEM 1I1
VII LANDING GEAR AND BRAKES 1J4C
VIII POWERPLANT 2A7
IX FUEL SYSTEM 2D2A
X INSTRUMENTS 2E8A
XI ELECTRICAL SYSTEM 2F16A
XII ELECTRONICS 2I20A
XIII HEATING AND VENTILATION SYSTEM 2J6A
XIV ACCESSORIES AND UTILITIES 3A3
01/01/09 SECTION INDEX GUIDE

1A12C
SECTION INDEX GUIDE 01/01/09

1A12D
LIST OF ILLUSTRATIONS
Figure
No. Grid No.
2-1. Three View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A20
2-2. Station References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A21
2-2a. Torque Wrench Formula . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B1
2-3. Access Plates and Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B4
2-4. Jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B7
2-5. Weighing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B8
2-6. Leveling Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B9
2-7. Turning Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B14
2-8. Service Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B16
2-8a. Tire Balancer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B20A
2-9. Lubrication Chart (Landing Gear, Main) . . . . . . . . . . . . . . . . . . . . . . . 1C1
2-10. Lubrication Chart (Landing Gear, Nose) . . . . . . . . . . . . . . . . . . . . . . . 1C2
2-11. Lubrication Chart (Control System, Part I) . . . . . . . . . . . . . . . . . . . . . 1C3
2-12. Lubrication Chart (Control System, Part II) . . . . . . . . . . . . . . . . . . . . . 1C4
2-13. Lubrication Chart (Power Plant and Propeller) . . . . . . . . . . . . . . . . . . 1C7
2-14. Lubrication Chart (Cabin Door, Baggage Doors and Seats) . . . . . . . . 1C8
3-1. Control Cable Inspection Technique . . . . . . . . . . . . . . . . . . . . . . . . . . 1C66
3-2. External Cable Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C67
3-3. Internal Cable Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C68
3-4. Pulley Wear Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C70
4-1. Cherrylock Rivet Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D15
4-1a. Hose/Line Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D16
4-1b. Flareless Tube Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D18
4-1b1. Millivolt Drop Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D20B
4-1c. Aileron and Flap Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D22
4-2. Wing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E1
4-2a. Rib Assembly Inspection and Modification - Aft Wing, WS 49.25 . . . 1E4B
4-2b. Stabilator Attach Brackets Corrosion Control Inspection . . . . . . . . . . 1E4E
4-3. Empennage Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E7
4-4. Method of Securing Control Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E11
4-4a. Aft Wing Attach Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E12A
4-4b. Fuselage Drain Hole Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E12C
4-5. Windshield Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E13
4-6. Side Window Installation (Typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E14
4-7. Rear Door Window Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E16
4-7a. Snubber Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E18
4-7b. Forward Baggage Door Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . 1E22A
4-7c. Draw Bolt Extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E22C
4-7d. Lock Tab Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E22C
4-7e. Door Lock Aperture Reinforcing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E22E
4-7f. Latch Plate Lock Tab Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E22E
4-7g. Latch Installation Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E22F
4-7h. Roll Pin Safety Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E22G
4-8. Seat Back Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E23
01/01/09 LIST OF ILLUSTRATIONS

1A12E
LIST OF ILLUSTRATIONS (cont)
Figure
No. Grid No.
4-8a. Metal Wire Stitching Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E26
4-9. Skin Materials and Thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F3
4-10. Surfaces Scratches, Abrasions or Ground-in-Dirt . . . . . . . . . . . . . . . . 1F8
4-11. Deep Scratches, Shallow Nicks and Small Holes . . . . . . . . . . . . . . . . 1F8
4-12. Mixing of Epoxy Patching Compound . . . . . . . . . . . . . . . . . . . . . . . . . 1F9
4-13. Welding Repair Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F9
4-14. Repairing of Cracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F10
4-15. Various Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F11
4-16. Repair of Stress Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F12
4-17. Repair of Impacted Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F12
4-18. Control Surface Balance Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F16
4-19. Aileron and Rudder Balance Configuration . . . . . . . . . . . . . . . . . . . . . 1F18
4-20. Stabilator Balance Configurations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F19
5-1. Control Column Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G1
5-1a. Correct Method of Installing Rod End Bearing . . . . . . . . . . . . . . . . . . 1G2
5-1b. Flex (Universal) Joint Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G2B
5-2. Aileron Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G5
5-3. Bellcrank Rigging Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G9
5-4. Aileron Rigging Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G10
5-5. Stabilator and Stabilator Trim Controls . . . . . . . . . . . . . . . . . . . . . . . . 1G13
5-6. Stabilator Rigging Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G16
5-7. Methods of Securing Trim Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G16
5-8. Rudder and Brake Pedal Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G23
5-9. Rudder and Rudder Trim Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H1
5-10. Rudder Rigging Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H2B
5-11. Clamping Rudder Pedals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H2B
5-12. Rudder and Stabilator Travel Adjustment . . . . . . . . . . . . . . . . . . . . . . 1H3
5-13. Flap Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H9
5-14. Flap Step Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H12
5-15. Flap Rigging Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H12A
5-16. Fabricated Aileron Bellcrank Rigging Tool . . . . . . . . . . . . . . . . . . . . . 1H13
5-17. Fabricated Aileron and Flap Rigging Tool . . . . . . . . . . . . . . . . . . . . . . 1H14
5-18. Fabricated Stabilator Rigging Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H15
5-19. Fabricated Rudder Rigging Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H16
6-1. Schematic Diagram of Hydraulic System . . . . . . . . . . . . . . . . . . . . . . 1I5
6-2. Hydraulic System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I8
6-3. Hydraulic Pump/Reservoir, Exploded View
(Original Equipment - Prestolite) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I11
6-4. Test and Adjustments of Hydraulic Pump . . . . . . . . . . . . . . . . . . . . . . 1I14
6-5. Pump Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I14A
6-5a. Hydraulic Pump - Oildyne . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I14D
6-6. Free-Fall Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I15
6-7. Gear Actuating Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I16
6-7a Installation of T-Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I17
LIST OF ILLUSTRATIONS 01/01/09

1A12F
Figure
No. Grid No.
6-8. End Gland Locking Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I18
6-9. Nose Gear Actuating Cylinder Installation . . . . . . . . . . . . . . . . . . . . . 1I20
7-1. Nose Gear Oleo Strut Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J9
7-1a. Nose Gear Service Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J11
7-2. Nose Gear Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J16
7-2a. Drag Link Installation and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . 1J20
7-2b. Service Wear Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J21
7-2c. Tunnel Bracket Installation Inspection . . . . . . . . . . . . . . . . . . . . . . . . 1J22
7-2d. Nose Gear Trunnion Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J23
7-3. Clamping Rudder Pedals in Neutral Position . . . . . . . . . . . . . . . . . . . . 1K2
7-4. Rudder Pedals at Neutral Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K2
7-5. Main Gear Oleo Strut Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K6
7-5a. Main Gear Service Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K8
7-5b. Main Gear Trunnion Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K12
7-6. Main Gear Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K14
7-7. Aligning Main Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K18
7-8. Toe-In/Toe-Out Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K20
7-9. Adjust Nose Gear Down Limit Switch . . . . . . . . . . . . . . . . . . . . . . . . 1K22
7-10. Adjust Main Gear Down Limit Switch . . . . . . . . . . . . . . . . . . . . . . . . 1K22
7-11. Throttle Warning Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K24
7-12. Nose Wheel Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L5
7-13. Main Wheel Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L7
7-14. Wheel Brake Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L8
7-15. Removal and Installation of Anchor Bolts . . . . . . . . . . . . . . . . . . . . . . 1L9
7-16. Brake Master Cylinder (Hand, Parking Brake) . . . . . . . . . . . . . . . . . . 1L11
7-17. Brake System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L12
7-18. Brake Cylinder (17000) (Toe Brake) . . . . . . . . . . . . . . . . . . . . . . . . . . 1L16
7-19. Brake Cylinder (10-27) (Toe Brake) . . . . . . . . . . . . . . . . . . . . . . . . . . 1L16
7-20. Brake Cylinder (10-30) (Toe Brake) . . . . . . . . . . . . . . . . . . . . . . . . . . 1L17
7-21. Brake Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L19
7-22. Bleeding Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L19
8-1. Engine Cowling Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A14
8-2. Cowl Flap Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A14
8-3. Propeller Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A16
8-4. Typical Nicks and Removal Method . . . . . . . . . . . . . . . . . . . . . . . . . . 2A17
8-5. Propeller Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A20
8-6. Engine Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A23
8-7. Schematic Diagram of Turbocharger System . . . . . . . . . . . . . . . . . . . . 2B5
8-8. Induction System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B6
8-8a. V-Band Coupling Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B7
8-8b. Magneto Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B9
8-9. Contact Spring Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B11
8-10. Contact Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B12
8-11. Impulse Coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B12

1A12G
Figure
No. Grid No.
8-12. Flyweight Clearance of Impulse Coupling . . . . . . . . . . . . . . . . . . . . . 2B13
8-13. Rotor Holding Tool Installed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B14
8-14. Timing Kit Installed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B14
8-15. Cast-In Timing Marks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B15
8-16. Fabricated Pointer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B15
8-17. Engine Timing Marks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B17
8-18. Removing Spring From Lead Assembly . . . . . . . . . . . . . . . . . . . . . . . 2B19
8-19. Assembly Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B20
8-20. Assembly Tool Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B20
8-21. Measuring Lead Assembly Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B20
8-22. Ferrule Seating Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B22
8-23. Measuring Wire From Top of Ferrule . . . . . . . . . . . . . . . . . . . . . . . . . 2B22
8-24. Needle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B22
8-25. Installing Grommet Over Lead Assemblies . . . . . . . . . . . . . . . . . . . . . 2B22
8-26. Lead Assembly Installed in Grommet . . . . . . . . . . . . . . . . . . . . . . . . . 2B23
8-27. Wire Doubled Over For Installation of Eyelet . . . . . . . . . . . . . . . . . . . 2B23
8-28. Ignition Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B24
8-29. Removing Frozen Spark Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C3
8-30. Lubrication System Maintenance Points . . . . . . . . . . . . . . . . . . . . . . . 2C6
8-31. Schematic Diagram of Fuel Injection System . . . . . . . . . . . . . . . . . . . 2C8
8-32. Fuel Injector Nozzle Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C9
8-33. Engine Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C10
8-34. Idle Speed and Mixture Adjustment Points . . . . . . . . . . . . . . . . . . . . . 2C12
8-35. Sectional View of Altitude Compensating Fuel Pump Assembly . . . . 2C13
8-36. Exhaust Bypass Valve Screw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C18
9-1. Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D7
9-2. Fuel Cell Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D12
9-2a. Test Fixture Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D14A
9-3. Fuel Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D20
9-4. Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D20
9-5. Not used.
9-6. Slider Resistor Terminal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E1
9-6a. Resistor Set-Up/Test for Fuel Quantity Gauge . . . . . . . . . . . . . . . . . . 2E3
9-6b. Maximum Deviation of Fuel Quantity Gauge Needle . . . . . . . . . . . . . 2E4
10-1. Gyro Pressure System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E14B
10-1a. Vacuum Pump Vane Wear Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 2E14C
10-1b. Vane Wear Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E14D
10-2. Pitot-Static System, S/N’s 34-7570001 to 34-7670136 incl. . . . . . . . . 2E16
10-2a. Pitot-Static System, S/N’s 34-7670137 and up . . . . . . . . . . . . . . . . . . 2E17
10-3. Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E18
11-1. Switch Panel - For Models Without Primer System . . . . . . . . . . . . . . . 2F21
11-1a. Switch Panel - For Models With Primer System . . . . . . . . . . . . . . . . . 2F22
11-2. Removal of Slip Ring End Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G1
11-3. Removal of Rectifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G1

1A12H
Figure
No. Grid No.
11-4. Testing Rotor for Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G4
11-5. Testing Rotor for Shorts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G4
11-6. Installation of Rectifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G5
11-7. Terminal Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G6
11-8. Slip Ring End Bearing Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G7
11-9. Testing Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G7
11-10. Regulator Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G10
11-11. Testing Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G12
11-12. Adjusting Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G13
11-13. Application of Overvoltage Control . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G15
11-14. Testing Overvoltage Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G15
11-15. Exploded View of Starting Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G17
11-16. Turning Motor Commutator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G18
11-17. Testing Motor Armature for Shorts . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G18
11-18. Testing Motor Fields for Grounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G19
11-19. No-Load Test Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G19
11-20. Stall Torque Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G20
11-21. Landing Light Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H1
11-22. Adjusting Lift Detector Micro Switch . . . . . . . . . . . . . . . . . . . . . . . . . 2H2
NOTE: Electrical Schematics (Figures 11-23 thru 11-53) are listed
separately in Section XI, see 2F18.
12-1. Two Year, Magnesium Battery Connections . . . . . . . . . . . . . . . . . . . . 2I22
12-2. Garrett ELT Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2I23
12-3. Communications Components ELT Schematic . . . . . . . . . . . . . . . . . . 2J1
12-4. Emergency Locator Transmitter Schematic (Narco) . . . . . . . . . . . . . . 2J1
12-5. ELT Portable Folding Antenna (Narco) . . . . . . . . . . . . . . . . . . . . . . . . 2J3
12-6. ELT Using Fixed Aircraft Antenna (Narco) . . . . . . . . . . . . . . . . . . . . . 2J3
13-1. Cabin Heater, Defroster and Fresh Air Installation . . . . . . . . . . . . . . . 2J9
13-2. Heater and Combustion Air Blower Assembly (30,000 BTU) . . . . . . . 2J12
13-3. Heater and Combustion Air Blower Assembly (45,000 BTU) . . . . . . . 2J13
13-4. Diagrammatic Cutaway of Heater to Show Whirling Flame Action . . 2J14
13-5. Fuel Regulator and Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J16
13-6. Top View- Duct Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J16
13-7. Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J20
13-8. Primary Power Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J21
13-9. Starting Power Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J22
13-10. Spark Plug Fixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J24
13-11. Wiring - Test Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J24
13-12. Spark Plug Gap Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K1
13-13. Ignition Unit Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K5
13-14. Test Setup for Fuel Regulator and Shutoff Valve . . . . . . . . . . . . . . . . . 2K8
13-15. Heater Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K9

1A12I
Figure
No. Grid No.
13-16. Suggested Design for Seal Plates, Plugs, and Caps for
Combustion Tube Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K17
13-17. Test Setup for Combustion Air Pressure Switch . . . . . . . . . . . . . . . . . 2K17
13-18. Exploded View of Heater Assembly (30,000 BTU) . . . . . . . . . . . . . . . 2K21
13-19. Exploded View of Heater Assembly (45,000 BTU) . . . . . . . . . . . . . . . 2K22
13-20. Exploded View - Combustion Air Blower and Motor Assembly
(30,000 BTU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2L3
13-21. Exploded View - Combustion Air Blower and Motor Assembly
(45,000 BTU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2L4
13-22. Suggested Setup of Heater Operation Test . . . . . . . . . . . . . . . . . . . . . . 2L6
13-23. Wiring Connections for Heater Operation Test . . . . . . . . . . . . . . . . . . 2L6
13-24. Spark Plug Gap Adjustment Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2L9
14-1. Propeller Deicer Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A12
14-2. Electrical Diagram Showing Cycle Sequence - Phase I. . . . . . . . . . . . 3A13
14-3. Electrical Diagram Showing Cycle Sequence - Phase II . . . . . . . . . . . 3A13
14-4. Electrical Diagram Showing Cycle Sequence - Phase III . . . . . . . . . . 3A14
14-5. Electrical Diagram Showing Cycle Sequence - Phase IV . . . . . . . . . . 3A14
14-6. Typical Use of Dial Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A16
14-7. Centering of Brushes on Slip Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A17
14-8. Wiring Schematic - Electric Propeller Deicing System . . . . . . . . . . . . 3A19
14-9. Brush Block Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A20
14-10. Brush Module Assembly 3E2011 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A22
14-10a. Alternate Module Stacking Arrangement . . . . . . . . . . . . . . . . . . . . . . . 3A22
14-10b. Modular Brush Assembly 3E2042-1 (2 Bladed Prop) . . . . . . . . . . . . . 3A23
14-10c. Modular Brush Assembly 3E2062-2 (3 Bladed Prop) . . . . . . . . . . . . . 3A23
14-10d. Angle of Contact Brushes to Slip Rings . . . . . . . . . . . . . . . . . . . . . . . 3A24
14-10e. Align Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A24
14-11. Propeller Deicer Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B1
14-12. Installation of Deicer Boot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B3
14-13. Wrinkled Deicers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B6
14-14. Sealer Application (Boot) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B7
14-15. Pneumatic Deicer System Installation (S/N’s to 34-8070144) . . . . . . 3B15
14-15a. Pneumatic Deicer System Installation (S/N’s 34-8070144 and up) . . . 3B16
14-16. Pneumatic Deicer Boots Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B18
14-17. Pneumatic Deicer System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 3B18
14-18. Ice Detection Light Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C9
14-19. Portable Oxygen Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C13
14-20. Fixed Oxygen System Installation (Optional) . . . . . . . . . . . . . . . . . . . 3C14
14-20a. Oxygen Tubing Installations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C15
14-20b. Oxygen System Test Apparatus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C17
14-20c. Swageloc Fitting Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C19
14-21. Oxygen System Filler Valve Installation . . . . . . . . . . . . . . . . . . . . . . . 3C22A
14-22. Oxygen Cylinder and Regulator Assembly . . . . . . . . . . . . . . . . . . . . . 3C22B
14-23. Oxygen Pressure Gauge Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 3C22C

1A12J
LIST OF ILLUSTRATIONS (cont.)
Figure
No. Grid No.
14-24. Air Conditioning System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 3C24

14-25. Test Gauge and Manifold Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D5
14-26. Manifold Set Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D6
14-27. Leak Test Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D7
14-28. Evacuation Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D9
14-29. Charging Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D11
14-30. Charging Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D12
14-31. Top Dead Center Casting Mark (Sankyo Compressor) . . . . . . . . . . . . 3D15
14-32. Rotation of Clutch Front Plate (Sankyo Compressor) . . . . . . . . . . . . . 3D15
14-33. Condenser Air Scoop Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D19
14-34. Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D20
14-35. Components Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D22
14-36. Air Conditioning Wiring Schematic (Early Models) . . . . . . . . . . . . . . 3E1
14-37. Synchrophaser Wiring Schematic Auto Synch/Manual Switch . . . . . . 3E11
14-37a. Synchrophaser Wiring Schematic (Phase Adjustment Switch) . . . . . . 3E12
14-38. Engine Synchrophaser Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E13
14-39. Pulse Generator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E15

1A12K

1A12L
LIST OF TABLES
Table
No. Grid No.
II-I. Leading Particulars and Principal Dimensions . . . . . . . . . . . . . . . . . . 1A22
II-II. Thread Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A26
II-III. Flare Fitting Torque Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A27
II-IV. Recommended Torque Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B2
II-V Lubricant Specification Cross-Reference . . . . . . . . . . . . . . . . . . . . . . . 1B26
II-VI. Special Instruction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B28
II-VII. Torque Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C11
II-VIII. Decimal Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C12
II-IX. Centigrade/Fahrenheit Conversion Table . . . . . . . . . . . . . . . . . . . . . . . 1C13
II-X. Weights and Measures Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C14
II-XI. Metric Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C15
II-XII. Decimal/Millimeter Equivalents of Drill Sizes from 1/2” to No. 80 . . 1C16
II-XIII. Hose Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C17
II-XIV. Consumable Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C18
II-XV. Vendor Contact Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C27
III-I. Inspection Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C44
III-II. Service Publications List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D7
IV-I. Maximum Distances Between Fluid Tubing Supports . . . . . . . . . . . . . 1D19
IV-II. Electrical Bonding Resistance Index . . . . . . . . . . . . . . . . . . . . . . . . . . 1D20A
IV-III. List of Materials (Thermoplastic Repair) . . . . . . . . . . . . . . . . . . . . . . . 1F7
IV-IV. Balance Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F17
V-I. Control Surface Travels and Cable Tensions . . . . . . . . . . . . . . . . . . . . 1F23
V-II. Cable Tension Vs. Ambient Temperature . . . . . . . . . . . . . . . . . . . . . . . 1F24
V-III. Troubleshooting Chart (Surface Controls) . . . . . . . . . . . . . . . . . . . . . . 1H17
VI-I. Leading Particulars, Hydraulic Pump . . . . . . . . . . . . . . . . . . . . . . . . . 1I12
VI-II. Characteristics, Hydraulic Pump Motor . . . . . . . . . . . . . . . . . . . . . . . . 1I13
VI-III. Troubleshooting Chart (Hydraulic System) . . . . . . . . . . . . . . . . . . . . . 1I22
VII-I. Nose Gear Service Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J12
VII-II. Main Gear Service Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K9
VII-III. Toe-In — Toe-Out Correction Chart . . . . . . . . . . . . . . . . . . . . . . . . . . 1K20
VII-IV. Troubleshooting Chart (Landing Gear) . . . . . . . . . . . . . . . . . . . . . . . . 1L20
VIII-I. Propeller Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A18
VIII-II. Propeller Chamber Pressure Requirements . . . . . . . . . . . . . . . . . . . . . 2A18
VIII-III. Engine Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A21
VIII-IV. Fuel Flow Vs. Engine Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C17
VIII-V. Metered Fuel Assembly Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C18
VIII-VI. Limits - Fuel Flow Vs. Brake H. P. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C19
VIII-VII. Troubleshooting Chart (Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C20
IX-I. Fuel Quantity Sender Gauge Tolerances . . . . . . . . . . . . . . . . . . . . . . . 2D20
IX-II. Fuel Gauge Reading Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E4
IX-III. Gauge Readings/Resistance With Fuel in Tanks . . . . . . . . . . . . . . . . . 2E4
IX-IV. Troubleshooting Chart (Fuel System) . . . . . . . . . . . . . . . . . . . . . . . . . 2E6
X-I. Troubleshooting Gyro Pressure System . . . . . . . . . . . . . . . . . . . . . . . . 2E13
X-II. Directional Gyro Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E20
01/01/09 LIST OF TABLES

1A12M
LIST OF TABLES (cont)
Table
No. Grid No.
X-III. Gyro Horizon Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E21
X-IV. Rate of Climb Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E22
X-V. Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E23
X-VI. Airspeed Tubes and Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F1
X-VII. Magnetic Compass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F2
X-VIII. Manifold Pressure Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F5
X-IX. Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F6
X-X. Engine Oil Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F7
X-XI. Turn and Bank Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F8
X-XII. Fuel Quantity Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F9
X-XIII. Oil Temperature Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F10
X-XIV. Exhaust Gas Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F13
X-XV. Cylinder Head Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F14
X-XVI. Fuel Flow Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F14
X-XVII. Instrument Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F15
XI-I. Index to Electrical Schematics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F18
XI-II. Alternator Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G8
XI-III. Starting Motor Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G21
XI-IV. Hydrometer Reading and Battery Charge Percent . . . . . . . . . . . . . . . . 2G23
XI-V. Troubleshooting Chart (Electrical System) . . . . . . . . . . . . . . . . . . . . . 2H8
XI-VI. Lamp Replacement Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H20
XI-VII. Electrical Wire Coding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H21
XI-VIII. Electrical Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H22
XI-IX. Electrical System Component Loads . . . . . . . . . . . . . . . . . . . . . . . . . . 2H23
XIII-I. Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K5
XIII-II. Troubleshooting Chart (Janitrol Heater) . . . . . . . . . . . . . . . . . . . . . . . 2L10
XIV-I. Required Materials for Repair of Propeller Deicer . . . . . . . . . . . . . . . 3B3
XIV-II. Mixing of Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B5
XIV-III. Electrical Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B7
XIV-IV. Troubleshooting Chart (Propeller Deicer System) . . . . . . . . . . . . . . . . 3B9
XIV-V. Operating Pressures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B21
XIV-VI. Materials and Supplies for Cold Repair . . . . . . . . . . . . . . . . . . . . . . . . 3B24
XIV-VII. Troubleshooting Chart (Pneumatic Deicer System) . . . . . . . . . . . . . . . 3C7
XIV-VIII. Oxygen System Components Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . 3C13
XIV-VIIIa. Filling Pressures For Certain Ambient Temperatures . . . . . . . . . . . . . 3C22E
XIV-IX. Troubleshooting Chart (Oxygen System) . . . . . . . . . . . . . . . . . . . . . . 3C22G
XIV-X. Temperature Pressure Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D1
XIV-XI. Aluminum Tubing Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D4
XIV-XII. Blower System Wire Color Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D24
XIV-XIII. Troubleshooting Chart (Air Conditioner) . . . . . . . . . . . . . . . . . . . . . . 3E2
LIST OF TABLES 01/01/09

1A12N
01/01/09 LIST OF TABLES

1A12O
END OF SECTION
LIST OF TABLES 01/01/09

1A12P
SECTION
I
AIRWORTHINESS
LIMITATIONS
1A13
1A14
SECTION I - AIRWORTHINESS LIMITATIONS
TABLE OF CONTENTS
Paragraph Grid No.
Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A16A
Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A16A
Major Repairs to Life Limited Components . . . . . . . . . . . . . . . . . . . . 1A16A
Life Limited Parts Marking and Disposition . . . . . . . . . . . . . . . . . . . . 1A16A
01/01/09 I - TABLE OF CONTENTS

1A15
I - TABLE OF CONTENTS 01/01/09

1A16
SECTION I
AIRWORTHINESS LIMITATIONS
NOTE: The Airworthiness Limitations section is FAA approved and specifies maintenance required
under §§ 43.16 and 91.403 of the Federal Aviation Regulations unless an alternative program
has been FAA approved.
1. LIMITATIONS. (PIR-TCDS A7SO, Rev. 17.)
NOTE: Refer to the LIMITATIONS section in the Airplane Flight Manual or Pilot’s Operating
Handbook for a detailed delineation of the flight limitations of the airplane.
The following limitations related to fatigue life of the airplane and its components have been established
for the PA-34-200T Seneca II airplanes:
The bolt and stack-up that connect the upper drag link to the nose gear trunnion are required to be
replaced every 500 hours time-in-service. The part numbers are as follows:
A. P/N 400-274 (AN7-35) bolt or P/N 693-215 (NAS6207-50D) bolt;
B. P/N 407-591 (AN960-716L) washer, as applicable;
C. P/N 407-568 (AN 960-716) washer, as applicable;
D. P/N 404-396 (AN 320-7) nut; and
E. P/N 424-085 cotter pin.
2. INSPECTIONS.
Refer to Section III for Piper’s recommended Inspection Programs.
3. MAJOR REPAIRS TO LIFE LIMITED COMPONENTS.
Major repairs to areas defined in FAR Part 43, Appendix A, must be shown, using approved data, to not
diminish the Life of the component as stated herein.
4. LIFE LIMITED PARTS MARKING AND DISPOSITION.
14 CFR Part 43.10, Disposition of Life-Limited Aircraft Parts requires that proper procedures are
followed when removing life limited parts with time and/or cycles remaining on them as well as the
disposition of life limited parts with no time and/or cycles left. Life limited parts defined by Type
Certificate (TC) are listed in paragraph 1, above. Other parts which are replaced or rebuilt at specified
intervals are listed in Section III.
A. Parts that are removed prior to accumulating their life limit, are to be marked with indelible ink or
marker with the part number, serial number and accumulated life status as defined in 14 CFR Part
43.10 in a manner that does not affect part structural integrity, i.e. - no surface deformation such as
vibration/etching allowed.
B. Parts that have accumulated the life limit shall be disposed of in accordance with the applicable
FARs. Piper recommends life limited parts with no time and/or cycles remaining be completely
destroyed.
01/01/09 I - AIRWORTHINESS LIMITATIONS

1A16A
END OF SECTION
I - AIRWORTHINESS LIMITATIONS 01/01/09

1A16B
SECTION
II
HANDLING
AND
SERVICING
1A16C
1A16D
SECTION II - HANDLING AND SERVICING
TABLE OF CONTENTS
Paragraph Grid No.
2-1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A19

2-2. Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A19
2-3. Station Reference Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A19
2-4. Weight and Balance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A19
2-5. Serial Number Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A19
2-6. Access and Inspection Provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A19
2-7. Tools and Test Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A19
2-7a. Threaded Fastener Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A25
2-7b. Thread Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A26
2-8. Torque Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A27
2-8a. Torque Wrenches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B1
2-9. Step, Handhold and Walkways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B7
2-10. Ground Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B7
2-11. Introduction to Ground Handling . . . . . . . . . . . . . . . . . . . . . . . . . 1B7
2-12. Jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B7
2-13. Weighing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B8
2-14. Leveling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B8
2-15. Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B9
2-16. Locking Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B9
2-17. Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B10
2-18. Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B10
2-19. Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B10
2-20. External Power Receptacle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B11
2-21. Operation of External Power Receptacle . . . . . . . . . . . . . . . . . . . . 1B11
2-22. Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B11
2-23. Introduction to Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B11
2-24. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B11
2-25. Servicing Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B11
2-26. Filling Fuel Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B11
2-27. Handling of Moisture in Fuel System . . . . . . . . . . . . . . . . . . . . . . 1B12
2-28. Draining Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B12
2-29. Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B13
2-30. Servicing Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B13
2-31. Filling Brake Cylinder Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . 1B13
2-32. Draining Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B13
2-33. Oleo Struts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B13
2-34. Servicing Oleo Struts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B13
2-35. Filling Nose Gear Oleo Strut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B15
2-36. Filling Main Gear Oleo Struts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B17
2-37. Inflating Oleo Struts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B19
2-38. Servicing Steering Bungees . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B19
01/01/09 II - TABLE OF CONTENTS

1A17
SECTION II - HANDLING AND SERVICING
TABLE OF CONTENTS (continued)
Paragraph Grid No.
2-39. Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B20

2-40. Servicing Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B20
2-40a. Tire Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B20
2-41. Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B20A
2-42. Servicing Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B20A
2-43. Servicing Hydraulic Pump/Reservoir . . . . . . . . . . . . . . . . . . . . . . 1B20B
2-44. Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B20B
2-45. Servicing Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B20B
2-46. Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B20B
2-47. Cleaning Engine Compartments . . . . . . . . . . . . . . . . . . . . . . . . . . 1B20B
2-48. Cleaning Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B21
2-49. Cleaning Exterior Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B21
2-50. Cleaning Windshield and Windows . . . . . . . . . . . . . . . . . . . . . . . . 1B21
2-51. Cleaning Headliner, Side Panels and Seats . . . . . . . . . . . . . . . . . . 1B22
2-52. Cleaning Carpets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B22
2-53. Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B22
2-54. Oil System (Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B22
2-55. Servicing Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B22
2-56. Filling Oil Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B22
2-57. Draining Oil Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B22
2-58. Oil Screen (Suction) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B23
2-59. Oil Filter (Full Flow) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B23
2-60. Recommendations for Changing Oil . . . . . . . . . . . . . . . . . . . . . . . 1B23
2-61. Lubrication Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B24
2-62. Application of Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B24
2-63. Application of Grease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B24
2-64. Lubrication Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B25
2-65. Conversion Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C9
2-66. Hose Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C9
2-67. Consumable Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C9
2-68. Vendor Contact Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C9
II - TABLE OF CONTENTS 01/01/09

1A18
SECTION II
HANDLING AND SERVICING
2-1. INTRODUCTION.
This section contains routine handling and servicing procedures that are most frequently encountered.
Frequent reference to this section will aid the individual by providing information such as the location of
various components, ground handling procedures, routine service procedures and lubrication. When any
system or component requires service other than the routine procedures as outlined in this section, refer
to the appropriate section for that component.
2-2. DIMENSIONS.
The principal airplane dimensions are shown in Figure 2-1 and are listed in Table II-I.
2-3. STATION REFERENCE LINES.
In order to facilitate the location of various components of the airplane which require maintenance and
servicing, a method utilizing fuselage station, wing station or buttock line (BL), and waterline (WL)
designations is frequently employed in this manual. (Refer to Figure 2-2.) Fuselage stations, buttock
lines, and waterlines are reference points measured by inches in the vertical or horizontal direction from
a given reference line which indicates station locations of structural members of the airplane.
2-4. WEIGHT AND BALANCE DATA.
When figuring various weight and balance computations, the empty, static and gross weight, and center
of gravity of the airplane may be found in the Weight and Balance Form of the Airplane Flight Manual.
2-5. SERIAL NUMBER PLATE.
The serial number plate is located on the left side of the fuselage near the leading edge of the stabilator.
The serial number should always be used when referring to the airplane on service or warranty matters.
2-6. ACCESS AND INSPECTION PROVISIONS.
The access and inspection provisions for the airplane are shown in Figure 2-3. The component to be
serviced or inspected through each opening is identified in the illustration. All access plates and panels
are secured by either metal fasteners or screws. To enter the aft section of the fuselage, remove the rear
baggage compartment upholstery panel by removing the attachment screws.
CAUTION: BEFORE ENTERING THE AFT SECTION OF THE FUSELAGE, BE SURE THE
AIRPLANE IS SUPPORTED AT THE TAIL SKID.
2-7. TOOLS AND TEST EQUIPMENT.
Because of the simplicity and easy accessibility of components, few special tools outside normal shop
tools will be required. Tools that are required may be fabricated from dimensions given in the back of the
section that pertains to a particular component or are listed in the back of the PA-34-200T Parts Catalog.
01/01/09 II - HANDLING AND SERVICING

1A19
Figure 2-1. Three View
II - HANDLING AND SERVICING 01/01/09

1A20
Figure 2-2. Station References

1A21
TABLE II-I. LEADING PARTICULARS AND PRINCIPAL DIMENSIONS
MODEL PA-34-200T SENECA II
ENGINE
Manufacturer Continental
(1)
Model - Left TSIO-360E-1A (CW) or TSIO-360-EB
Model - Right LTSIO-360E-1A (CCW) or LTSIO-360-EB (1)
FAA Type Certificate E9CE
Rated Horsepower (Max. Continuous, Sea Level) 200
Rated Speed 2575 RPM
Oil, SAE Number See Lubrication Chart
Oil Sump Capacity 8 U.S. quarts
Fuel, Aviation Grade, Minimum Octane 100/130
Fuel Injector Continental
Magnetos, Scintilla: (10)
Left (Left Engine) 10-79020-18L
Right (Left Engine) 10-79020-19R
Left (Right Engine) 10-79020-18L
Right (Right Engine) 10-79020-19R
Magneto Timing 20° BTC
Magneto Point Clearance .018
Spark Plugs (Shielded): Refer to latest revision of
Teledyne Continental Aircraft
Engine Service Bulletin M77-10
Spark Plug Gap Setting Refer to latest revision of

Teledyne Continental Aircraft
Engine Service Bulletin M77-10
Firing Order:
Left Engine 1-6-3-2-5-4
Right Engine 1-4-5-2-3-6
Starter - Prestolite (12-volt):
Left Engine MCL-6501
Right Engine MCL-6501
Alternator - Prestolite (65 amp) ALX 9425
Alternator Voltage Regulator, LAMAR B-00288-1
Alternator Overvoltage Relay, WICO X-16799B
(1) REPLACEMENT ENGINE ON AIRCRAFT MODELS WITH SERIAL NUMBERS PA-34-7970001 AND UP.
(10) MAY BE PRESSURIZED IF KIT NO. 764 921V IS INSTALLED.

1A22
TABLE II-I. LEADING PARTICULARS AND PRINCIPAL DIMENSIONS (cont)
PROPELLER
Manufacturer Hartzell (11) McCauley (12)

Hub, Model:
Left Engine BHC-C2YF-2CKF (2) 3AF34C502
Right Engine BHC-C2YF-2CLKF (2) 3AF34C503
Alternate Hub, Models: BHC-C2YF-2CKUF (Left Eng.) (2)
BHC-C2YF-2CLKUF (Right
Eng.) (2)
Blade, Model:
Left Engine FC8459-8R & FC8459B-8R 80HA-4
Right Engine FJC8459-8R & FJC8459B-8R L80HA-4
Diameter 76 in. 76 in.
Diameter, Minimum 75 in. 75 in.
Blade Angle, Low Pitch (High RPM) 14.4° ± 0.2° 12.2° ± 0.2° (7) or
11.5° ± 0.2° (8)
up to S/N
34-7870492 (inclusive)
12.0° ± 0.2°
S/N 34-7970001
(inclusive) and
Up (9)
Blade Angle, High Pitch (Low RPM) 79.3° ± 2.0° (4) or 81° to 83.5°
80° to 81.5° (4) (5)
Governor Control Woodward
Governor Model:
Left Engine C210659
Right Engine 210C58
Alternate Governor Model: Hartzell
Left Engine E-3
Right Engine E-3L
Right Engine When Synchrophaser 49E-8L
is installed
FUEL SYSTEM
Fuel Tank 49 gal./wing 64 gal./wing (3)
Total Capacity (Both wings) 98 gal. 128 gal. (3)
Total Usable Fuel 93 gal. 123 gal. (3)
(2) PROPELLERS TO BE MOUNTED IN PAIRS ONLY. DO NOT MIX WITH OTHER PROPELLERS.
(3) WITH OPTIONAL FUEL TANKS INSTALLED.
(4) ON PROPELLER HUBS WITH SERIAL NUMBERS PRIOR TO AN3943, EITHER SETTING IS APPROPRIATE AT OWNER’S DISCRETION.
(5) ON PROPELLER HUBS WITH SERIAL NUMBERS AN3943 AND SUBSEQUENT ONLY THIS SETTING CAN BE USED.
(7) LEFT ENGINE ONLY.
(8) RIGHT ENGINE ONLY.
(9) BOTH ENGINES.
(11) ON LT OR T S10-360-E - ENGINES ONLY.
(12) S/N’S 34-7970001 THRU 34-8170092 ONLY.

1A23
TABLE II-I. LEADING PARTICULARS AND PRINCIPAL DIMENSIONS (cont)
LANDING GEAR
Type Fully Retractable

Shock Strut Type Air-Oil Oleo
Fluid Required (Struts, Brakes & Hydraulic System) MIL-H-5606
Strut Exposure (Exposure under Static load):
Nose 2.60 ± .25 in.
Main 3.60 ± .25 in. PPS50045D
Wheel Tread 11.1 ft.

Wheel Base 7 ft.
Nose Wheel Travel 27° left, 27° right
Wheel, Nose Cleveland 38501, 6:00 x 6
Wheel, Main Cleveland 40-56B 6:00 x 6
Cleveland 40-90 6:00 x 6
Cleveland 40-120 6:00 x 6 Heavy Duty
Brake Type Cleveland 30-65 or 30-83 (6)
(6)
Tires, Nose 6:00 x 6 (6 ply) or Nylon-T.T. Type III
Tires, Main 6:00 x 6 (8 ply) or Nylon-T.T. Type III (6)
Tire Pressure, Nose 31 psi @ Gross Weight, 34 psi (6) PPS50025S
Tile Pressure, Main 55 psi @ Gross Weight, 46 psi (6) 78757C
CONTROL SURFACES
Refer to Section V
CABLE TENSIONS
Refer to Section V
(6) PA-34-200T MODEL WITH HEAVY DUTY BRAKES, WHEELS AND EITHER B.F. GOODRICH NYLON-T.T. TYPE III TIRES OR McCREARY AIR HAWK
TYPE III. (REFER TO PIPER KIT NO. 761 048V.)

1A24
2-7a. THREADED FASTENER INSTALLATION. (PIR-PPS20015-1, Rev. U.)
a. Fastener Lengths
Fastener lengths must be long enough to prevent bearing loads on threads. The complete chamfer or
end radius of the fastener or screw must extend through the nut.
The specified fastener grip length can be varied by one size (longer or shorter) to meet requirements
stated above.
b. Washer Usage
Add a maximum of two NAS1149 washers (of the correct diameter, material and finish that
matches the fastener being installed) under fastener heads or nuts to correct for variations in
material thickness within the tolerances permitted. Where needed, use a maximum of two standard
filler washers (spacers) under the nut to adjust for fastener length or alignment of cotter key hole.
Where nutplates are used, adjust for protruding head fastener length by using up to a maximum of
two standard filler washers under the fastener head.
c. Self-locking Fasteners
The use of self-locking nuts, fasteners and screws, including fasteners with non-metallic inserts, is
subject to the following limitations:
1. Fasteners incorporating self-locking devices must not be reused if they can be run up using less
than the required minimum torque values specified or as shown in Table II-VII. They may be
reused, if hand tools are required to run them up, providing there is no obvious damage to the
self-locking device prior to installation.
2. Fasteners 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 this application only if the
fasteners are free from burrs around the cotter pin holes.
3. Self-locking nuts must not be used at joints which subject either the nut or the fastener to
rotation.
4. Self-locking fasteners shall never be tapped or rethreaded. Nuts, fasteners and screws with
damaged threads or rough ends shall not be used, or rethreaded.
d. Torque
See Torque Requirements, below.

1A25
TABLE II-II. THREAD LUBRICANTS
Line Lubricant
WARNING: DO NOT PERMIT SAE-AMS-2518 ANTI-SEIZE COMPOUND TO ENTER SYSTEM.
APPLY TO FITTING THREADS ONLY.
Air Conditioning Refrigerant SAE-AMS-2518, Anti-Seize Compound, Graphite Petrolatum
Brakes MIL-PRF-5606, Hydraulic Fluid
Fuel SAE-AMS-2518, Anti-Seize Compound, Graphite Petrolatum
Landing Gear Air Valve MIL-PRF-907E, Anti-Seize Thread Compound, High Temperature
Oil SAE-AMS-G-6032, Grease (Gasoline and Oil Resistant)
Oxygen A-A-58092, Ribbon Dope Thread Sealant, Anti-Seize and Sealing,

Permacel 412
Pitot and Static TT-A-580 (TT-S-1732), Anti-Seize Compound
CAUTION: LUBRICATE ENGINE FITTINGS ONLY WITH THE FLUID CONTAINED IN THE
PARTICULAR LINE.
2-7b. THREAD LUBRICATION.

Lubricate all fittings on external lines, including attachment points at engine and other components, with
proper lubricant as specified in Table II-II.
When applying thread lubricants, proceed as follows:
a. Thoroughly clean threads before applying lubricant.
b. Use thread lubricant sparingly.
c. Apply thread lubricant to male threads only.
d. Lubricate first three threads only on straight fittings.
e. Do not lubricate first two threads on tapered fittings; apply lubricant to next three threads only.
f. Ensure lubricant does not enter fittings or flared areas.
g. Lubricate any fittings going to engine with same fluid going through lines.

1A26
2-8. TORQUE REQUIREMENTS.

CAUTION: DO NOT OVERTORQUE FITTINGS.
Table II-III lists the torque values for flared fittings of various sizes and material.
NOTE: When installing flared fittings, verify that male threads are properly lubricated.
The torque values given in Table II-IV are derived from oil-free cadmium-plated threads and are
recommended for all airframe installation procedures where torquing is required, unless other values are
specified in subject chapter/section. Engine torque values are found in the latest revision of Teledyne
Continental Motors SB96-7.
NOTE: If normal operation requires movement between any of the components being clamped together,
tighten the nut (or bolt) enough to ensure intended operation of the assembly.
a. Calibrate the torque wrench periodically to assure accuracy, and recheck frequently.
b. If the fastener, screw, or nut is listed in Table II-IV, but the mating fastener is not listed, tighten only
to the low end of the torque range specified for the listed fastener. In addition, the following
limitations shall apply:
1. Fastener and nut threads shall be clean and dry (free of lubricants). If the subject
chapter/section requires the fastener and/or nut to be lubricated prior to tightening and does not
specify a torque requirement, use the Table II-IV torque range reduced 50 percent.
2. Table II-IV, Sheet 1, shall be used for free running nuts, provided minimal friction drag is
determined as specified below.
TABLE II-III. FLARE FITTING TORQUE VALUES (PIR-AC65-9A.)
Torque — Inch-Pounds
Tubing Hose End Fitting
OD and
Inches Aluminum Alloy Tubing Steel Tubing Hose Assemblies
Minimum Maximum Minimum Maximum Minimum Maximum
1/8 20 30 ——— ——— ——— ———
3/16 30 40 90 100 70 120
1/4 40 65 135 150 100 250
5/16 60 85 180 200 210 420
3/8 75 125 270 300 300 480
1/2 150 250 450 500 500 850
5/8 200 350 650 700 700 1150
3/4 300 500 900 1000 ——— ———
7/8 500 600 1000 1100 ——— ———
1 500 700 1200 1400 ——— ———
1-1/4 600 900 ——— ——— ——— ———
1-1/2 600 900 ——— ——— ——— ———

1A27
3. The friction drag torque can be determined as follows: Run the nut down to near contact (but
not in contact) with the bearing surface and check the "friction drag torque" required to turn
the nut.
NOTE: Check the friction drag torque by attaching a scale type torque wrench to the nut and
determining the torque required to turn the nut on the bolt. (Before the nut makes
contact with the bearing surface.)
4. The friction drag torque (if any) shall be added to the desired torque specified in Table II-IV,
Sheet 1. This final torque should register on the indicator or be the setting for a snap-over
torque limiting device.
5. Torque requirements do not apply to cross recessed or slotted screws or to fasteners installed
into rivnuts, pressnuts or other nuts not designed to rotate for wrenching at the fastener unless
otherwise specified in the subject chapter/section.
6. Fasteners listed in Table II-IV installed into nutplates, and which are accessible to be torqued
at the fastener, must be tightened to the low end of the torque range specified in the appropriate
“shear” column. Torque requirements do not apply if the fastener can not be torqued due to
torque device accessibility.
NOTE: When the fastener is stationary and the nut is torqued, use the lower side of the torque
range.
When the nut is stationary and the fastener is torqued, use the higher side of the torque
range. In this case, ensure one (1) washer is installed under the head as follows:
(a) If the subject chapter/section does not specify the use of a washer under the head,
install one (1) NAS1149 .032 thick washer under the head. If additional washers are
required under nut to adjust for grip length variation as described under Threaded
Fastener Installation, Paragraph 2-7a, reduce them .032 to allow for the additional
.032 washer now installed under head. Check to ensure threads are not bearing loads,
due to the added .032 washer thickness.
(b) All added washers are to be of the correct diameter, material and finish that matches
the fastener being installed.
7 Apply a smooth even pull when applying torque pressure. If chattering or a jerking motion
occurs during final torque, back off and re-torque.
8. When installing a castellated nut, start alignment with the cotter pin hole at minimum
recommended torque, and do not exceed maximum recommended torque. If the hole in the
fastener shank and the nut castellation do not align within this range, change washers and try
again. Do not exceed the maximum recommended torque. If self-locking castellated nuts are
used, include friction drag torque.
9. Unless otherwise specified in the subject chapter/section, when castellated nuts are used with a
cotter pin on moving joints, the nut shall not be torqued to Table II-IV values. Nuts shall be
tightened to remove looseness in the joint and then the cotter pin installed.

1A28
c. Gap Conditions Between Parts Attached with Threaded Fasteners

If a gap condition exists between mating parts where a threaded fastener is to be installed, install
fasteners and associated hardware per subject chapter/section or to buildup noted during removal.
Then, torque to a value 10% of the final torque required plus the friction drag torque.
For example, if Table II-IV, Sheet 2, torque is 190 in.-lbs. and the friction drag torque of the nut is
80 in.-lbs. (i.e. - Table II-IV, Sheet 2, torque minus Table II-IV, Sheet 1, torque), torque to a value
of:
Maximum Permissible
Gap Closing Torque = (Table II-IV, Sheet 1, torque x .10) + (Sheet 2 - Sheet 1) torque
Example: 3/8-24 (190 x .10) + (270-190) = 19 + 80 = 99 in.-lbs.
Accomplish this for all fasteners common to the gapped interface. If no gap exists after
accomplishing the above, finish torquing to final torque. If a gap remains consult your Piper
Dealer’s Service Advisor (DSA) for further assistance.
d. After the final torque, apply a slippage mark to the nut or bolt or screw head as applicable.
NOTE: For more details on torquing, refer to FAA AC 43.13-1, latest revision.

1A29

1A30
2-8a. 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 2-2a.)
T = Torque desired at the part.
A = Basic lever length from center of wrench shank to center of handle. This may be stamped on the
wrench itself or it may be listed elsewhere.
B = Length of adapter extension, center of bolt to center of shank.
C = Scale reading needed to obtain desired torque (T).
AxT
The formula: C =
A+B
EXAMPLE
A bolt requires 30 foot-pounds and a 3 inch adapter (one-quarter of a foot or .25 FT) 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.-lbs.
1 + .25 1.25
Remember, the 3 inch adapter must be projecting 3 inches straight along the wrench axis. In general,
avoid all complex assemblages or adapters and extensions of flex joints.
Figure 2-2a. Torque Wrench Formula

1B1
TABLE II-IV. RECOMMENDED NUT TORQUES (Sheet 1 of 2)
Bolts - Steel Bolts - Aluminum

AN 3 thru AN 20 MS 20004 AN 3DD Series
AN 42 thru AN 49 NAS 333 thru NAS 340
AN 525 NAS 464
MS 20033 thru MS 20046 NAS 624 thru NAS 644
MS 20073 NAS 1580
MS 20074 NAS 6203 thru NAS 6220
MS 24694 NAS 6603 thru NAS 6620
MS 27039 NAS 6703 thru NAS 6720
Nuts - Steel Nuts - Aluminum
Tension Shear Tension Shear Tension Shear
AN 310 AN 320 AN 310 AN 320 AN 310D AN 320D
AN 315 MS 20364 AN 315 MS 20364 AN 315D
MS 20365 MS 21083 MS 20365 MS 21083
MS 21042 MS 21245 MS 21042 MS 21245
MS 21044 MS 21044
MS 21045 MS 21045
NAS 679 NAS 679
FINE THREAD SERIES - ADD FRICTION DRAG
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
COARSE THREAD SERIES - ADD FRICTION DRAG
Nut-Bolt Torque Limits Torque Limits
Size In.-Lbs. In.-Lbs.
Min. Max. Min. Max.
8-32 12 15 7 9
10-24 20 25 12 15
1/4-20 40 50 25 30 NOTE: Unless otherwise specified, torque size No. 6
5/16-18 80 90 48 55 screws used with self-locking nutplates to no greater
3/8-16 160 185 95 110 than 4 to 5 in.-lbs.
7/16-14 235 255 140 155 Use an appropriately calibrated driver.
1/2-13 400 480 240 290
9/16-12 500 700 300 420
5/8-11 700 900 420 540
3/4-10 1,150 1,600 700 950
7/8-9 2,200 3,000 1,300 1,800
1-8 3,700 5,000 2,200 3,000
1-1/8-8 5,500 6,500 3,300 4,000
1-1/4-8 6,500 8,000 4,000 5,000

1B2
TABLE II-IV. RECOMMENDED NUT TORQUES (Sheet 2 of 2)
Bolts - Steel Bolts - Aluminum

AN 3 thru AN 20 MS 20004 AN 3DD Series
AN 42 thru AN 49 NAS 333 thru NAS 340
AN 525 NAS 464
MS 20033 thru MS 20046 NAS 624 thru NAS 644
MS 20073 NAS 1580
MS 20074 NAS 6203 thru NAS 6220
MS 24694 NAS 6603 thru NAS 6620
MS 27039 NAS 6703 thru NAS 6720
Nuts - Steel Nuts - Aluminum
Tension Shear Tension Shear Tension Shear
AN 310 AN 320 AN 310 AN 320 AN 310D AN 320D
AN 315 MS 20364 AN 315 MS 20364 AN 315D
MS 20365 MS 21083 MS 20365 MS 21083
MS 21042 MS 21245 MS 21042 MS 21245
MS 21044 MS 21044
MS 21045 MS 21045
NAS 679 NAS 679
FINE THREAD SERIES - INCLUDES FRICTION DRAG
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.
10-32 38 43 30 33 43 48 33 38 28 33 23 28
1/4-28 65 100 60 70 110 130 80 90 60 75 45 60
5/16-24 160 200 120 145 180 205 130 150 100 125 85 100
3/8-24 240 270 175 190 280 330 200 230 155 190 125 150
7/16-20 550 600 370 400 620 730 400 500 280 380 210 270
COARSE THREAD SERIES - INCLUDES FRICTION DRAG
Nut-Bolt Torque Limits Torque Limits
Size In.-Lbs. In.-Lbs.
Min. Max. Min. Max. NOTE: Unless otherwise specified, torque size No. 6
8-32 27 30 22 24 screws used with self-locking nutplates to no greater
10-24 38 43 30 33 than 4 to 5 in.-lbs.
1/4-20 70 80 55 60 Use an appropriately calibrated driver.
5/16-18 140 150 108 115
3/8-16 240 265 175 190
7/16-14 335 355 240 255

1B3
Figure 2-3. Access Plates and Panels

1B4
Figure 2-3. Access Plates and Panels (cont.)

1B5

1B6
Figure 2-4. Jacking
2-9. STEP, HANDHOLD AND WALKWAYS.

CAUTION: WALK ON THE WALKWAYS ONLY TO AVOID DAMAGE TO THE WINGS.
A fixed handhold is located on the right side of the fuselage, above and aft of the second window. The
walkway is made up of a non-skid material which is in turn, bonded to the wing surface. (Refer to
Section IV for repair or replacement of wing walkway material.)
2-10. GROUND HANDLING.
2-11. INTRODUCTION TO GROUND HANDLING.
Ground handling covers all essential information governing the handling of the airplane while on the
ground. This includes jacking, weighing, leveling, mooring, parking, towing and taxiing. When the
airplane is handled in the manner described in the following paragraphs, damage to the airplane and its
equipment will be prevented.
2-12. JACKING.
Jack the airplane as specified to perform various service operations. Proceed as follows:
a. Place the jacks under the jack pads on the wing front spar.
CAUTION: BE SURE TO APPLY SUFFICIENT SUPPORT BALLAST; OTHERWISE, THE
AIRPLANE WILL TIP FORWARD AND FALL ON THE FUSELAGE NOSE
SECTION.
b. Attach a tail support to the tail skid. Place approximately 600 pounds of ballast on the support to
hold the tail down. (Refer to Figure 2-4.)
CAUTION: IF THE PURPOSE FOR PLACING THE AIRPLANE ON JACKS IS TO SERVICE
THE HYDRAULIC SYSTEM, THE FREE-FALL VALVE KNOB SHOULD BE
PULLED FULL OUT FROM THE INSTRUMENT PANEL. (REFER TO SECTION
VI, PARAGRAPH 6-1.)
c. Carefully raise jacks until all three wheels are clear of the surface.

1B7
Figure 2-5. Weighing
2-13. WEIGHING. (Refer to Figure 2-5.)

The airplane may be weighed by the following procedure:
a. Position a scale and ramp in front of each of the three wheels.
b. Secure the scales from rolling forward and tow the airplane up onto the scales. (Refer to Towing,
Paragraph 2-18.)
c. Remove the ramp so as not to interfere with the scales.
d. If the airplane is to be weighed for weight and balance computations, level the airplane per
instructions given in Paragraph 2-14.
2-14. LEVELING.
All configurations of the airplane are provided with a means for longitudinal and lateral leveling. The
airplane may be leveled while on jacks, during the weighing procedure while the wheels are on scales, or
while the wheels are on the ground. To level the airplane for purposes of weighing or rigging, the
following procedures may be used:
NOTE: Always level the airplane laterally first, then level the airplane longitudinally.
a. To longitudinally level the airplane, partially withdraw the two leveling screws located immediately
below the left front side window. (Refer to Figure 2-6.) Place a spirit level on these screw heads and
deflate the nose wheel tire or adjust the jacks until the bubble of the level is centered.
b. To laterally level the airplane, place a spirit level across the baggage compartment floor along the
rear bulkhead (refer to Figure 2-6) and deflate the tire on the high side of the airplane or adjust
either jack until the bubble of the level is centered.

1B8
* PIPER SENECA II SERVICE MANUAL
A368
Longitudinally Laterally
Figure 2-6. LevelingAirplane
2-15. MOORING. The airplane is moored to insure its immovability, protection, and security under
various weather conditions. The following procedure, gives the instructions for proper mooring of the
airplane:
a. Head the airplane into the wind, if possible.
b. Block the wheels.
c. Lock the aileron and stabilator controls by looping the pilot's seat belt around wheel.
d. Secure tie-down ropes to the wing tie-down rings and the tail skid at approximately 45 degree
angles to the ground. When using rope constructed of non-synthetic material, leave sufficient slack to avoid
damage to the airplane when the ropes contract due to moisture.
CAUTION
Use square or bowline knots. Do not use slip knots.
NOTE
Additional preparations for high winds include using tie-down
ropes from the landing gear forks, securing the rudder, and
securing the props to prevent windmilling.
2-16. LOCKINGAIRPLANE. The right cabin door is provided with a key lock on the outside. The cabin
door lock and nose baggagecompartment door lock use the same key.
Reissued: 10/11/79 HANDLING AND SERVICING
1 B9
PIPER SENECAII SERVICEMANUAL
2-17. PARKING. When parking the airplane, insure that it is sufficientlyprotected against adverseweather
conditions and presents no danger to other aircraft. When parking the airplane for any length of time or
overnight, it is recommended that it be moored as in Paragraph 2-15.
a. To park the airplane, head it into the wind, if possible.
b. Set the parking brake by pulling back the brake lever and depressingthe knob attached to the left
side of the handle. Then release the handle. To release the parking brakes, pull back on the brake lever to
disengagethe catch mechanism.Then allow the handle to swing forward.
NOTE
Care should be taken when setting brakes that are overheated or

during cold weather when accumulated moisture may freeze the
brakes.
c. The aileron and stabilator controls may be secured with the pilot's seat belt.
2-18. TOWING. The airplane may be moved by using the nose wheel steeringbar that is stowed below the
forward ledge of the rear baggagecompartment or power equipment that will not damage or cause excess
strain to the nose gear steering assembly.Tow bar engagesfront axle inside fork.
CAUTION
When towing with power equipment, do not turn the nose gear in
either direction beyond its steering radius limits as this will result
in damage to the nose gear and steering mechanism.
CAUTION
When moving the aircraft forward by hand, avoid pushing on the

trailing edge of the ailerons as this will cause the aileron contour
to changeresulting in an out-of-trim condition.
In the event towing linesare necessary, lines (rope) should be attached to both main gear struts as high
up on the tubes as possible. Lines should be long enough to clear the nose and/or tail by not less than 15
feet, and a qualified person to ride in the pilot's seat to maintain control by use of the brakes.
2-19. TAXIING. Before attempting to taxi the airplane, ground personnel should be checked out by a
qualified pilot or other responsible person. Engine starting and shutdown procedures should be covered as
well. When it is ascertained that the propeller back blast and taxi areas are clear, apply power to start the
taxi roll and perform the followingchecks:
a. Taxi forward a few feet and apply brakes to determine their effectiveness.
b. Taxi with propellers set in low pitch, high RPMsetting.
c. While taxiing, make slight turns to ascertain the effectivenessof steering.
d. Observe wing clearances when taxiing near buildings or other stationary objects. If possible,
station a guide outside the airplane to observe.
e. When taxiing on uneven ground, look for and avoid holes and ruts.
f. Do not operate the enginesat high RPM when running up or taxiing over ground containing loose
stones, gravel, or any loose material that may cause damage to the propeller blades.
Reissued:10/11/79 HANDLINGAND SERVICING
lB10
2-20. EXTERNAL POWER RECEPTACLE.
2-21. OPERATION OF EXTERNAL POWER RECEPTACLE. The external power receptacle is located
on the left side of the nose section. When using external power for starting or operation of any of the airplane's
equipment. the master switch must be ON.
CAUTION
Turn master switch off before inserting or removing plug.
NOTE
When using a 12-volt battery for external power starting and the
airplane's battery is nearly depleted, the instructions given in
Section XI must be followed.
2-22. SERVICING.
2-23. INTRODUCTION TO SERVICING. Servicing the airplane includes the replenishment of fuel. oil.
hydraulic fluid. tire pressures. lubrication requirements, and other items required to completely service the
airplane.
2-24. FUEL SYSTEM.
2-25. SERVICING FUEL SYSTEM. At intervals of 50 hours or 90 days, whichever comes first, clean the
fuel filter pack. Remove and clean the filters in accordance with the instructions outlined in Section IX.
Additional service information may also be found in Section IX. Inspection intervals of the various fuel system
components may be found in Section III.
2-26. FILLING FUEL TANKS. The fuel tanks of each wing are filled through a single filler located on the
forward slope of the wing at the outboard tank. An anti-icing additive complying with MIL-I-27686 may be
added if desired when filling the system (see paragraph 2-27).
With each of the interconnected wing tanks having a capacity of 24.5 gallons, a total capacity of 49 gallons
is available per wing. 64 gallons with optional tanks.
CAUTION
Observe all required safety precautions and use the fuel specified
on the placard adjacent to the filler neck.
Revised: 8/10/80 HANDLING AND SERVICING

IBlI
2-27. HANDLING OF MOISTURE IN FUEL SYSTEM. Moisture and foreignmatter can be drained from
drains incorporated in the bottom of the system's lowest point and the inboard end of each fuel tank. To
prevent ice contamination an anti-icing additive per MIL-I-27686Bmay be used provided it is uniformly
blended with the fuel whilerefueling. The additive must not exceed .15%by volume of the refueledquantity.
To be effective the blend should not be less than .10% by volume. A good example would be 1-1/2 liquid
ounces per 10gallonsof fuel. For best results, followthe manufacturer's mixingor blendinginstructions. Refer
to list of consumable materials for purchasing information. If possiblea blender suppliedby the manufacturer
should be used.
CAUTION
Make sure that when adding an anti-icing additive it is directedinto

the flowing fuel stream, starting after and stopping before the fuel
flow. DO NOT permit the additive to come in contact with painted
surfaces or interior surfaces of the tank.
Do not add further blending to pre-blended fuels.
Fuel additive(s) do not substitute for preflight draining of fuel
system drains.
2-28. DRAINING FUEL SYSTEM. The bulk of the fuel may be drained from the system by opening the
valve at the inboard end of each fuel tank. Push up on the arms of the drain valveand turn counterclockwise
to hold the drain in the open position. The remainingfuel in the system maybe drained through the fuel filters
and the two drains located on the lower right side of the fuselage inboard to the flaps.
INTENTIONALLYLEFT BLANK
Revised: 8/10/80 HANDLINGAND SERVICING

1B12
* PIPERSENECAII SERVICEMANUAL
2-29. BRAKESYSTEM.
2-30. SERVICING BRAKE SYSTEM. The brake system incorporates a hydraulic fluid reservoir through
which the brake system is periodically serviced. Fluid is drawn from the reservoir by the brake cylinders to
maintain the volume of fluid required for maximum braking efficiency. Spongy brake pedal action is often
an indication that the brake fluid reservoir is running low on fluid. Instructions for filling the reservoir are
given in Paragraph 2-31. When found necessary to accomplish repairs to any of the brake system
components, or to bleed the system, these instructions may be found in Section VII.
2-31. FILLING BRAKE CYLINDER RESERVOIR. The brake cylinder reservoir should be filled to the
level marked on reservoir with the fluid specified in Table II-I. The reservoir, located on the center of the
bulkhead in the nose baggage compartment, should be checked at every 50 hour inspection and replenished
as necessary. No adjustment of the brakes is necessary, though they should be checked periodically per
instructions given in Section VII.
2-32. DRAINING BRAKE SYSTEM. To drain the brake system, connect a hose to the bleeder fitting on
the bottom of the cylinder and place the other end of the line in a suitable container. Open the bleeder and
slowly pump the hand brake lever and the desired brake pedal until fluid ceases to flow. To drain the wheel
brake unit, disconnect the line at the bottom of the unit and allow fluid to flow into a suitable container.
To clean the brake system, flush with denatured alcohol.
2-33. OLEO STRUTS.
2-34. SERVICING OLEO STRUTS. The air-oil type oleo strut should be maintained at proper strut piston
tube exposures for best oleo action. The nose gear strut must have approximately 2.60 ± .25 inches of
piston tube exposed, while the main gear strut requires approximately 3.60 ± .25 inches of tube exposure.
These measurements are taken with the airplane sitting on a level surface under normal static load.
NOTE
Normal static load is the empty weight of the airplane plus full
fuel and oil.
CAUTION
Do not exceed these tube exposures.
If the strut has less tube exposure than prescribed, determine whether it needs air or oil by rocking the airplane.
If the oleo strut oscillated with short strokes (approximately one inch) and the airplane settles to its normal
position within one or two cycles after the rocking force is removed, the oleo strut requires inflating. Check the
valve core and filler plug for air leaks, correct if required, and add air or nitrogen as described in Paragraph
2-37. If the oleo strut oscillates with long strokes (approximately three inches) and the airplane continues to
oscillate after the rocking force is removed, the oleo struts require fluid. Check the oleo for indications of oil
leaks, correct if required, and add fluid as described in Paragraph 2-35 or 2-36. For repair procedures of the
landing gear and/or oleo struts, refer to Section VII of this manual.
WARNING
Do not release air by removing the strut valve core or filler plug.
Depress the valve core pin until the strut chamber pressure has
diminished.
Revised: 3/16/81 HANDLING AND SERVICTNG

1B13
PIPERSENECAII SERVICEMANUAL
840
M.T.D.
MINIMUMTURNING DISTANCE(M.T.D.) 60.4 Ft.
Figure 2-7. TurningDistance
Reissued: 10/11/79 HANDLINGAND SERVICING

1B14
CAUTION: DIRT AND FOREIGN PARTICLES FORM AROUND THE FILLER PLUGS OF THE
LANDING GEAR STRUTS, THEREFORE, BEFORE ATTEMPTING TO REMOVE
THESE PLUGS, THE AREA AROUND THE FILLER PLUGS SHOULD BE CLEANED
WITH COMPRESSED AIR AND/OR WITH A QUICK DRYING SOLVENT.
2-35. FILLING NOSE GEAR OLEO STRUT.
To fill the nose gear oleo strut with hydraulic fluid (MIL-H-5606), whether it be only the addition of a
small amount or if the unit has been completely emptied and will require a large amount, it should be
filled as follows:
a. Raise the airplane on jacks. (Refer to Paragraph 2-12.)
b. Place a pan under the gear to catch spillage.
c. Relieve air pressure from the strut housing chamber by removing the cap from the air valve and
depressing the valve core.
d. There are two methods by which the strut chamber may be filled and these are as follows:
Method I: Addition of small amounts of fluid.
1. Remove the valve core from the filler plug at the top of the nose gear strut housing. Allow the
filler plug to remain installed.
2. With the piston tube extended, fill the strut with approved type fluid.
3. Attach one end of a clean plastic hose to the valve stem of the filler plug and submerge the
other end of the hose in a container of clean hydraulic fluid; make sure the end of the hose is
below the surface of the fluid.
NOTE: An air tight connection is necessary between the plastic tube and the valve stem.
Without such a connection, a small amount of air will be sucked into the oleo strut
during each sequence, resulting in an inordinate amount of air bubbles and prolonged
filling operations.
4.Fully compress and extend the piston tube, thus expelling any air trapped within the strut
chamber. By watching the fluid pass through the plastic hose, it can be determined when the
strut is full and no air is present in the chamber.
5. When air bubbles cease to flow through the hose, compress the piston fully and remove the
hose from the valve stem. Remove the filler plug to determine that fluid level is visible up to
the bottom of the filler plug hole.
6. Reinstall the core in the filler plug and the plug in the strut housing and torque from 350 to 400
inch-pounds.
Method II: Filling completely empty struts.
1. Proceed with steps A through C.
2. Remove the filler plug at the top inboard side of the gear housing.
3. With the landing gear assembly in a vertical position and with the piston fully compressed, add
hydraulic fluid through the air valve hole until the fluid level reaches the top of the valve hole
(or lower side if side-mounted) with no entrapped air in the assembly below the hole.
4. Install the air valve and tighten to a torque of 350 to 400 inch pounds.
NOTE: Gear assemblies with the air valve hole on the side of the cylinder may be serviced in
the horizontal position with the air valve hole vertical.

1B15
1970
2
12
5
4
12 4
16
1. FUEL FILLERS 11. MAIN GEAR TIRES

2. FUEL INJECTORS 12. INDUCTION AIR FILTERS
3. ENGINE OIL FILL 13. ENGINE OIL SUCTION SCREEN
4. ENGINE OIL FILTERS 14. PROPELLER AIR CHARGE
5. FUEL FILTERS 15. BRAKE RESERVOIR
6. INSTRUMENT AIR FILTERS 16. NOSE GEAR STRUT
7. FUEL SYSTEM DRAINS 17. NOSE GEAR TIRE
8. FUEL METERING CONTROL UNIT 18. EXTERNAL POWER RECEPTACLE
9. OIL DIPSTICK 19. BATTERY
10. MAIN GEAR STRUT 20. HYDRAULIC RESERVOIR
Figure 2-8. ServicePoints
AND SERVICING
HANDLING
Reissued: 10/11/79 HANDLING AND SERVICING
lB16
2-36. FILLING MAIN GEAR OLEO STRUTS.

To fill the main gear oleo struts with hydraulic fluid (MIL-H-5606) one of the following methods should
be used, depending on the type of service performed on the strut assembly:
a. Method I: Addition of small amount of fluid.
1. Raise the airplane on jacks. (Refer to Paragraph 2-12.)
2. Place a pan under the gear to catch any spillage.
3. Relieve the air pressure from the strut housing chamber by removing the cap from the air valve
and depressing the valve core.
4. Remove the valve core from the filler plug and allow the filler plug to remain installed.
5. With the piston tube extended, fill the strut with the approved type hydraulic fluid.
6. Attach one end of a clear plastic hose to the valve stem of the filler plug and submerge the
other end of the hose in a container of clean hydraulic fluid; make sure the end of the hose is
below the surface of the fluid.
NOTE: An air tight connection is necessary between the plastic tube and the valve stem.
Without such a connection, a small amount of air will be sucked into the oleo strut
during each sequence, resulting in an inordinate amount of air bubbles and prolonged
filling operations.
7. Fully compress and extend the piston tube, thus expelling any air trapped within the strut
chamber. By watching the fluid pass through the plastic hose, it can be determined when the
strut is full and no air is present in the chamber.
8. When air bubbles cease to flow through the hose, fully compress the piston and remove the
hose from the valve stem. Remove the filler plug to determine that fluid is visible up to the
bottom of the filler plug hole.
9. Reinstall the air valve core in the filler plug and the plug in the strut housing and torque to 45
foot-pounds.
10. With the airplane still on jacks, compress and extend the gear piston tube several times to
ascertain that the strut will operate freely. The weight of the gear, wheel, and fork should allow
the piston tube to extend.
11. Clean off any overflow of fluid and inflate the strut with air to 250 psi.
12. Remove the aircraft from jacks and check strut exposure per Paragraph 2-34.
b. Method II - Filling completely empty struts.
1. Proceed with steps 1 through 3 of Method I.
2. Remove the filler plug at the top inboard side of the main gear housing.
3. Add hydraulic fluid through the air valve hole until the fluid level reaches the bottom (or lower
side) of the air valve hole with the piston fully compressed, in a vertical position, and no air
trapped in the assembly below the valve hole.
NOTE: Gear assemblies with the air valve hole on the side of the cylinder may be serviced in
the horizontal position with the air valve hole vertical .
4. Reinstall the air valve core in the filler plug and the plug in the strut housing and torque the
plug from 350 to 400 inch-pounds.

1B17

1B18
2-37. INFLATING OLEO STRUTS.

After making certain that an oleo strut has sufficient fluid, attach a strut pump to the air valve. With the
airplane at empty weight (full fuel and oil only) fill the main strut to 250 psi and the nose gear to 150
psi. Rock the airplane several times to ascertain that the gear settles back to the correct strut position. If a
strut pump is not available, the airplane may be raised with line pressure from a high pressure air system.
Before capping the valve, check for valve core leakage.
2-38. SERVICING STEERING BUNGEES.
At the specified frequency according to the Lubrication Chart, the steering bungees must be serviced as
follows:
a. Remove the access panels located in the forward baggage compartment.
b. Clamp the rudder pedals in the neutral position as shown in Figure 5-11.
c. Remove the nut, washers, and bolt that secures the steering bungee and the steering arm.
d. Remove the clamp that secures the boot, on the frame at station 49.50, to the bungee.
e. Within the fuselage, disconnect the bungee from the rudder pedal arm by removing the nut, washer
and bolt.
f. Remove the steering bungee from the aircraft.
g. Cut the safety wire from the bungee retainer.
h. Carefully remove the retainer and release the spring.
i. Apply Aero Lubriplate to the spring and mounting hardware as specified in the Lubrication Chart.
j. Compress the spring into the bungee tube and install the retainer securing with MIL-W-6713 Type
316 safety wire.
k. Ascertain that the measurement taken between the facing sides of the washers at the rod end is
13.71 inches.
l. With the nose gear in the neutral position, install the steering bungee into position. The web must be
in the vertical position. (Refer to Figure 7-2.)
m. Install the bolt, washers, and nut that secures the bungee to the steering arm.
n. Install the bolt, washer, and nut that secures the bungee to the rudder pedal arm.
o. Install the boot clamp.
p. Repeat this procedure for the other steering bungee.
q. Align the nose gear per Alignment of Nose Landing Gear, Section VII.
r. Remove the rudder pedal clamps and check the operation of the steering bungees.
s. Install the access panels in the forward baggage compartment with the attachment hardware.

1B19
2-39. TIRES.
2-40. SERVICING TIRES.
The tires should be maintained at the pressure specified in Table II-I. When checking tire pressure,
examine the tires for wear, cuts, bruises and slippage. The tire, tube, and wheel should be balanced when
installed. Align the index mark on the tire with the index mark on the tube.
2-40a. TIRE BALANCE.
Proper balancing is critical for the life of aircraft tires. If a new tire is balanced upon installation it will
usually remain balanced for the life of the tire without having any shimmy or flat spots.
a. Tire Balancer
An inexpensive balancing fixture that will balance almost any light aircraft tire can be made from
the materials shown in Figure 2-8a.
1. Chamfer top edges of -3 sides, leaving 1/16 inch flat on top of the inboard edge. Rivet -2 tee’s
to -3 sides using AN 470-AD5 rivets, with 2 inch spacing, and using AN 426-AD5 rivets ( 2
inch center to center ) to secure -2 tee’s to -1 base. If tee extrusion is unavailable, heavy angle
extrusion could be used. -3 sides must be vertical.
2. The -4 axle must slide through the -8 pipe, the -5 nuts are made by reaming the existing
threads in the AN 365-624 nuts with an R drill, then tapping them with a 1/8-27 pipe tap.
3. The -6 spacers were made from 1/2 inch aluminum tubing, the two lengths of spacers are
suitable for balancing most any aircraft wheel.
4. The -7 bushings may be made from one inch phenolic or aluminum using a 1-1/2 inch hole
saw to cut out the smaller bushing and a 1-3/4 hole saw to cut out the larger. By inserting a 1/4
inch long threaded bolt through the pilot hole and securing with a washer and nut, a drill press
and file may be used to make the off-set on the bushing. The turned-down part should just slide
inside the bearing race and then ream the pilot hole to slide over the -8 pipe threads.
5. The -8 pipe was made from a piece of 1/8 inch black pipe and threaded with a 1/8-27 pipe die,
this will be thread 3 inches in from each end of the pipe.
b. Procedure
Balance tires as follows:
1. Mount the tire and tube (if one is used) on the wheels, but do not install the securing bolts.
Install the wheel bearings in the wheels; then, using the -7 bushings, -6 spacers, and -5 nuts,
install the wheel/tire assembly on the -8 pipe. Secure the -5 nuts finger tight so that the wheel
halves touch each other. Be sure the bolt holes are aligned. Insert the -4 axle through the -8
pipe and place the wheel in the center of the balancer. Make sure the axle is only on the
chamfered edges of the balancer and that it is at 90° to the sides of the balancer.
2. Release the tire. If it is out of balance it will rotate, coming to rest with the heaviest point on
the bottom. Tape a 1/2 ounce patch across the top center of the tire. Rotate the tire 45° and
release it again. If the tire returns to the same position, add a 1 ounce patch and again rotate the
tire and release it. Continue this procedure until the tire is balanced.

1B20
Figure 2-8a. Tire Balancer
3. When balance is attained, put a chalk mark on the sidewall directly below the patch. Use one
mark for each half ounce of weight needed. Mark the valve stem location on the tire and the
opposite wheel half to assure reassembly in the same position. Remove the wheel from the
balance stand, break it down and clean the inside of the tire with toluol. Apply a coat of patch
cement to both the patch and the inside center of the tire in line with the chalk marks. When
the cement has dried, install the patches making certain they are on the centerline of the tire
and aligned with the chalk marks on the sidewall. Burnish the patches to remove trapped air,
etc.
4. When reassembling the wheel, powder the inside of the tire. Mount the tire on the valve side of
the wheel in the same position it was in when it was balanced. Install the other wheel half,
aligning the chalk marks. Install the bolts and tighten to required torque, then inflate the tire to
the pressure specified in Table II-1, and recheck the balance. The wheel should not be more
than one ounce out of balance.
2-41. HYDRAULIC SYSTEM.
2-42. SERVICING HYDRAULIC SYSTEM.
The hydraulic pump and landing gear actuating cylinders should be checked for leaks, tightness of line
fittings and general condition. The cylinder rods are to be free of all dirt and grit. To clean the rods, use
an oil soaked rag and carefully wipe them. All the hydraulic lines should also be checked for leaks, kinks
corrosion and attachment fittings for tightness and security. Repair and check procedures for the
hydraulic pump, cylinders, and various components may be found in Section VI of this manual.

1B20A
2-43. SERVICING HYDRAULIC PUMP/RESERVOIR.

The fluid level of the reservoir of the combination pump and reservoir should be checked every 50 hours
by viewing the fluid through the filler plug hole in the hydraulic pump. Access to the pump is through
the panel at the right forward side of the nose baggage compartment.
To check fluid level, remove the filter plug located on the forward side of the pump and ascertain that
fluid is visible up to the bottom of the filler plug hole. Should fluid be below the hole, add fluid, MIL-H-
5606, through the filler hole until full. Reinstall the filler plug and tighten.
NOTE: A small vent hole is located under the vent screw head. Retain 1/64 inch clearance between the
screw head and small vent hole.
2-44. BATTERY.
2-45. SERVICING BATTERY.
Servicing of the battery which is located under the floor panel of the forward baggage compartment,
involves adding distilled water to maintain electrolyte even with the horizontal baffles, checking cable
connections, and checking for any spilled electrolyte that would lead to corrosion. A check for proper
fluid level and presence of corrosion should be conducted at intervals of 50 hours or 30 days, whichever
comes first. When corrosion is found, at each 100 hour inspection or every 90 days, the battery should be
removed from the box and the battery and box should be cleaned. Removal, cleaning, and charging
instructions may be found in Section XI of this manual.
2-46. CLEANING.
2-47. CLEANING ENGINE COMPARTMENTS.
Before cleaning the engine compartments, place a strip of tape on the magneto vents to prevent any
solvent from entering these units.
a. Place a pan under the engines to catch waste.
CAUTION: DO NOT SPRAY SOLVENT INTO THE ALTERNATOR, STARTER, AIR INTAKE,
ALTERNATE AIR INLETS AND PRESSURE PUMP DRIVE AREA.
b. With the engine cowlings removed, spray or brush the engines with solvent or a mixture of solvent
and degreaser as desired. It may be necessary to brush areas that were sprayed, where heavy grease
and dirt deposits have collected in order to clean them.
c. Allow the solvent to remain on the engine from five to 10 minutes; then rinse the engine clean with
additional solvent and allow to dry.
CAUTION: DO NOT OPERATE ENGINES UNTIL EXCESS SOLVENT HAS EVAPORATED
OR OTHERWISE BEEN REMOVED.
d. Remove the protective covers from magnetos.
e. Lubricate controls, bearing surfaces, etc., per Lubrication Chart.

1B20B
2-48. CLEANING LANDING GEAR.

1. Struts and Torque Links
Before cleaning the landing gear struts and torque links, place a plastic cover or similar material
over the wheel and brake assembly.
a. Place a pan under the gear to catch waste.
b. Spray (low pressure only) or brush the gear area with solvent or a mixture of solvent and
degreaser.
c. Allow the solvent to remain on the gear for five to ten minutes. Rinse gear with additional
solvent and allow to dry.
d. Remove cover from wheel and remove the catch pan.
e. Lubricate gear per Lubrication Chart.
2. Wheels and Brakes
CAUTION: DO NOT USE HIGH PRESSURE SPRAY WASH EQUIPMENT. ITS USE CAN
INJECT SOAP SOLUTION AND WATER INTO THE WHEEL BEARINGS AND
OTHER INTERNAL CAVITIES RESULTING IN CORROSION AND REDUCED
SERVICE LIFE.
a. Hand wash wheels and brakes with a mild soap and water solution.
b. Rinse with low-pressure spray.
c. Lubricate gear per Lubrication Chart, Section II, if not already done, above.
2-49. CLEANING EXTERIOR SURFACES.
The airplane should be washed with a mild soap and water. Harsh abrasive or alkaline soaps or
detergents used on painted or plastic surfaces could make scratches or cause corrosion of metal surfaces.
Cover areas where cleaning solution could cause damage. To wash the airplane, the following procedure
may be used:
a. Flush away loose dirt with water.
b. Apply cleaning solution with a rag, sponge or soft bristle brush.
c. To remove stubborn oil and grease, use a cloth dampened with naphtha.
d. Where exhaust stains exist, allow solution to remain on the surface longer.
e. Any good automotive wax may be used to preserve the painted surfaces. Soft cleaning cloths or a
chamois should be used to prevent scratches when cleaning or polishing. A heavier coating of wax
on the leading surfaces will reduce the abrasion problems in these areas.
2-50. CLEANING WINDSHIELD AND WINDOWS.
a. Remove dirt, mud, etc., from exterior surfaces with clean water.
b. Wash with mild soap and warm water or an aircraft plastic cleaner. Use a soft cloth or sponge using
a straight rubbing motion. Do not harshly rub surfaces.
c. Remove oil and grease with a cloth moistened with kerosene.
NOTE: Do not use gasoline, alcohol, benzene, carbon tetrachloride, thinner, acetone, or window
cleaning sprays.

1B21
d. After cleaning plastic surfaces, apply a thin coat of hard polishing wax. Rub lightly with a soft
cloth. Do not use a circular motion.
e. A severe scratch or mar in plastic can be removed by using jeweler’s rouge to rub out the scratch.
Smooth both sides and apply wax.
f. Visibility through the windshield may be improved when flying through rain by using a water
repellent on the windows such as Repcon. Refer to the List of Consumable Materials for purchasing
information.
2-51. CLEANING HEADLINER, SIDE PANELS AND SEATS.
a. Clean headliner, side panels and seats with a stiff bristle brush and vacuum where necessary.
CAUTION: SOLVENT CLEANERS REQUIRE ADEQUATE VENTILATION.
b. Soiled upholstery, except leather, may be cleaned by using an approved air type cleaner or foam
upholstery cleaner. Carefully follow the manufacturer’s instructions. Avoid soaking or harsh
rubbing.
c. Leather material should be cleaned with saddle soap or mild soap and water.
2-52. CLEANING CARPETS.
Use a small whisk broom or vacuum to remove dirt. For soiled spots, use a non-inflammable dry-
cleaning fluid. Floor carpets may be removed and cleaned like any household carpet.
2-53. LUBRICATION.
2-54. OIL SYSTEM (ENGINE).
2-55. SERVICING OIL SYSTEM.
The engine oil level should be checked before each flight and changed after each 50 hours or four
months of engine operation. During oil change the oil screen(s) should be removed and cleaned, and the
oil filter cartridge replaced. Replace oil filter at 50 hour intervals. The engine manufacturer does not
recommend oils by brand names. Use a quality brand Aviation Grade oil of the proper season viscosity.
For information on the use of detergent oil, refer to Paragraph 2-60.
CAUTION: DO NOT INTRODUCE ANY TRADE ADDITIVE TO THE BASIC LUBRICANT
UNLESS RECOMMENDED BY THE MANUFACTURER.
2-56. FILLING OIL SUMP.
The oil sump should normally be filled with oil to the mark on the engine dipstick. The quantity of oil
required for the engines may be found in Table II-I. The specified grade of oil may be found in Table II-
III, the Lubrication Chart, or on the cowl panel access door of each engine. To service the engine with
oil, open the access door of the cowl and remove the oil filler cap.
2-57. DRAINING OIL SUMP.
To drain the oil sump, provide a suitable container with a minimum capacity of that required to fill the
sump. Remove the access panel in the lower cowl and remove oil drain plug located on the underside of
the engine. It is recommended the engine be warmed to operating temperature to insure complete
draining of the old oil.

1B22
2-58. OIL SCREEN (SUCTION).

The oil suction screen is located on the bottom aft end of the engine sump, installed horizontally. To
remove, cut the safety wire and remove the hex head plug. The screen should be cleaned at each oil
change to remove any accumulation of sludge and to examine for metal filings or chips. If metal
particles are found in the screen, the engine should be examined for internal damage. After cleaning and
inspection, place the screen inside the recess in the hex head plug to eliminate possible damage to the
screen. Insert the screen into the housing and when certain that the screen is properly seated, tighten and
safety the plug with MS-20995-C41 safety wire.
2-59. OIL FILTER (FULL FLOW).
a. The oil filter should be replaced after each 50 hours of engine operation; this is accomplished by
removing the lockwire from the bolt head at the end of the filter, loosening and removing the filter
assembly from the adapter.
b. Before discarding the filter, remove the outer cover, and using a sharp knife, cut through the folds of
the element at both ends. Then carefully unfold the pleated element and examine the material
trapped in the filter for evidence of internal engine damage such as chips or particles from bearings.
In new or newly overhauled engines, some small particle or metallic shavings might be found; these
are generally of no consequence and should not be confused with particles produced by impacting,
abrasion or pressure. Evidence of internal engine damage found in the oil filter justifies further
examination to determine the cause.
NOTE
Ascertain that oil filter completes with specifications of Continental
Aircraft Engine Service Bulletin M75-7.
c. Before installing the new filter, lubricate the gasket on the filter with engine oil, then install. Tighten
slightly more than hand tight or 3/4 to 1 full turn after gasket makes contact. Do not over torque.
d. Run the engine and check for oil leaks; then install lockwire between nut on filter and oil filter
adapter assembly.
2-60. RECOMMENDATIONS FOR CHANGING OIL.
The engine manufacturer recommends that the oil supply be drained and the entire sump filled with fresh
oil after each 50 hours or four months of engine operation. Always start and warm the engine to
operating temperature before performing an oil change. While draining the oil, the screens should be
removed from the crankcase cover and cleaned thoroughly. If sludge deposits are heavy, subsequent oil
changes should be made at shorter intervals. Detergent oil that meets the latest revision of Continental
Motors Corporation Specification MHS-24, is the only recommended lubricating oil. Use SAE-30 15W-
50 or 20W-50 below 40°F and SAE-50 15W-50, 20W-50 or 25W-60 above 40°F. When the average
ambient air temperature is approximately at the dividing line, use the lighter oil.

1B23
2-61. LUBRICATION INSTRUCTIONS.

Proper lubrication procedures are valuable both as a means of prolonging the service life of the airplane
and reducing the frequency of repairs. The periodic application of recommended lubricants to their
relevant bearing surfaces, together with cleanliness, ensures the maximum efficiency and utmost service
life of all moving parts. Instructions regarding the locations, time intervals, and types of lubricant used
are found in the Lubrication Charts. See also Table II-X, Consumable Materials.
NOTE: If the airplane is inactive for long periods of time, lubricate in accordance with Lubrication
Charts at least every 90 days.
A. Precautions
To ensure the best possible results from the application of lubricants, observe the following
precautions:
CAUTION: MIL-PRF-23827 AND MIL-PRF-81322, CONTAIN CHEMICALS WHICH MAY BE
HARMFUL TO PAINTED SURFACES.
CAUTION: DRY LUBRICANT (I.E. - PTFE BASED MS-122) WILL ATTACK ANY ACRYLIC
BASED PLASTIC (LUCITE), POLYCARBONATES (LEXAN), POLYSTYRENE
AND ITS COPOLYMERS (ABS), AND CELLULOSE ACETATE.
CAUTION: AFTER THOROUGHLY WASHING AIRPLANE, ENSURE LANDING GEAR,
FLIGHT CONTROLS, FLAP TRACKS, STABILATOR TRIM SCREW, AND
ENGINE COMPARTMENT ARE STILL PROPERLY LUBRICATED.
(1) Use recommended lubricants. Where general purpose lubricating oil is specified, but
unavailable, clean engine oil may be used.
(2) Check components to be lubricated for evidence of excessive wear and replace as required.
(3) Remove excess lubricant from components to prevent collecting dirt and sand in quantities
capable of causing excess wear or damage to bearing surfaces.
2-62. APPLICATION OF OIL.
Whenever specific lubrication instructions for individual components are not available, observe the
following precautions:
(1) Apply oil sparingly, never more than enough to coat the bearing surfaces.
(2) Do not oil control cables.
2-63. APPLICATION OF GREASE.
Before using a grease gun, ensure that gun is filled with new, clean grease of the grade specified for the
particular application.
(1) Where a reservoir is not provided around a bearing, apply the lubricant sparingly and wipe off any
excess.
(2) Remove wheel bearings from the wheel hub and clean thoroughly with a suitable solvent. When
repacking with grease, be sure the lubricant enters the space between the rollers in the retainer ring.
Do not pack the grease into the wheel hub.

1B24
2-64. LUBRICATION CHARTS. (PIR-37110D.)
The lubrication charts consist of individual illustrations for the various aircraft systems. Each component
to be lubricated is indicated by a number, the type of lubricant and the frequency of application. Special
instructions are listed in Table II-VI before the lubrication charts.
NOTE: When the average ambient air temperature is approximately at the dividing line, use the lighter oil.
While the specified lubricant should be used if available, lubricants listed in the Lubrication Charts
should all be considered “or equivalent.” Lubricant specifications become problematic over time. Where
a specific product is called out, that manufacturer may go out of business, may be sold, or renamed. The
named product may subsequently be no longer available, or renamed itself. Many lubricant military
specifications have been superceded over the last several years. Accordingly, a cross-reference table
(Table II-V, Lubrication Specification Cross-Reference) is provided for lubricants where specification or
product changes have been identified.

1B25
TABLE II-V. LUBRICANT SPECIFICATION CROSS-REFERENCE (Sheet 1 of 2)
Old Spec / Product superceded by New Spec / Product Product Type

MIL-C-16173 MIL-PRF-16173E Corrosion Preventative
Compound, Solvent Cutback,
Cold Application.
MIL-G-3278 MIL-PRF-23827C Grease, Aircraft & Instrument,
Gear and Actuator Screw.
MIL-G-3545 MIL-PRF-81322G Grease, Aircraft, General
Purpose, Wide Temp.
(-54 to 177 Degrees C)
(-65 to 350 Degrees F).
MIL-G-6032 SAE-AMS-G-6032 Grease, Plug Valve,
Gasoline & Oil Resistant.
MIL-G-7711 MIL-PRF-81322G See MIL-PRF-81322G above.
MIL-G-18709 DOD-G-24508 Grease, High Performance,
Multipurpose.
MIL-G-23827C MIL-PRF-23827C See MIL-PRF-23827C above.
MIL-G-81322 MIL-PRF-81322G See MIL-PRF-81322G above.
MIL-H-5606 MIL-PRF-5606H Hydraulic Fluid, Petroleum
Base, Aircraft, Missile, and
Ordnance.
MIL-L-6082 SAE J 1966 Oil, Lubricating, Aircraft Piston
Engine (Non-Dispersant
Mineral Oil).
MIL-L-7870 MIL-PRF-7870C Oil, Lubricating, Low Temp.
MIL-L-22851 SAE J 1899 Oil, Lubricating, Aircraft Piston
Engine (Ashless Dispersant).
MIL-L-25567 MIL-PRF-25567 Leak Detection Compound,
Oxygen Systems.
MIL-L-60326 MS-122AD * Dry-Lubricant.
MIL-M-7866 SAE-AMS-M-7866 Molybdenum Disulfide,
Technical, Lubrication Grade.
MIL-S-11031B A-A-59293 Adhesive (Curing),
Sealing Compound
(Polysulfide Base).
MIL-S-22473 ASTM-D-5363 Adhesive, Anaerobic
Single-Component.
MIL-S-8660 SAE-AS-8660 Silicone Compound,
Nato S-736,
(-54 to 204 Degrees C)
(-65 to 400 Degrees F)

1B26
TABLE II-V. LUBRICANT SPECIFICATION CROSS-REFERENCE (Sheet 2 of 2)
Old Spec / Product superceded by New Spec / Product Product Type

MIL-T-5544 SAE-AMS-2518 Thread Compound, Anti-Seize,
Graphite-Petrolatum
MIL-T-27730 A-A-58092 Tape, Anti-Seize,
Polytetrafluoroethylene
MS-122 * MS-122AD * Dry-Lubricant
MS-122-6075 * MS-122AD * Dry-Lubricant
Parker O-Ring Lube * Parker O-LUBE * O-Ring Lubricant
Parker 6PB * or 6PB Parker * MIL-PRF-907E (aka Kopr-Kote *) Anti-Seize Thread Compound,
High Temp.
(up to 566 Degrees C )
(up to 1050 Degrees F)
TT-A-580 (JAN-A-669) TT-A-580 (TT-S-1732) Sealing Compound, Pipe Joint
and Thread, Lead Free,
General Purpose.
* Product Nomenclature

1B27
TABLE II-VI. SPECIAL INSTRUCTIONS
1. BEARINGS AND BUSHINGS - Clean exterior with a quick-drying solvent before lubricating.
2. LUBRICATION POINTS - Wipe all lubrication points clean of old grease, oil, dirt, etc., before
lubricating.
3. WHEEL BEARINGS - Disassemble and clean with a quick-drying solvent. Ascertain that grease is
packed between the roller and cone. Do not pack grease in wheel housing. Wheel bearings require
cleaning and repacking after exposure to any abnormal quantity of water.
4. OLEO STRUTS, HYDRAULIC PUMP RESERVOIR AND BRAKE RESERVOIR - Fill per
instructions on unit or container, or refer to applicable section in this manual.
5. DOOR SEALS - Apply release agent/dry lubricant to door seals at least once a month to improve
sealing characteristics and to prevent the seal from sticking.
6. CONTROL CABLES - Do not oil control cables. Grease control cables where they pass over a pulley
or through a fairlead.
7. AIR FILTER - To clean filter, tap gently to remove dirt particles or wash in warm water and mild
detergent and dry. Do not blow out with compressed air. Do not use oil. Replace filter if damaged.
8. OIL AND FILTER - Continental recommends changing the oil and filter every 50 hours or four
months, whichever comes first.
9. See the latest revision of TCM S/L 99-2B.
10. O-RING, CONTROL WHEEL SHAFT BUSHING - Disassemble the retainer plates and lubricate the
O-ring around the control wheel shaft bushing as required.
11. PROPELLER - For each blade: remove a grease fitting; apply grease through the remaining fitting until
fresh grease appears at hole of removed fitting. If annual usage is significantly less than 100 hours,
increase lubrication frequency to every six months.
12. BUNGEE - Lubricate springs if bungee is disassembled.
13. Ascertain that oil filter complies with specifications of the latest revision of TCM Service Bulletin
M75-7.
14. Lubricate outer surface of inner spacer on cowl flap linkage.
15. PILOT AND PASSENGER SEATS - Lubricate track rollers and stop pins as required.

1B28
COMPONENT LUBRICANT FREQUENCY

1. MAIN GEAR PIVOT POINTS (See Spec. Instr. 1) MIL-PRF-23827 100 HRS
2. MAIN GEAR DOOR HINGE (See Spec. Instr. 2) MIL-PRF-7870 100 HRS
3. MAIN GEAR TORQUE LINKS (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
4. EXPOSED OLEO STRUT (See Spec. Instr. 4) RELEASE AGENT /
DRY LUBRICANT
MS-122AD 100 HRS
5. MAIN GEAR WHEEL BEARINGS (See Spec. Instr. 1 and 3) MIL-PRF-81322E /
MOBIL GREASE 28 100 HRS
6. MAIN GEAR DOOR CONTROL ROD ENDS MIL-PRF-7870 100 HRS
7. MAIN GEAR SIDE BRACE LINK ASSEMBLY MIL-PRF-23827 100 HRS
8. UPPER SIDE BRACE SWIVEL FITTING MIL-PRF-23827 100 HRS
9. MAIN GEAR DOWN LOCK ASSEMBLY
RETRACTION FITTING AND CYLINDER
ATTACHMENT POINTS (See Spec. Instr. 2 ) MIL-PRF-81322G 100 HRS
10. OLEO STRUT FILLER POINT
(See Spec. Instr. 4) MIL-PRF-5606 AS REQUIRED
11. HYDRAULIC PUMP RESERVOIR (See Spec. Instr. 4) MIL-PRF-5606 100 HRS
12. BRAKE RESERVOIR (See Spec. Instr. 4) MIL-PRF-5606 100 HRS
CAUTION: DO NOT USE HYDRAULIC FLUID WITH A CASTOR OR ESTER BASE.
Figure 2-9. Lubrication Chart (Landing Gear, Main)

1C1

1. NOSE GEAR STRUT HOUSING (See Spec. Instr. 1 and 2) MIL-PRF-23827 100 HRS
2. NOSE GEAR PIVOT POINT AND HYDRAULIC
CYLINDER ROD END (See Spec. Instr. 2) MIL-PRF-7870 100 HRS
3. NOSE GEAR DOOR RETRACTION MECHANISM (See Spec. Instr. 2) MIL-PRF-7870 100 HRS
4. NOSE GEAR DOOR HINGES (See Spec. Instr. 2) MIL-PRF-7870 100 HRS
5. EXPOSED OLEO STRUT (See Spec. Instr. 2 and 4) RELEASE AGENT /
DRY LUBRICANT
MS-122AD 100 HRS
6. NOSE WHEEL BEARINGS (See Spec. Instr. 1 and 3) MIL-PRF-81322E /
MOBIL GREASE 28 100 HRS
7. NOSE GEAR TORQUE LINK ASSY (See Spec. Instr. 2) MIL-PRF-7870 100 HRS
8. NOSE GEAR TORQUE LINK ASSEMBLY AND STRUT HOUSING
(See Spec. Instr. 2) MIL-PRF-7870 100 HRS
9. NOSE GEAR PIVOT POINT, DRAG LINK ASSEMBLY,
DOWNLOCK AND CYLINDER ASSEMBLY, STEERING
ROLLER AND CENTERING SPRING PIVOT POINTS (See Spec. Instr. 2) MIL-PRF-7870 100 HRS
10. LINK BUSHING (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
11. BUNGEES AERO LUBRIPLATE
(See Spec. Instr. 12) MAG-1 OR AEROSHELL #7 100 HRS
12. STEERING BELLCRANK PIVOT POINTS AND ROD ENDS
13. NOSE GEAR ROLLER TRACK (See Spec. Instr. 2) MIL-PRF-7870 100 HRS
14 NOSE GEAR OLEO STRUT FILLER POINT (See Spec. Instr. 4) MIL-PRF-5606 AS REQUIRED
CAUTION: DO NOT USE HYDRAULIC FLUID WITH A CASTOR OR ESTER BASE.
Figure 2-10. Lubrication Chart (Landing Gear, Nose)

1C2

1. FLAP HINGE BEARINGS (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
2. RUDDER TRIM SCREW (See Spec. Instr. 1 and 2) AERO LUBRIPLATE
MAG-1 OR AEROSHELL #7 500 HRS
3. CONTROL CABLE PULLEYS (See Spec. Instr. 1, 2 and 6) MIL-PRF-7870 100 HRS
4. TRIM CONTROL WHEELS - STABILATOR AND RUDDER
(See Spec. Instr. 1, 2 and 6) MIL-PRF-7870 100 HRS
5. CONTROL COLUMN FLEX JOINT, AND SPROCKET
(See Spec. Instr. 1 and 2) MIL-PRF-7870 100 HRS
6. O-RING, CONTROL WHEEL SHAFT BUSHING (See Spec. Inst. 1 and 10) PARKER O-LUBE AS REQUIRED
7. TEE BAR PIVOT POINTS, AILERON AND STABILATOR CONTROL PULLEYS
(See Spec. Instr. 1, 2 and 6) MIL-PRF-7870 100 HRS
8. RUDDER TRIM TAB CONTROL ROD, ROD END BEARINGS
AND ARM ASSEMBLY (See Spec. Instr. 1 and 2) MIL-PRF-7870 100 HRS
9. FLAP CONTROL ROD END BEARINGS (See Spec. Instr. 1 and 2) MIL-PRF-7870 100 HRS
10. FLAP RETURN AND TENSION CHAIN (See Spec. Instr. 1 and 2) MIL-PRF-7870 500 HRS
11. FLAP HANDLE PIVOT POINT LOCK MECHANISM
AND CABLE PULLEY (See Spec. Instr. 1, 2 and 6) MIL-PRF-7870 100 HRS
12. FLAP TORQUE TUBE BEARING BLOCK (See Spec. Instr. 1 and 2) MIL-PRF-7870 100 HRS
13. AILERON AND STABILATOR CONTROL CHAIN AEROSHELL 33
CAUTION: DO NOT OVER-LUBRICATE COCKPIT CONTROLS.
CAUTION: DO NOT LUBRICATE CONTROL WHEEL SHAFT OR BUSHING. CLEAN ONLY WITH ALCOHOL OR OTHER
SUITABLE SOLVENT.
Figure 2-11. Lubrication Chart (Control System, Part I)

1C3

1. AILERON HINGE PINS (See Spec. Instr. 2) MIL-PRF-7870 100 HRS
2 AILERON HINGE PINS (See Spec. Instr. 2) MIL-PRF-7870 100 HRS
3. CONTROL CABLE PULLEYS (See Spec. Instr. 1, 2 and 6) MIL-PRF-7870 100 HRS
4. STABILATOR TRIM SCREW (See Spec. Instr. 2) AERO LUBRIPLATE 100 HRS
MAG-1 OR AEROSHELL #7
5. RUDDER HINGE AND TAB HINGE BEARINGS (See Spec. Instr. 1 and 2) MIL-PRF-7870 100 HRS
6. STABILATOR TRIM TAB HINGE PINS (See Spec. Instr. 1 & 2) MIL-PRF-7870 100 HRS
7. RUDDER TUBE CONNECTIONS, TUBE CABLE ENDS
AND STEERING ROD ENDS (See Spec. Instr. 2) MIL-PRF-7870 100 HRS
8 TOE BRAKE ATTACHMENTS (See Spec. Instr. 2) MIL-PRF-7870 100 HRS
9. BRAKE ROD ENDS (Left & Right) (See Spec. Instr. 2) MIL-PRF-7870 100 HRS
10. RUDDER SECTOR AND STABILATOR TRIM
PIVOT POINTS (See Spec. Instr. 2) MIL-PRF-7870 100 HRS
11. AILERON CONTROL ROD END BEARINGS (See Spec. Instr. 2) MIL-PRF-7870 100 HRS
12. AILERON BELLCRANK CABLE ENDS (See Spec. Instr. 2) MIL-PRF-7870 100 HRS
13. TOE BRAKE BRACES MIL-L-7711 100 HRS
* AILERON, ELEVATOR, RUDDER AND TRIM CABLES MIL-L-81322 100 HRS
(* Not Shown) (Do not oil control cables.
Grease cables where they pass over a pulley or through a fairlead.)
CAUTION: DO NOT OVER-LUBRICATE COCKPIT CONTROLS.
Figure 2-12. Lubrication Chart (Control System, Part II)

1C4
Figure 2-12. Lubrication Chart (Control System, Part II) (cont.)

1C5

1C6

1. ENGINE OIL SUMPS AIR TEMPERATURE SAE J1966 SAE J1899
(Ashless Dispersant)
See Spec. Instr. 8 and 9 ABOVE 40°F SAE 50 SAE 50 50 HRS
BELOW 40°F SAE 30 SAE 30
(OR MULTI-VISCOSITY)
2. CARTRIDGE TYPE OIL FiLTERS (See Spec. Instr. 8 and 13) REPLACE 50 HRS
3. AIR FILTER (See Spec. Instr. 7) CLEAN 50 HRS
4. ALTERNATE AIR DOORS (See Spec. Instr. 2) MIL-PRF-7870 100 HRS
5. GOVERNOR CONTROLS (See Spec. Instr. 2) MIL-PRF-7870 100 HRS
6. CONTROL QUADRANT CONTROLS (See Spec. Instr. 2) MIL-PRF-7870 100 HRS
7. PROPELLER ASSEMBLY (See Spec. Instr. 11) AEROSHELL #6 100 HRS
8. COWL FLAP ACTUATING MECHANISM (See Spec. Instr. 14) AERO LUBRIPLATE 500 HRS
MAG-1 OR AEROSHELL #7
Figure 2-13. Lubrication Chart (Powerplant and Propeller)

1C7

1. FORWARD BAGGAGE DOOR MIL-PRF-7870 100 HRS
2. DOOR LATCH MECHANISM (See Spec. Instr. 2) MIL-PRF-7870 500 HRS
3. PILOT & COPILOT SEAT ADJUSTMENT
(See Spec. Instr. 2 and 15) MIL-PRF-81322G 100 HRS
4. MAIN DOOR HINGES AND LATCH MECHANISM (See Spec. Instr. 2) MIL-PRF-7870 500 HRS
5. BAGGAGE AND REAR DOOR HINGES
AND LATCH MECHANISM (See Spec. Instr. 2) MIL-PRF-7870 500 HRS
Figure 2-14. Lubrication Chart (Cabin Door, Baggage Door and Seats)

1C8
2-65. CONVERSION TABLES

The following table contain various conversion data that may be useful when figuring capacities, lengths,
temperatures, and various weights and measures from the English system to the metric system or back
again:
Table II-VII, Torque Conversion
Table II-VIII, Decimal Conversions
Table II-IX, Temperature Conversion
Table II-X, Weights and Measures Conversion
Table II-XI, Metric Conversion
Table II-XII, Drill Sizes
2-66. HOSE SPECIFICATIONS
See Table II-XIII.
2-67. CONSUMABLE MATERIALS
See Table II-XIV.
2-68. VENDOR CONTACT INFORMATION
See Table II-XV.

1C9

1C10
TABLE II-VII. TORQUE CONVERSION

INCH POUNDS (IN.-LBS.) TO CENTIMETER KILOGRAMS (CMKG.)
CENTIMETER KILOGRAMS (CMKG.) TO INCH POUNDS (IN.-LBS.)
FOOT POUNDS (FT.-LBS.) TO METER KILOGRAMS (MKG.)
METER KILOGRAMS (MKG.) TO FOOT-POUNDS (FT.-LBS.)
IN.-LBS. CMKG. FT.-LBS. MKG. FT.-LBS. MKG. MKG. FT.-LBS.

5 5.76 2.5 .346 115 15.900 1 7.23
10 11.52 5 .691 120 16.591 2 14.46
15 17.28 7.5 1.037 125 17.282 3 21.69
20 23.04 10 1.383 130 17.974 4 28.98
25 28.80 12.5 1.728 135 18.665 5 36.16
30 34.56 15 2.074 140 19.356 6 43.39
35 40.32 17.5 2.419 145 10.047 7 50.63
40 46.08 20 2.765 150 20.739 8 57.86
45 51.84 22.5 3.111 155 21.430 9 65.09
50 57.60 25 3.456 160 22.121 10 72.32
55 63.36 27.5 3.802 165 22.813 11 79.56
60 69.12 30 4.148 170 23.504 12 86.79
65 74.88 32.5 4.493 175 24.195 13 94.02
70 80.64 35 4.839 180 24.887 14 101.26
75 86.40 37.5 5.185 185 25.578 15 108.49
80 92.16 40 5.530 190 26.269 16 115.72
85 97.92 42.5 5.876 195 26.960 17 122.95
90 103.68 45 6.222 200 27.652 18 130.19
95 109.44 47.5 6.567 105 28.343 19 137.42
100 115.20 50 6.913 210 29.034 20 144.65
105 120.96 52.5 7.258 215 29.726 21 151.89
110 126.72 55 7.604 220 30.417 22 159.12
115 132.48 57.5 7.950 225 31.108
120 138.24 60 8.295 230 31.800
62.5 8.641 235 32.491
CMKG. IN.-LBS. 65 8.987 240 33.182
67.5 9.332 245 33.873
50 43.4
70 9.678 250 34.565
100 86.8
72.5 10.024 255 35.256
150 130.2
75 10.369 260 35.947
200 173.6
77.5 10.715 265 36.639
250 217.0
80 11.060 270 37.330
300 260.4
82.5 11.406 275 38.021
350 303.8
85 11.752 280 38.713
400 347.2
87.5 12.097 285 39.404
450 390.6
90 12.443 290 40.095
500 434.0
92.5 12.789 295 40.786
550 477.4
95 13.134 300 41.478
600 520.8
97.5 13.480
650 564.2
100 13.826
700 607.6
105 14.517
110 15.208

1C11
TABLE II-VIII. DECIMAL CONVERSIONS

1C12
TABLE II-IX. TEMPERATURE CONVERSION
CENTIGRADE - FAHRENHEIT
Example: To convert 20°C, to Fahrenheit, find 20 in the center column headed (°F - °C);
then read 68.0°F, in the column (°F) to the right. To convert 20°F, to
Centigrade; find 20 in the center column and read -6.67°C, in the (°C) column
to the left.
°C °F - °C °F °C °F - °C °F
-56.7 -70 -94.0 104.44 220 428.0
-51.1 -60 -76.0 110.00 230 446.0
- 45.6 -50 -58.0 115.56 240 464.0
- 40.0 -40 -40.0 121.11 250 482.0
- 34.0 -30 -22.0 126.67 260 500.0
- 38.9 -20 -4.0 132.22 270 518.0
- 23.3 -10 14.0 137.78 280 536.0
- 17.8 0 32.0 143.33 290 554.0
-12.22 10 50.0 148.89 300 572.0
-6.67 20 68.0 154.44 310 590.0
-1.11 30 86.0 160.00 320 608.0
4.44 40 104.0 165.56 330 626.0
10.00 50 122.0 171.11 340 644.0
15.56 60 140.0 176.67 350 662.0
21.11 70 158.0 182.22 360 680.0
26.67 80 176.0 187.78 370 698.0
32.22 90 194.0 193.33 380 716.0
27.78 100 212.0 198.89 390 734.0
43.33 110 230.0 204.44 400 752.0
38.89 120 248.0 210.00 410 770.0
54.44 130 266.0 215.56 420 788.0
60.00 140 284.0 221.11 430 806.0
65.56 150 302.0 226.67 440 824.0
71.00 160 320.0 232.22 450 842.0
76.67 170 338.0 257.78 460 860.0
82.22 180 356.0 243.33 470 878.0
87.78 190 374.0 248.89 480 896.0
93.33 200 392.0 254.44 490 914.0
98.89 210 410.0 260.00 500 932.0

1C13
TABLE II-X. WEIGHTS AND MEASURES CONVERSION
MULTIPLY BY TO OBTAIN MULTIPLY BY TO OBTAIN

CENTIMETERS 0.3937 IN. KILOGRAMS 2.205 LB.
0.03281 FT. 35.27 OZ.
1000 GRAMS
CU. CENTIMETERS 0.001 LITERS
0.06102 CU. IN. LITERS 1000 CU. CM.
0.0002642 U.S. GAL. 61.03 CU. IN.
0.03532 CU. FT.
CU. FT. 28.320 CU. CM.
0.2642 U.S. GAL.
1.728 CU. IN.
0.22 IMPERIAL GAL.
7.481 U.S. GAL.
1.057 QUARTS
28.32 LITERS
METERS 39.37 IN.
CU. IN. 16.39 CU. CM.
3.281 FT.
0.01639 LITERS
1000 MM.
0.004329 U.S. GAL.
0.01732 QUARTS METER-KILOGRAM 7.233 FT.-LB.
9.807 JOULES
CU. METERS 1000000 CU. CM.
35.314 CU. FT. OUNCES, AVDP 0.0625 LB., AVDP
61.023 CU. IN. 28.35 GRAMS
264.17 GAL. 437.5 GRAINS
999.97 LITERS
OUNCES, FLUID 29.57 CU. CM.
FEET 0.3048 METERS 1.805 CU. IN.
12.000 MILS
LB., AVDP 453.6 GRAMS
304.8 MM.
7000 GRAINS
0.3333 YARDS
16.0 OUNCES
FT.-LB. 0.1383 M-KG
SQUARE INCH 6.4516 SQ. CM.
0.001285 BTU
0.000000376 KW-HR POUND PER 0.0703 KG.-CM
SQUARE INCH SQUARED
FLUID OZ. 8 DRAM
(PSI)
29.6 CU. CM.
STATUTE MILE 1.609 KILOMETER
GAL., IMPERIAL 277.4 CU. IN.
0.8684 NAUTICAL MILE
1.201 U.S. GAL.
4.546 LITERS NAUTICAL MILE 1.151 STATUTE
MILE
GAL., U.S. DRY 268.8 CU. IN.
0.1556 CU. FT. QUART .9463 LITER
1.164 U.S. GAL., LIQ.
4.405 LITERS MILLIMETER 1000 MICRON
GAL., U.S. LIQ. 231.0 CU. IN. MICRON 0.001 MILLIMETER

0.1337 CU. FT. 0.000039 INCH
3.785 LITERS INCH 11.521 METER
0.8327 IMPERIAL GAL. POUNDS GRAMS
128 FLUID OZ.
INCH 0.72 METER
IN. 2.540 CM. OUNCES GRAMS
.08333 FT.
POUNDS 0.453 KILOGRAMS
JOULES 0.000948 BTU
0.7376 FT.-LB.

1C14
TABLE II-XI. METRIC CONVERSION

EXAMPLE: CONVERT 1.5 INCHES TO MILLIMETERS.
(1) READ DOWN INCHES COLUMN TO 1. INCHES.
(2) READ ACROSS TOP INCH COLUMN TO 0.5.
(3) READ DOWN AND ACROSS TO FIND MILLIMETERS (1.5 INCHES IS 38.10 MILLIMETERS).
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
0.0 2.54 5.08 7.62 10.16 12.70 15.24 17.78 20.32 22.86
1.0 25.40 27.94 30.48 33.02 35.56 38.10 40.64 43.18 45.72 48.26
2.0 50.80 53.34 55.88 58.42 60.96 63.50 66.04 68.58 71.12 73.66
3.0 76.20 78.74 81.28 83.82 86.36 88.90 91.44 93.98 96.52 99.06
4.0 101.60 104.14 106.68 109.22 111.76 114.30 116.84 119.38 121.92 124.46
5.0 127.00 129.54 132.08 134.62 137.16 139.70 142.24 144.78 147.32 149.86
6.0 152.40 154.94 157.48 160.02 162.56 165.10 167.64 170.18 172.72 175.26
7.0 177.80 180.34 182.88 185.42 187.96 190.50 193.04 195.58 198.12 200.66
8.0 203.20 205.74 208.28 210.82 213.36 215.90 218.44 220.98 223.52 226.06
9.0 228.60 231.14 233.68 236.22 238.76 241.30 243.84 246.38 248.92 251.46

1C15
TABLE II-XII. 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
27/64 0.4218 10.7156 B 0.238 6.0452 27 0.144 3.6576 55 0.052 1.3208

Z 0.413 10.4902 15/64 0.2343 5.9531 9/64 0.1406 3.5719 3/64 0.0468 1.1906
13/32 0.4062 10.3187 A 0.234 5.9436 28 0.1405 3.5687 56 0.0465 1.1811
Y 0.404 10.2616 1 0.228 5.7912 29 0.136 3.4544 57 0.043 1.0922
X 0.397 10.0838 2 0.221 5.6134 30 0.1285 3.2639 58 0.042 1.0668
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
Q 0.332 8.4328 11 0.191 4.8514 39 0.0995 2.5273 68 0.031 0.7874

21/64 0.3281 8.3337 12 0.189 4.8006 40 0.098 2.4892 69 0.029 0.7366
P 0.323 8.2042 3/16 0.1875 4.7625 41 0.096 2.4384 70 0.028 0.7112
O 0.316 8.0264 13 0.185 4.699 3/32 0.0937 2.3812 71 0.026 0.6604
5/16 0.3125 7.9375 14 0.182 4.6228 42 0.0935 2.3749 72 0.025 0.635
N 0.302 7.6708 15 0.180 4.572 43 0.089 2.2606 73 0.024 0.0696

19/64 0.2968 7.5387 16 0.177 4.4958 44 0.086 2.1844 74 0.0229 0.58166
M 0.295 7.4930 17 0.173 4.3942 45 0.082 2.0828 75 0.021 0.5334
L 0.290 7.3660 11/64 0.1718 4.3656 46 0.081 2.0574 76 0.020 0.508
9/32 0.2812 7.1425 18 0.1695 4.3053 47 0.0785 1.9939 77 0.018 0.4572
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
DRILL SIZES AVAILABLE

Drill may be obtained in regular sizes to a 4 inch diameter, and increase in 64ths of an inch. The regular metric drills vary
from 2 to 76mm and increase in 0.5mm variations.

1C16
TABLE II-XIII. HOSE SPECIFICATIONS
SINGLE WIRE BRAID FABRIC COVERED
TUBE HOSE HOSE RECOMMENDED MIN MAX MIN

MIL SIZE SIZE SIZE OPER. BURST PROOF BEND
PART NO. O.D. I.D. O.D. PRESS PRESS PRESS RADIUS
MIL-H-8794- 3-L 3/16 1/8 .45 3,000 12,000 6,000 3.00

MIL-H-8794- 4-L 1/16 3/16 .52 3,000 12,000 6,000 3.00
MIL-H-8794- 5-L 5/16 1/4 .58 3,000 10,000 5,000 3.38
MIL-H-8794- 6-L 3/8 5/16 .67 2,000 9,000 4,500 4.00
MIL-H-8794- 8-L 1/2 13/32 .77 2,000 8,000 4,000 4.63
MIL-H-8794-10-L 5/8 1/2 .92 1,750 7,000 3,500 5.50
MIL-H-8794-12-L 3/4 5/8 1.08 1,500 6,000 3,000 6.50
MIL-H-8794-16-L 1 7/8 1.23 800 3,200 1,600 7.38
MIL-H-8794-20-L 1 1/4 1 1/8 1.50 600 2,500 1,250 9.00
MIL-H-8794-24-L 1 1/2 1 3/8 1.75 500 2,000 1,000 11.00
MIL-H-8794-32-L 2 1 13/16 2.22 300 1,400 700 13.25
MIL-H-8794-40-L 2 1/2 2 3/8 2.88 200 1,000 300 24.00
MIL-H-8794-48-L 3 3 3.56 200 800 300 33.00
Construction: Seamless synthetic Uses: Hose is approved for use in

rubber inner tube reinforced with aircraft hydraulic, pneumatic,
one fiber braid, one braid of high coolant, fuel and oil systems.
tensile steel wire and covered with
an oil resistant rubber impregnated Operating Temperatures:
fiber braid. Sizes -3 thru -12: Minus 65°F. to
Identification: Hose is identified by plus 250°F.
specification number, size number, Sizes -16 thru -48: Minus 40°F to
quarter year and year, hose plus 275°F.
manufacturer's identification.
NOTE: Maximum temperatures and
pressures should not be used
simultaneously.
MULTIPLE WIRE BRAID RUBBER COVERED
TUBE HOSE HOSE RECOMMENDED MIN MAX MIN

MIL SIZE SIZE SIZE OPER. BURST PROOF BEND
PART NO. O.D. I.D. O.D. PRESS PRESS PRESS RADIUS
MIL-H-8788- 4-L 1/4 7/32 .63 3,000 16,000 8,000 3.00

MIL-H-8788- 5-L 5/16 9/32 .70 3,000 14,000 7,000 3.38
MIL-H-8788- 6-L 3/8 11/32 .77 3,000 14,000 7,000 5.00
MIL-H-8788- 8-L 1/2 7/16 .86 3,000 14,000 7,000 5.75
MIL-H-8788-10-L 5/8 9/16 1.03 3,000 12,000 6,000 6.50
MIL-H-8788-12-L 3/4 11/16 1.22 3,000 12,000 6,000 7.75
MIL-H-8788-16-L 1.00 7/8 1.50 3,000 10,000 5,000 9.63
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 pneumatic, coolant, fuel and oil.
synthetic rubber cover (for gas applications, request perforated cover).
Operating Temperature:
Identification: Hose is identified by specification number, size number,
quarter year and year, hose manufacturer's identification. Minus 65°F to plus 200°F.

1C17
TABLE II-XIV. CONSUMABLE MATERIALS (Sheet 1 of 8)
Material Specification Product Vendor

ABS-Solvent/ Solarite, #11 Series Solar Compounds Corp.
Cements
Adhesive EC 801 Minnesota Mining and
EC 807 Manufacturing
EC 1357 Adhesive Coating and
Scotch Grip 210 Sealers Division
(Rubber Adhesive)
Anti-Galling MIL-A-907 Ease-Off Taxacone Company
Solution
Anti-Seize Compound SAE-AMS-2518 Armite Product Armite Laboratories
(Graphite Petroleum)
Anti-Seize Compound Exxon Oil Company
Royco 44 Royal Lubricants Co.
Anti-Seize Compound TT-A-580 Armite Product Armite Laboratories
(TT-S-1732)
Anti-Seize Thread Fel-Pro C5-A Fel-Pro Incorporated
Compound “HIGH
TEMPERATURE”
Buffing and Rubbing Automotive Type DuPont Company
Compounds DuPont #7
Ram Chemical #69 Ram Chemicals
Compound for Mirror Glaze Mirror Bright Polish
Polishing Co., Incorporated
Cleaners Fantastic Spray Local Supplier
Perchlorethylene
VM&P Naphtha
(Lighter Fluid)
Corrosion Retardant MIL-PRF-16173 E LPS-3 Heavy Duty Holt Lloyd Corp.
Compounds (Piper P/N 197-508) Rust Inhibitor
(Piper P/N 197-509) Metal Parts Protector Chemi-Cap. Chemical
Protector Flex Packaging Corp.
Deicer Boot Surface Agemaster B.F. Goodrich
Coatings
Dry Lubricant MS-122AD Miller-Stephenson
Epoxy Patching Solarite #400 Solar Compounds Corp.
Compound
Gasket Cement Permatex No. 2 Permatex Company, Inc.

1C18

Grease, Actuator 2196-74-1 Dukes Astronautics Co.
Grease, Aircraft MIL-PRF-23827C Supermil Grease Amoco
Instrumentation, (See Note at end.) No. A72832
Gear and Actuator
Screw (Temp. Range - Royco 27A Royal Lubricants Co.
(100°F to +250°F)
Shell 6249 Grease Shell Oil Company
RR-28 Socony Mobil Oil Co.
Castrolease A1 Burmah-Castrol LTD.
Low-Temp. Grease E.P. Texaco Incorp.
5114 E.P. Grease Standard Oil of Calif.
AV55
Aeroshell Grease 7 Shell Oil Company
Braycote 627S
Mobil Grease 27 Mobil Oil Corporation
B.P. Aero Grease 31B B.P. Trading Limited
Grease, Aircraft MIL-PRF-23827C Unitemp E.P. Texaco Incorporated
Instrumentation,
Gear and Actuator RPM Aviation Grease Standard Oil of Calif.
Screw (Temp. Range - 5, Supermil Grease
65°F to +250°F) No. 8723
Aeroshell Grease 7A Shell Oil Corporation
Royco 78 Royal Lubricants
Company
L-1212 Sinclair Refining Co.
1916 Uni-Temp California Texas Oil
Grease Corporation

1C19

Grease Ball and DOD-G-24508 Regal ASB-2 Formula Texaco Incorporated
Roller Bearing TG-10293
Andok B Exxon Company, U.S.A.
Code 1-20481, Darina Shell Oil Company
Grease 1 XSG-6213
Code 71-501, Darina
Grease 2 XSG-6152
Code 71-502, Alvania
Grease 2 XSG-6151
Code 71-012, Cyprina
Grease 3 XSG-6280
Code 71-003
Grease, General MIL-PRF-81322E Marfax All Purpose Texaco Incorporated
Purpose Wide
Temperature Aeroshell No. 6 Shell Oil Company
or Mobilux EP2
Shell Alvania EP2 Shell Oil Company
Royco 22 Royal Lubricants
Company
Aeroshell No. 22 Shell Oil Company
Grease, High MIL-G-3545 High Temp. Grease, Texaco Incorporated
Temperature Marfak All Purpose
Shellaire Grease HT Shell Oil Company
Alvania E.P. Grease 2
Aeroshell Grease 5
Grease 77, Mobilux Mobil Oil Corporation
E.P. 2
Royco 45A Royal Lubricants Co.
L-1231 Sinclair Refining
Company
Grease, Aircraft MIL-PRF-81322E Regal AFB2 Regal Texaco Incorporated
General Purpose Starfak Premium
PED 3040 Standard Oil of Calif.
Aeroshell Grease 6 Shell Oil Company
Royco II Royal Lubricants Co.

1C20

Grease, Lubricating, MIL-G-21164 Aeroshell Grease No. 17 Shell Oil Company
Molybdenum
Disulfide, Low and Royco 64C Royal Lubricants Co.
High Temperature Castrolease MSA (c) Burmah Castrol LTD.
Grease, Plug Valve, SAE-AMS-G-6032 Royco 32 Royal Lubricant Co.
Gasoline and
Oil Resistant Castrolease PV Burmah Castrol LTD.
Parker Fuel Lube 44 Parker Seal Company
B.P. Aero Grease 32 B.P. Trading Limited
L-237 Lehigh Tenneco
Chemicals Co., Inc.
Rockwell 950 Rockwell International
Grease, Waterproof, Lubriplate Aero LUBRIPLATE
High and Low Lubricants Co.
Temperature
“Hot Melt” Adhesive Stick Form 1/2 in. Sears, Roebuck and
Polyamids and “Hot diameter, 3 in. Company or most
Melt” Gun. long hardware stores.
Hydraulic Fluid MIL-PRF-5606 Brayco 756D Bray Oil Company
TL-5874 Texaco Incorporated
PED 3565 Standard Oil Company
of California
Aircraft Hydraulic Texaco Incorporated
Oil AA
RPM Aviation Oil Standard Oil Company
No. 2 Code of California
PED 2585
PED 3337
Aeroshell Fluid 4, Shell Oil Company
SL-7694
Aero HF Mobil Oil Corporation
Royco 756, 756A Royal Lubricants Co.
and 756B
Isopropyl Alcohol Fed. Spec. TT-I-735 Local Supplier
Isocryl Tape (PMS-C1012-2) Schnee Moorehead
Chemicals, Incorporated
Kevlar Kevlar Kevlar Special Products

1C21

Leak Detector MIL-L-25567 ALPHA 73 U.S. Gulf Corporation
Solution for Oxygen Leak Detector
Oxygen Systems Type 1
Leak Tec #16-OX American Gas and
Chemical Co. LTD.
Loctite MIL-S-22473 Loctite 290 Loctite Corporation
Grade AA
MIL-S-22473 Loctite 222
Grade H and HV
Lubricant, O-Rings Parker O-Lube Parker Hannifin Corp
Methylethylketone Fed. Spec. TT-M-261 Local Supplier
Molybdenum MIL-M-7866 Molykote-Type G Dow Corning Corp.
Disulfide (Paste)
Molykote - Type 2
(Powder)
Oil, Air Conditioner, R12 Frigidaire #525 Virginia Chemical
Suniso #5 Sun Oil Company of
Pennsylvania
Texaco Capilla "E" Texaco Incorporated
Oil Lubricating, MIL-PRF-7870C Caltex Low Temp. Caltex Oil Products
General Purpose, Oil Company
Low Temperature
Sinclair Aircraft Sinclair Refining
Orbit Lube Company
1692 Low Temp Oil Texaco Incorporated
Aviation Instrument Standard Oil Company
Oil of California
Royco 363 Royal Lubricants Co.
Plexiglas Polish P-P-560 Part Number 403D Permatex Co., Inc.
and Cleaner Kansas City, Kansas
66115
Primer, Piper P/N 279-179 EWDE072A/B PPG Aerospace
Fluid Resistant Epoxy PRC-DeSoto
Piper P/N 279-181 10P8-10/EC-283 Akzo Nobel Aerospace
coatings
Piper P/N 279-108 10P30-5/EC-275
44GN036 Deft, Inc.
Propeller Slip Ring CRC-2-26 Corrosion Reaction
Cleaning Solvent Consultants, Inc.
Rain Repellent FSCM 50150 Repcon Unelco Corporation

1C22

Safety Walk Flextred 300 Wooster Products,
Pressure Sensitive Incorporated
Sealant MIL-S-11031B PR307 Products Research
PRC 383 Company
Sealant, Fuel *RS-36b, Stripper CEE BEE Chemical Co.
Tank Sealing (thin)
*RS-24b, Stripper
(thick)
*PR 1422 A-2 Sealant Products Research
(Brushing Consistency) Company
*PR 1422 B-2 Sealant
(Trowling Consistency)
*PR 1431G, Faying
Surface Seal, Type 1
* PR 1321-B 1/2,
Access Panel Sealant
* PR 1560 MK, Primer
(Anti-Bacteriological
Coating)
* BJO-0930, Phenolic Union Carbide Plastics
Balloons Division
* ERL-2795, Epoxy
Resin
* 22LA-0340
Polyamid Hardener
Class A-2 * Thiokol MC-236
* NOTE: Use of Equivalent Sealant Approved.
Sealant, Fuselage Class A-1/2, A-2, B-2 H.S. Bancroft Corp.
Structure B-4, B-6, B-8
EC 1239 Minnesota Mining and
Manufacturing
Industrial Specialties
Division
EC 612 (Leak Marker or
Weather Stripping, etc)
G.E.-SS-4004 (Primer) General Electric
RTV-88 with Silicone Products
RTV-9811 Department

1C23

Sealant, MIL-S-7502B B-1/4, PR 1221 Products Research
Windshield & Windows B-1/2, B-2, B-4, B-8, Company
B-12
PR 1425
Piper P/N 279-066 * Thiokol MC-236-B4
Sealer PR 1321 B-1/2 Products Research
Company
Sealing Compound, Tite-Seal Radiator Specialty Co.
Gasket and Joint
Silicone Compound MIL-S-8660 DC-4, DC-6 Dow Corning
(MIL-C-21567) Compound
G-624 General Electric Co.
Silicone Products Dept.
Solvents Methylethyl Ketone Local Suppliers
Methylene Chloride
Acetone
Y2900 Union Carbide; Plastic
Division
Fed. Spec. PD 680 Local Supplier
Type I - Stoddard
Solvent
Type II - High Local Supplier
Temperature
Teflon Tape .003" x .5" wide/-1 Minnesota Mining and
Manufacturing Company
Shamban W.S. and Co.
.003" x .25" wide/-2 Johnson & Johnson, Inc.
Permacel Division
Thread Lubricant, MIL-PRF-907E Kopr-Kote Jet Lube, Inc.
Oleo Strut, Air Valve
Thread Sealant Piper P/N 179-771 Loctite No. 567 Loctite Corporation
High Temp, Low Strength PST Sealant
Thread Sealant MIL-T-27730 Permacel 412 Johnson & Johnson, Inc.

for High Pressure Permacel Division
Oxygen System
Toluol TT-M-261 Local Supplier

1C24

Trichlorethylene MIL-T-7003 Perm-A-Clor Dextrex Chemical
Industries, Inc.
Turco 4217 Turco Products, Inc.
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
Vinyl, Black Plastic 2 in. x 9 mil. and/or Norton Tape Division
1 1/2 in. x 9 mil.
NOTE: Take precautions when using MIL-PRF-23827C and engine oil. These lubricants contain
chemicals harmful to painted surfaces.

1C25

1C26
TABLE II-XV. VENDOR CONTACT INFORMATION (Sheet 1 of 3)
A Chemi-cap G
Chemical Packaging Corp.
American Gas and General Electric Co.
1100 N.W. 70th Street
Chemical Co. LTD Silicone Products Dept.
Ft. Lauderdale, FL 33309
220 Pegasus Avenue Waterford, NY 12188
305-665-9059
Northvale, NJ 07647 518-237-3330
201-767-7300 Corrosion Reaction
H
Consultants, Inc.
Amoco Oil Co.
Limekin Pike H. S. Bancroft Corp.
200 E. Randolph Drive
Dresher, PA 19025 One Rockhill
Chicago, IL 60601
Industrial Park
312-856-5111 D
Cherry Hill, NJ 08003
Armite Laboratories Deft, Inc. 609-854-8000
1845-49 Randolph Street 17451 Von Karman Ave.
J
Los Angeles, CA 90001 Irvine, CA 92614
213-587-7744 800-544-3338 Jet Lube, Inc.
www.deftfinishes.com/ P.O. Box 21258
Akzo Nobel Aerospace Coatings
Houston, TX 77226-1258
East Water Street Dextrex Chemical
PH: 800-538-5823
Waukegan, IL 60085 P. O. Box 501
www.jetlube.com
847-625-3340 Detroit, MI 48232
www.anac.com/ Johnson & Johnson, Inc.
Dow Corning Corporation
Permacel Division
B Alpha Molykote Plant
501 George Street
64 Harvard Avenue
BP Trading Limited New Brunswick, NJ 08901
Stanford, CT 06902
Moore Lane 201-524-0400
Brittanic House Dukes Astronautics Co.
K
London E.C. 2 7866 Deering Avenue
England Canoga Park, CA 91304 Kevlar Special Products
E.I. DuPont de Nemours & Co.,
Bray Oil Company DuPont Company
(Inc.)
1925 N. Marianna Avenue Finishes Div.
Textile Fibers Department
Los Angeles, CA 98103 DuPont Building
Centre Road Building
213-268-6171 Wilmington, DE 19898
Wilmington, DE 19898
302-774-1000
Burmah - Castrol Inc. 302-999-3156
30 Executive Avenue E
L
Edison, NJ 08817
Exxon Oil Company
201-287-3140 Lehigh - Tenneco Chemicals Co.,
1251 Avenue of the Americas
Inc.
C New York, NY 10020
Chestertown, MD 21620
212-398-3093
California Texas Oil Corp., 301-778-1991
380 Madison Avenue F
Loctite Corporation
New York, NY 10017
Fel-Pro Incorporated 777 N. Mountain Road
Caltex Oil Products Co. 7450 N. McCormick Blvd. Newington, CT 06111
New York, NY 10020 Box C1103 800-243-8160
Skokie, IL 60076 In CT 800-842-0225
CEE BEE Chemical Co.
312-761-4500
9520 E. CEE BEE Drive
Box 400
Downey, CA 92041

1C27
LPS Laboratories P S
4647 Hugh Howell Rd.
Parker Hannifin Corp. Schnee Moorhead Chemicals, Inc.
Tucker, GA 30084
800-241-8334 O-Ring Division Shamban W.S. and Co.
www.lpslabs.com/ 2360 Palumbo Drive 1857 Centinela Avenue
Lexington, KY 40509 Santa Monica, CA 90404
LUBRIPLATE Lubricants Co.
PH: 859-269-2351 213-397-2195
129 Lockwood St.
Newark, NJ 07105 http://www.parker.com Shall Oil Company
PH: 800-733-4755 Parker Seal Company One Shell Plaza
www.lubriplate.com 17325 Euclid Avenue Houston, TX 77003
Cleveland, OH 44112 713-220-6697
M
216-531-3000 Sinclair Refining Co.
Miller-Stephenson 600 Fifth Avenue
Permatex Co., Inc.
George Washington Hwy. P.O. Box 11915 New York, NY 10020
Danbury, CT 06810 Newington, CT 06111
PH: 203-743-4447 Socony Mobil Oil Co.
203-527-5211 Washington 5, DC 20005
http://www.miller-
PPG Aerospace PRC-DeSoto Solar Compounds Corp.
stephenson.com
11601 United Street 1201 W. Blancke Street
Minnesota Mining and MFG Mojave, California 93501 Linden, NJ 07036
3M Center 661-824-4532 201-862-2813
St. Paul, MN 55144 818-549-7999
612-733-1110 http://corporateportal.ppg.com/na/ Standard Oil of California
aerospace 225 Bush Street
Mirror Bright Polish Co., Inc. San Francisco, CA 94104
Irvine Industrial Complex Products Research Co. 415-894-7700
P.O. Box 17177 2919 Empire Avenue
Irvin, CA 92713 Burbank, CA 91504 Sun Oil Company of Penna
714-557-9200 213-849-3992 5 Penn Center Plaza
Philadelphia, PA 19103
Mobil Oil Corporation R 215-972-2000
150 E. 42nd Street
Radiator Specialty Co. T
New York, NY 10017
P.O. Box 34689
212-883-4242 Taxacone Company
Charlotte, NC 28234
Morton Inc. 704-377-6555 P.O. Box 10823 TR
7341 Anacona Ave Dallas, TX 75208
Ram Chemicals
Garden Grove, CA 92641 Texaco, Inc.
201 E. Alondra Blvd.
724-373-2837 2000 Westchester Avenue
Gardena, CA 90248
Fax 724-373-1913 White Plains, NY 10650
213-321-0710
N 914-253-4000
Rockwell International
Norton Tape Division 600 Grant Street Turco Products Inc.
Department 6610 Pittsburgh, PA 15219 24600 S. Main Street
Troy, NY 12181 412-565-2000 Box 6200
518-273-0100 Carson, CA 90749
Royal Lubricants Company 213-835-8211
River Road
E. Hanover, NJ 07936
201-887-3100

1C28
U
U.S. Gulf Corp.
P.O. Box 233
Stoney Brook, NY 11790
212-683-9221
Unelko Corporation
727 E. 110th Street
Chicago, IL 60628
Union Carbide; Plastic Div.
270 Park Avenue
New York, NY 10017
212-551-3763
V
Virginia Chemical
3340 W. Norfolk Rd.
Portsmouth, VA 23703
703-484-5000
W
Wooster Products, Inc.
1000 Spruce Street
Wooster, OH 44691
800-321-4936
In OH 216-264-2844

1C29
END OF SECTION

1C30
SECTION
III
INSPECTION
1C31
1C32
SECTION III - INSPECTION
TABLE OF CONTENTS
Paragraph Grid No.
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C35
Time Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C37
Scheduled Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C39
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C39
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C39
Inspection Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C42
Annual / 100 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C42
Progressive Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C42
Overlimits Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C42
Annual / 100 Hour Inspection Procedure . . . . . . . . . . . . . . . . . . . . . . . 1C43
Special Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C59
Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C59
Per Flight Hour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C59
Per Calendar Year . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C62
Per Specific Operation / Operating Environment . . . . . . . . . . . 1C64
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C66
Control Cable Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C66
Unscheduled Maintenance Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C73
Lightning Strike . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C73
Engine Overspeed, Overtemp, Loss of Oil, or Sudden Stoppage . 1C74
Severe Turbulence, Hard or Overweight Landing . . . . . . . . . . . . . 1C74
Flaps Extended Above Maximum Flap Extension Speed (VFE) . . 1D2
Flood Damage, Immersion in Water . . . . . . . . . . . . . . . . . . . . . . . 1D2
01/01/09 III - TABLE OF CONTENTS

1C33
III - TABLE OF CONTENTS 01/01/09

1C34
SECTION III
INSPECTION
1. General
Piper Aircraft, Inc. (Piper) takes a continuing interest in having the owner get the most efficient use from
his airplane, and keeping the airplane in the best mechanical condition. To that end, Piper publishes a
recurring maintenance schedule which is supplemented with Service Bulletins, Service Letters and
Service Spares Letters as required.
A. The recurring maintenance schedules for the PA-34-200T Seneca II are provided herein.
B. Piper Service Bulletins are of special importance and Piper considers compliance mandatory.
C. Service Letters deal with product improvements and service hints pertaining to the affected aircraft.
Owners should give careful attention to service letter information so they can ensure their airplane
is properly serviced and kept up to date with the latest changes.
D. Service Spares Letters offer improved parts, kits and optional equipment which were not originally
available. These may be of interest to the owner.
E. Service Bulletins, Service Letters and Service Spares Letters are emailed to Piper Dealers/Service
Centers. U.S. registered owners are encouraged to download these service publications from
http://www.piper.com/.
NOTE: Piper mails flight manual (AFM / POH) revisions to the registered owner’s name and
address as shown on the Aircraft Registration Certificate. If the aircraft is based and/or
operated at a different location (or locations) and/or by a person (or persons) other than
those recorded on the aircraft registration, then the registered owner(s) is responsible for
forwarding these to the operating location(s) or person(s).
Changes in aircraft registration may take a substantial amount of time to be recorded by the
Federal Aviation Administration and received by Piper to change the mailing address.
Owners and operators should make arrangements to keep abreast of flight manual revisions
and service publications during this interim period through their Piper Dealer/Service
Center.
The Federal Aviation Administration (FAA) publishes Airworthiness Directives (AD’s) that apply to
specific aircraft. They are mandatory changes and are to be complied within a time limit set by the
FAA. When an AD is issued, it is sent to the latest registered owner of the affected aircraft and also
to subscribers of the service. The owner is solely responsible for being aware of and complying
with airworthiness directives.
NOTE: A searchable database of AD’s is available on the FAA website. See the “Airworthiness
Directives” link at “www1.faa.gov.” Additionally, Avantext offers a free email notification
service for new AD’s as well as the last six weeks worth of AD’s at “www.avantext.com”.
Owners should periodically check with a Piper Dealer/Service Center to find out the latest
information to keep his aircraft up to date.
Service Bulletins, Service Letters, and Service Spares Letters are also available by subscription to
the Avantext TechPubs Maintenance Libraries for Piper Aircraft (see www.Avantext.com).
01/01/09 III - INSPECTION

1C35
III - INSPECTION 01/01/09

1C36
2. Time Limits
1. Refer to Section I for the FAA-approved airworthiness limitations section. It sets forth each
mandatory replacement time, structural inspection interval, and related structural inspection
procedure required for type certification.
2. Refer to paragraph 6 for Piper’s recommended Inspection Programs. They include the frequency
and extent of the inspections required for the continued airworthiness of these airplanes.
3. Inspection required by Flight Hour or Calendar Year, if due, are included as part of the Annual / 100
Hour Inspection and/or the Progressive Inspection Event cycles, and are listed individually in
paragraph 8.

1C37

1C38
3. Scheduled Maintenance
WARNING: GROUND THE MAGNETO PRIMARY CIRCUIT (P LEAD), BEFORE PERFORMING
ANY MAINTENANCE OPERATION ON THE ENGINE.
This section provides instructions for conducting inspections - see Table III-I. Repair or replacement
instructions for those components found to be unserviceable during inspections will be found in the
applicable airplane system section. (See Section Index Guide, Introduction.)
4. Description
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S) WHEN
AIRCRAFT MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE
INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.)
The recurring maintenance schedule for the PA-34-200T Seneca II is provided herein as an Annual / 100
Hour Inspection. A Progressive Inspection Program (50 Hour) is available exclusively from Avantext,
Inc., in a separate manual form. See Piper Publications in the Introduction under Supplementary
Publications.
Piper inspection programs comply with the F.A.A. Federal Aviation Regulations Parts 43, 91 and 135.
The owner/operator is primarily responsible for maintaining the airplane in an airworthy condition,
including compliance with all applicable Airworthiness Directives and conformity with the requirements
in FAR 91.409, 91.411 and 91.413.
The first overhaul or replacement of components should be performed at the given periods. The
condition of various components can then be used as criteria for determining subsequent periods
applicable to the individual airplane, depending on usage, providing the owner/operator has an
established Part 91 Progressive Inspection Program (see 91.409(d)) or Part 135 Approved Aircraft
Inspection Program (see 135.419).
The time periods given for inspections of various components are based on average usage and
environmental conditions.
NOTE: The listed inspection, overhaul and replacement schedules do not guarantee that a particular
item or component will reach the listed time without malfunction. Unique operating conditions
encountered by individual airplanes cannot be controlled by the manufacturer.
5. Definitions
A. Inspections - Must be performed only by Certified Mechanics who are qualified on these aircraft,
using acceptable methods, techniques and practices to determine physical condition and detect
defects.
(1) Routine Inspection - Consists of a visual examination or check of the aircraft and its
components and systems without disassembly.
(2) Detailed Inspection - Consists of a thorough examination of the aircraft, appliance, component,
or system; with disassembly as necessary to determine condition.
(3) Special Inspection - Involves those components, systems or structure which by their
application or intended use require an inspection peculiar to, more extensive in scope or at a
time period other than that which is normally accomplished during an event or annual
inspection.

1C39
B. Checks - Can be performed by pilots and/or mechanics who are qualified on this aircraft and
consists of examinations in the form of comparisons with stated standards for the purpose of
verifying condition, accuracy and tolerances.
C. Approved Inspection - Means a continuing airworthiness inspection of an airplane and its various
component and systems at scheduled interval in accordance with procedures approved by the FAA
under FAR Part 91.409(d) or Part 135.419.
D. Tests - Operation of aircraft components, appliances or systems to evaluate functional performance.
(1) Operational Test - A task to determine that an item is fulfilling its intended purpose. The task
does not require quantitative tolerances. This is a fault finding task.
(2) Functional Test - A quantitative check to determine if one or more functions of an item
performs within specified limits. This test may require the use of supplemental bench test
equipment.
(3) In addition, each of the above tests must be performed by an FAA Certified Repair Station
with appropriate ratings or by a Certified Mechanic who is qualified on this aircraft. The
recording of the above function must be made in the permanent aircraft records by the
authorized individual performing the test.
E. Bench Test - Means removal of component from the aircraft to inspect for cleanliness, impending
failure, need for lubrication, repair or replacement of parts and calibration to at least the
manufacturers specifications using the manufacturers recommended test equipment or standards or
the equivalent.
Each bench test will be performed by a Piper Service Center, FAA Certified Repair Station with
appropriate rating or by a certified mechanic. This test will be performed at the scheduled interval
regardless of any bench test performed on a particular component while being repaired/overhauled
before scheduled interval bench test. After the component is installed into the aircraft, an
operational test of the component and its related system should be performed to ensure proper
function. Serviceable parts that were issued to the component will be filed in the aircraft permanent
records. The person performing the test must make appropriate entries in the aircraft’s permanent
maintenance record.
F. Maintenance - The word maintenance as defined by FAR Part 1, means “inspection, overhaul,
repair, preservation and the replacement of parts, but excludes preventive maintenance.”
G. On Condition Maintenance - A primary maintenance process having repetitive inspections or tests
to determine the condition of units, systems, or portions of structure with regard to continued
serviceability (corrective action is taken when required by item condition.)

1C40
H. Time - as used in this manual.

(1) Time-in-service for aircraft components, unless otherwise specified, is a cumulative total of
flight hours or calendar time calculated from the time a new or overhauled component was first
installed in any aircraft, and includes:
(a) the aircraft time that elapses from the initial installation to the first removal, if any; and,
(b) the aircraft time that elapses from each subsequent installation to each subsequent
removal, if any; or,
(c) the calendar time elapsed since the installation.
NOTE: Dates stamped on individual components at the time of manufacture are typically
applied to determine shelf life - i.e. the maximum time allowed from manufacture/
assembly/cure until actually installed in an aircraft and are not relevant.
Do not, however; ignore markings applied to life-limited parts when removed with
time and/or cycles remaining on them.
(2) Aircraft time, flight hours, or aircraft hours are the “Hobbs Time” shown on, or calculated
from, the installed “Hour Meter.”

1C41
6. Inspection Requirements
WARNING: INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA) FOR ALL NON-PIPER
APPROVED STC INSTALLATIONS ARE NOT INCLUDED IN THIS MANUAL. WHEN
A NON-PIPER APPROVED STC INSTALLATION IS INCORPORATED ON THE
AIRPLANE, THOSE PORTIONS OF THE AIRPLANE AFFECTED BY THE
INSTALLATION MUST BE INSPECTED IN ACCORDANCE WITH THE ICA
PUBLISHED BY THE OWNER OF THE STC. SINCE NON-PIPER APPROVED STC
INSTALLATIONS MAY CHANGE SYSTEMS INTERFACE, OPERATING
CHARACTERISTICS AND COMPONENT LOADS OR STRESSES ON ADJACENT
STRUCTURES, THE PIPER PROVIDED ICA MAY NOT BE VALID FOR AIRPLANES
SO MODIFIED.
A. Annual / 100 Hour Inspection. (See paragraph 7.)
Owners/operators may maintain the airplane solely under FAR 91.409 (a) and (b) inspection
requirements. The 100 hour inspection cycle is a complete inspection of the airplane and is identical
in scope to an annual inspection. Inspections must be accomplished by persons authorized by the
FAA.
B. Progressive Inspection.
The Progressive Inspection program is designed to permit the best utilization of the aircraft through
the use of a planned inspection schedule. This schedule is prepared in a manual form, which is
available exclusively by subscription to the Avantext TechPubs Maintenance Libraries for Piper
Aircraft (see www.Avantext.com):
P/N 767-592 for the Piper PA-34-200T.
Refer to Piper's Customer Service Information Aerofiche P/N 1753-755 for a checklist to ensure
obtaining latest issue.
NOTE: The 50 Hour Progressive Inspection Manual (P/N’s 767-592) referenced above is not a
stand-alone document. It constitutes a snapshot of the Airworthiness Limitations and
Inspection sections of the Instructions for Continued Airworthiness (ICA) and is current
only at the time of printing. Use it as follows:
(1) Owners/operators desiring to establish a Part 91 Progressive Inspection Program
(PIP) (see 91.409(d)) or a Part 135 Approved Aircraft Inspection Program (AAIP)
(see 135.419) should use the appropriate Progressive Inspection Manual as a
template for submission to their regional FAA office.
(2) Service centers conducting Event Cycle inspections under a FAA-approved PIP or
AAIP can use the appropriate Progressive Inspection Manual as a working check-off
list/form, provided they verify its currency against the FAA-approved PIP or AAIP.
C. Overlimits Inspection.
If the airplane has been operated so that any of its components have exceeded their maximum
operational limits, special inspections may be required by Piper and/or the component
manufacturer. See Unscheduled Maintenance Checks and applicable vendor publications.

1C42
7. Annual / 100 Hour Inspection Procedure

A. Scheduled Maintenance (i.e. - Table III-I)
(1) The required periodic inspection procedures are listed in Table III-I. These inspection
procedures are broken down into major groups which include Propeller, Engine, Turbocharger,
Cabin and Cockpit, Fuselage and Empennage, Wing, Landing Gear, Special Inspection,
Operational Inspection and General. The first column in each group lists the inspection or
procedure to be performed. The second column is divided into two sub-columns indicating the
required inspection interval of 50 hours or 100 hours. Each inspection or operation is required
at each of the inspection intervals indicated by a circle (O). When a vendor publication
specifies a time outside the 50 / 100 hour cycle, it will be listed as a special inspection in
paragraph 8.
(2) Refer to the applicable section of this manual for instructions on how to gain access to remove
any item that must be removed and is not completely accessible.
(3) Inspection Report Forms.
To help in the performance of periodic inspections, Inspection Report forms are available
exclusively by subscription to the Avantext TechPubs Maintenance Libraries for Piper Aircraft
(see www.Avantext.com):
P/N 230-856 for the Piper PA-34-200T.
NOTE: Service centers conducting Part 91 Annual / 100 Hour Inspections can use Inspection
Report Form (P/N 230-856), as a working check-off list, provided they verify its
currency against an up-to-date copy of the ICA (i.e. - this Service Manual, see Section
I and Section III, paragraph 6.).
(4) In addition to inspection intervals required in scheduled maintenance (i.e. - Table III-I),
preflight inspection must also be performed.
(5) References to service manual applicable areas are per the Piper proprietary system defined by
the Section Index Guide.
B. Special Inspections (see paragraph 8.)
C. Unscheduled Maintenance (see paragraph 9.)

1C43

1C44
TABLE III-I. INSPECTION REPORT

Refer to Notes 1, 2, 3, and 4 before performing the following inspections.
Inspection
NATURE OF INSPECTION Interval (Hrs)
L R 50 100
A. PROPELLER GROUP
WARNING: USE EXTREME CAUTION WHEN ROTATING
PROPELLER BY HAND; PROPELLER MAY KICK
BACK. PRIOR TO ROTATING PROPELLER ENSURE
BOTH MAGNETO SWITCH(S) ARE OFF (GROUNDED).
IF MAGNETO(S) ARE NOT GROUNDED, TURNING
PROPELLER MAY START ENGINE.
1. Inspect spinner and back plate for cracks, dents, missing screws,
and security ............................................................................................. O O O O
2. Inspect blades for nicks and cracks......................................................... O O O O
3. Inspect for grease and oil leaks ............................................................... O O O O
4. Lubricate propeller per Lubrication Chart, Section II............................. O O O O
5. Inspect spinner mounting brackets for cracks and security .................... O O O
6. Inspect propeller mounting bolts for condition and security.
If safety is broken, re-torque and safety.................................................. O O O
7. Inspect hub parts for cracks and corrosion.............................................. O O O
8. Rotate blades and check for tightness in hub pilot tube.
(Refer to Section VIII.) ........................................................................... O O O
9. Inspect complete propeller and spinner assembly for security,
chafing, cracks, deterioration, wear, and correct installation.................. O O O
10. Check propeller air pressure .................................................................. O O O O
B. ENGINE GROUP
WARNING: READ NOTE 24 BEFORE COMPLETING INSPECTION.
WARNING: IF MAGNETO(S) ARE NOT GROUNDED, TURNING
PROPELLER MAY START ENGINE. USE EXTREME
CAUTION WHEN ROTATING PROPELLER BY HAND;
PROPELLER MAY KICK BACK. PRIOR TO ROTATING
PROPELLER ENSURE BOTH MAGNETO SWITCH(S)
ARE OFF (GROUNDED).
NOTE: Read Note 26 prior to completing this group.
1. Remove engine cowling and inspect for internal and external damage .. O O O O
2. Clean and inspect cowling for cracks, distortion, and loose
or missing fasteners................................................................................. O O O
3. Drain oil sump......................................................................................... O O O
4. Clean suction oil strainer at oil change; inspect
strainer for foreign particles .................................................................... O O O
5. Change full flow (spin on type) oil filter element; inspect element
for foreign particles. ).............................................................................. O O O O
6. Inspect oil temperature sender unit for leaks and security...................... O O O

1C45
TABLE III-I. INSPECTION REPORT (cont.)

Inspection
L R 50 100
B. ENGINE GROUP (Cont.)
7. Inspect oil lines and fittings for leaks, security, chafing,
dents, & cracks. (See Note 26.)............................................................... O O O O
8. Clean and inspect oil radiator cooling fins.............................................. O O O
9. Fill engine with oil per information on cowling
or in Lubrication Chart, Section II .......................................................... O O O
CAUTION: USE CAUTION NOT TO CONTAMINATE PRESSURE
PUMP WITH CLEANING FLUID.
10. Clean engine with approved solvents...................................................... O O O
11. Check condition of spark plugs. (Clean and adjust gap as required,
see Note 9.) ............................................................................................. O O O
NOTE: If fouling of spark plugs is apparent, rotate bottom plugs to upper
plugs.
12. Check cylinder compression. (See Note 7.) ............................................ O O O
13. Inspect ignition harness and insulators for security of mounting,
tight connections, high tension leakage and continuity.
(See Notes 9 and 23.) .............................................................................. O O O O
14. Check magneto points for proper clearance. (Maintain
clearance at 0.018 +006.) (See Note 9.).................................................. O O O
15. Inspect magnetos. (See Note 18.)............................................................ O O O
16. Check breaker felts for proper lubrication .............................................. O O O
17. Check magnetos to engine timing........................................................... O O O
18. Remove induction air filter and tap gently to remove dirt particles.
(Replace as required.) ............................................................................. O O O O
19. Clean injector nozzles as required. (Clean with acetone only.) .............. O O O O
20. Replace the pressure system inlet air filter (i.e., central air filter,
gyro filter, etc.) element. (See Note 13.) ................................................. O O O
21. Remove induction air box valve and inspect for evidence
of excessive wear or cracks. Replace defective parts.............................. O O O
22. Inspect fuel injector attachments for loose hardware.............................. O O O
23. Inspect engine primer system for operation, security, and leaks............. O O O
24. Check intake seals for leaks and clamps for tightness ............................ O O O
25. Inspect all air inlet duct hoses. (Replace as required.)............................ O O O
26. Inspect condition of flexible fuel lines.................................................... O O O
27. Inspect fuel system for leaks. (See Note 17.).......................................... O O O
28. Inspect engine-driven and electric fuel pumps for condition
and operation. Replace as required. (See Note 12.) ................................ O O O
29. Inspect dry-air pressure pumps for condition and operation,
and security of lines. (See paragraph 10-16a.)........................................ O O O

1C46

Inspection
L R 50 100
30. Check throttle, alternate air, mixture and propeller
governor controls for security, travel and operating condition ............... O O O
31. Inspect exhaust stacks, connections and gaskets.
(Replace gaskets as required.)................................................................. O O O O
32. Inspect breather tubes for obstructions and security ............................... O O O
33. Inspect crankcase for cracks, leaks and security of seam bolts .............. O O O
34. Inspect engine mounts for cracks and loose mountings.......................... O O O
35. Check rubber ending mount bushings for deterioration.
(Replace as required.) ............................................................................. O O O
36. Inspect all engine baffles for condition and security .............................. O O O
37. Inspect firewall seals ............................................................................... O O O
38. Inspect condition of alternator and starter............................................... O O O
39. Inspect all lines, air ducts, electrical leads and
engine attachments for security, proper routing,
chafing cracks, deterioration and correct installation ............................. O O O O
40. Check air conditioning compressor oil level........................................... O O
41. Check condition and tension of compressor drive belt.
(Refer to Service Manual, Section XIV.) ................................................ O O
42. Check security of compressor mounting................................................. O O
43. Inspect compressor clutch security and condition of wiring................... O O
44. Lubricate all controls. (See Section II.) .................................................. O O O
45. Inspect and clean oil pressure relief valve .............................................. O O O
46. Inspect engine set-up per TCM SID97-3C or later.
See also paragraph 8-60 .......................................................................... O O O
C. TURBOCHARGER GROUP
1. Inspect all air inlet ducting and compressor discharge
ducting for worn spots, loose clamps or leaks. ....................................... O O O O
2. Inspect engine air inlet assembly for cracks, loose
clamps and screws................................................................................... O O O O
3. Inspect exhaust ducting and exhaust stacks for signs
of leaks or cracks. Check all clamps for tightness .................................. O O O O
4. Carefully check all turbo support brackets, struts etc.,
for breakage, sagging or wear ................................................................. O O O O
5. Perform V-Band Coupling 100-hour inspection,
per paragraph 8-27a. ............................................................................... O O O
6. Inspect all oil lines and fittings for wear, leakage,
heat damage or fatigue ............................................................................ O O O O
7. Inspect bypass valve for security and safety ........................................... O O O O
8. Run up engines, check all instruments for smooth,
steady response ....................................................................................... O O O O
9. Install engine cowling ............................................................................. O O O O

1C47

Inspection
50 100
D. CABIN AND COCKPIT GROUP
1. Inspect cabin entrance doors, cargo and baggage doors for damage and
operation. .............................................................................................................. O O
2. Inspect condition and security of cabin entrance door, cargo and baggage door
locks, latches and hinges. (See paragraphs 4-56a and 4-56b.)............................... O O
3. Inspect windows for condition and security........................................................... O
4. Inspect upholstery for tears .................................................................................... O
5. Inspect seats and attaching brackets and hardware for condition, security,
and operation.......................................................................................................... O
6. Inspect seat belts and shoulder harnesses per Section IV, Restraint System ......... O
7. Inspect trim operation ............................................................................................ O
8. Inspect operation and condition of rudder pedals .................................................. O
9. Inspect parking brake handle and toe brakes for operation and cylinder leaks ..... O
10. Inspect control wheels, column, pulleys bobweight and cables.
(See Note 28.) ........................................................................................................ O
11. Inspect flap control cable attachment bolt, per Paragraph 5-35a. ......................... O
12. Inspect landing, navigation, cabin and instrument lights....................................... O O
13. Inspect instruments, lines and attachments ............................................................ O
14. Inspect gyro operated instruments and electric turn and bank.
(Overhaul or replace as required.).......................................................................... O
15. If installed, replace filters in gyro horizon and directional gyro instruments. ....... O
16. Replace the pressure system inlet air filter (i.e., central air filter, gyro filter, etc.)
element ................................................................................................................... O
17. If installed, replace vacuum regulator filter element.............................................. O
18. Inspect static system, altimeter and transponder for installation/certification
per latest revision of AC43.13-1 and current test/inspection
per FAR’s 91.411 and 91.413, respectively ........................................................... O
19. Inspect and test ELT per FAR 91.207. (See Testing ELT, Section XII.)................ O
20. Inspect operation of fuel selector valves................................................................ O
21. Inspect operation of fuel drains.............................................................................. O
22. Inspect condition of heater controls and ducts....................................................... O
23. Inspect condition of air vents. ................................................................................ O
24. Inspect condition of air conditioning ducts............................................................ O
25. Remove and clean air conditioning evaporator filter ............................................. O
26. Inspect stabilator control stops to ensure stop has not loosened
and jam nuts are tight ............................................................................................. O
27. Inspect rudder control stop to ensure stop has not loosened and
locknuts are tight.................................................................................................... O
28. If installed, inspect portable fire extinguisher minimum weight as
specified on nameplate........................................................................................... O

1C48

Inspection
50 100
E. FUSELAGE AND EMPENNAGE GROUP
1. Remove inspection plates and panels .................................................................... O
2. Inspect battery box and cables
Flush area as required and fill battery per Battery, Section II................................ O O
3. Check fluid level in brake reservoir. (Fill as required.) ........................................ O O
4. Inspect electronics installations for condition and security ................................... O
5. Inspect antennas, mounts, and wiring for damage and security ............................ O
6. Inspect skins, bulkheads, frames, and stringers for damage, irregularities,
or structural defects (i.e. - skin cracks, distortion, dents, corrosion,
and loose or missing rivets).................................................................................... O
7. For airplanes used for training, equipped with Prestolite pumps: Inspect
hydraulic pump motor brushes. (See Note 16.) ..................................................... O
8. Inspect aft wing attach fittings per paragraph 4-33a.............................................. O
9. Check hydraulic pump fluid level. (Fill as required.) ............................................ O O
10. Inspect hydraulic lines for damage and leaks ........................................................ O
11. Check air conditioning system for refrigerant leaks .............................................. O
12. Check refrigerant level in sight gauge of receiver-dehydrator. (Refer to
Section XIV.).......................................................................................................... O O
13. Inspect air conditioner condenser air scoop for condition and rigging.................. O O
14. Inspect cabin heater. (See AD 2004-21-05.) .......................................................... O O
15. Check fuel lines, valves and gauges for damage and operation............................. O
16. Check security of all lines...................................................................................... O
17. Inspect vertical fin for surface damage or irregularities (i.e. - skin cracks,
distortion, dents, corrosion, and excessive paint build up); structural defects
(i.e. - loose or missing rivets); misrigging or structural imbalance; hinge damage,
excessive wear, freedom of movement and proper lubrication; and attachment
points for missing or worn hardware. .................................................................... O
18. Inspect vertical fin attachments for condition and security ................................... O
19. Inspect rudder for surface damage or irregularities (i.e. - skin cracks,
(i.e. - loose or missing rivets); misrigging or structural imbalance; hinge damage,
excessive wear, freedom of movement and proper lubrication; and attachment
points for missing or worn hardware. .................................................................... O
20. Inspect rudder hinges, horn and attachments for damage and
operation ................................................................................................................ O
21. Inspect rudder tab hinge bolts for excess wear. (Replace as required.)
(See Note 14.) ........................................................................................................ O
22. Inspect rudder trim mechanism. (See Note 14.) .................................................... O
23. Inspect stabilator and tab for surface damage or irregularities (i.e. - skin cracks,
(i.e. - loose or missing rivets); misrigging or structural imbalance; hinge
damage, excessive wear, freedom of movement and proper lubrication;
and attachment points for missing or worn hardware ............................................ O

1C49

Inspection
50 100
E. FUSELAGE AND EMPENNAGE GROUP (Cont.)
24. Inspect stabilator tab horn and attachments for damage, security, and operation.. O
25. Inspect stabilator attachments and attach brackets for corrosion, rust, and security.
(See Stabilator Attach Fitting Corrosion Inspection, paragraph 4-18a.) ............... O
26. Inspect stabilator and tab hinge bolts and bearings for excess wear.
(Replace as required.) ........................................................................................... O
27. Inspect stabilator trim mechanism for condition, security, and operation ............ O
28. Inspect aileron, rudder, stabilator, and stabilator trim cables, terminals,
turnbuckles, guides, fittings, and pulleys for safety, condition, and operation.
(See Note 28.) ....................................................................................................... O
29. Inspect rudder, stabilator, and stabilator trim cable tension per Table V-I.
Use a tensiometer. ................................................................................................. O
30. Lubricate per Lubrication Chart, Section II .......................................................... O O
31. Inspect strobe lights for security and operation .................................................... O
32. Inspect security of Autopilot bridle cable clamps. (See Note 28.) ........................ O
33. Inspect all control cables, electrical leads, air ducts, and attaching parts for
security, routing, chafing, deterioration, wear and correct installation.................. O
34. Inspect ELT battery for condition/date per FAR 91.207........................................ O
35. Inspect ELT installation and antenna for condition and security.
Replace antenna if bent or damaged ..................................................................... O
36. Install inspection plates and panels ....................................................................... O
37. Inspect aileron control stops to ensure stops have not loosened
and locknuts are tight ............................................................................................ O
F. WING GROUP
1. Remove inspection plates and fairings .................................................................. O
2. Inspect wing surfaces and tips for damage, loose rivets, and condition of walkway O
3. Inspect ailerons for surface damage or irregularities (i.e. - skin cracks,
(i.e. - loose or missing rivets); misrigging or structural imbalance; hinge
damage, excessive wear, freedom of movement and proper lubrication;
and attachment points for missing or worn hardware. .......................................... O
4. Inspect aileron hinge pins for condition and security ........................................... O
5. Inspect aileron cables, terminals, turnbuckles, fittings, guides, pulleys, and
bellcranks for safety, condition, and operation. (See Note 28.) ............................ O
6. Inspect aileron cable tension per Chart V-I. Use a tensiometer ............................. O
7. Inspect pitot mast for damage and condition ........................................................ O
CAUTION: SEVERE BURNS CAN RESULT FROM COMING IN CONTACT
WITH A HEATED PITOT TUBE.
8. Check pitot heat ..................................................................................................... O

1C50

Inspection
50 100
9. Inspect flaps for surface damage or irregularities (i.e. - skin cracks, distortion,
dents, corrosion, and excessive paint build up); structural defects (i.e. - loose
or missing rivets); misrigging or structural imbalance; hinge damage, excessive
wear, freedom of movement and proper lubrication; and attachment points
for missing or worn hardware ................................................................................ O
10. Inspect flap hinge bolts for condition and security. Replace as required............... O
11. Lubricate per Lubrication Chart, Section II ........................................................... O O
12. Inspect aft wing rib assembly, WS 49.25., per paragraph 4-16a............................ O
13. Inspect wing fore and aft attach fittings, and bolts, for security, corrosion
and condition.......................................................................................................... O
14. Retorque wing aft spar attach bolts per paragraph 4-16b. ..................................... O
15. Inspect fuel tanks and lines for leaks and water .................................................... O
16. Remove, drain and clean fuel filter bowls ............................................................. O O
17. Inspect fuel tanks for minimum octane and capacity markings............................. O
18. Inspect fuel tank vents. .......................................................................................... O
19. Inspect all control cables, air ducts, electrical leads, lines, and attaching parts
for security, routing, chafing, deterioration, wear, and correct installation. .......... O
20. Install inspection plates and fairings...................................................................... O
G. LANDING GEAR GROUP
NOTE: The following inspections incorporate the requirements of Piper Service
Bulletin (PSB) No. 1123B. Any later revisions to PSB No. 1123 must be
complied with separately. See also AD 2005-13-16.
1. Inspect main gear trunnion assembly for condition. (See Note 11.) ..................... O
2. Check oleo struts for proper extension and evidence of fluid leakage.
(See Oleo Struts, Section II.) ................................................................................ O O
3. Inspect wheel alignment, if required ..................................................................... O
4. Put airplane on jacks. (per Section II) ................................................................... O
5. Inspect tires for cuts, uneven or excessive wear and slippage .............................. O
6. Remove wheel, clean, check and repack bearings ................................................ O
7. Inspect wheels for cracks, corrosion and broken bolts. ........................................ O
8. Check tire pressure per Section II, Table II-I ........................................................ O O
9. Inspect brake linings and discs for condition and wear.
(Refer to paragraph 7-52.) ..................................................................................... O O
10. Inspect brake backing plates ................................................................................. O
11. Inspect brake lines and retaining clamps .............................................................. O
12. Inspect condition of nose gear centering spring and bungees ............................... O
13. Inspect gear forks for damage ............................................................................... O
14. Inspect nose and main gear actuators .................................................................... O
15. Inspect main gear trunnion pin. Replace, if necessary .......................................... O
16. Inspect hydraulic lines, electrical leads, and attaching parts for
condition and security (i.e. - routing, chafing, damage, wear, etc.) ....................... O
17. Inspect drag and side brace link bolts. (Replace as required.) .............................. O

1C51

Inspection
50 100
G. LANDING GEAR GROUP (Cont.)
18. Inspect gear doors and attachments for condition and security ............................. O
19. Inspect gear warning horn and light for operation ................................................ O
20. Retract gear - check operation .............................................................................. O
21. Retract gear - inspect doors for clearance and operation ...................................... O
22. With gear retracted, check “Free Fall” valve operation ......................................... O
23. Inspect operation of squat switch .......................................................................... O
24. Inspect down lock switches, up switches, and electrical leads for security .......... O
25. Check downlocks for operation and adjustment .................................................... O
NOTE: In the following inspections, refer to Nose Landing Gear; Inspection;
Section VII.
26. Inspect nose gear steering control and travel. See Nose Landing Gear,
Alignment, Section VII ......................................................................................... O
27. Inspect nose and main gear struts, attachments, torque links, retraction
links, bolts, and bushings for condition and security. (See Note 10.) .................... O
28. Inspect nose gear upper drag link AN7-35 attach bolt or the alternate
NAS6207-50D bolt per Nose Landing Gear, 100 Hour Upper Drag Link
Attach Bolt Inspection, Section VII ....................................................................... O
29. Inspect the nose gear retraction link retention spring (P/N 96178-0)
for damage, distortion, or corrosion ...................................................................... O
30. Remove triangular shaped, nose gear strut servicing access panel
located in the forward baggage compartment:
a. Inspect nose tiller roller, steering arm channel and tiller track
for condition ................................................................................................... O
b. Examine the tiller, tiller roller, steering arm channel and turn-stop bosses
for damage caused by exceeding nose wheel turn limits when towing with
power equipment ............................................................................................ O
c. Inspect the AN4-10A bolts attaching the P/N 95393-00 arm to the steering
channel for proper torque (50-70 in. lbs). If found loose, replace bolts
and re-torque .................................................................................................. O
31. Inspect the nose gear drag link center pivot and attachment bolts for condition
and security. (Replace as required.) ...................................................................... O

1C52

Inspection
50 100
32. Inspect the nose gear down lock link assembly for binding, worn spring
retention pin, and any noticeable elongation of the hole associated with the
spring retention pin. Inspect the down lock spring for damage, distortion, or
corrosion. Clean and lubricate using MIL-PRF-7870C oil (See Note 6.) ............. O
33. Inspect the actuator mounting bracket per Nose Landing Gear, 100 Hour
Actuator Mount Bracket Inspection, Section VII................................................... O
34. Inspect the bolt and bushing associated with the attachment of the
P/N 95712-004 retraction link assembly to the actuator mounting bracket.
Replace if “wear grooves” are noted in either the bolt or bushing ....................... O
35. Inspect the AN23-25 stop bolt in the actuator mounting bracket for condition
and security ............................................................................................................ O
36. Lubricate per Lubrication Chart, Section II ........................................................... O O
37. Verify proper adjustment of nose gear down lock link by rigging per Nose
Landing Gear, Installation and Rigging, Section VII............................................. O
38. Inspect the Tunnel Bracket (P/N 95554-000) installation per Nose
Landing Gear, 100 Hour Tunnel Bracket Installation Inspection, Section VII ...... O
WARNING: DO NOT REMOVE JACKS UNTIL IT HAS BEEN DETERMINED
THAT THE LANDING GEAR IS DOWN AND LOCKED.
39. Remove airplane from jacks .................................................................................. O
H. SPECIAL INSPECTION
See Special Inspections, Requirements, Paragraph 8.

1C53

Inspection
L R 50 100
I. OPERATIONAL INSPECTION
1. Check fuel pumps, fuel tank selector and crossfeed operation ............... O O O O
2. Check fuel quantity and pressure or flow gauges ................................... O O O O
3. Check oil pressure and temperature gauges ............................................ O O O O
4. Check alternator output .......................................................................... O O O O
5. Check manifold pressure gauge .............................................................. O O O O
6. Check alternate air................................................................................... O O O O
7. Check parking and toe brake................................................................... O O
8. Check pressure gauge.............................................................................. O O
9. Check gyro for noise and roughness ....................................................... O O
10. Check cabin heater and defroster ............................................................ O O
11. Check magneto RPM variation ............................................................... O O O O
12. Check magneto switch operation ............................................................ O O O O
13. Check throttle and mixture controls........................................................ O O O O
14. Check propeller controls and propeller action. ....................................... O O O O
15. Check engine idle.................................................................................... O O O O
16. Check electronic equipment operation (Refer to Section XII
for ELT check) ........................................................................................ O O
17. Check air condition compressor clutch operation................................... O O
18. Check air conditioner condenser scoop operation .................................. O O
19. Check operation of flight controls and flaps ........................................... O O
20. Check operation of Autopilot, including automatic pitch trim and
manual electric trim. (See Note 22.) ....................................................... O O
J. GENERAL
1. Aircraft conforms to FAA Specifications .............................................................. O O
2. Latest revision of applicable FAA Airworthiness Directives complied with ........ O O
3. Current and correct Pilot’s Operating Handbook is in the airplane ....................... O O
4. Appropriate entries made in the Aircraft and Engine Log books .......................... O O
5. Registration Certificate is in the aircraft and properly displayed .......................... O O
6. Aircraft Equipment List, Weight and Balance and FAA Form(s) 337
(if applicable) are in the aircraft and in proper order............................................. O O
7. Operational inspection and run-up completed ....................................................... O O
8. Aircraft cleaned and lubricated after wash (as required) ....................................... O O

1C54

K. NOTES:
1. Refer to Piper's Customer Service Information File for latest revision dates of Piper Inspection
Reports/Manuals and this service manual. References to Section are to the appropriate Section
in this manual.
WARNING: INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA) FOR ALL
NON-PIPER APPROVED STC INSTALLATIONS ARE NOT INCLUDED IN
THIS MANUAL. WHEN A NON-PIPER APPROVED STC INSTALLATION IS
INCORPORATED ON THE AIRPLANE, THOSE PORTIONS OF THE
AIRPLANE AFFECTED BY THE INSTALLATION MUST BE INSPECTED IN
ACCORDANCE WITH THE ICA PUBLISHED BY THE OWNER OF THE
STC. SINCE NON-PIPER APPROVED STC INSTALLATIONS MAY
CHANGE SYSTEMS INTERFACE, OPERATING CHARACTERISTICS AND
COMPONENT LOADS OR STRESSES ON ADJACENT STRUCTURES, THE
PIPER PROVIDED ICA MAY NOT BE VALID FOR AIRPLANES SO
MODIFIED.
2. Inspections or operations are to be performed as indicated by a “O” at the 50 or 100 hour
inspection interval. Inspections or operations (i.e. - component overhauls/replacements, etc.)
required outside the 50/100 hour cycle are listed as special inspections in paragraph 8.
Inspections must be accomplished by persons authorized by the FAA.
a. The 50 hour inspection accomplishes preventive maintenance, lubrication and servicing as
well as inspecting critical components.
b. The 100 hour inspection is a complete inspection of the airplane, identical to an annual
inspection.
NOTE: A log book entry should be made upon completion of any inspections.
3. Piper Service Bulletins are of special importance and Piper considers compliance mandatory.
In all cases, see Service Bulletin/Service Letter Index P/N 762-332 to verify latest revision.
See also Table III-II.
4. Piper Service Letters are product improvements and service hints pertaining to servicing the
airplane and should be given careful attention.
5. Inspections given for the power plant are based on the engine manufacturer’s operator’s
manual (X30583) for this airplane. Any changes issued to the engine manufacturer’s operator’s
manual shall supersede or supplement the inspections outlined in this report.
6. Verify compliance with Piper Service Bulletin No. 1113.
7. Refer to the latest revision of Continental Motors Service Bulletin M73-19.
8. Not used.
9. For operation at higher altitudes (12,000 feet and up), more frequent ignition system
maintenance is required. (Refer to the latest revision of Continental Service Bulletin M78-8.)
10. For airplanes which have not complied with Part II of Piper Service Bulletin No. 956 or
completed the hardware replacement in paragraph 7-24b, each 100 hours time-in-service,
inspect the Main Landing Gear Trunnion Attach Fittings Hardware per paragraph 7-24a.

1C55

K. NOTES: (cont.)
CAUTION: IF TIME-IN-SERVICE FOR MAIN GEAR TRUNNION ASSEMBLIES OTHER

THAN P/N’S 67926-030, 67926-032, 67926-040, OR 67926-042 (LEFT) AND
67926-031, 67926-033, 67926-041 OR 67926-043 (RIGHT) (EACH EMBOSSED
WITH FORGING NUMBER 02599-2) CANNOT BE DETERMINED, THEN
THOSE MAIN GEAR TRUNNION ASSEMBLIES MUST BE REPLACED
BEFORE FURTHER FLIGHT.
11. For airplanes which have not installed new main landing gear trunnion assemblies P/N’s
67926-030, 67926-032, 67926-040, or 67926-042 (Left) and 67926-031, 67926-033, 67926-041,
or 67926-043 (Right) (each embossed with forging number 02599-2); and, have accumulated
500 hours time-in-service on one or both of the installed main landing gear trunnion assemblies:
perform Main Gear Trunnion Assembly Dye-Penetrant Inspection (see paragraph 7-21ab) on
one or both trunnion assemblies, as required.
12. Replace engine-driven fuel pump at engine overhaul.
13. Early Seneca II’s had inline filters in the cabin; later airplanes have a filter located in each nacelle.
14. Refer to Section V, paragraph 5-34 for allowable rudder tab and trim free play.
15. Maintain cable tensions specified in Section V.
16. Replacement brushes are no longer available. When brushes wear out, replace the Prestolite pump
with a new Oildyne pump.
17. See also AD 78-21-03.
18. For airplanes equipped with TCM/Bendix Magnetos: inspect magneto(s) per the procedures in the
Periodic Maintenance section of the applicable Service Support Manual, available from Teledyne
Continental Motors, Inc., PH: (800) 718-3411, or http://www.tcmlink.com/.
19. The compressor oil level should not be checked unless a Freon leak has occurred which requires
an addition of Freon to the system.
20. Not Used.
21. Not Used.
22. Refer to flight manual supplement for preflight and flight check, for intended function in all
modes.
23. Refer to the latest revision of Bendix Service Bulletin 612 for inspection of magnetos and ignition
harness.
24. Refer to Teledyne Continental Service Bulletin M86-11, latest revision.
25. Not used.
26. Flexible hose replacement times are in-service times. In-service must be determined by (1) the
date the aircraft was licensed, if new or (2) the date entered in the logbook for the replacement
hose placed in service. Do not use the date stamped on the hose, as time may be included for shelf
life, and not in-service use.

1C56

K. NOTES: (cont.)
27. Not used.

28. Examine cables for broken strands by wiping them with a cloth for their entire length. Visually
inspect the cable thoroughly for damage not detected by the cloth. Replace any damaged or frayed
cables.
(a) See Special Inspections, Procedures, Control Cable Inspection, or the latest edition of FAA
AC 43.13-1.
(b) At fifteen (15) years time-in-service, begin Cable Fittings 100 Hour Special
Inspection. See Special Inspections, Procedures, Control Cable Inspection, below.

1C57

1C58
8. Special Inspections
AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE
A. Requirements
The following inspections are required in addition to those listed in Table III-I. These inspections
are required at intervals of:
Flight hours;
Calendar Year; or
The specific operation being conducted or the environment being operated in.
Unless otherwise indicated, these inspections are to be repeated at each occurrence of the specified
interval. Note that the items listed herein are guidelines based on past operating experience. Each
operator should closely monitor his own unique operating conditions/environment and react
accordingly to keep his aircraft airworthy.
(1) Per Flight Hour

(a) Each 10 Hours
For airplanes which have not installed new main landing gear trunnion
assemblies P/N’s 67926-030, 67926-032, 67926-040, or 67926-042 (Left) and
67926-031, 67926-033, 67926-041, or 67926-043 (Right) (each embossed with
forging number 02599-2); and, have accumulated 2000 hours time-in-service on
one or both of the installed main landing gear trunnion assemblies: perform
Main Gear Trunnion Assembly Dye-Penetrant Inspection (see paragraph 7-21ab)
on one or both trunnion assemblies, as required.
(b) Each 25 Hours
1 For engines using only a pressure screen oil filtration system (i.e., not equipped
with any full flow cartridge filter), change the engine oil and clean the screens
each 25 hours of engine operation.
2 In S/N’s 34-7570001 thru 34-7970075, 34-7970077 thru 34-7970105,
34-7970107 thru 34-7970109, and 34-7970111, 34-7970113 thru 34-7970117,
34-7970120 and 34-7970121, 34-7970123 thru 34-7970135, 34-7970137,
34-7970141, 34-7970143, 34-7970145 and 34-7970164; for airplanes which
have not accomplished the modification in paragraph 4-56c or complied with
Part III of Piper Service Bulletin No. 633B: each 25 hours time-in-service,
inspect and rig the door latching and locking mechanism per paragraph 4-56b.

1C59
(c) Each 200 Hours

For airplanes with wing flap(s) which have accumulated ten (10) years time-in-
service, conduct the following special inspection each 200 hours: Inspect the
interior of the wing flap for evidence of dissimilar metal corrosion where
aluminum sheet metal is in contact with steel flap brackets. Use a bore scope or
other suitable tool. Installation of a new wing flap will relieve this inspection
requirement until such time as the replacement wing flap reaches ten (10) years
time-in-service.
(d) Each 500 Hours
1 Remove propeller; remove sludge from crankshaft. Clean any residual sludge
clinging to the exterior of propeller / crankshaft mating surfaces.
2 For airplanes equipped with Prestolite hydraulic pumps, inspect motor brushes
per paragraph 6-7.
3 Replace the nose gear drag link attach bolt and stack-up per Limitations,
Section I.
4 Clean and lubricate stabilator trim drum screw.
5 For airplanes equipped with TCM/Bendix Magnetos: inspect and clean
magneto(s) per the procedures in the Periodic Maintenance Section of the
applicable Service Support Manual, available from Teledyne Continental
Motors, Inc., PH: (800) 718-3411, or http://www.tcmlink.com.
6 Lubricate per Lubrication Charts, Section II.
7 If installed, replace the pressure system in-line air filter elements each 500 hours
time-in-service, annually, or at dry-air pump replacement, whichever comes
first.
(e) Each 600 Hours
For airplanes equipped with Aero Accessories, Inc. dry air pump(s) model
AA441CC / AA442CW series, replace each pump as it accumulates 600 hours
time-in-service.
(f) Each 1000 Hours
1 Replace engine compartment flexible hoses (fuel, oil, etc.) as required; but not
to exceed 1000 hours time-in-service, eight (8) years, or engine overhaul,
whichever comes first; except for TSO-C53a - Type D hoses which are replaced
on-condition.
2 Remove all turbocharger components from the engine. Inspect and repair or
replace as necessary. Inspect turbocharger rotor for excessive play, carbon and
dirt deposits. Remove and inspect turbine and compressor housings. Inspect
turbine wheel and impeller for physical damage and excessive build up of
deposits. If excessive, replace turbocharger assembly.
3 Beginning at 2000 hours and each 1000 hours thereafter, inspect the nose gear
trunnion (P/N 95723-005) for cracks per 1000 Hour Nose Gear Trunnion
Inspection, Section VII.

1C60
(g) Each 1400 Hours

For airplanes equipped with (L)TSIO-360-E-1A engines, each 1400 hours,
twelve (12) years, or as specified in the latest revision of Teledyne Continental
Motors SIL98-9, overhaul or replace engine.
a Overhaul or replace magnetos at engine overhaul, or as specified by the
magneto manufacturer.
b Overhaul or replace dry-air pressure pump at engine overhaul, or as
specified by the pump manufacturer.
c Replace engine-driven fuel pumps at engine overhaul or each twelve (12)
years, whichever comes first.
(h) Each 1500 Hours
Overhaul Janitrol combustion heater each 1,500 hours or whenever a Pressure
Decay Test is failed. See Janitrol Maintenance and Overhaul Manual, P/N
24E25-1 and AD 2004-21-05.
(i) Each 1800 Hours
For airplanes equipped with (L)TSIO-360-EB engines, each 1800 hours, twelve
(12) years, or as specified in the latest revision of Teledyne Continental Motors
SIL98-9, overhaul or replace engine.
(j) Each 2000 Hours
1 Each 2000 hours or seven (7) years, whichever occurs first, remove interior
cabinets, panels, and headliner and conduct detailed inspection of aircraft
structure (skin, bulkheads, stringers, etc.) for condition and security. Inspection
of structure concealed by headliner may be accomplished by alternate means
(i.e. - through the use of a borescope) without removing the headliner, providing
access is obtained to all concealed areas and borescope provides sufficient detail
to adequately accomplish the inspection.
2 Overhaul or replace Hartzell propellers each five (5) or six (6) years or each
2000 or 2400 hours. (Refer to latest revision of Hartzell Service Letter No. 61 to
determine specific requirements for individual airplanes.)
3 Overhaul or replace McCauley propellers each 2000 hours or six (6) years,
whichever comes first. See latest Revision of McCauley Service Bulletin No.
137.
(k) Each 2400 Hours
1 Overhaul or replace Hartzell propeller governors each 2400 hours or at engine
overhaul. (Verify TBO in latest revision of Hartzell Service Letter No. 61.)

1C61
(l) Each 2500 Hours

For airplanes which have not installed new main landing gear trunnion
assemblies P/N’s 67926-030, 67926-032, 67926-040, or 67926-042 (Left) and
67926-031, 67926-033, 67926-041, or 67926-043 (Right) (each embossed with
forging number 02599-2): replace each main landing gear trunnion assembly
upon accumulating 2500 hours time-in-service.
(2) Per Calendar Year
(a) Each Seven (7) Days
If equipped with Scott / Avox oxygen systems, at least once a week, visually
check oxygen cylinder installation for leakage, corrosion, bulges, gouges,
distortion, security of mounting, and current hydrostatic test date.
(b) Each Thirty (30) Days
1 Check propeller air pressure.
2 Inspect battery, box or shelf, and cables. Flush box as required and fill battery
per instructions on box or in Section XI.
3 If installed, check portable fire extinguisher for condition and charge. Verify
nozzle is not obstructed and safety seal is intact. Determine charge by “hefting”
extinguisher.
(c) Each Ninety (90) Days
Remove, drain, and clean fuel filter bowls and cartridge assemblies.
(d) Each Four (4) Months
Change the engine oil and full-flow cartridge oil filter each four (4) months or
every 50 hours time-in-service, whichever comes first.
(e) Each Twelve (12) Months
1 Replace the pressure system inlet air filter (i.e., central air filter, gyro filter, etc.)
element each twelve (12) months or each 100 hours, whichever comes first.
2 For airplanes equipped with an Airborne 1H24 series check valve manifold
which was manufactured five years ago or more, inspect the check valve
manifold per the latest revision of Airborne SL 39A.
3 Inspect stabilator attach brackets for rust and corrosion. (Refer to Paragraph 4-19a.)
(f) Each Two (2) Years
1 Test and inspect the static pressure system and altimeters. Ensure compliance
with the requirements of FAR 43, Appendix E. (See FAR 91.411.)
2 Test and inspect the transponder. Ensure compliance with the requirements of
FAR 43, Appendix F. (See FAR 91.413.)
3 Inspect Janitrol combustion heater each 24 months or 100 hours, whichever
comes first, per AD 2004-21-05 and latest revision of Janitrol Maintenance and
Overhaul Manual, P/N 24E25-1.
(g) Each Four (4) Years
For airplanes equipped with TCM/Bendix Magnetos: overhaul or replace
TCM/Bendix magnetos at engine overhaul, or each four (4) years time-in-
service, whichever comes first.

1C62
(h) Each Five (5) Years

Overhaul or replace Hartzell propellers each five (5) or six (6) years or each
(i) Each Six (6) Years
2 Overhaul or replace McCauley propellers each six (6) years or 2000 hours;
whichever comes first. See latest Revision of McCauley Service Bulletin No.
137.
3 For airplanes equipped with Aero Accessories, Inc. dry air pump(s), replace the
shear coupling each six (6) years time-in-service.
(j) Each Seven (7) Years
Each 2000 hours or seven (7) years, whichever occurs first, remove interior
cabinets, panels, and headliner and conduct detailed inspection of aircraft
structure (skin, bulkheads, stringers, etc.) for condition and security. Inspection
of structure concealed by headliner may be accomplished by alternate means
(i.e. - through the use of a borescope) without removing the headliner, providing
access is obtained to all concealed areas and borescope provides sufficient detail
to adequately accomplish the inspection.
(k) Each Eight (8) Years
Replace engine compartment flexible hoses (fuel, oil, etc.) as required; but not
to exceed 1000 hours time-in-service, eight (8) years, or engine overhaul,
whichever comes first; except for TSO-C53a - Type D hoses which are replaced
on-condition.
(l) Each Ten (10) Years
1 Each ten (10) years time-in-service, test fuselage and wing fluid hoses to system
pressure. Visually inspect for leaks. Hoses that pass inspection may remain in
service, but must be rechecked each five (5) years additional time-in-service. No
fluid hose may exceed twenty (20) years total time-in-service.
2 Replace each Airborne 1H24 series check valve manifold at ten years from date
of manufacture.
(m) Each Twelve (12) Years
Each twelve (12) years, 1400 / 1800 hours, or as specified in the latest revision
of Teledyne Continental Motors SIL98-9, overhaul or replace engine.
(n) Each Twenty (20) Years
No fluid hose may exceed twenty (20) years total time-in-service.

1C63
(3) Per Specific Operation / Operating Environment

(a) Before and After Each Flight
In S/N’s 34-7570001 thru 34-7970075, 34-7970077 thru 34-7970105,
34-7970107 thru 34-7970109, and 34-7970111, 34-7970113 thru 34-7970117,
34-7970120 and 34-7970121, 34-7970123 thru 34-7970135, 34-7970137,
34-7970141, 34-7970143, 34-7970145 and 34-7970164; inspect the forward
baggage door latching and locking mechanism per paragraph 4-56a.
(b) Operation in High Dust or Industrial Pollution Environment
CAUTION: DISCONNECT LINES FROM PITOT/STATIC SYSTEM BEFORE

CONDUCTING THIS INSPECTION.
Item Inspection Inspection Interval
Engine Air Filter. Clean and inspect. Daily.
Cabin Environmental and Inspect and replace if necessary. 100 Hours.
Instrument Air Filters.
Pitot/Static system. Check for obstruction. Reverse 100 Hours or
flow to lines. as required.
Landing Gear Oleos Clean. Before each flight.
Inspect. 100 Hours.

Landing Gear Wheel Clean, inspect and repack. 50 Hours.
Bearings.
Windows. Inspect for cracks, erosion, crazing, Daily.
visibility, and cleanliness.
Structure drain holes. Clean with pipe cleaner. Before each flight.
(c) Operation in High Salt or High Humidity Environment

Fuselage, Empennage, Remove floor panels and exterior 200 Hours.
Wings, and Control Surfaces. access plates; inspect for corrosion
using a borescope or other suitable tool.
Landing Gear. Inspect for corrosion and lubrication. 200 Hours.
WARNING: ENSURE BOTH MAGNETO SWITCHES ARE OFF (GROUNDED), BEFORE
TURNING PROPELLER. ENGINE MAY START IF BOTH SWITCHES ARE NOT OFF.
USE EXTREME CAUTION WHEN ROTATING PROPELLER BY HAND; PROPELLER
MAY KICK BACK.
Engines with more than Each five days, pull prop through five Each 5 days
50 hours total time. complete revolutions. and
Each 30 days, fly aircraft for 30 minutes each 30 days.
or, ground run until oil temperature is in
the green arc. Avoid excessive ground run.

1C64
(c) Operation in High Salt or High Humidity Environment (cont.)

Engines with less than Each day, pull prop through five Daily
50 hours total time. complete revolutions. and
Each 30 days, fly aircraft for 30 minutes each 30 days.
or, ground run until oil temperature is in
the green arc. Avoid excessive ground run.
Instruments and Wiring. Inspect for proper seal of cases and 100 Hours.
corrosion.
Interior. Inspect upholstery, seat belts, seats and 100 Hours.
rugs for corrosion and integrity.
NOTE: Do not use metallic tie downs (i.e. - chains, cables, etc.) in high salt or high humidity environments.
(d) Operation in Extreme Cold

Hydraulic, Pneumatic Check all fittings and attachments for First 100 Hour, then
and Environmental. security and leaks. as required.
(e) Operation from Soft or Unusual Terrain

Landing Gear. Inspect for cracks, attachment, 100 Hours.
damage, cleanliness and lubrication.
Wheels. Inspect for cracks, damage, chipped 100 Hours.
rims; bearings for damage, corrosion
and lubrication.
Tires. Inspect for cuts, wear, inflation and Daily.
deterioration.
Wheel Wells. Inspect for foreign material, damage 100 Hours.
and corrosion.
Brakes. Inspect for damage, foreign material, Daily.
cracks and overheating.
Flaps, Lower Fuselage Inspect for damage, cracks and 100 Hours.
and Wing. corrosion.

1C65
B. Procedures
CONTROL CABLE INSPECTION
Aircraft control cable systems are subject to a variety of environmental conditions and forms
of deterioration that, with time, may be easy to recognize as wire/strand breakage or the not-
so-readily visible types of wear, corrosion, and/or distortion. The following data may help in
detecting the presence of these conditions:
(a) 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 broken wires, if the cloth snags on cable.
When snags are found, closely examine cable to determine full extent of damage.
The absence of snags is not positive evidence that broken wires do not exist. Figure 3-1,
View A, shows a cable with broken wires that were not detected by wiping, but were
found during a visual inspection. The damage became readily apparent (View B) when the
cable was removed and bent using the techniques depicted in View C.
Figure 3-1. Control Cable Inspection Technique

1C66
(b) 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 non-flexible cables when individual wires in each strand appear to blend
together (outer wires worn 40-50 percent) as depicted in Figure 3-2.
(c) Internal Cable Wear
As wear is taking place on the exterior surface of a cable, the same condition is taking
place internally, particularly in the sections of the cable which pass over pulleys and
quadrants. This condition, shown in Figure 3-3, is not easily detected unless the strands of
the cable are separated. Wear of this type is a result of the relative motion between inner
wire surfaces. Under certain conditions the rate of this type wear can be greater than that
occurring on the surface.
Figure 3-2. External Cable Wear

1C67
(d) 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 cleaning and/or metal-
brightening operation has been accomplished in that area.
(e) Cable Maintenance
CAUTION: TO AVOID REMOVAL OF CORROSION-PREVENTATIVE COMPOUNDS
AND CABLE INTERNAL LUBRICANT, DO NOT USE VAPOR
DEGREASING, STEAM CLEANING, METHYLETHYLKETONE (MEK)
OR OTHER SOLVENTS.
CAUTION: DO NOT OIL CONTROL CABLES.
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 corrosion protection for these cable sections by lubricating
as specified in the Lubrication Chart, Section II.
Figure 3-3. Internal Cable Wear

1C68
(f) Cable Fittings

1 100 Hour Standard Inspection
Check swaged terminal reference marks for any indication of cable slippage within
fitting. Inspect fitting assembly for distortion and/or broken strands at the terminal.
Check that all bearings and swivel 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.
Pay particular attention to corrosion and “pitting” on cable terminals, turnbuckles
and cable fittings. Any corrosion or pitting found requires replacement of the
corroded fitting and/or cable.
2 100 Hour Special Inspection
For airplanes 15 years old or older, using a 10X magnifier, visually inspect the entire
surface of each cable terminal, turnbuckle, or other cable fitting for corrosion or
cracking. Inspect under safety wire or clips wrapped around the cable or fitting. Any
evidence of corrosion or cracking, however minute, is cause for replacement. A
logbook entry documenting the replacement of a cable terminal, turnbuckle, or other
cable fitting relieves the inspection requirement for that fitting only, until such time
as that fitting has been in service for 15 years.
(g) 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 align-
ment 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.
(h) 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 3-4.

1C69
Figure 3-4. Pulley Wear Patterns

1C70

1C71

1C72
9. Unscheduled Maintenance Checks

AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE
The following inspections are required in response to specific anomalies encountered during aircraft
operation. Note that the items listed herein are guidelines based on past operating experience. Each
operator should closely monitor his own unique operating conditions/environment and react accordingly
to keep his aircraft airworthy.
A. Lightning Strike
Propeller. Hartzell Propellers - refer to the inspection Each occurrence,
requirements in the latest revision of before further flight.
Hartzell Owner’s Manual No. 115.
McCauley Propellers - see latest revision of:
McCauley SB 177.
Engine. See latest revisions of appropriate Each occurrence,
Teledyne-Continental Service Bulletins before further flight.
and Overhaul Manual.
Electrical and Avionics Inspect and check harness, connections Each occurrence,
Systems. and equipment for high voltage damage, before further flight.
burns and insulation degradation.
Replace or overhaul as required.
Consult with appropriate avionics
vendor(s) for inspections and operational
checks. Bench test alternator and
voltage regulator(s), see Section XI.
All exterior surfaces, skins, Inspect for burns, evidence of arcing, Each occurrence,
and structure. and damage on surfaces and bearings. before further flight.
Check for correct material properties in
the area of the strike path. Degauss
engine mount. Replace or repair
affected areas/parts.
System Components. Inspect instrumentation, vacuum, Each occurrence,
pitot/static, and fuel systems, before further flight.
for damage and correct operation.
Static Wicks. Replace. Each occurrence,
before further flight.

1C73
A. Lightning Strike (continued)

Bearings. Inspect all control surface hinges and Each occurrence,
bearings, and landing gear and wheel before further flight.
bearings for pitting and damage.
Replace as required.
B. Engine Overspeed, Overtemp, Loss of Oil, or Sudden Stoppage

Engine. See latest revisions of appropriate Each occurrence,
Teledyne-Continental Service Bulletins before further flight.
and Overhaul Manual.
Propeller. Hartzell Propellers - refer to the inspection Each occurrence,
requirements in the latest revision of before further flight.
Hartzell Owner’s Manual No. 115.
McCauley Propellers - see latest revision of:
McCauley SB 176 for stoppages/strikes;
McCauley SL 1998-23 for overspeed.
Engine Mount and Inspect for distortion and Each occurrence,
Attachments. damage. Replace or repair before further flight.
as required.
C. Severe Turbulence, Hard or Overweight Landing

CAUTION: MINOR OR APPARENTLY SUPERFICIAL DAMAGE MAY INDICATE A MORE
SEVERE CONDITION SOMEWHERE ELSE IN THE STRUCTURE.
(1) Place aircraft in a normal level attitude.
(2) Make a preliminary inspection of checking alignment and out-of-track condition of engine,
wings, tail, landing gear and doors.
(3) Follow Piper and Teledyne Continental Maintenance Manual procedures. If there are any
questions regarding repairs or procedures, contact your Piper Distributor’s Service Advisor
(DSA).
(4) Inspect the following items closely to determine the extent of damage:
Landing Gear Struts. Cracks, signs of overstress Each occurrence,
(Not required for deformation, loose or damaged before further flight.
severe turbulence.) strut housings. Axles for cracks,
bending or flat spots. Damaged oleos
and seals, hydraulic leaks and landing
gear alignment.

1C74
C. Severe Turbulence, Hard or Overweight Landing (continued)

Wheels, Tires, Brakes. Cracks, chips, loose or cracked Each occurrence,
(Not required for mounting bolts, alignment of slippage before further flight.
severe turbulence.) marks, sidewall distress, hydraulic or
air leaks. Inspect the wheels (dye
penetrant method) and wheel bolts
(magnetic particle method).
Wheel Wells and Landing Buckling, cracks, overstress, wing skin Each occurrence,
Gear attach points. buckling, and side brace for before further flight.
(Not required for damage and condition. Inspect
severe turbulence.) landing gear attachment bolts
(magnetic particle method).
Wings. Wing attach bolts for slippage, damage Each occurrence,
and overstress. Upper and lower wing before further flight.
skins for wrinkles, cracks, popped or
loose rivets.
Remove access plates and inspect for
internal damage to ribs, stringers and
sparwebs; and fuel tanks for damage,
attachment, and leaks.
Engine. Engine mounts for distortion and Each occurrence,
damage to elastomeric parts. before further flight.
Propeller for evidence of ground strike
(i.e. - hard or overweight landing).
Fuselage. Loose or missing rivets, door alignment, Each occurrence,
windows and attachments for overstress, before further flight.
cracks or damage. Wing carry through
member for overstress damage.
Stringers, bulkheads, keel beams for
buckling, cracks, or damage. Avionics,
instruments and accessories installation
for security and operation.
Empennage. Skins for buckling wrinkles, loose or Each occurrence,
missing rivets. Stabilator, rudder, and before further flight.
vertical fin for security of attachment
and overstress of bolts. Ribs, stringers
for buckling, cracks and damage.

1D1
D. Flaps Extended Above Maximum Flap Extension Speed (VFE)

Flap torque tube/pushrod. Inspect for distortion. Replace as Each occurrence,
required. before further flight.
Flaps. Inspect for damage to the skin and Each occurrence,
attach points. Replace as required. before further flight.
E. Flood Damage, Immersion in Water

(1) These guidelines are general in nature and should be applied or varied to fit the individual
aircraft according to water level, length of time of exposure and other variables. Only those
areas that might not be obvious to the mechanic are addressed.
CAUTION: MAKE ALL REPAIRS AND/OR ADJUSTMENTS IN ACCORDANCE WITH
THE APPROPRIATE PIPER MAINTENANCE MANUAL, THE COMPONENT
MANUFACTURER'S MAINTENANCE MANUAL, AND FAR PART 43. PAY
PARTICULAR ATTENTION TO SILT, CORROSION AND CONTAMINANTS.
(2) Follow Piper and Teledyne Continental Motors Maintenance Manual procedures. If there are
any questions regarding repairs or procedures, contact your Piper Dealer’s Service Advisor
(DSA).
(3) Determine the water level on the aircraft. Determine which operating and/or electrical
components have been exposed to the water.
(4) If the following items were immersed, inspect them closely to determine the extent of damage:
Airframe. Clean silt and contaminants from airframe. If immersed, each event,
Tubular Structures. Check for internal corrosion. If immersed, each event,
(i.e. - Engine Mounts, etc.) Clean and represerve as required. before further flight.
Wings. Inspect to ensure that contaminants If immersed, each event,
are cleaned from fuel cell areas. before further flight.
Landing Gear and associated Jack airplane and cycle landing If immersed, each event,
Bearings, Torque Links, gear oleos and torque links before further flight.
Shimmy Dampeners, etc. to ensure proper operation.
Control Surfaces. Remove surface, clean and check If immersed, each event,
all bearings - relube or replace before further flight.
as necessary.
Rebalance before installation.

1D2
E. Flood Damage, Immersion in Water (continued)

Flight Control System. Clean and inspect all cables, pulleys, If immersed, each event,
and bearings for evidence of corrosion. before further flight.
Replace corroded cables.
Re-preserve galvanized cable
with MIL- C-11796 Class 2 (hot).
Trim Control System. Clean and inspect all trim system If immersed, each event,
cables, pulleys, drums, bearings, before further flight.
jack screws, etc. Do not apply
preservation to trim cables.
Actuating Cables. Inspect "push-pull" actuating cables If immersed, each event,
for powerplant, heating and before further flight.
ventilating system, fuel system, etc.
for proper operation.
Engine. Remove, disassemble, and inspect. If immersed, each event,
Examine all parts paying particular before further flight.
attention for evidence of corrosion,
rust or contaminants imbedded on
bearing surfaces, piston, mounting
flanges or any aluminum, magnesium
or bronze surface that may be porous.
Remove evidence of rust, or corrosion.
If pitting in stressed areas is found the
part should not be reused. Silt imbedded
in porous surfaces may be removed.
Be certain oil passages, dowel holes and
similar hidden openings and recesses
are thoroughly free from contaminants.
Test electrical components and fuel
metering devices in accordance with
manufacturer's instructions to determine
fitness for future use.
Reassemble engine using new seals,
gaskets, stressed bolts nuts and
crankshaft sludge tubes.

1D3

Engine Accessories. Inspect. Aircraft systems that supply If immersed, each event,
either fuel or oil to the engine must be before further flight.
thoroughly cleaned, including oil cooler,
lines, valves, etc. to prevent
contamination of the engine after
reinstallation.
Propeller. Inspect and repair as necessary If immersed, each event,
in an authorized propeller shop. before further flight.
Electrical Systems. Replace all circuit breakers and If immersed, each event,
switches. before further flight.
Replace all solenoids, relays and
master contactors.
Replace battery.
Disassemble all connectors; clean
and inspect for corrosion. Replace all
corroded or pitted connectors. Inspect
for wire corrosion at connector.
Check all harness assemblies for
entrapped contaminants. Clean and
check for short circuits.
Remove electric motors and electric
pumps.
Remove all potted solid state electrical
equipment such as alternator inop.
switches, low fuel warning switches, etc.
Clean, dry and bench test per
appropriate maintenance manual.
Clean and check voltage regulators and
overvoltage relays. Replace as necessary
Clean and check aIl strobe light power
supplies. Refer to appropriate
maintenance manual.
Replace all fuel senders, etc.
Clean, inspect and check heated
pitot systems.
Autopilot System. Bench test in accordance with If immersed, each event,
(If Installed.) appropriate maintenance manual. before further flight.
Pay particular attention to clutch settings.

1D4

Vacuum and Pitot-Static Replace gyros. If immersed, each event,
Systems. before further flight.
Replace filters.
Clean and inspect all lines, and pitot

and static vents.
Clean and check all regulating valves.
Remove and inspect engine driven and

auxiliary vacuum pumps.
Induction System. Clean and inspect for silt and If immersed, each event,
corrosion. Check all ducts and gaskets. before further flight.
Replace as necessary.
Clean and inspect all heat shrouds
and ducting.
Fuel System. Remove and clean fuel cells and fuel cells If immersed, each event,
wing area. Clean all associated lines and before further flight.
pumps.
Clean and inspect all fuel tank vents,
cap vents and vent lines.
Instruments. Clean and inspect instruments. Bench If immersed, each event,
test per appropriate maintenance before further flight.
manual.
Heating and Ventilating Replace blower. If immersed, each event,
Systems. before further flight.
Clean and inspect all distribution boxes,
ducting and valves.
Inspect and check system control cables.

Replace corroded or binding cables.
If installed, clean and inspect air

conditioning evaporator, condenser,
and compressor.

1D5

Oxygen System. Disconnect all lines from source and If immersed, each event,
(If installed.) outlets; clean all fittings and lines before further flight.
per MIL-I-5585A.
Remove and clean regulator valve per
appropriate Scott publication.
Replace pressure gauge.
Avionics Systems. Replace avionics. If immersed, each event,
Clean and inspect antennas
and connectors.
Insulation and Upholstery. Remove all wet insulation and upholstery. If immersed, each event,
Thoroughly clean and dry (or replace) before further flight.
to ensure corrosion is not promoted in
adjacent structures.

1D6
TABLE III-II. SERVICE PUBLICATIONS LIST
This table is a cumulative list of Piper service publications (i.e. - Service Bulletins and Service Letters)
applicable to the airplane models covered by this manual, with the following exceptions:
a. Service publications which have been fully incorporated into this manual are not listed,
b. Nor are service publications which have become obsolete.
Kits are listed when installation of that single kit indicates compliance with the associated service
publication. Kits listed may be no longer available or may have been replaced.
Effectivity is listed by airplane model year. See the individual service publication for specific serial
number applicability.
Model
Year Pub No. Kit No. Subject
1975 SB 438 "Fuel Quantity, Revised Usable"
SB 447 "Forward Baggage Door, Inspection and Modification"
SB 475 Instrument Panel Dimmer Control Assembly Modification
SB 491 761-018V Pneumatic Deicer Tubing Inspection
SB 553 761-133 Avionics Bus Bar Inspection and Modification
SL 742 Seneca II Refinement Modifications
SL 754 760-926 Auxiliary Fuel System Modification
SL 761 760-795 Magnetic Compass Relocation Kit
SL 763A Rear Leg Quick-Disconnect Seat Retention Mechanism
Inspection
1975-1976 SB 483 761-023 Turbocharger Oil Hose Modification
SB 545 522-898 "Fuselage Rivets, Inspection and Installation"
SL 756 "Glideslope, Dual, Indicator Placard
(King Radio Installation Only)"
SL 762 761-009 Modification of ELT Remote Switches
SL 795 Oil Cooler Baffle Winterization Modification
SL 800 Refinement of Narco ADF-140 Installation Performance
1975-1977 SB 542 761-130 Induction Air Box Filter Locator Change
SB 548 452-557 Engine Control Rod End Bearing Inspection
SB 555 Rudder Cable Guard Inspection
SB 576 TCM TS10360 Series Engines To Disseminate Information
SB 579 Inspection of Vertical Fin and Stabilator Attachment Fittings
SB 584 Engine Instruments and Fuel Flow Line Inspection
and Modification
SL 793 Flap Warning Placard
SL 808 Hydraulic Pump Terminal Inspection

1D7
TABLE III-II. SERVICE PUBLICATIONS LIST (CONT.)
Model
1975-1977 SL 813 Vertically Adjustable Seat Refinement
(cont.) SL 818 Outside Air Temperature Gauge Replacement
1975-1978 SB 596A Fuel Line Inspection and Modification
SB 602 404-532 Inspection of Main Wing Spar Attaching Nuts
SL 836 Inspection and Modification of Narco ADF-140/141 Antenna
SL 852 582-943 Nose Gear Placard
SL 858 Inspection of the Landing Gear Relay Wiring
SL 861 763-890 Part 1 - Forward Facing Seat Back Modification
SL 861 408-834 Part 2 - Rear Facing (Club) Seat Back Retention
SL 889 763-919 Pneumatic Pump Inlet Filter Relocation
1975-1979 SL 820 Replacement of Lithium Sulphur Dioxide (LiS02)
ELT Batteries and/or Transmitters
SL 881 Wiring Harness Protective Sleeve Installation
1975-1980 SB 669 Altimatic IIIC Autopilot Trim Servo Cable Alignment
Modification
1975-1981 SB 677 Publications for Aircraft Operation
SB 787C Main Landing Gear Trunnion Housing
SB 798 """Turbo"" Marking Removal"
SB 805A TRW Hartzell Propeller
SB 811A Ammeter Replacement
SB 836A Aluminum Wire Inspection/Replacement
SB 855 Use of Automobile Gasoline in Piper Aircraft
SB 872 765-330 Forward Baggage Compartment Door Latch Spring Installation
and Door Assembly Inspection
SB 884 Lock Wiring of V Band Couplings
SB 893 400-910 Nose Gear Centering Attach Belt
SB 896 Shoulder Harness Installation & Usage
SB 899 Rudder Torque Tube Fitting Replacement
SB 905 Auxiliary Primer Switch Replacement
SB 977 Inspection of Wing Rear Attach Fitting and Addition of
Inspection Access Panels
SB 1022 460-632 Inspection of Induction Air Filter Purolator
SB 1023 Inspection of Landing Gear Cylinder
SB 1026 753-910 "Dry Air Pump Flexible Couplings, Inspection/Replacement"
SB 1041 "Airborne Air Filter Elements, Inspection and Cleaning"
SB 1100A Stabilator Trim Link Assembly

1D8
TABLE III-II. SERVICE PUBLICATIONS LIST (CONT.)
Model
SB 1123B 767-358 Nose Gear Inspection and Product Improvements
SB 1127B 767-367 Combustion Heater Fuel Pump Leakage
SB 1130 767-369 Vertical Fin Contour/Rivet Check
SB 1136 588-006 Auxiliary Fuel Pump Switch
SB 1146 Vertical Fin Aft Spar Reinforcing Angle Low Edge Distance
Inspection
SL 609 Control Surfaces Inspection And Maintenance Guidelines
SL 707 Flyball Assembly To Improve RPM Control
SL 769 Cold Weather Starting Procedures
SL 792 761-094 Optional Cold Weather Priming Systems Installation
SL 963 Radio Master Relay Retrofit
SL 1041 Accident/Incident Reporting
SL 1052 Life Limited Parts Marking and Disposition
SL 1069 Flight Control Cable Terminal Corrosion Inspection
SL 1074 S-TEC Autopilot Component Seating Procedure
SL 1086 Propeller Blade De-ice Boots Maintenance
VSP 69 Bendix Service Bulletin No. 629
VSP 155 Cleveland Wheels & Brakes (Parker Hannifin) SB 7076
1976-1977 SB 565 Horizontal Situation Indicator
1976-1980 SB 668 Avionics Master Relay Wiring Inspection
1977 SL 797 761-110 Front Seat Modification (Aircraft With Club Seating Only)
1978 SB 601 "Battery Box Vent, Inspection"
SB 611 Hose Assembly Inspection and Replacement
SL 839 Main Landing Gear Trunnion Bushings
1978-1979 SB 630A Collins VIR-350 and VIR-351 Navigation Receiver
Modification
SB 656 Window Curtain Rod Support Area Inspection
1978-1980 SB 681 180-500 Boom Microphone Isolation Relay
1978-1981 SL 920 Required Placard Adhesion Check
1979 SB 906 Oildyne Hydraulic Pump Replacement
1980-1981 SL 898 764-385 King KN5-80 Area Navigation System Cooling

1D9
END OF SECTION

1D10
SECTION
IV
STRUCTURES
1D11
1D12
SECTION IV - STRUCTURES
TABLE OF CONTENTS
Paragraph Grid No.
4-1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D13

4-2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D13
4-2a. Standard Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D13
4-2b. Removal of Cherrylock Rivets . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D13
4-2c. Identification of Fluid Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D17
4-2d. Flareless Tube Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D17
4-2e. Support Clamps Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D19
4-2f. Electrical Bonding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D20
4-3. Wing Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D20B
4-4. Wing Tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D20B
4-5. Removal of Wing Tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D20B
4-6. Repair of Wing Tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D20B
4-7. Installation of Wing Tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D20B
4-8. Aileron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D21
4-9. Removal of Aileron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D21
4-10. Installation of Aileron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D21
4-11. Wing Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D21
4-12. Removal of Wing Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D21
4-13. Installation of Wing Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D21
4-14. Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D24
4-15. Removal of Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D24
4-16. Installation of Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E3
4-16a. Rib Assembly Inspection and Modification - Aft Wing, WS 49.25 1E4A
4-16b. Wing Aft Spar-to-Fuselage Attachment Hardware
100 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E4D
4-17. Empennage Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E4E
4-18. Stabilator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E4E
4-18a. Stabilator Attach Brackets Corrosion Control Inspection . . . . . . . 1E4E
4-19. Removal of Stabilator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E4F
4-20. Installation of Stabilator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E4F
4-21. Stabilator Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E5
4-22. Removal of Stabilator Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . 1E5
4-23. Installation of Stabilator Trim Tab. . . . . . . . . . . . . . . . . . . . . . . . . 1E5
4-24. Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E5
4-25. Removal of Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E5
4-26. Installation of Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E6
4-27. Rudder Trim Tab. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E10
4-28. Removal of Rudder Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E10
4-29. Installation of Rudder Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E11
01/01/09 IV - TABLE OF CONTENTS

1D12A
Paragraph Grid No.
4-30. Vertical Fin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E11

4-31. Removal of Vertical Fin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E11
4-32. Installation of Vertical Fin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E12
4-33. Fuselage Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E12
4-33a. Aft Wing Attach Fittings 100 Hour Inspection . . . . . . . . . . . . . . . 1E12
4-33b. Aft Wing Attach Fittings Replacement . . . . . . . . . . . . . . . . . . . . . 1E12B
4-34. Windshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E12D
4-35. Removal of Windshield. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E12D
4-36. Installation of Windshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E12D
4-37. Side Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E14
4-38. Removal of Windows (Side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E14
4-39. Installation of Windows (Side) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E14
4-40. Removal of Rear Door Window . . . . . . . . . . . . . . . . . . . . . . . . . . 1E15
4-41. Installation of Rear Door Window . . . . . . . . . . . . . . . . . . . . . . . . . 1E15
4-42. Door (Entrance) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E17
4-42a. Removal and Installation of Door Snubbers . . . . . . . . . . . . . . . . . 1E17
4-43. Removal of Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E20
4-44. Installation of Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E20
4-45. Adjustment of Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E21
4-46. Removal of Door Latch Mechanism. . . . . . . . . . . . . . . . . . . . . . . . 1E21
4-47. Installation of Door Latch Mechanism . . . . . . . . . . . . . . . . . . . . . 1E21
4-48. Adjustment of Door Latch Mechanism . . . . . . . . . . . . . . . . . . . . . 1E21
4-49. Removal of Door Lock Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . 1E21
4-50. Installation of Door Lock Assembly . . . . . . . . . . . . . . . . . . . . . . . 1E21
4-51. Removal of Door Safety (Auxiliary) Latch . . . . . . . . . . . . . . . . . . 1E21
4-52. Installation of Door Safety (Auxiliary) Latch . . . . . . . . . . . . . . . . 1E21
4-53. Adjustment of Door (Auxiliary) Latch . . . . . . . . . . . . . . . . . . . . . 1E21
4-54. Baggage Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E21
4-55. Removal of Baggage Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E21
4-56. Installation of Baggage Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E22
4-56a. Forward Baggage Door Latching and Locking Mechanism
Pre-/Post-Flight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E22
4-56b. Forward Baggage Door 25 Hour Inspection and Rigging . . . . . . . 1E22
4-56c. Forward Baggage Door Latching and Locking
Mechanism Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E22D
4-57. Removal of Baggage Door Lock Assembly . . . . . . . . . . . . . . . . . 1E22H
4-58. Installation of Baggage Door Lock Assembly . . . . . . . . . . . . . . . . 1E22H
4-59. Removal of Baggage Door Hinge . . . . . . . . . . . . . . . . . . . . . . . . . 1E22H
4-60. Installation of Baggage Door Hinge . . . . . . . . . . . . . . . . . . . . . . . 1E22H
4-61. Rigging Instructions-Seat Back Lock and Release . . . . . . . . . . . . . . . 1E22H
4-61a. Restraint System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E24
IV - TABLE OF CONTENTS 01/01/09

1D12B
Paragraph Grid No.
4-61b. Shoulder Harness Inertia Reel Adjustment . . . . . . . . . . . . . . . . . . . . . 1E24

4-62. Structural Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E25
4-62a. Metal Wire Stitching Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E25
4-63. Fiberglass Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F1
4-64. Fiberglass Touch-Up and Surface Repairs . . . . . . . . . . . . . . . . . . . 1F1
4-65. Fiberglass Fracture and Patch Repairs . . . . . . . . . . . . . . . . . . . . . . 1F2
4-66. Thermoplastic Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F5
4-67. Safety Walk Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F13
4-68. Surface Preparation for Liquid Safety Walk . . . . . . . . . . . . . . . . . 1F13
4-69. Product Listing for Liquid Safety Walk Compound . . . . . . . . . . . 1F13
4-70. Application of Liquid Safety Walk Compound . . . . . . . . . . . . . . . 1F13
4-71. Surface Preparation for Pressure Sensitive Safety Walk . . . . . . . . 1F14
4-72. Application of Pressure Sensitive Safety Walk . . . . . . . . . . . . . . . 1F14
4-73. Control Surface Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F14
4-74. Checking Control Surface Balance . . . . . . . . . . . . . . . . . . . . . . . . 1F14
4-75. Balancing Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F15
4-76. Balancing Ailerons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F15
4-77. Balancing Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F17
4-78. Balancing Stabilator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F17
4-79. Checking Free Play of Control Surfaces . . . . . . . . . . . . . . . . . . . . 1F19
01/01/09 IV - TABLE OF CONTENTS

1D12C
IV - TABLE OF CONTENTS 01/01/09

1D12D
SECTION IV
STRUCTURES
4-1. INTRODUCTION.
This section explains the removal and installation procedures for the structural surfaces of the airplane.
For the removal, installation, and rigging and adjustment procedures of the controlling components of
the various structural surfaces, refer to Section V.
NOTE: When torquing structural assemblies, standard torque values are to be used as found in Section
II or the latest revision of FAA Advisory Circular 43.13-1, unless otherwise stated in this
section.
4-2. DESCRIPTION.
The PA-34-200T is an all metal semi-monocoque structure with an overall length of 28 feet 7.5 inches.
The fuselage is constructed of bulkheads, stringers and stiffeners, to which all of the outer skin is riveted.
Windows include a single pane windshield and eight side windows; all windows are single pane. A storm
window is located in the forward lower section of the left window and can be opened inward when the
latch is released. The cabin entrance door is located on the right side of the fuselage, above the wing, and
is equipped with a safety latch on the top of the door which can be operated from the inside or outside. A
door provided for entrance to the aft passenger compartment is located just aft of the left wing.
Each wing panel is an all metal, full cantilever semi-monocoque type construction with a removable
fiberglass or thermoplastic tip. Installed in each wing ahead of the main spar are two metal fuel tanks
with a capacity of 24.5 U.S. gallons each or 49.0 U.S. gallons total per wing. Attached to each wing is an
aileron, flap, main landing gear and power plant. The wings are attached to each side of the fuselage by
inserting the butt ends of the main spars into a spar box carry-through. The spar box is an integral part of
the fuselage structure which provides, in effect, a continuous main spar with splices at each side of the
fuselage. There are also fore and aft attachments at the front and rear spars.
The all metal empennage group is a full cantilever design consisting of a vertical stabilizer (fin), rudder
and stabilator, all with removable fiberglass or thermoplastic tips. The rudder and stabilator have trim
tabs attached that are controllable from the cockpit. The stabilator also incorporates one channel main
spar that runs the full length of the stabilator and hinges to the aft bulkhead assembly of the fuselage. All
exterior surfaces are coated with enamel or acrylic lacquer. As an option, the airplane may be completely
primed with zinc chromate.
4-2a. STANDARD PRACTICES.
4-2b. REMOVAL OF CHERRYLOCK RIVETS. (Refer to Figure 4-1.)
If necessity requires the removal of a cherry lock rivet, proceed as follows:
a. In thick material remove the lock by driving out the rivet stem, using a tapered steel drift pin. (See
View l.)
NOTE: Do not drill completely through the rivet sleeve to remove a rivet as this will tend to enlarge the
hole.
01/01/09 IV - STRUCTURES
1D13
IV - STRUCTURES 01/01/09
1D14
B361
DRIFT PIN
VIEW 1
SMALL
CENTERDRILL
VIEW 2 VIEW3
Figure 4-1. Cherrylock Rivet Removal
Added: 8/10/80 STRUCTURES

1D15
362 TWOCOTTONBRAIDS- IMPREGNATED

YELLOW, NUMERALS,
WITH SYNTHETICCOMPOUND
LETTERS AND STRIPE
D. NONSELF-SEALINGAROMATIC
YELLOW SINGLE WIRE BRAID RESISTANT HOSE
SYNTHETICINNER TUBE
A. FLAME AND AROMATIC RESISTANTHOSE
WHITE NUMERALS, LETTERS AND STRIPE RED
(VIEWS SHOWING OPPOSITE SIDES OF HOSE)

B. NONSELF-SEALINGAROMATIC AND HEAT-RESISTANTHOSE
WHITE
RED NUMERALS, LETTERS AND STRIPE
E. SELF-SEALINGAROMATIC
RED NUMERALSAND LETTERS RESISTANT HOSE
C. FLAME, AROMATIC,ANDOIL RESISTANT HOSE
HOSE IDENTIFICATIONMARKINGS
ORANGE
BROWNORNGE ORANGE YELLOWGRAY
GRAY BLUE
ELECTRICAL COMPRESSED INSTRUMENT HYDRAULIC DE-ICING

CONDUIT GAS AIR
GREEN RED ORANGEBLUE YELLOW

BROWN GREY
FUEL PNEUMATIC LUBRICATION AIR

CONDITION
OXYGEN
FLUID LINE IDENTIFICATION USING TAPE ANDDECALS
Figure 4-1a. Hose/Line Markings
Added:8/10/80 STRUCTURES
1D16
PIPER SENECA II SERVICEMANUAL
b. If the rivets have been installed in thin sheets, driving out the locked stem may damage the sheets. It
is recommended that a small center drill be used to provide a guide for a larger drill on top of the rivet stem, and
the tapered portion of the stem be drilled away to destroy the lock. (See View 2.)
c. Pry the remainder of the locking collar out of the rivet head with the drift pin. (See View 2.)
d. Drill nearly through the head of the rivet, using a drill the same size as the rivet shank. (See View3.)
e. Break off rivet head, using a drift pin as a pry. (See View 3.)
f. Drive out the remaining rivet shank with a pin having a diameter equal to the rivet shank. (See View
3.)
4-2c. IDENTIFICATION OF FLUID LINES. (Refer to Figure 4-1a.) Fluid lines in aircraft are often
identified by markers made up of color codes, words, and geometric symbols. These markers identify each
line's function, content, and primary hazard, as well as the direction of fluid flow.
In most instances, fluid lines are marked with 1-inch tape or decals. Paint is used on lines in engine
compartments, where there is the possibility of tapes, decals or tags being drawn into the engine induction
system.
In addition to the above mentioned markings, certain lines may be further identified as to specific
function within a system; for example. DRAIN. VENT, PRESSURE or RETURN.
Lines conveying fuel may be marked FLAM: lines containing toxic materials are marked TOXIC in place
of FLAM. Lines containing physically dangerous materials, such as oxygen, nitrogen. or freon. are marked
PHDAN.
The aircraft and engine manufacturers are responsible for the original installation of identification
markers, but the aviation mechanic is responsible for their replacement when it becomes necessary.
Generally, tapes and decals are placed on both ends of a line and at least once in each compartment
through which the line runs. In addition, identification markers are placed immediately adjacent to each valve.
regulator, filter or other accessory within a line. Where paint or tags are used. location requirements are the
same as for tapes and decals.
4-2d. FLARELESS-TUBE ASSEMBLIES. (Refer to Figure 4-lb.) Although the use of flareless-tube
fittings eliminates all tube flaring, another operation, referred to as presetting, is necessary prior to installation
of a new flareless-tube assembly which is preformed as follows:
a. Cut the tube to the correct length, with the ends perfectly square. Deburr the inside and outside of
the tube. Slip the nut, then the sleeve, over the tube (Step 1).
b. Lubricate the threads of the fitting and nut. See Figure 4-lb for proper lubricant to use. depending
on the type system the tubing assemblies are to be used on. Place the fitting in the vise (Step 2). and hold the
tubing firmly and squarely on the seat in the fitting. (Tube must bottom firmly in the fitting.) Tighten the nut
until the cutting edge of the sleeve grips the tube. This point is determined by slowly turning the tube back and
forth while tightening the nut. When the tube no longer turns, the nut is ready for final tightening.
c. Final tightening depends upon the tubing. For aluminum alloy tubing up to and including 1/2 inch
outside diameter, tighten the nut from one to one and one-sixth turns. For steel tubing and aluminum alloy
tubing over 1/2 outside diameter, tighten from one and one-sixth to one and one-half turns.
After presetting the sleeve, disconnect the tubing from the fitting and check the following points
(illustrated in Step 3):
a. The tube should extend 3/32 to 1/8 inch beyond the sleeve pilot: otherwise blowoff may occur.
b. The sleeve pilot should contact the 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 the tube at the sleeve cut is permissible. No movement of the sleeve pilot. except
rotation is permissible.
Added: 8/10/80 17 STRUCTURES

1D 17
B363
TUBING SYSTEM LUBRICANT

HYDRAULIC MIL-H-5606
FUEL MIL-H-5606
OIL System Oil
PNEUMATIC MIL-L-4343
OXYGEN* MIL-T-5542
CAUTION-DONOT USE OIL OR GREASE

BEVEL
TUBING AND HOSE LUBRICANTS
SLEEVE NUT
PILOT TUBE NUT
FLARELESS-TUBEFITTING
SLEEVE CUTTING EDGE

STEP 1
3/32 TO
1/8 INCH
STEP 3
SLIGHT DEFORMATION
PERMISSIBLE
.005 INCH MAXIMUM - ALUMINUM
ALLOY TUBING
015 INCH MAXIMUM - CORROSION
RESISTANT STEEL TUBING
PRESETTING FLARELESS-TUBEASSEMBLY
Figure 4-lb. Flareless-Tube Fittings
1D18
4-2e. SUPPORT CLAMPS INFORMATION.

Support clamps are used to secure the various lines to the airframe or power plant assemblies. Several
types of support clamps are used for this purpose. The rubber cushioned and plain are the most
commonly used clamps. The rubber-cushioned clamp is used to secure lines subject to vibration; the
cushioning prevents chafing of the tubing. The plain clamp is used to secure lines in areas not subject to
vibration.
A teflon-cushioned clamp is used in areas where the deteriorating effect of Skydrol 500, hydraulic fluid
(MIL-H-5606) or fuel is expected, however, because it is less resilient, it does not provide as good a
vibration damping effect as other cushion materials.
Use bonded clamps to secure metal hydraulic, fuel and oil lines in place. Unbonded clamps should be
used only for securing wiring. Remove any paint or anodizing from the portion of the tube at the
bonding clamp location. Make certain that clamps are of the correct size. Clamps or supporting clips
smaller than the outside diameter of the hose may restrict the flow of fluid through the hose.
All plumbing lines must be secured at specified intervals. The maximum distance between supports for
rigid fluid tubing is shown in Table IV-I.
TABLE IV-I. MAXIMUM DISTANCE BETWEEN FLUID TUBING SUPPORTS
Distance Between Supports (IN.)

Tube O.D. (IN.) Aluminum Alloy Steel
1/8 9-1/2 11-1/2
3/16 12 14
1/4 13-1/2 16
5/16 15 18
3/8 16-1/2 20
1/2 19 23
5/8 22 25-1/2
3/4 24 27-1/2
1 26-1/2 30
1D19
4-2f. ELECTRICAL BONDING

a. General (PIR-PPS55006, Rev. U.)
All electrical and electronic equipment and specified components shall be installed in such a
manner as to provide a continuous low resistance path (bonds) from the equipment
enclosure/component to the airplane structure. Bonds must be installed to ensure that the structure
and equipment are electrically stable and free from the hazards of lightning, static discharge,
electrical shock, etc.
1. All parts shall be bonded with as short a lead as possible.
2. All bonding surfaces shall be cleaned prior to the installation of the bonded joint.
3. All nuts used in bonding shall be of the self-locking type. (Do Not use fiber-locking type).
4. All electrical bonding shall be accomplished without affecting the structural integrity of the
airframe.
b. 100 Hour Inspection (PIR-AC 43.13-1, Rev. B.)
Each 100 hours, visually inspect shield and shield terminations of each electrical harness for
integrity, condition, and security. If electrical arcing is evident, check for intermittent contact
between conducting surfaces. Arcing can be prevented by bonding or insulation, as appropriate.
Inspect the components listed in Table IV-II as follows:
1. Bond connections shall be secure and free from corrosion.
2. Bonding jumpers installed so as not to interfere in any way with the operation of moveable
components of the aircraft.
3. No self-tapping screws used for bonding purposes.
4. Exposed conducting frames or parts of electrical or electronic equipment should have a low
resistance bond of less than 2.5 millohms to structure. If the equipment design includes a
ground terminal or pin, which is internally connected to such exposed parts, a ground wire
connection to such terminal will satisfy this requirement.
5. Parts shall be bonded directly to the primary structure rather than to other bonded parts.
6. Where aluminum or copper is bonded to dissimilar metallic structures, ensure installed
hardware (typically washers) is called out in the parts catalog to minimize electrolytic
corrosion and ensure the hardware should corrode first.
c. On Condition Inspection
Whenever any electrically bonded component (see Table IV-II) is removed and reinstalled, or visual
inspection reveals the electrical bonding to be suspect, measure resistance between component and
aircraft structure.
To ensure proper operation and suppression of radio interference from hazards, electrical bonding
of equipment must not exceed the maximum allowable resistance values specified in Table IV-II.
1. Measurements should be performed after the grounding and bonding mechanical connections
are complete to determine if the measured resistance values meet the basic requirements.
2. A high quality test instrument (an AN/USM-21A or equivalent) will accurately measure the
very low resistance values specified.
3. Another method of measurement is the millivolt drop test as shown in Figure 4-1b1.
1D20
TABLE IV-II. ELECTRICAL BONDING RESISTANCE INDEX
Maximum Allowable
Component Resistance Value in Ohms
Engine Mount(s) .003
Generator(s) .010
Ailerons .003
Elevator / Stabilator .003
Rudder .003
Alternator(s) .010
Trim Tab(s)
Conventional Hinge .003
Piano Hinge .010
Instrument Panel Inserts .010
Exterior Lights Mounted on Non-Conductive Material .003
Avionics ‘Black Boxes’ .003
NOTE: Harnesses should be installed and connected for this check, internal chassis
wiring through the connector to ground is permissible for this grounding.
Battery Ground Point .010
Static wick mounting plates (TCO Model B-4) P/N 452-094 1.00
NOTE: Where jumper wires or cables are used to accomplish a proper bond, resistance between the
jumper terminal and the component or structure shall not exceed .001 ohms. The controlling
points for measuring resistance will be within the limits of the cleaned area to be bonded and
within 1/4 inch of the exterior limits of the bonding jumper terminal or material called for in
the bill of materials of the drawing.
Resistance to ground will be measured from wire terminal to structure for electrical /
electronic equipment not internally grounded and from mounting flange to structure for
equipment that is internally grounded.
1D20A
COMPONENT SURFACE VOLT METER AIRCRAFT STRUCTURE SURFACE
MV
BONDING STRAP
Adjust rheostat (R1) so that ammeter (A)

reads 10 Amps.
28 VDC SOURCE
- Resistance in milliohms is then the reading
on the volt meter (i.e. - millivolts (MV))
divided by the amps (10) set on the
+ ammeter. For example, where MV equals
30:
A
R1 30 MV
= .003 OHMS RESISTANCE
AMMETER 10 AMPS
Figure 4-1b1. Millivolt Drop Test
4-3. WING GROUP.

NOTE: The major subassemblies of the wing may be removed individually or the wing may be removed
as a unit. To remove a wing, a fuselage supporting cradle is required.
4-4. WING TIP.
4-5. REMOVAL OF WING TIP.
a. Remove the screws holding the wing tip to the wing being careful not to damage the wing or wing
tip.
b. Pull off the wing tip far enough to disconnect the navigation light wire assembly. The ground lead
may be disconnected at the point of connection on the wing rib and the positive lead may be
disconnected at the wire terminal or unscrewed from the light assembly.
c. Inspect the fiberglass wing tip to ascertain that it is free of cracks, severe nicks and minor damage.
4-6. REPAIR OF WING TIP.
Fiberglass wing tips may be repaired in accordance with fiberglass repair procedures in the structural
repairs portion of this section. Badly damaged thermoplastic tips should be replaced.
4-7. INSTALLATION OF WING TIP.
a. Place the wing tip in a position that the navigation light leads may be connected. Connect the
ground lead to the wing rib by use of a screw and nut and the positive lead to the navigation light by
connecting the wire terminals or screwing the connectors together. Insulate the wire terminals and
be certain that the ground lead is free of dirt and film to ensure a good connection.
b. Insert the wing tip into position and install the screws around the tip. Use caution to refrain from
damaging the wing tip or wing. Check operation of the navigation light.
1D20B
4-8. AILERON.
CAUTION: AILERON SKINS MUST BE REPLACED IF THEY SUSTAIN DAMAGE OR EXHIBIT
CRACKS.
4-9. REMOVAL OF AILERON. (Refer to Figure 4-1c.)
a. Disconnect the aileron control rod at the center hinge by removing the nut, washers, and bolt from
the rod end bearing. To simplify installation, note the location of the washers.
b. Support the aileron and disconnect the inboard, outboard and center aileron hinges by removing the
nuts, washers and hinge bolts. Remove the aileron by lifting and pulling aft.
4-10. INSTALLATION OF AILERON. (Refer to Figure 4-lc.)
WARNING: ALL AILERONS THAT HAVE BEEN REPLACED OR REPAINTED MUST BE
BALANCED BEFORE INSTALLATION PER INSTRUCTIONS IN PARAGRAPH 4-76.
a. Position the aileron in the wing and install the bolts, washers, and nuts at the hinges.
b. Connect the aileron control rod to the aileron at the center hinge brackets with bolt, washers and
nut.
4-11. WING FLAP.
CAUTION: FLAP SKINS MUST BE REPLACED IF THEY SUSTAIN DAMAGE OR EXHIBIT
CRACKS.
4-12. REMOVAL OF WING FLAP. (Refer to Figure 4-lc.)
a. Extend the flaps to their fullest degree and remove the bolt and bushing from the rod end bearing by
use of an angle or offset screwdriver.
b. Remove the nuts, washers, bushing, and hinge bolts that hold the flap to the wing assembly.
c. Pull the flap straight back off the wing.
4-13. INSTALLATION OF WING FLAP. ( Refer to Figure 4-lc.)
a. Replace the wing flap by placing the flap into its proper position and inserting the hinge bolts,
bushings, washers and nuts.
b. With the flap control in the full flap position, place the bushing on the outboard side of the rod end
bearing and insert and tighten the bolt.
c. Operate the flap several times to be certain it operates freely.
1D21
883
A162 A322
BOLT AN3-11 A
WASHER AN960-10
NUT MS20365-1032C
BUSHING 63900-19 (2 REQ.)
2 REQ.
SKETCHB SKETCHD
Figure 4-1c. Aileron and Flap Installation
Reissued: 10/11/79 STRUCTURES

1D22
A321
BOLT AN2 3 -1 0
WASHER AN960-10
NUT MS24665-132
COTTER PIN AN310-3
BUSHING 63900-39
A322
WING
BOLT AN3-13A
WASHER AN960-10
NUT MS20365-1032C
BUSHING 63900-20 (2 REQ.)
SKETCHA SKETCHE
Figure 4-1c. Aileron and Flap Installation (cont.)

1D23
4 14. WING.
4-15. REMOVAL OF WING. (Refer to Figure 4-2.)
a. Close the fuel valve and drain the fuel from the wing to be removed. (Refer to Draining Fuel
System, Section II.)
b. Drain the brake lines and reservoir. (Refer to Draining Brake System, Section II.)
c. Remove the engine from the wing to be removed. (Refer to Removal of Engine, Section VIII.)
d. Drain the hydraulic lines of the landing gear of the wing to be removed by separating the lines and
elbows at the actuating cylinder.
e. Remove the access plate at the wing butt rib and wing inspection panels. (Refer to Access Plates
and Panels, Section II.)
f. Remove the front and back seats from the airplane.
g. Expose the spar box and remove the side trim cockpit panel assembly that corresponds with the
wing being removed.
h. Place the airplane on jacks. (Refer to Jacking, Section II.)
NOTE: To help facilitate reinstallation of control cables, power plant controls, and fuel and
hydraulic lines, mark cable and line ends in some identifying manner and attach a line
where applicable to cables before drawing them through the fuselage or wing.
i. Disconnect the aileron balance and control cables at the turnbuckles that are located within the
fuselage aft of the spar.
j. If the left wing is being removed, remove the cotter pin from the pulley bracket assembly to allow
the left aileron balance cable end to pass between the pulley and bracket.
k. Disconnect the flap from the torque tube by extending the flap to its fullest degree and removing the
bolt and bushing from the bearing at the aft end of the control rod.
CAUTION: TO PREVENT DAMAGE OR CONTAMINATION OF FUEL, HYDRAULIC AND
MISCELLANEOUS LINES, PLACE A PROTECTIVE COVER OVER THE LINE
FITTINGS AND ENDS.
1. Disconnect the fuel line at the fitting located inside of the wing by removing the access panel on the
forward inboard portion of the wheel well and reaching through to the fuel line coupling.
m. Remove the clamps that are necessary to release the electrical harness assembly. Disconnect the
leads from the terminal strip by removing the cover and appropriate nuts and washers.
n. With the appropriate trim panel removed, disconnect the hydraulic brake line at the fitting located
within the cockpit at the leading edge of the wing.
o. Disconnect the landing gear hydraulic lines at the fittings aft of the spar and within the fuselage.
p. If the left wing is being removed, it will be necessary to disconnect pitot and static tubes at the
elbows located within the cockpit at the wing butt line.
q. Arrange a suitable fuselage cradle and supports for both wings.
r. Remove the wing jacks.
s. Remove the front and rear spar nuts, washers and bolts.
1D24
A296
A364 A368
WASHER AN9604-16 L S
BOLT NAS464 -PS LA15

NUT MS21042-5
WASHER AN960416L (UNDER HEAD)
WASHER AN960-516 BOLT NAS464P6 LAS
MAX. TORQUE 7040 IN.-LBS. NUT 210424
MAX. TORQUE
360 -390 IN.-LBS.
SECTIONA-A SECTIONB-B
SKETCHA SKETCHB
Figure 4-2. Wing Installation

1El
BOLT LEGEND 2
POSITION BOLT NUT WASHER UNDER HEAD WASHER UNDER NUT
A-1 NAS464P6LAI7 MS210426 (1)AN960416 (1) AN960-616 (2 MAX.)

A-2 NAS464P6LA16 MS210426 (1)AN960416 (1) AN960-616 (2 MAX.)
A-3 NAS464P6LA16 MS210424 (1)AN960416 (1) AN960-616 (2 MAX.)
A-4 NAS464P6LA16 MS21'0426 (1) AN960416 (1) AN960416 (2 MAX.)
A-5 NAS464 P6 LA16 MS210426 (1)AN960416 (1) AN960-616 (2 MAX.)
B-1 4* NAS464P6LA15 H193006 (1)AN960-616 L (1) K19301-6 3'
B-2 4* NAS464P6LA14 H193006 (1)AN960416 (1) K19301-6 3'
B-3 4* NAS464P6 LA14 H193006 (1) AN960-616 (1) K19301-6 3'
B4 4* NAS464 P LA14 H193004 (1)AN960-616 (1) K19301-6 3-
B4 4- NAS464P6LA14 H193006 (1)AN960-616 (1) K19301-6 3'
C-l NAS464PSLA20 MS210424 (1)AN960-616L (1) AN960516 (2 MAX.)
C-2 NAS464 P LA20 MS210426 (1)AN9606-16L (1) AN960-616 (2 MAX.)
C-3 NAS464 PLA20 MS210426 (1)AN960-616 L (1) AN960-6 16 (2 MAX.)
C4 NAS464P6LA20 MS210424 (1)AN960-616L (1) AN960--616 (2 MAX.)
C-5 NAS464 P6LA21 MS210426 (1) AN960-616 L (1)96352-3 3'
C4 NAS464PSLA21 MS210426 (1) AN960416L (1)96352-2 3*
D-1 NAS464 PSLA20 MS210426 (1)AN960-616L (1) AN960-516 (2 MAX.)
D-2 NAS464P6LA20 MS210426 (1)AN960-616L (1) AN960-616 (2 MAX.)
D-3 NAS464P6LA20 MS210426 (1) AN960-616L (1) AN960416 (2 MAX.)
D-4 NAS464P6LA20 MS210426 (1)AN960-616 L (1)AN960-616 (2 MAX.)
D-5 NAS464P6LA21 MS210424 (1)AN960416L (1)95352-3 3
D4-6 NAS464PSLA21 MS210426 (1)AN960-616L (1)95352-2 3-
NOTES
2.* TORQUE BOLT HEAD ON UPPER SPAR CAP & NUT ON LOWER SPAR
CAP AS FOLLOWS:
FOR A S/16 BOLT - 205 -225 IN.-LBS.
FOR A 3/S BOLT - 360 -390 IN.-LBS.
3.' A MAXIMUM OF ONE (1) AN960416 WASHERS OR AN960416
WASHER MAY ALSO BE LISTED UNDER THE SPECIAL WASHER.
4.* NUTS H193004 (B-1, B-2, B-3, B-4 & B5) TO BE COLOR CODED WITH
BLUE PAINT.
5.* IT IS ACCEPTABLE TO HAVE THE FACES OF THE FITTING AGAINST
EACH OTHER IN WHICH CASE AN960416L WASHER SHOULD BE
USED UNDER THE BOLT HEAD.
A357
SKETCH C SKETCHD
Figure 4-2. Wing Installation (cont.)

1E2
t. Remove the eighteen main spar bolts.

u. Slowly remove the wing being certain that all electrical leads, control cables, power plant controls,
and fuel lines are disconnected.
4-16. INSTALLATION OF WING. (Refer to Figure 4-2.)
NOTE: When installing a “replacement” wing, a Stall Warning Flight Test is required upon completion
of wing installation. Contact Piper factory Technical Support through your Piper Dealer for
further instructions.
a. Ascertain that the fuselage is positioned solidly on a support cradle.
b. Place the wing in position for installation, with the spar end a few inches from the side of the
fuselage and set on trestles.
c. Prepare the various electrical leads, fuel lines, control cables, and power plant controls for insertion
into the wing or fuselage when the wing is eased into place.
d. Slide the wing into position on the fuselage.
e. Install the main spar bolts in accordance with the information given in Figure 4-2, Sketches C and
D.
f. Install the bolt, washers, and nut that attaches the front spar and fuselage fitting. A minimum of one
washer is required under the bolt head; then add washers as needed to leave a maximum of one and
one-half threads visible or a minimum of bolt chamfer exposed. (Refer to Sketch A, Section A-A of
Figure 4-2.)
g. Install the bolt, washers, and nut that attaches the rear spar and fuselage fitting. It is acceptable to
have the faces of the fittings against each other in which case the AN960-616L washer should be
used under the bolt head. The AN960-616 washer may be added under the nut when not used as a
shim. (Refer to Sketch B, Section B-B of Figure 4-2.) Check to ensure that no threads are bearing
on the forward plate prior to installing the nut.
h. Torque the main spar bolts in accordance with specifications given in the bolt legend of Figure 4-2.
The forward spar attachment bolt should be torqued to a maximum of 70 to 90 inch-pounds. The
rear spar attachment bolt should be torqued to a maximum of 360 to 390 inch-pounds.
i. Install the wing backs and tail support to the tail skid with approximately 600 pounds of ballast on
the base of the tail support. Remove the fuselage cradle and wing supports.
j. If the left wing was removed, it is necessary that the pitot and static tubes be connected at the
elbows located within the cockpit at the wing butt line. Replace or install clamps where found
necessary.
k. Connect the hydraulic brake line onto the fitting located within the cockpit at the leading edge of
the wing and the landing gear hydraulic lines at the fittings within the fuselage aft of the spar.
1. Connect the leads to the appropriate posts on the terminal strip and install the washers and nuts.
(For assistance in connecting the electrical leads, refer to the electrical schematics in Section XI.)
Place the clamps along the electrical harness to secure it in position and install the terminal strip
dust cover.
m. Connect the fuel line at the fitting located inside the wing by reaching through the access panel on
the forward inboard portion of the wheel well.
1E3
n. Connect the aileron balance and control cables at the turnbuckles that are located within the
fuselage aft of the spar. After the left balance cable has been inserted through the bracket assembly
and connected, install a cotter pin cable guard into the hole that is provided in the bracket assembly.
o. Connect the flap by placing the flap handle in the full flap position; place the bushing on the outside
of the rod end bearing and insert and tighten bolt.
p. Install the engine. (Refer to Installation of Engine, Section VIII.)
q. Check the rigging and control cable tension of the ailerons and flaps. (Refer to Rigging and
Adjustment of Ailerons, and Rigging and Adjustment of Flaps, Section V.)
r. Service and refill the brake system with hydraulic fluid in accordance with Servicing Brake System,
Section II. Bleed the system as outlined in Section VII and check for fluid leaks.
s. Check the fluid level of the landing gear hydraulic system and fill in accordance with Servicing
Hydraulic Pump/Reservoir, Section II. With the airplane sitting on jacks, operate the gear through
several retraction and extension cycles to be certain that there are no hydraulic leaks. Bleed the
hydraulic system in accordance with Section VI. Ascertain that the landing gear is down and locked.
t. Service and fill the fuel system in accordance with Servicing Fuel System, Section II. Open the fuel
valve and check for leaks and fuel flow.
u. Check the operation of all electrical equipment, pitot and static systems.
v. Remove the airplane from jacks.
w. Install the cockpit trim panel assembly, spar box carpet, the front and back seats and wing root
rubber. Replace all the access plates and panels.
1E4
4-16a. RIB ASSEMBLY INSPECTION AND MODIFICATION - AFT WING, WS 49.25 (See Figure 4-2a.)
The left and right rib assemblies aft of the main spar at W.S. 49.25 can, under certain conditions, crack.
The cracking is typically observed vertically along the bend radius of the flange common to the main
spar and the main landing gear side brace attach fitting (See Figure 4-2a., Sheet 1).
NOTE: Installation of Kits No. 767-397 (LH) and 767-398 (RH), confirmation of existing rib
assemblies stamped with Date Code 8313 (see Figure 4-2a., Sheet 2) or higher, installation of
new rib assemblies with Date Code 8313 or higher, or any combination of the above will
eliminate the following 100 hour and 500 hour repetitive inspection requirements.
A. 100 Hour Wing Rib Inspection
For airplanes which have not installed Kits No. 767-397 (LH) and 767-398 (RH), or do not have rib
assemblies at W.S. 49.25 stamped with Date Code 8313 (see Figure 4-2a., Sheet 2) or higher, each
100 hours time-in-service:
1. Place the airplane on jacks per Paragraph 2-12.
2. In both the right and left wings:
a. Inspect the Aft Rib Assembly at W.S. 49.25 for any evidence of cracks (see Figure 4-2a.,
Sheet 1).
b. Inspection shall be limited to a visual examination.
c. Inspect the exposed (upper half) portion of the bend radius of the flange common to the
Aft Rib Assembly and the Main Spar Web.
3. If any crack is detected visually, proceed to a more detailed examination.
a. Remove the Main Landing Gear Side Brace by removing the five (5) bolts that fasten it to
the wing structure. Retain hardware for reassembly.
b. using dye penetrant inspection techniques, Inspect the cracked Rib Assembly in the bend
radius of the flange common to the Main Spar Web to determine the full extent of crack
propagation.
c. Determine if trimming, as shown in Figure 1, will remove all the material affected by the
crack.
1. If so, install the appropriate kit (see above).
2. If this cannot be accomplished, replace the cracked Rib Assembly.
4. If no cracks are detected, reassemble/reinstall any parts or components previously
removed.
5. Verify proper functioning of landing gear.
6. Verify gear are down and locked and remove airplane from jacks.
7. Make an appropriate logbook entry.
1E4A
Figure 4-2a. Wing Rib Inspection (W.S. 49.25) (Sheet 1 of 2)
1E4B
Figure 4-2a. Wing Rib Inspection (W.S. 49.25) (Sheet 2 of 2)
B. 500 Hour Wing Rib Inspection

For airplanes which have not installed Kits No. 767-397 (LH) and 767-398 (RH), or do not have rib
assemblies at W.S. 49.25 stamped with Date Code 8313 (see Figure 4-2a., Sheet 2) or higher, each
500 hours time-in-service:
1. Place the airplane on jacks per Paragraph 2-12.
2. In both the right and left wings:
a. Remove the Main Landing Gear Side Brace, by removing the five (5) bolts that fasten it to
the wing structure. Retain hardware for reassembly.
b. Inspect the Rib Assembly for evidence of cracks in the bend radius of the flange common
to the Main Spar Web (as show in Figure 4-2a., Sheet 1), using dye penetrant inspection
techniques.
3. If a crack is detected, identify the path of the propagation, and determine if trimming, as shown
in Figure 4-2a., Sheet 2, will remove all the material affected by the crack.
a. If so, install the appropriate kit.
b. If this cannot be accomplished, replace the cracked Rib Assembly.
4. If no cracks are detected, reassemble/reinstall any parts or components previously removed.
5. Verify proper functioning of landing gear.
6. Verify gear are down and locked and remove airplane from jacks.
7. Make an appropriate logbook entry.
1E4C
4-16b. WING AFT SPAR-TO-FUSELAGE ATTACHMENT HARDWARE 100 HOUR INSPECTION

Each 100 hours time-in-service, inspect the aft wing spar-to-fuselage attachment hardware for both the
right and left wings as follows:
NOTE: Perform the following with weight on wheels (i.e. – not on jacks).
A. Remove the lower wing-to-fuselage fairing in the area of the wing aft spar.
B. Lower the flaps to gain access to the head of the wing-to-fuselage attachment bolt.
C. Inspect the bolt for tightness in the fittings.
(1) If bolt is tight:
(a) Ensure that the washer(s) are in place on the bolt and ensure the bolts are torqued as
specified in Figure 4-2.
(b) Re-install the fairings and make a log book entry indicating completion of this inspection.
(2) If the bolt is loose:
(a) Remove the bolt and inspect the holes in the fittings for size and make sure no out-of-
round condition exists outside of allowable limits. The specified hole size for each fitting
is 0.3745 - 0.3765 inch diameter.
(b) If the holes meet the requirements specified above, inspect gap between the fittings.
1 If gap is below 0.032 inches, it is acceptable to install a replacement nut P/N 404-532
(MS21042-6), bolt P/N 402-915 (NAS464P6LA6), and washers P/N’s 690-629
(NAS1149F0663P) and P/N 690-620 (NAS1149F0632P) and torque as specified in
Figure 4-2. Ensure that 1½ threads of the bolt protrude from the nut.
2 If the gap is above 0.032 inches, install a thick or thin washer (or any combination)
as necessary to fill the gap, as described in Figure 4-2, prior to installation of the
nut/bolt combination above.
NOTE: If the gap (before shimming with washers) exceeds 0.15 inches, contact
Piper factory Technical Support through your Piper Dealer for further
instructions.
(c) If the holes do not meet the requirements specified above, contact Piper factory Technical
Support through your Piper Dealer for further instructions.
(d) Upon successful disposition, re-install the fairings and make a log book entry
documenting completion of this inspection.
1E4D
4-17. EMPENNAGE GROUP.

NOTE: Before entering the aft portion of the fuselage, attach a stand to the tail skid for support, and
with the use of a heavy pad, protect the inside of the fuselage. Be certain to distribute weight on
top of the bulkheads so as not to damage the fuselage skin or bulkhead.
4-18. STABILATOR.
CAUTION: STABILATOR SKINS MUST BE REPLACED IF THEY SUSTAIN DAMAGE OR
EXHIBIT CRACKS.
4-18a. STABILATOR ATTACH BRACKETS CORROSION CONTROL INSPECTION (See Figure 4-2b.)
CAUTION: AT EACH REMOVAL OF THE STABILATOR, CONDUCT ATTACH BRACKETS
CORROSION CONTROL INSPECTION, BELOW.
During each annual inspection, use the following method to inspect stabilator attach brackets for rust and
corrosion between the steel attach fittings and the adjacent fuselage structure. Take corrective action as
required.
a. Remove upper and lower tail cone fairing assembly.
b. Remove the aft fuselage closeout plate assembly on the applicable models.
c. Inspect the steel stabilator attach fittings (4 places) and adjacent fuselage structure for the presence
of rust and/or corrosion.
NOTE: Refer to F.A.A. Advisory Circular (AC) 43-4A, Corrosion Control for Aircraft.
d. If rust and/or corrosion is present, repair or replace as required. Add corrosion protection per
AC43-4A.
e. Install aft fuselage closeout plate assembly. Verify integrity of rubber seals; replace if required
f. Install upper and lower tail cone fairing assembly.
Figure 4-2b. Stabilator Attach Brackets Corrosion Control Inspection
1E4E
4-19. REMOVAL OF STABILATOR. (Refer to Figure 4-3.)

NOTE: Should it be necessary to move the rudder to its extreme left or right for clearance, do so with
the use of the rudder pedals or tow bar.
a. Remove the screws from around the upper and lower tail cone fairing assembly and remove the
fairing separately.
b. Block the trim cable at the barrel of the trim screw assembly to prevent the cable from unwrapping.
c. Remove the access panel to the aft section of the fuselage located at the back wall of the baggage
compartment.
d. Install cable blocks, as illustrated in Figure 4-4, on the stabilator trim control cable at the first set of
pulleys forward of the cable turnbuckles to prevent the forward cable from unwrapping.
e. Disconnect the trim cables at the turnbuckles within the aft section of the fuselage.
f. Relieve tension from the stabilator control cables by loosening one of the cable turnbuckles in the
aft section of the fuselage.
g. Disconnect the stabilator control cables from the stabilator balance arm by removing cotter pins,
nuts, washers, bushings and clevis bolts.
h. Disconnect the trim assembly from the aft bulkhead of the fuselage by removing the attaching nuts,
washers, and bolts of the horizontal and diagonal support brackets.
i. Move the trim assembly up through the tail cone fairing cutout in the stabilator and remove, with
cable, from the airplane.
j. Remove the stabilator by disconnecting the stabilator at its hinge points by removing attaching nuts,
washers and bolts.
4-20. INSTALLATION OF STABILATOR. (Refer to Figure 4-3.)
WARNING: ALL STABILATORS THAT HAVE BEEN REPLACED, REPAINTED, HAVE HAD
DEICE BOOTS ADDED OR REMOVED, OR HAVE HAD THE TRIM TAB REPLACED
OR REPAINTED, MUST BE BALANCED BEFORE INSTALLATION PER
INSTRUCTIONS IN PARAGRAPH 4-78.
NOTE: A clearance of .25 ± .06 of an inch between the stabilator and the side of the fuselage and .18 of
an inch minimum between all parts of the stabilator and the tail cone assembly must be
maintained throughout the stabilator travel. Use a proper washer combination on the stabilator
hinges to attain the necessary tolerances.
a. Insert the stabilator in position and install attaching hinge bolts, washers and nuts.
b. Move the trim assembly through the cutout in the stabilator and attach the brackets of the assembly
to the aft bulkhead with bolts, washers and nuts. Insert the trim cable ends into the fuselage.
c. Attach the stabilator control cables to the stabilator balance arm with clevis bolts, bushings,
washers, nuts and cotter pins.
d. Connect the ends of the fore and aft trim cables at the turnbuckles within the aft section of the
fuselage.
e. Remove the cable block from the trim control cable within the fuselage.
1E4F
f. Set stabilator control cable tension and check rigging and adjustment according to Rigging and
Adjustment of Stabilator, Section V.
g. Remove the cable blocks from the trim cable at the barrel of the trim screw assembly.
h. Set stabilator trim control cable tension and check rigging and adjustment according to Rigging and
Adjustment of Stabilator Trim, Section V.
i. Remove the pad from the aft section of the fuselage and replace the access panel.
j. Install the tail cone fairing and remove tail stand.
NOTE: When stabilator and/or stabilator trim tab is replaced, the balance may be disturbed.
Rebalancing is required.
4-21. STABILATOR TRIM TAB.
4-22. REMOVAL OF STABILATOR TRIM TAB. (Refer to Figure 4-3.)
a. Disconnect the stabilator trim control rod by removing the bolts that attach the control rod to the
stabilator trim tab.
b. Remove the stabilator trim hinge pins by cutting one end of the wire pins and removing.
c. The stabilator trim tab can now be removed.
4-23. INSTALLATION OF STABILATOR TRIM TAB. (Refer to Figure 4-3.)
a. Place the trim tab in position on the aft end of the stabilator.
b. Replace the old hinge pins with new pins. (Refer to Parts Catalog P/N 761-589.)
c. Insert the pins and secure by bending the end to a 45 degree angle.
d. Install the control rod and attach with the four bolts and washers.
e. The trim tab free end play must not exceed .125 inches maximum.
4-24. RUDDER.
CAUTION: RUDDER SKINS MUST BE REPLACED IF THEY SUSTAIN DAMAGE OR EXHIBIT
CRACKS.
4-25. REMOVAL OF RUDDER. (Refer to Figure 4-3.)
a. Remove the screws from around the upper tail cone fairing assembly and remove the fairing.
b. Remove the rudder tip by removing the attaching screws and disconnect the tail position light wire
at the quick disconnect located at the tip of the rudder. Open the access panel in the rear of the
baggage compartment to gain access to the aft section of the fuselage.
c. Relieve the cable tension from the rudder control system by loosening one of the cable turnbuckles
in the aft section of the fuselage.
d. Disconnect the two control cables from the rudder horn by removing the cotter pins, nuts, washers,
bushings and bolts.
e. Disconnect the rudder trim tab push rod from the actuating link by removing cotter pin, nut, washer
and bolt.
f. Disconnect the jumper lead between the rudder and vertical fin.
1E5
g. Remove the cotter pins, nuts, washers, and bolts from the upper and lower rudder hinge pivot
points.
h. Pull the rudder up and aft from the vertical fin.
4-26. INSTALLATION OF RUDDER. (Refer to Figure 4-3.)
WARNING: ALL RUDDERS THAT HAVE BEEN REPLACED OR REPAINTED OR HAVE HAD
THE TRIM TAB REPLACED OR REPAINTED, MUST BE BALANCED BEFORE
INSTALLATION PER INSTRUCTIONS IN PARAGRAPH 4-77.
a. Place the rudder in position and install the hinge bolts, washers, nuts and cotter pins.
NOTE: Use any washer combination of the hinge assembly to suit best, the centering and operation
of the rudder.
b. Connect the rudder trim tab push rod to the actuating link with bolt, washer, nut and cotter pin.
c. Connect the tail position light electrical lead at the quick disconnect and cover the connector with
an insulating sleeve. Tie both ends of the sleeve with number six electrical lacing twine.
d. Connect the jumper lead between the rudder and vertical fin.
e. Connect the control cables to the rudder horn with bolts, washers, nuts and cotter pins.
f. Check the rudder in accordance with Rigging and Adjustment of Rudder, Section V.
g. Install the upper tail cone fairing and rudder tip and secure with the attachment screws. Secure the
access panel to the aft section of fuselage.
NOTE: When rudder and/or rudder trim tab is replaced, the balance may be disturbed. Rebalancing
is required.
1E6
IA329
SKETCH A
PIN MS20253PZ
A300
SKETCH F
BOLT AN4-5 A
WASHER AN960-416 L
TORQUE TO 100 IN. LBS.
A297 A299
BOLT AN173-1A
WASHER AN960-10 (2 REQ. - 1 UNDER HEAD, 1 UNDER NUT)
BOLT AN173-7A NUT MS20365-1032C
WASHER AN960-10L
NUT MS20365-1032C
TORQUE 35-40 IN. LBS.
SKETCH D
A329 SKETCH E
A330
PIN MS20253PZ BOLT AN3-I0A

WASHER AN9600-10 (UNDER NUT)
SKETCH C NUT MS20365-1032C
Figure 4-3. Empennage Group
Revised: 11/12/82 STRUCTURES

1E7
A301
BOLT AN4-24
BALANCE PLATES
P/N 96564 (AS REQ.) WASHER AN960-416 (2 REQ.)
NUT MS20365-428C
TORQUE 50 TO 70 IN. LBS.
BOLT AN23-12
WASHER AN960-10
NUT AN320-3
COTTER PIN MS24665-134
BUSHING 63900-31
(2 REQ.) SKETCHG
A346
BOLT AN35A
WASHER AN960-10
NUT MS20365-1032C
4 REQ.
SKETCHI
TORQUE NUT 35 TO 40 IN.-LBS.
BOLT AN4-6 A
BOLT NAS464P3A5 NUT MS20365-428
WASHER AN960-10 WASHER AN960-416
NUT MS21045-13 8 REQ.
4 REQ.
TORQUE NUT TO 65 + + IN.-LBS.
SEE CAUTION BOLT AN3-5A
WASHER AN960-10
NUT MS20365-1032C
4 REQ.
BOLT AN3-5A -----------------------

WASHER AN960-10 (2 REQ. BOLT NAS464P3A4
WASHER AN960-10
UNDER NUT)
NUT MS21045-L3
WASHER AN960-10
4 REQ.
(UNDER HEAD)
TORQUE NUT 65 + 5 IN.-LBS.
NUT MS20365-1032C
SEE CAUTION
4 REQ.
— — — — — —------
--- - - --
BOLT NAS464P3A4
WASHER AN960-10 (2 REQ.)
NUT MS21045-L3
4 REQ. WASHER 960-416L
TORQUE NUT TO 65 + 5 IN.-LBS. AS REQ. TO CENTER
SEE CAUTION STABILATOR AND
LOCK BEARING INNER
RACE.
BOLT NAS 1104-17
WASHERS AN960-4 6
CAUTION: IDENTIFY HARDWARE (1) UNDER HEAD
BEFORE TORQUING. () UNDER NUT
NUT - MS21045-4
TORQUE 80-90 IN. LBBS.
SECTIONA-A
Figure 4-3. Empennage Group (cont.)

1E8
SKETCHH
BOLT AN173-16A TORQUE 38-43 IN-LBS

NUT MS20365-1032C
OR
'BOLT AN174-16A TORQUE 70-80 IN.-LBS.
'NUT MS20365-428C
WASHER AN960-PD10
WASHER AN960-PD416L (UNDER HEAD)
WASHER AN960-PD 416 (UNDER NUT)
BOLT AN173-10A
NUT MS20365-1032C
BOLT AN4-7A
WASHER AN960-PD10
NUT MS20365-1032C
TORQUE BOLT TO 70-80 IN -LBS.
OR
'WASHER AN960-PD416 (2)
'NUT MS20365-428C
WASHER AN960
WASHER AN960-1OL
(AS REQ.) TO CENTER
BOLT ANS-6A
NUT MS20365-524C
(4 REQ.)
TORQUE 180-200 IN. LBS.
I 'IF KIT764 100VHAS BEENINCORPORATED
Figure 4-3. Empennage Group (cont.)

1E9
4-27. RUDDER TRIM TAB.

4-28. REMOVAL OF RUDDER TRIM TAB. (Refer to Figure 4-3.)
a. Remove the bolt assembly which connects the trim tab actuating arm to the tab assembly.
b. Remove the trim tab hinge pin and remove the tab assembly from the rudder.
1E10
A977
Figure 4-4. Methods of SecuringControl Cables
4-29. INSTALLATIONOF RUDDERTRIM TAB. (Refer to Figure 4-3.)

a. Position the trim tab assemblyinto the rudder aligningthe two hinge bolts.
b. Install a new hinge pin. Ascertain that at least .50 of an inch of hinge pin extends out from each
end of the hinge.
c. Bend both ends of the hinge pin to a 30 angle*to secureit in place.
d. Connect the trim tab actuating arm to the bracket and the tab and secure with bolt assembly.
4-30. VERTICALFIN.
4-31. REMOVALOF VERTICALFIN. (Refer to Figure 4-3.)
a. Remove the screws from the upper and lower tail cone fairing; the fin tip cover and the fairing at
the forward base of the fin.
b. Remove the rudder per instructions givenin Paragraph4-25.
c. Disconnect the leads from the antenna terminals (optional) and attach a line to the leads to assist
in reinstallation.
d. Disconnect the wire antenna (optional) that attaches to the leading edge of the fin.
e. Disconnect the positive lead to the rotating beacon (optional) and attach a line prior to removal.
Disconnect the ground lead by removingthe attachment screw.
f. Remove the rudder trim assemblyand trim cable in accordance with Removal of Rudder Trim
Assembly, Section V.
g. Remove the bolt and washer that attaches the leading edge of the fin to the fuselage.
h. Remove the nuts, washers,and bolts that secure the fin spar to the aft bulkhead and remove the
vertical fin.
1E11
4-32. INSTALLATION OF VERTICAL FIN. (Refer to Figure 4-3.)

a. Insert the vertical fin into position and install the bolts, washers, and nuts that secure the fin spar to
the aft bulkhead.
b. Install the bolt and washer that attaches the leading edge of the fin to the fuselage.
c. Install the rudder trim assembly and trim cable per instructions given in Installation of Rudder Trim
Assembly, Section V.
d. Install the rudder per Paragraph 4-26.
e. Pull the electrical and antenna leads through the vertical fin with the line that was attached.
f. Connect the antenna leads to the proper terminals and secure with the washers and nuts.
g. Connect the electrical leads at the disconnects and insulate.
h. Rig and adjust the rudder and trim control cables as given in Section V.
i. Check the operation of the radios and electrical lights.
j. Replace all fairings and access plates and secure with attaching screws.
4-33. FUSELAGE ASSEMBLY.
4-33a. AFT WING ATTACH FITTINGS 100 HOUR INSPECTION
A. Background
Should the seals for the windows and doors not be maintained, leaks may develop which, if not
corrected, will allow an ingress of water. This water contamination will wet the insulation around
the aft wing attach fittings creating a highly corrosive environment.
B. Procedure
Each 100 hours, inspect to determine condition of the aircraft window and door seals, the condition
of the aft wing attach fittings, the insulation material around the affected area, and the drain holes in
the bottom fuselage skin at the aft attach fittings area.
1. Gain access to the left and right aft wing attach fittings.
a. Remove center seats and the center floorboard.
b. Remove interior moldings and carpet as necessary.
2. Inspect thoroughly the left and right aft wing attach fittings for evidence of flaking paint and/or
corrosion. (Flaking paint may be a symptom of hidden corrosion.)
a. If no corrosion exists, continue with these instructions.
b. If corrosion is found, proceed as follows:
1. If corrosion is superficial and there is no metal flaking and/or pitting, clean and paint
fittings, using a good quality aircraft primer.
2. If serious corrosion is found, consult the Piper Illustrated Parts Catalog (P/N 761-
589) for replacement part numbers and obtain and install new parts before next
flight. See Aft Wing Attach Fittings Replacement, Paragraph 4-33b.
3. Upon completion of the inspection and after replacement or refurbishment of fittings,
treat the aft attach fittings area using DINOL AV 8 corrosion compound (P/N 89500-
800). The treatment may be brushed or sprayed.
1E12
3. Inspect insulation in and around the rear fittings.

a. If insulation is wet or matted down where it has been wet, it will be necessary to replace
this insulation and it will be necessary to inspect all windows, doors, and exterior panels
leading to the cabin.
1. Check door seals for deterioration, cracks, and voids in adhesive.
2. Check window seals for voids, cracks, and deterioration.
3. Perform a leak check with water to determine where the water is entering. Cure all
leak paths before continuing these instructions.
4. Consult the Piper Illustrated Parts Catalog (P/N 761-589) for replacement part
numbers and obtain and install new parts before continued operation.
5. If sealing windows, use P/N 279-058 Sealant (Bostik 1100 FS) or equivalent.
6. If using insulation other than Piper original material, be sure that the insulation is
flame resistant and conforms to FAR part 23.853.
b. If the insulation material has not been wet, or if new material is being installed, ensure a
six (6) inch clearance in the insulation has been cut out in all directions around each
attach fitting.
4. Locate the two 0.191 inch drain holes, one beneath each aft attach fitting, in the bottom
fuselage skin and ensure each is clean and free of obstruction.
NOTE: If no drain holes are present, locate and drill two each .191 inch drain holes, one
beneath each rear attach fitting as shown in Figure 4-4b. When drilling from outside,
use a drill stop set to 1/8 inch to advert possible interior damage.
Figure 4-4a. Aft Wing Attach Fittings
1E12A
5. Re-install floorboards, seats, interior panels, and other articles previously removed. Perform a
functional test of any system or component that may have been interrupted or removed.
6. Make an appropriate logbook entry documenting completion of this inspection.
4-33b. AFT WING ATTACH FITTINGS REPLACEMENT
NOTE: The following is basic guidance. More extensive disassembly may be required to remove the
rear attach fitting(s). Thoroughly access the job before beginning to determine if additional
steps or parts may be required. Consult the Piper Illustrated Parts Catalog (P/N 761-589) for
additional parts as required.
A. Removal
1. Remove electrical power from aircraft by disconnecting the battery.
2. Place jacks under wings and tail - tie down to stabilize aircraft. Provide support for the
fuselage in the affected area.
3. Remove seats, center floorboard and interior panels necessary to gain access to the aft wing
attach fittings.
4. Remove or relocate systems components to gain access to the attach fittings.
5. Remove bolt from aft wing spar-to-fuselage attach fitting.
NOTE: If replacing both left and right attach fittings, work one side at a time.
6. Carefully remove rivets, screws, inner panels, channels, and brackets necessary to remove
attach fitting.
NOTE: In order to remove some channels, removal of the wings may be required.
7. Remove wing attach fitting from the aircraft. Discard fitting.
8. Clean and inspect the areas that were under bracket for any signs of corrosion.
a. If corrosion is found, repair or replace parts as necessary. Coat the area with primer and
allow to dry.
b. If no corrosion is found, coat the area with primer. Allow time to dry.
B. Installation
1. Install new wing attach fitting and align rivet holes. It may be necessary to ream open the bolt
hole to proper size. The hole is close tolerance and should be .3745 / .3765 (3/8) inch. Replace
attach fitting bolt should there be any sign of wear or corrosion.
2. Re-rivet wing attach fitting into place with appropriate fasteners.
NOTE: For hard to reach areas, it is permissible to replace the existing MS20470AD-5 rivets
with Hi Lok fasteners. Use HL30-5 with HL-94 Hi Lok collars. Torque to 15 to 25
inch lbs. Observe standard practices for use of Hi Lok fasteners.
3. Install wing spar and fuselage attach bolt.
4. Seal edges of attach fittings with PRC PR1422 (or equivalent) before installing interior.
5. If required, repeat this process for the opposite side.
6. Replace or reinstall any systems components removed or relocated for access.
7. Reinstall center floorboard, interior panels, and seats.
8. Connect battery and check for operation.
1E12B
Figure 4-4b. Fuselage Drain Hole Installation
1E12C
4-34. WINDSHIELD.
4-35. REMOVAL OF WINDSHIELD. (Refer to Figure 4-5.)
a. Remove the collar molding from around the bottom of the windshield by removing attaching screws.
b. Remove the trim strip from between the windshield halves by removing attaching screws.
c. Remove the windshield by raising the lower portion of the windshield and pulling forward.
d. Clean old tape and sealer from the windshield retainer channels and strips.
4-36. INSTALLATION OF WINDSHIELD. (Refer to Figure 4-5.)
a. Ascertain that the new windshield outside contours are that of the old windshield. It may be
necessary to cut or grind the new windshield.
b. Apply black vinyl plastic tape around the outer edge of the entire windshield.
c. Apply a strip of vinyl foam tape (1/8 x 1" wide - type 1 P.V.C.) over the plastic tape completely
around the top and outboard edges of the windshield.
d. Apply white PR307 sealing compound (Product Research Corporation) in the upper and outboard
windshield channel.
e. Slide the windshield aft and up into place. Use caution not to dislocate the tape around the edges of
the windshield. Allow clearance between the two sections of the windshield, at the divider post, for
expansion.
f. Lay sealant at the bottom and center (inboard) of the windshield, in the hollow between the outside
edge and channel.
g. Lay a small amount of sealant under the center trim strip; install and secure.
h. Lay black vinyl tape on the underside of the collar molding; install and secure.
i. Apply sealant to any areas around windshield that may allow water to penetrate past windshield.
j. Remove excess exposed sealer or tape.
1E12D
PIPER SENECA11SERVICEMANUAL
956 957 955

WHITE SEALANT
WHITE
VINYL -
WHITE
VINYL FOAM FOAM TAPE
SEALANT
TAPE
BLACK
VINYL TAPE BLACK
TAPE
A-A C-C
2019
899 A376
WHITE WHITE
SEALANT
WHITE
BLACK
SEALANT
VINYL TAPE
VINYL
FOAM TAPE
FOAM TAPE
D-D E-E F-F
Figure 4-5. WindshieldInstallation
Reissued:10/11/79 STRUCTURES
1E13
Figure 4-6. Side Window Installation (Typical)
4-37. SIDE WINDOWS.

4-38. REMOVAL OF WINDOWS (SIDE). (Refer to Figure 4-6.)
a. Remove the retainer molding from around the window by removing attachment screws. At the
forward end of both the right and left window that is adjacent to the second row of seats, the
window retainer is riveted in place and need not be removed.
b. Remove the window from the frame.
c. Remove excess tape and sealer from the window frame.
NOTE: A damaged window should be saved to provide a pattern for shaping the new window.
4-39. INSTALLATION OF WINDOWS (SIDE). (Refer to Figure 4-6.)
a. Cut or grind the new window to the same dimension as the window removed.
b. Apply a strip of vinyl foam tape (1/8 x 1" wide - Type 1 P.V.C.) completely around the edge of the
window.
c. Apply white PR307 sealing compound (Product Research Corporation) completely around the outer
surface of the window at all attachment flanges.
d. Install the window in the frame and install retainer moldings. Secure with screws.
e. Remove excess exposed sealer and tape.
1E14
4-40. REMOVAL OF REAR DOOR WINDOW. (Refer to Figure 4-7.)

a. Although it is not necessary, the door may be taken off the airplane. If the door is removed, make
sure it is placed on a surface that will not scratch the painted finish of the door.
b. Remove the trim panels on the door.
c. Unscrew the window retainers and carefully remove the window. Remove any excess tape and
sealer from the window frame as well.
NOTE: A damaged window should be saved to provide a pattern for fitting the new window.
4-41. INSTALLATION OF REAR DOOR WINDOW. (Refer to Figure 4-7.)
a. With the windows compared to each other, grind the new window to the same outlying dimensions
as the old.
b. With the frame thoroughly cleaned align the new window in the frame to ensure a proper fit.
c. Remove the new window and proceed as follows:
1. Apply 3/4 inch wide sealant tape to the contacting exterior surfaces of the window (around the
perimeter of the window that touches the door’s skin).
2. With the tape aligned on the window, apply pressure to force the seal against the window.
3. Remove the protective paper from the tape and set window in place on the door.
4. With a narrow, hand held, rubber roller, apply pressure around the perimeter of the window to
cause a tight seal between the window and skin.
d. Place new retainer into position and secure with 16 screws and washers (AN960-6).
e. Reinstall window retainer clips and trim panels.
f. If door was removed, carefully invert the door. Apply a bead of PR307 sealant to the outer
perimeter of window. Allow sealant to dry.
g. If door was removed, reinstall.
NOTE: Inspect to determine that all original bond lines between outer panel and window and
window and inner panel are tight. Fresh breaks in bond lines can be sealed using one of the
following:
1. Eastman 910
2. Aron Alpha Vigor Tool Co., NYC., N.Y.
Older breaks in bond lines should be sealed using one of the following adhesives:
1. Scotchweld 2216 B/A Liquid Epoxy, MMM Co., St. Paul, Minnesota
2. Chemlock 304 Hughson Chemical Co., Erie, Penna.
3. Reisweld 7006 H.B. Fuller Co., St. Paul, Minnesota
4. Loctite 2508* Loctite Corp., Netwington, Conn.
* Packaged in 1 oz. cups for ready mix under P/N 53-83
1E15
PIPER SENECA II SERVICE MANIAL
B974
M975
B976
COVER
PANEL
DOOR VIEWED INSIDE

LOOKING OUT
C-
COVER
PANEL
SIDE
PANEL
WINDOW _
RETAINER
EXTERNAL
SKIN OF
DOOR WINDOW
SEALANT
COVER SECTION C-C
PANEL
COVER
PANEL
WINDOW
SEALANT
WINDOW AND
SECTION A-A
EXTERNAL SKIN
SIDE
PANEL
SECTION B-B
Figure 4-7. Rear Door Window Replacement

1E16
4-42. DOOR (ENTRANCE).

4-42a. REMOVAL AND INSTALLATION OF DOOR SNUBBERS.
Door snubber seals have been incorporated in the three door jambs to improve on door sealing. For those
aircraft equipped as such, the following procedure should be used. If snubbers are not installed, the
“Field Kit For Improved Sealing” (763-993V), should be consulted for installation if so desired.
NOTE: If the existing seal is torn or badly deteriorated, it should be replaced. If the seal is found to be
loose, or the bond is “marginal,” it should be rebonded. The adhesives listed herein are
recommended for the following procedure.
1. Carboline Adhesive F- 1,
2. Scotch Grip 2210.
3. Proco #6205-1.
Refer to the List of Consumable Materials for vendor information.
a. To remove the snubber proceed as follows:
1. Back off the windlacing trim screws, tape the windlacing back out of the way, and remove all
scuff plates.
2. With mineral spirits, soak the edges of the snubber all around the door jamb.
3. With a plastic scraper or other appropriate instrument, scrape off the snubber while applying
mineral spirits as necessary to loosen the strip.
4. With mineral spirits and a clean cloth clean off all excess adhesive.
b. Before proceeding with installation instructions make sure the windlacing is rolled back far enough
to prevent adhesive from coming in contact with it.
c. If the door jamb is flaking or excessively scuffed proceed as follows:
1. Rub down and feather the finish with “wet or dry” emery cloth. Make sure to go over the
surface with fine (400 grit) paper.
2. Go over the surface with “Prep-Sol” or other type of cleaner that will not leave an oily residue.
3. Prime, sand (400 grit), and paint affected area. Wait for paint to dry before proceeding.
d. Go over the entire door jamb with “Prep-Sol” or other cleaner that will not leave an oily residue.
e. On aircraft up to 34-7670063 cut a length of snubber to fit the installation plus two or three inches
to spare. On aircraft 34-7670064 and up use the appropriate snubber installation or as just described
if a supply is available.
NOTE: Normal tack time for Carboline F- 1 (which is used as a reference) is 30 to 45 minutes, less
in a warm area.
NOTE: On forward cabin door make sure leg of snubber goes under striker plate on side latch and
over the striker plate for the upper latch.
On the aft cabin and cargo doors make sure the baggage door is closed and start at the forward
edge of the cabin door working upward. Make sure leg of snubber is under striker plate.
f. Although not critical it is recommended that masking tape be applied to the door jamb at the
borders of the area to be glued. (Refer to Figure 4-7a.)
1E17
FORWARD CABIN
A DOOR INSTALLATION
DO NOT STRETCHSNUBBER
AROUNDCORNERS(4 PLACES)
NOTES:
1. SNUBBER BUTT JOINT SHOULD
OCCUR AT DOOR DRAIN AREA AS
APPLICABLE.
2. ORIENT SNUBBER FLAT WITH
SURFACE INDICATED BY NOTE
DESIGNATION.
SEE
NOTE1
SNUBBER TYPICAL
CORNER
SECTION A-A
FRAME VIEW A
STRIKER/SCUFF
SECTION B-B FRAME
(ROTATED 180 ° )
SECTION C-C
SEE
NOTE
2
APPLICATIONOF ADHESIVE
Figure 4-7a. Snubber Installation

41E18
8970
AFT CABIN DOOR

INSTALLATION
NOTES
2. ORIENT SNUBBER FLAT WITH
FRAME SURFACE INDICATED WITH
NOTE DESIGNATION
3. TRYTO KEEP WIND LACING AT
LEAST .03 TO .06 IN FROM
SNUBBER.
' VIEW A
WIND LACING
SNUBBER
OUTB
SEENOTE2 SNUBBER
SEE
SEE NOTE
NOTE
FRAME
STRIKER
PLATE SECTION D-D SECTION E-E
(ROTATED) (ROTATED90' COUNTERCLOCKWISE) HINGE
CENTERLINE
CUT SNUBBER -
SEE NOTE 2 AFTER ADHESIVE
WIND CURES
SNUBBER
VIEW B
OUTBD
AFT
BAGGAGE
SECTION F-F DOOR
FUSELAGE
SKIN
Figure 4-7a. Snubber Installation (cont.)

1E19
g. Apply adhesive to the affected area on the door jamb and the inside surface of the snubber. It is
recommended that the snubber be installed before the adhesive becomes tacky enabling
manipulation of the snubber.
h. Position the snubber with the teat facing outboard and start at the bottom center of the jamb,
applying pressure to ensure a proper bond. DO NOT prestretch the snubber. Stretching the snubber
will cause cracks.
i. Wait for at least two hours for the bond to cure and DO NOT allow door to close. The bond will
cure more efficiently with the door left open and a maximum cure age will be effected.
j. To check for proper cure try peeling back a small local area of the snubber leg.
k. With adhesive properly cured, remove the masking tape. Replace scuff plates and windlacing. If the
snubber for the aft cabin door has just been installed, cut snubber as shown in Figure 4-7a.
1. Check that the door closes properly and readjust as necessary to achieve a flush fit. Latching effort
must not have increased.
m. With all hardware and plates reinstalled coat snubbers with silicone.
4-43. 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.
4-44. INSTALLATION OF DOOR.
a. Insert the door into position and install the washers, clevis bolts, and cotter pins on the door hinges.
b. For adjustment of door, refer to Paragraph 4-45.
c. Hook up and install the clevis bolt, bushing, and washer into the door holder assembly.
1E20
4-45. ADJUSTMENTOF DOOR.

a. To acquire the proper vertical adjustment of the door, insert the necessary washer combination
between the cabin door hinge and fuselagebracket assembly.
b. Additional adjustments must be made by tapping out the serrated door hinge, bushings and
rotating them to obtain the hinge centerline location that will provide proper door fit.
446. REMOVALOF DOOR LATCHMECHANISM.
a. Remove the door latch mechanism by removing the door trim upholstery and the screwsthat
attach the latch plate and latch mechanismto the door.
b. Disconnect the latch pull rod from the inside door handle.
c. Remove the complete latch mechanism.
4-47. INSTALLATIONOF DOOR LATCHMECHANISM.
a. Placethe latch assemblyinto position on the door.
b. Connect the latch pull rod to the inside door handle.
c. Replace the screws that attach the latch plate and mechanism to the door. Install the door trim
upholstery and secure with screws.
4-48. ADJUSTMENTOF DOOR LATCH MECHANISM.To adjust the door latch, loosen the screws on
the striker plate; make necessaryadjustment and retighten the screws.
449. REMOVALOF DOOR LOCKASSEMBLY.
a. Remove the door trim upholstery by removingthe attachment screws.
b. Loosen the nut on the lock assemblyand remove the lock by turning it sideways.
4-50. INSTALLATIONOF DOOR LOCKASSEMBLY.
a. Install the lock in the door by turning it sidewaysand placing it through the opening provided.
b. Replace the nut on the back of the lock assemblyand tighten.
c. Replace the door trim upholstery and secure with the attachment screws.
4-51. REMOVALOF DOOR SAFETY (AUXILIARY)LATCH.
a. Remove screw and handle from top outer surface of door.
b. Remove screwsholding latch assemblyto the inner panel of the door and remove the latch.
4-52. INSTALLATIONOF DOOR SAFETY(AUXILIARY) LATCH.
a. Insert hook through rectangular slot in top of door. Align holes in latch assemblywith those in
the door inner panel and secure with screws.
b. Install outer handle and screw.
4-53. ADJUSTMENTOF DOOR (AUXILIARY)LATCH.
a. To adjust the door safety latch, remove the two screws from latch plate found at the top of the
door opening.
b. Remove the plate and turn the loop assemblyin or out to make necessary adjustments.
c. Replacethe latch plate and secure with the two attachment screws.
4-54. BAGGAGEDOOR.
4-55. REMOVALOF BAGGAGEDOOR. With the door open, remove the hinge pin from the hingeand
remove the door.

1E21
4-56. INSTALLATION OF BAGGAGE DOOR.

Place the door in position so that the hinge halves are properly matched and install the hinge pin. It will
not be necessary to replace the hinge pin with a new pin if it is free of bends and wear.
4-56a. FORWARD BAGGAGE DOOR LATCHING AND LOCKING MECHANISM
PRE- / POST-FLIGHT INSPECTION.
a. With the door open: (See Figure 4-7b.)
1. Rotate door latch to the full closed position.
2. Insert key in lock, turn to the full locked position, remove the key.
3. Grasp the door latch handle and attempt to unlatch the mechanism.
4. Grasp the fork ends of the push rods and push inward toward the latch housing. There should
be no perceptible movement.
5. If the mechanism is “secure” proceed with normal latching and locking of the door in
accordance with Step b, below.
6. If there is any doubt as to the security of the door latch and locking mechanism, qualified
personnel should inspect the installation in accordance with paragraph 4-56b.
b. Door Latching and Locking Procedure
1. Ensure all baggage is secure and is stowed so that it does not interfere with normal closure of
the door. The door must not be forced closed, compressing baggage in the compartment.
2. Close the door; rotate the latch to the full closed position (horizontal).
3. Hold the latch in the closed position; insert the key in the lock; rotate key to the locked
position and withdraw the key.
NOTE: If the key can be removed in the unlocked position, or at any point other than the fully
locked position, the lock and key must be replaced.
c. Security Check
1. Grasp the door latch and attempt to turn counter-clockwise (to the left) to unlatch.
2. Check contour matching of the door edge with the surrounding edge. There should be no
excessive out of contour protrusion of the door.
3. Grasp the door latch handle and attempt to pull the door open without turning the handle. There
shall be no perceptible “pull out” of the door, especially at the forward and aft lower corners.
4-56b. FORWARD BAGGAGE DOOR 25 HOUR INSPECTION AND RIGGING.
In S/N’s 34-7570001 thru 34-7970075, 34-7970077 thru 34-7970105, 34-7970107 thru 34-7970109, and
34-7970111, 34-7970113 thru 34-7970117, 34-7970120 and 34-7970121, 34-7970123 thru 34-7970135,
34-7970137, 34-7970141, 34-7970143, 34-7970145 and 34-7970164; for airplanes which have not
accomplished the modification in paragraph 4-56c or complied with Part III of Piper Service Bulletin
No. 633B, each 25 hours time-in-service, inspect and rig the door latching and locking mechanism as
follows:
1. Conduct the Preflight Inspection Instructions in Paragraph 4-56a, steps a and b.
2. Detailed inspection with the door open (Refer to Figure 4-7b.)
a. Remove the latch mechanism inner access panel.
b. Inspect the latch hook for excessive wear, deformation or breakage.
1E22
Figure 4-7b. Forward Baggage Door Mechanism
c. Inspect the ends of the draw bolts for wear, deformation, burrs or breakage.
d. Inspect the latch plate lock tab for wear, deformation or breakage.
e. Inspect the lock tab for looseness, wear or breakage.
f. Inspect the push rods, fork ends, and check nuts for security.
g. Inspect and check all connections of the push rods to the latch plate for security.
h. Inspect and check the lock body for rotation in the door panel. Tighten the lock nut if
necessary.
i. Inspect and check the latch mechanism attachment to the door panel. If there is any perceptible
looseness of the attachment rivets, these shall be replaced and additional rivets added in
accordance with Paragraph 4-56c.
j. Inspect and check the door structure and the hinge attachment for any visible signs of
delamination of the stiffener structure to the skin panel.
k. Operate the latch mechanism and check the push rod clearance with the inner door structure in
the closed position in the area of the latch housing cut-outs.
1E22A
3. Rigging Inspection (Draw bolt engagement/travel)

a. With the door open, the mechanism turned to the full closed position and locked, turn the latch
counter-clockwise to take up the “back lash” in the mechanism. (Refer to Figure 4-7c.) Check
the minimum protrusion of the draw bolt, as measured from the face of the guide bushing. The
forward bolt should be 1 inch and the aft bolt 1 inch. If the mechanism requires re-rigging for
maximum engagement, proceed to steps ‘b,’ ‘c,’ and ‘d’ below.
b. When the draw bolts are withdrawn to the open position, the ends should not protrude so far as
to prevent closure of the door.
c. When the draw bolts are extended into the closed position, the shoulders of the bolts shall not
prematurely impinge on the guide bush, inducing pre-tensioning/springback in the push rods.
d. Re-rigging the engagement of the draw bolts is facilitated by adjusting the fork end. Minimum
thread engagement of the push rod is .40 inches.
4. Latch Plate Tab to Lock Tab Engagement
a. With the door open, the mechanism turned to the fully closed position and locked, check that
tab faces align correctly. (Refer to Figure 4-7d.)
b. Grasp the latch handle and attempt to unlatch and over-ride the lock tabs.
5. Upon completion of the re-rigging and any rework, conduct a door latching and locking check as
described in Paragraph 4-56a, step c, to confirm security and integrity of the latching and locking
mechanism.
6. Make an appropriate logbook entry that this inspection has been accomplished.
1E22B
Figure 4-7c. Draw Bolt Extension
Figure 4-7d. Lock Tab Engagement
1E22C
4-56c. FORWARD BAGGAGE DOOR LATCHING AND LOCKING MECHANISM MODIFICATION.

a. In S/N’s 34-7570001 thru 34-7970075, 34-7970077 thru 34-7970105, 34-7970107 thru
34-7970109, and 34-7970111, 34-7970113 thru 34-7970117, 34-7970120 and 34-7970121,
34-7970123 thru 34-7970135, 34-7970137, 34-7970141, 34-7970143, 34-7970145 and
34-7970164; for airplanes which have not complied with Part III of Piper Service Bulletin
No. 633B, modify the door latching and locking mechanism as follows:
1. Removal of Latch Mechanism (Refer to Figure 4-7b.)
(a) Remove the four screws attaching the access panel and remove the panel.
(b) Disconnect the push rods from the circular latch plate (discard the forward push rod).
Drive out the roll pin through the cam shaft.
(c) Drill out two rivets attaching the latch plate to the door and remove the mechanism.
2. Modification of the Latch Plate (Piper P/N 96936-00)
(a) Rework the lock tab on the latch plate as shown in Figure 4-7f.
(b) Drill a 1/16 hole (.062 diameter) in the latch plate, saw cut the tab down to the hole and
bend half of the tab as shown. (Deburr.)
3. Repair to the Lock Aperture (Refer to Figure 4-7e.)
(a) Remove lock.
(b) Locate the lock doubler, Piper P/N 36521-02 on the outside of the baggage door using the
flats of the doubler and baggage door as the locators. Drill the three #30 (.129 Diameter)
attachment holes. Remove the doubler and countersink (100 degrees) the three holes on
the outer surface of the door.
(c) It may be necessary to trim the doubler in the area of the lock tab block to obtain
clearance and flat with the door inside surface.
(d) Install doubler on the inside of the baggage door as shown.
4. Re-installation of the Latch Mechanism (Refer to Figure 4-7g.)
(a) Install the latch body in door. Click in place using the two existing attachment holes.
(b) Drill to additional fastener holes (#30 drill), countersink 100 degrees in the outer surface
of door.
(c) Remove the latch body and deburr.
(d) Reinstall the latch body using rivets as shown.
5. Reassemble the latch mechanism, re-install the roll pin and safety wire roll pin using .032
safety wire as shown in Figure 4-7h.
6. Re-install the lock to align the lock tab to the mating latch plate tab. Tighten the locknut
securely.
7. Re-install the aft push rod and new forward push rod to the latch plate using the original
washer with new cotter pins (MS24665-132).
NOTE: It may be necessary to trim forward push rod opening in door panel for clearance.
8. Re-check the rigging, the door latching and locking, in accordance with Paragraph 4-56b (3, 4,
and 5).
9. Re-install the latch mechanism inner access panel.
10. Make an appropriate logbook entry that this modification has been accomplished.
1E22D
Figure 4-7e. Door Lock Aperture Reinforcing
Figure 4-7f. Latch Plate Lock Tab Modification
1E22E
Figure 4-7g. Latch Installation Modification
1E22F
Figure 4-7h. Roll Pin Safety Wire
1E22G
b. In S/N’s 34-7570001 through 34-8070367, for airplanes which have not complied with Part IV of
Piper Service Bulletin No. 633B, safety the roll pin as follows (Refer to Figure 4-7h.):
1. Remove the four screws attaching the access panel and remove panel.
2. Safety wire roll pin as shown using .032 safety wire.
3. Make appropriate log book entry that this modification has been accomplished.
4-57. REMOVAL OF BAGGAGE DOOR LOCK ASSEMBLY.
a. With door open, remove the nut from the back of the lock assembly.
b. Remove the lock assembly through the front of the door.
4-58. INSTALLATION OF BAGGAGE DOOR LOCK ASSEMBLY.
a. Insert the lock through the hole in the front of the door.
b. Insert the nut on the lock assembly and tighten.
4-59. REMOVAL OF BAGGAGE DOOR HINGE.
a. Remove the door from the airplane as described in Removal of Baggage Door, paragraph 4-55.
b. Remove the hinge half from the airplane or door by drilling out the rivets and removing the hinge.
4-60. INSTALLATION OF BAGGAGE DOOR HINGE.
a. Place the hinge halves together and install the hinge pin.
b. Install the door into the closed position and drill the two end rivet holes and install the rivets.
c. Operate the door and check for proper fit and installation. Drill the remaining holes and install the
rivets.
4-61. RIGGING INSTRUCTIONS - SEAT BACK LOCK AND RELEASE. (Refer to Figure 4-8.)
a. Loosen screws (1 and 2) and ascertain that clamps (3 and 4) are in a relaxed condition. (Push-pull
cable (6) is able to move within the clamps.)
b. Place a straightedge along the lower surface of bushing (5) of the seat back release.
c. Adjust the push-pull cable (6) by raising or lowering it until the lower surface of the stop assembly
(7) is parallel to the straightedge.
d. Secure the push-pull cable in this position by tightening screws (1 and 2) on clamps (3 and 4). The
stop (7) should be lubricated and free to swivel without excessive play.
e. Push on seat back with stop assembly (7) in an engaged position to check engagement. Rotate the
seat back release handle and check for disengagement of seat back.
1E22H
1. SCREW
2. SCREW
3. CLAMP
4. CLAMP
5. BUSHING
6. CABLE
7. STOP ASSY.
LUBRICATEDAND FREE
EXCESSIVE PLAY
STRAIGHTEDGE
Figure 4-8. Seat Back Lock
THIS SPACEINTENTIONALLYLEFT BLANK
I Revised: 8/10/80 STRUCTURES

1E23
4-61a. RESTRAINT SYSTEM INSPECTION.

a. Shoulder Harness (If Installed)
1. Inspect ends and attachment points for condition and security.
2. Inspect harness web material for condition and wear over its entire length. Particularly look for
wear and fraying where harness web passes in and out of inertial reel. If excessively worn,
replace.
3. Check inertia reel mechanism by pulling sharply on strap. Verify reel will lock in place under
sudden stress.
b. Lap Belt
1. Inspect ends and attachment points for condition and security.
2. Inspect harness web material for condition and wear over its entire length. Particularly look for
wear and fraying where harness web passes in and out of adjustable buckle end. If excessively
worn, replace.
3. Inspect shoulder harness keeper nylon bushing. If excessively worn or missing, replacement of
that half of the lap belt is required.
4-61b. SHOULDER HARNESS INERTIA REEL ADJUSTMENT.
The inertia reel locking feature prevents the shoulder strap from extending and holds occupant in place.
For normal movement strap will extend and retract as required. If required, adust inertia reel as follows:
a. Allow harness to wind up on reel as much as possible.
b. On end of reel, pry off plastic cover over spring. Make sure spring does not come out of plastic
cover. Set aside plastic cover.
c. Unwind the harness completely. Measure and mark the harness 24 inches from the reel center.
d. Wind harness onto reel until the 24 inch mark is reached. Hold reel and place cap with spring over
reel shaft end.
e. Align slot in shaft with spring tang. Wind spring 6 1/2 turns and snap plastic cover into holes in reel
end shaft.
f. Release harness and allow harness to wind up. Extend harness several times to check reel for
smooth operation.
g. Hold inertia reel with reel completely wound and inertia mechanism end up. Pry off plastic cover
over mechanism and set reel aside.
h. Install nut in plastic cover so that stud in cover is flush with nut surface. Position cover over reel
and snap cover into place. Extend harness several times to ensure reel operates smoothly.
1E24
4-62. STRUCTURAL REPAIRS.

WARNING: NO ACCESS HOLES ARE PERMITTED IN ANY CONTROL SURFACE.
WARNING: USE OF PATCH PLATES FOR REPAIRS OF ALL MOVABLE TAIL SURFACES IS
PROHIBITED. USE OF ANY FILLER MATERIAL NORMALLY USED FOR REPAIR
OF MINOR DENTS AND/OR MATERIALS USED FOR FILLING INSIDE OF
SURFACES IS ALSO PROHIBITED ON ALL MOVABLE TAIL SURFACES.
CAUTION: CONTROL SURFACE SKINS MUST BE REPLACED IF THEY SUSTAIN DAMAGE
OR EXHIBIT CRACKS.
Structural repair methods used must be in accordance with FAA Advisory Circular 43.13-1, latest
revision. To assist in making repairs, Figure 4-9 identifies type and thickness of various skin material
used. Never make a skin replacement or patch plate from material other than type of original skin, or of a
different thickness than original skin. Repair must be as strong as original skin. However, flexibility
must be retained so surrounding areas will not receive extra stress.
Repairs to areas defined in FAR Part 43, Appendix A, must be shown (using approved data) to not
diminish the Life of the component, if a life limit is stated herein (see Section I). Temporary repairs,
when required, must add Instructions for Continued Airworthiness (ICA) to the maintenance record. Any
such ICA must be based on approved data.
4-62a. METAL WIRE STITCHING REPAIR. (See Figure 4-8a.) (PIR-PPS20024, Rev. A.)
CAUTION: METAL/WIRE STITCHING (AND THE ALTERNATE METHOD OF JOINING

DESCRIBED BELOW) SHALL ONLY BE USED FOR NON-STRUCTURAL, NON-
LOAD CARRYING APPLICATIONS.
A metal/wire stitching process is used to staple fabric and rubber seal materials to engine baffles and
some composite materials. The following alternate method of joining is approved for field use when
replacing these fabric and rubber seal materials.
Alternate (Rivet) Method of Joining.
1. Substitute two rivets in lieu of each staple where stitching was previously used or is specified.
Maintain a minimum of .75 inch spacing between rivets.
2. When materials being joined include Stainless Steel, Galvanized Steel or Steel, use:
a. MS20615M4 Rivet (Monel) and NAS1149CN432R Washer (See Figure 4-8a.)
b. Install with manufactured (factory) head against hardest material. Install washer against
opposite side of joint and upset rivet (bucktail) against washer.
3. When materials being joined include only aluminum and nonmetallic materials, use:
a. MS20470A4 Rivet and NAS1149DN432H Washer (See Figure 4-8a.)
b. Install with manufactured (factory) head against hardest material. Install washer against
opposite side of joint and upset rivet (bucktail) against washer.
1E25
Figure 4-8a. Metal Wire Stitching Repair
1E26
4-63. FIBERGLASS REPAIRS.

The repair procedure in this manual will describe the methods for the repair of fiberglass reinforced
structures. Paragraph 4-64 describes Touch-up and Surface Repairs such as blisters, open seams,
delaminations, cavities, small holes, and minor damages that have not harmed the fiberglass cloth
material. Paragraph 4-65 describes Fracture and Patch Repairs such as puncture, breaks, and holes that
have penetrated through the structure and damaged the fiberglass cloth. A repair kit, P/N 766-222, that
will furnish the necessary material for such repairs is available through Piper Aircraft Dealers.
NOTE: Very carefully follow resin and catalyst mixing instructions furnished with repair kit.
4-64. FIBERGLASS TOUCH-UP AND SURFACE REPAIRS.
a. Remove wax, oil, and dirt from around the damaged area with acetone, methylethylketone or
equivalent and remove paint to gel coat.
b. The damaged area may be scraped with a fine blade knife or a power drill with a burr attachment to
roughen the bottom and sides of the damaged area. Feather the edge surrounding the scratch or
cavity. Do not undercut the edge. (If the scratch or cavity is shallow and penetrates only the surface
coat, continue to Step f.)
c. Pour a small amount of resin into a jar lid or on a piece of cardboard just enough to fill the area being
worked on. Mix an equal amount of milled fiberglass with the resin using a putty knife or stick. Add
catalyst, according to kit instructions, to the resin and mix thoroughly. A hypodermic syringe may be
used to inject gel into small cavities not requiring fiberglass millings mixed with the gel.
d. Work the mixture of resin, fibers, and catalyst into the damaged area, using the sharp point of a
putty knife or stick to press it into the bottom of the hole and to puncture any air bubbles which may
be present. Fill the scratch or hole above the surrounding undamaged area about 1/16 inch.
e. Lay a piece of cellophane or waxed paper over the repair to cut off air and start the cure of gel
mixture.
f. Allow the gel to cure 10 to 15 minutes until it feels rubbery to the touch. Remove the cellophane
and trim flush with the surface, using a sharp razor blade or knife. Replace the cellophane and allow
to cure completely for 30 minutes to an hour. The patch will shrink slightly below the structure
surface as it cures. (If wax paper is used, ascertain wax is removed from surface.)
g. Rough up the bottom and edges of the hole with an electric burr attachment or rough sandpaper.
Feather hole into surrounding gel coat, do not undercut.
h. Pour out a small amount of resin, add catalyst and mix thoroughly, using a cutting motion rather
than stirring. Use no fibers.
i. Using the tip of a putty knife or finger tips, fill the hole to about 1/16 inch above the surrounding
surface with the gel coat mixture.
j. Lay a piece of cellophane over the patch to start the curing process. Repeat Step f, trimming patch
when partially cured.
k. After trimming the patch, immediately place another small amount of gel coat on one edge of the
patch and cover with cellophane. Then, using a squeegee or the back of a razor blade, squeegee
level with area surrounding the patch, leave the cellophane on patch for one or two hours or
overnight, for complete cure.
1. After repair has cured for 24 hours, sand patched area, using a sanding block with fine wet
sandpaper. Finish by priming, again sanding and applying color coat.
1F1
PIPERSENECAIISERVICEMANUAL
4-65. FIBERGLASSFRACTUREAND PATCH REPAIRS.

a. Remove wax, oil, and dirt from around the damaged area with acetone, methylethylketone or
equivalent.
b. Using a keyhole saw, electric saber saw or sharp knife, cut away raggededges. Cut back to sound
material.
c. Remove paint three inches back from around damaged area.
d. Working inside the structure, bevel the edges to approximately a 30 degree angle and rough sand
the hole and the area around it, using 80 grit dry paper. Feather back for about two inches all around the
hole. This roughens the surface for strong bond with patch.
e. Cover a piece of cardboard or metal with cellophane. Tape it to the outside of the structure,
covering the hole completely. The cellophane should face toward the inside of the structure. If the repair is
on a sharp contour or shaped area, a sheet of aluminum formed to a similar contour may be placed over the
area. The aluminum should also be covered with cellophane.
f. Prepare a patch of fiberglassmat and cloth to cover an area two inches larger than the hole.
g. Mix a small amount of resin and catalyst, enough to be used for one step at a time, according to
kit instructions.
h. Thoroughly wet mat and cloth with catalyzed resin. Daub resin on mat first and then on cloth.
Mat should be applied against structures surface with cloth on top. Both pieces may be wet out on
cellophane and applied as a sandwich. Enough fiberglasscloth and mat reinforcements should be used to at
least replace the amount of reinforcements removed in order to maintain the original strength. If damage
occurred as a stress crack, an extra layer or two of cloth may be used to strengthen area.
i. Lay patch over hole on inside of structure; cover with cellophane and squeegee from center to
edges to remove all air bubbles and assure adhesion around edge of hole. Air bubbles will show white in the
patch and they should all be worked out to the edge. Removeexcess resin before it gels on the part. Allow
patch to cure completely.
j. Remove cardboard or aluminum sheet from outside of hole and rough sand the patch and edge of
hole. 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 fiberglassmat about
one inch larger than the hole and one or more pieces of fiberglasscloth two inches larger than the hole.
Brush catalyzed resin over hole; lay mat over hole and wet out with catalyzed resin. Use a daubingaction
with brush. Then apply additional layer or layers of fiberglasscloth to build up patch to the surface of
structure. Wet out each layer thoroughly with resin.
1. With a squeegee or broad knife, work out all air bubbles in the patch. Work from center to edge,
pressing patch firmly against the structure. Allow patch to cure for 15 to 20 minutes.
m. As soon as the patch begins to set up, but while still rubbery, take a sharp knife and cut away
extra cloth and mat. Cut on outside edge of feathering. Strip cut edges of structure. Do this before cure is
complete, to save extra sanding. Allow patch to cure overnight.
n. Using dry 80 grit sandpaper on a power sander or sanding block, 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 resand.
o. Mix catalyzed resin and work into patch with fingers. Smooth carefully and work into any
crevices.
p. Cover with cellophane and squeegee smooth. Allow to cure completely before removing
cellophane. Let cure and resand.
q. Brush or spray a coat of catalyzed resin to seal patch. Sand patch; finish by priming; again
sanding and applying color coat.
NOTE
Brush and hands may be cleaned in solvents such as acetone or

methylethylketone. If solvents are not available, a strong solution
of detergent and water may be used.
Reissued:10/11/79 STRUCTURE
1F2
A318
Figure 4-9. Skin Materialand Thicess
Figure 4-9. Skin Material and Thickness
Reissued:10/11/79 STRUCTURES
1F3
Figure 4-9. Skin Material and Thickness (cont.)
1F4
4-66. THERMOPLASTIC REPAIRS. The following procedure will assist in making field repairs to items
made of thermoplastic which are used throughout the airplane. A list of material needed to perform these
repairs is given along with suggested suppliers of the material. Common safety precautions should be
observed when handling some of the materials and tools used while making these repairs.
a. Surface Preparation:
1. Surface dirt and paint if applied must be removed from the item being repaired. Household
cleaners have proven most effective in removing surface dirt.
2. Preliminary cleaning of the damaged area with perchlorethylene or VM&P Naptha will
generally insure a good bond between epoxy compounds and thermoplastic.
b. Surface Scratches, Abrasion or Ground-in-Dirt: (Refer to Figure 4-10.)
1. Shallow scratches and abraded surfaces are usually repaired by following directions on
containers of conventional automotive buffing and rubbing compounds.
2. If large dirt particles are embedded in thermoplastic parts, they can be removed with a hot
air gun capable of supplying heat in the temperature range of 300 ° to 400 ° F. Use care not to overheat the
material. Hold the nozzle of the gun about 1/4 of an inch away from the surface and apply heat with a
circular motion until the area is sufficiently soft to remove the dirt particles.
3. The thermoplastic will return to its original shape upon cooling.
c. Deep Scratches, Shallow Nicks and Small Holes: (Less than 1 inch in diameter.) (Refer to Figure
4-11.)
1. Solvent cements will fit virtually any of these applications. If the area to be repaired is very
small, it may be quicker to make a satisfactory cement by dissolving thermoplastic material of the same
type being repaired in solvent until the desired paste-like consistency is achieved.
2. This mixture is then applied to the damaged area. Upon solvent evaporation, the hard
durable solids remaining can easily be shaped to the desired contour by filing or sanding.
3. Solvent adhesives are not recommended for highly stressed areas, on thin walled parts or for
patching holes greater than 1/4 inch in diameter.
4. For larger damages an epoxy patching compound is recommended. This type material is a
two part, fast curing, easy sanding commercially available compound.
5. Adhesion can be increased by roughing the bonding surface with sandpaper and by utilizing
as much area for the bond as possible.
6. The patching compound is mixed in equal portions on a hard flat surface using a figure eight
motion. The damaged area is cleaned with perchlorethylene or VM&P Naphtha prior to applying the
compound. (Refer to Figure 4-12.)
7. A mechanical sander can be used after the compound is cured, providing the sander is kept
in constant motion to prevent heat buildup.
8. For repairs in areas involving little or no shear stress, the hot melt adhesives, polyamids
which are supplied in stick form may be used. This type of repair has a low cohesive strength factor.
9. For repairs in areas involving small holes, indentations or cracks in the material where high
stress is apparent or thin 'walled sections are used, the welding method is suggested.
IC. This welding method requires a hot air gun and ABS rods, to weld, the gun should be held to
direct the flow of hot air into the fusion (repair) zone, heating the damaged area and rod simultaneously.
The gun should be moved continuously in a fanning motion to prevent discoloration of the material.
Pressure must be maintained on the rod to insure good adhesion. (Refer to Figure 4-13.)
11. After the repair is completed, sanding is allowed to obtain a surface finish of acceptable
appearance.
Reissued: 10/11/79 STRUCTURE

1F5
PIPERSENECA II SERVICEMANUAL
d. Cracks: (Refer to Figure 4-14.)

1 Before repairing a crack in the thermoplastic part, first determine what caused the crack and
alleviate that condition to prevent it recurring after the repair is made.
2. Drillsmall stop holes at each end of the crack.
3. If possible, a double plate should be bonded to the reverseside of the crack to provide extra
strength to the part.
4. The crack should be "V" grooved and filled with repair material, such as solvent cement,
hot melt adhesive, epoxy patching compound or hot air welded, whicheveris preferred.
5. After the repair has cured, it may be sanded to match the surrounding surface finish.
e. Repairing Major Damage: (Larger than I inch in diameter.) (Refer to Figure 4-15.)
1. If possible a patch should be made of the same material and cut slightly larger than the
section beingrepaired.
2. When appearances are important, large holes, cracks, tears, etc. should be repaired by
cutting out the damaged area and replacingit with a piece of similar material.
3. When cutting away the damaged area, under cut the perimeter and maintain a smooth edge.
The patch and/or plug should also have a smooth edge to insure a good fit.
4. Coat the patch with solvent adhesiveand firmly attach it over the damaged area.
5. Let the patch dry for approximately one hour before any additional work is performed.
6. The hole, etc. is then filled with the repair material. A slight overfillingof the repair material
is suggested to allow for sanding and finishing after the repair has cured. If patching compound is used the
repair should be made in layers, not exceeding a 1/2 inch in thickness at a time, thus allowing the
compound to cure and insuring a good solid buildup of successivelayers as required.
f. Stress Lines: (Refer to Figure 4-16.)
1. Stress lines produce a whitened appearance in a localized area and generally emanate from
the severebending or impacting of the material. (Refer to Figure 4-17.)
2. To restore the material to its original condition and color, use a hot air gun or similar
heating deviceand carefully apply heat to the affected area. Do not overheat the material.
g. Painting the Repair:
1. An important factor in obtaining a quality paint finish is the proper preparation of the
repair and surrounding area before applying any paint.
2. It is recommended that parts be cleaned prior to painting with a commercial cleaner or a
solution made from one-fourth cup of detergent mixed with one gallon of water.
3. The paint used for coating thermoplastic can be either lacquers or enamels depending on
which is preferred by the repair facility or customer. (See NOTE.)
NOTE
It is extremely important that solvent formulations be considered

when selecting a paint, because not all lacquers or enamelscan be
used satisfactorily on thermoplastics. Some solvents used in the
paints can significantly affect and degrade the plastic properties.
4. Another important matter to consider is that hard, brittle coatings that are usuallybest for
abrasionresistance should not be used in areas which incur high stress, flexingor impact. Such coatings may
crack, thus creatinga weak area.

1F6
I TABLE IV-III. LIST OF MATERIALS (THERMOPLASTIC REPAIR)

ITEMS DESCRIPTIONS SUPPLIERS
Buffing and Rubbing Automotive Type - DuPont DuPont Company

Compounds #7 Wilmington, Del. 19898
Ram Chemical #69 x 1 Ram Chemicals
Gardena, Cal. 90248
Mirror Glaze #1 Mirror Bright Polish Co., Inc.
Irvin, Cal. 92713
Cleaners Fantastic Spray Obtain From Local Suppliers
Perchlorethylene
VM&P Naphtha (Lighter
Fluid)
ABS-Solvent Cements Solarite #11 Series Solar Compounds Corp.

Linden, N.J. 07036
Solvents MethylethylKetone Obtain From Local Suppliers

Methylene Chloride
Acetone
Epoxy Patching Solarite #400 Solar Compounds Corp.

Compound linden, N.J. 07036
Hot Melt Adhesives Stick Form 1/2 in. dia. Sears Roebuck & Co. or Most
Polyamids and Hot Melt 3 in. long Hardware Stores
Gun
Hot Air Gun Temp. Range 300° to Local Suppliers
400 F

1F7
871
Hot Air Gun
Figure 4-10. Surface Scratches, Abrasionsor Ground-in-Dirt.
871
Figure 4-11. Deep Scratches,Shallow Nicks and Small Holes.

1F8
825
Figure 4-12. Mixingof Epoxy Patching Compound.
870
Figure 4-13. WeldingRepair Method.

1F9
827
Figure 4-14. Repairingof Cracks.

1F10
831
PATCHING
828
DAMAGED AREA
Figure 4-15. VariousRepairs.

lFll
827
Figure 4-16. Repair of Stress Lines.
828 832
PROFILE VIEW INDICATING

DAMAGED AREA
Figure 4-17. Repair of Impacted Damage.

1F12
PIPERSENECA II SERVICE MANUAL
4-67. SAFETY WALK REPAIR.
4-68. SURFACE PREPARATION FOR LIQUID SAFETY WALK.

a. Clean all surfaces with a suitable cleaning solvent to remove dirt, grease and oils. Solvents may be
applied by dipping, spraying or mopping.
b' Insure that no moisture remains on the surface by wiping with a clean dry cloth.
c. Outline the area to which the liquid safety. walk compound is to be applied, and mask adjacent
surfaces.
NOTE
Newly painted surfaces shall be allowed to dry for 2.5 hours

minimum prior to the application of the safety walk.
4-69. PRODUCT LISTING FOR LIQUID SAFETY WALK COMPOUND.

a. Suggested Solvents:
Safety solvent per MIL-S18718
Sherwin Williams Lacquer Thinner R7KC120
Glidden Thinner No. 207
b. Safety Walk Material:
Walkway Compound, Nonslip and Walkway Matting, Nonslip (included in Piper Part No.
179 872)
4-70. APPLICATION OF LIQUID SAFETY WALK COMPOUND. Liquid safety walk compound shall be
applied in an area free of moisture for a period of 24 hours minimum after application. Do not apply
when surface to be coated is below 50 F. Apply liquid as follows:
a. Mix and thin the liquid safety walk compound in accordance with the manufacturer's
instructions on the container.
b. Coat the specified surfaces with a smooth, unoroken film of the liquid safety walk compound. A
nap type roller or a stiff bristle brush is recommended using fore and aft strokes.
c. Allow the coating to dry for 15 minutes to one hour before recoating or touch-up, if required
after application of the initial coating.
d. After recoating or touch-up, allow the coating to dry for 15 minutes to one hour before removing-
masking.
NOTE
The coated surface shall not be walked on for six hours minimum
after application of final coating.
Revised: 11/12/82 STRUCTURE

1F13
4-71. SURFACE PREPARATION FOR PRESSURE SENSITIVE SAFETY WALK.

The areas to which the pressure sensitive safety walk is to be installed must be free from all
contaminates and no moisture present. If liquid safety walk is installed the area must be prepared as
follows:
a. Area must be masked off to protect painted surfaces.
b. Apply suitable stripper MEK Federal Spec. TT-M-261, U.S. Rubber No. 3339 to wingwalk
compound. As compound softens, remove by using putty knife or other suitable tool.
c. Area must be clean and dry prior to painting.
d. Prime and paint area.
NOTE: Newly painted surfaces, shall be allowed to dry for 2.5 hours minimum prior to the
application of the safety walk.
4-72. APPLICATION OF PRESSURE SENSITIVE SAFETY WALK. (Kit 763 849V)
Wipe area with a clean dry cloth to ensure that no moisture remains on surface. Do not apply when
surface temperature is below 50°F. Apply pressure sensitive safety walk as follows:
a. Peel back the full width of the protective liner approximately 2 inches from the leading edge of the
safety walk.
b. Apply the safety walk to the wing area, begin at the leading edge, ensure proper alignment and
position from wing lap.
c. Remove the remaining protective liner as the safety walk is being applied from front to back of
wing area.
d. Roll firmly with a long handled cylindrical brush in both lengthwise directions. Make sure all edges
adhere to the wing skin.
e. Install leading edge retainer by inserting between wing leading edge fairing and forward wing spar.
Hold all parts in position by using existing fairing screws.
4-73. CONTROL SURFACE BALANCING.
4-74. CHECKING CONTROL SURFACE BALANCE.
The movable control surfaces have been statically balanced at the time of installation at the factory and
normally should not require rebalancing. Where possible the control surfaces were set with the balance
weight on the heavy side of the limits to permit paint touch-up without adjusting the balance weight. It
should be noted, however, that spare control surfaces are delivered unpainted and the static balance will
not necessarily fall within the limits provided. This is more pronounced on the stabilators and rudders.
The completed control surface, including paint, should be within the limits given in Table IV-IV. If the
surface is not to be painted, the balance weight will probably require adjustment. All replacement control
surfaces or surfaces that have been repainted or repaired should be rebalanced according to the
procedures given in Paragraphs 4-74 thru 4-78. The static balance of the surfaces must be as specified in
Table IV-IV.
Before balancing any control surface, it must be complete including tip, trim/servo tabs as applicable and
tab actuating arms or push rods with bearings as applicable and all optional equipment which is mounted
on or in the control surface when it is flown, including paint, position lights and wiring, static wicks,
scuff boots, etc.
1F14
If optional equipment is added or removed after balancing, the control surface must be rebalanced.
During balancing, trim/servo tabs must be maintained in the neutral position.
4-75. BALANCING EQUIPMENT (Refer to Figure 4-18).
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 4-18. Other tool
configurations may be used if accuracy is maintained and recalibration capability is provided. To use this
tool:
1. Ensure that the control surface is in its final Flight configuration, static wicks, trim tabs, trim tab
push pull rod and control surface tip (as applicable) should be installed. The surface should be
painted and trim/servo tabs should be in the neutral position.
NOTE: Because paint is a considerable balance factor, it is recommended that existing paint be
removed prior to repainting a control surface.
2. Place hinge bolts through control surfaces and place control surface on a holding fixture.
3. Calibrate the tool.
a. Avoiding rivets, place the balancing tool on the control surface with the tool’s hinge centerline
directly over the hinge line of the control surface.
b. Adjust the movable trailing edge support to fit the width of the control surface. Tighten the set
screw on the trailing edge support.
c. Adjust the trailing edge support vertically until the beam is parallel with the control surface
chord line.
d. Remove the tool from the control surface and balance the tool itself by adding or removing
nuts or washers from the beam balancing bolt. When balancing the tool, the movable weight
must be at the bar’s hinge centerline.
4. After balancing the tool, reattach it to the control surface per Figures 4-19 and 4-20. Keep the beam
positioned 90° from the control surface hinge line.
a. Determine balance of control surface by sliding movable weight along the balance beam.
b. Read the scale when the bubble level has been centered. Multiply by three to determine inch-
lbs. (I.E. - Since the movable weight weighs three pounds, every inch it is moved from the
center of the beam equals three inch-lbs of force.)
4-76. BALANCING AILERONS. (Refer to Figure 4-19.)
Position the aileron on the balancing fixture in a draft free area and in a manner which allows unrestricted
movement of the aileron on the hinge bearings. Place the tool on the aileron, avoid rivets and keep the
beam perpendicular to the hinge centerline. Calibrate the tool as described in Paragraph 4-75. Read the
scale when the bubble level has been centered by adjustment of the movable weight and determine the
static balance. If the static balance is not within the limits specified in Table IV-IV, proceed as follows:
a. Leading Edge Heavy: This condition is highly improbable; recheck measurements and calculations.
b. Trailing Edge Heavy: There are no provisions for adding weight to balance weight to counteract a
trailing edge heavy condition; therefore, it will be necessary to determine the exact cause of the
unbalance. If the aileron and reprint. If the aileron is too heavy resulting from repair to the skin or
ribs, it will be necessary to replace all damaged parts and recheck the balance.
1F15
A399
3 LB MOVABLE WEIGHT WITH
MARKED CENTERLINE
NUTS AND OR
WASHERS ADDED
AS REQUIRED
7 TO BALANCE
TOOL ITSELF
SURFACE CHORD LINE
BEAM BALANCING
5 FT EXTRUDED CHANNEL BOLT (USED FOR
BALANCING THE
TOOL ITSELF ONCE
THE TRAILING
EDGE SUPPORT
HAS BEEN SET
HINGE CENTERLINE
MARK GRADUATIONS IN INCHES
PLACED DIRECTLY OVER
HINGE LINE OF CONTROL SURFACE
HORIZONTALLY
ADJUSTABLE FOR
SETTING TOOL TO
WIDTH OF CONTROL
SURFACE
BUBBLE LEVEL
SET SCREW
VERTICALLY AND HORIZONTALLY

ADJUSTABLE
TRAILING EDGESUPPORT
VERTICALLYADJUSTABLE
FOR SETTING BEAM
PARALLEL TO CHORD
LINE OF CONT ROL SURFACE
Figure 418. Control Surface BalanceTool

1F16
TABLE IV-IV. BALANCE SPECIFICATIONS (PIR-PPS50011-1, Rev. O.)
Static Balance Limits (IN.-LBS.)

Surface Leading Edge Heavy Trailing Edge Heavy
Ailerons
S/N’s 34-7570001 thru 34-7670362 0.00 to -2.75
S/N’s 34-777001 and up +5.00 to -2.75
Stabilators * 0.00 to -13.00
Rudders -20.00 to -35.00
* With or without deicer boots installed. See Figure 4-20.
4-77. BALANCING RUDDER. (Refer to Figure 4-19.)

To balance the rudder, the assembly must be complete including the tip assembly and all attaching
screws, the position light wiring and trim tab and push rod. Tape the trim tab in neutral position with a
small piece of tape. Place the complete assembly horizontally on knife edge supports in a draft free area
in a manner that allows unrestricted movement. Place the tool on the rudder with the beam perpendicular
to the hinge centerline. Do not place the tool on the trim tab. Calibrate the tool as described in paragraph
4-75. Read the scale when the bubble level has been centered by adjustment of the movable weight and
determine the static balance limit. If the static balance is not within the limits given in Table IV-IV,
proceed as follows:
a. Nose Heavy: This condition is highly improbable; recheck calculations and measurements.
b. Nose Light: In this case, the mass balance weight is too light or the rudder is too heavy because of
painting; it will be necessary to strip the paint and repaint. If the rudder is too heavy as a result of
repairs, the repair must be removed and the damaged parts replaced.
4-78. BALANCING STABILATOR. (Refer to Figure 4-20.)
To balance the stabilator, the assembly must be complete including the trim tab, the tab push rod and end
bearing, stabilator tips and all attaching screws. Before balancing, tape the trim tab in neutral position
with a small piece of tape. Place the complete assembly on the knife edge supports in a draft free area in
a manner that allows unrestricted movement. Place the tool on the stabilator with the beam perpendicular
to the hinge centerline. Do not place the tool on the trim tab. Calibrate the tool as described in Paragraph
4-75. Read the scale when the bubble level has been centered by adjustment of the movable weight and
determine the static balance limit. If the static balance is not within the limits given in Table IV-IV,
proceed as follows:
a. If the stabilator is out of limits on the leading edge heavy side, remove balance plates from the mass
balance weight until the static balance is within limits. Do not attempt to adjust the stabilator tip
balance weight.
b. If the stabilator is out of limits on the trailing edge heavy side, add balance plates to the mass
balance weight per Figure 4-20 until the static balance is within limits.
1F17
2021
STATIC BALANCE (IN-LB) WEIGHT X INCHES
LOCATETOOL BALANCEPOINTS
DIRECTLY OVER HINGE CENTERLINE
2020
LOCATE TOOL DIRECTLY OVER

AILERON HINGE CENTERLINE
Figure 4-19. Aileron and Rudder BalanceConfiguration

1F18-
Figure 4-20. Stabilator Balance Configuration
4-79. CHECKING FREE PLAY OF CONTROL SURFACES.

The following checks are recommended before balancing to determine how much free play exists in the
control surfaces.
a. Stabilator: Neither stabilator half is allowed any free play at its attachment points fore or aft, up or
down, or left or right.
b. Stabilator and Rudder Tabs: Move the stabilator or rudder to one of its limits of travel and secure.
Insert a scale type straight edge in the groove between the surface and its tab. Grasping the trailing
edge of the tab, gently move it, marking the travel limits. The overall travel must not exceed 0.125
inch.
1F19
END OF SECTION
1F20
SECTION
V
SURFACE CONTROLS
1F20A
1F20B
SECTION V - SURFACE CONTROLS
TABLE OF CONTENTS
Paragraph Grid No.
5-1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F21

5-2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F21
5-2a. Flight Control Surface Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F23
5-2b. Flight Control Cable Tension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F23
5-3. Control Column Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F24
5-4. Removal of Control Column Assembly . . . . . . . . . . . . . . . . . . . . . 1F24
5-5. Installation of Control Column Assembly . . . . . . . . . . . . . . . . . . . 1F24
5-5a. Flex Joint Replacement Installation . . . . . . . . . . . . . . . . . . . . . . . . 1G2B
5-6. Aileron Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G3
5-7. Removal of Aileron Control Cables . . . . . . . . . . . . . . . . . . . . . . . . 1G3
5-8. Installation of Aileron Control Cables . . . . . . . . . . . . . . . . . . . . . . 1G7
5-9. Removal of Aileron Bellcrank Assembly . . . . . . . . . . . . . . . . . . . 1G8
5-10. Installation of Aileron Bellcrank Assembly . . . . . . . . . . . . . . . . . . 1G8
5-11. Rigging and Adjustment of Aileron Controls . . . . . . . . . . . . . . . . 1G9
5-12. Stabilator Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G12
5-13. Removal of Stabilator Control Cables . . . . . . . . . . . . . . . . . . . . . . 1G12
5-14. Installation of Stabilator Control Cables . . . . . . . . . . . . . . . . . . . . 1G12
5-15. Rigging and Adjustment of Stabilator Controls . . . . . . . . . . . . . . 1G15
5-16. Stabilator Trim Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G17
5-17. Removal of Stabilator Trim Assembly (Forward) . . . . . . . . . . . . . 1G17
5-18. Installation of Stabilator Trim Assembly (Forward) . . . . . . . . . . . 1G18
5-19. Removal of Stabilator Trim Controls (Aft) . . . . . . . . . . . . . . . . . . 1G19
5-20. Installation of Stabilator Trim Controls (Aft) . . . . . . . . . . . . . . . . 1G20
5-21. Rigging and Adjustment of Stabilator Trim . . . . . . . . . . . . . . . . . 1G20
5-22 Rudder Pedal Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G21
5-23. Removal of Rudder Pedal Assembly . . . . . . . . . . . . . . . . . . . . . . . 1G21
5-24. Installation of Rudder Pedal Assembly . . . . . . . . . . . . . . . . . . . . . 1G22
5-25. Rudder Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G24
5-26. Removal of Rudder Control Cables . . . . . . . . . . . . . . . . . . . . . . . . 1G24
5-27. Installation of Rudder Control Cables . . . . . . . . . . . . . . . . . . . . . . 1G24
5-28. Rigging and Adjustment of Rudder Controls . . . . . . . . . . . . . . . . 1H2B
5-29. Rudder Trim Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H5
5-30. Removal of Rudder Trim Controls (Forward) . . . . . . . . . . . . . . . . 1H5
5-31. Installation of Rudder Trim Controls (Forward) . . . . . . . . . . . . . . 1H5
5-32. Removal of Rudder Trim Controls (Aft) . . . . . . . . . . . . . . . . . . . . 1H6
5-33. Installation of Rudder Trim Controls (Aft) . . . . . . . . . . . . . . . . . . 1H6
5-34. Rigging and Adjustment of Rudder Trim Controls . . . . . . . . . . . . 1H7
01/01/09 V - TABLE OF CONTENTS

1F20C
SECTION V - SURFACE CONTROLS
Paragraph Grid No.
5-35. Wing Flap Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H8

5-35a. Flap Handle Control Cable Attachment Bolt 100 Hour Inspection 1H8
5-36. Removal of Wing Flap Controls . . . . . . . . . . . . . . . . . . . . . . . . . . 1H8
5-37. Installation of Wing Flap Controls . . . . . . . . . . . . . . . . . . . . . . . . 1H10
5-38. Rigging and Adjustment of Wing Flaps . . . . . . . . . . . . . . . . . . . . . 1H12
5-39. Torque Tube/Push Rod Distortion Inspection . . . . . . . . . . . . . . . . 1H12B
V - TABLE OF CONTENTS 01/01/09

1F20D
SECTION V
SURFACE CONTROLS
5-1. INTRODUCTION.
This section explains the removal, installation, and rigging and adjustment procedures for the control
surfaces of the various structural components. For the removal and installation of the structural surfaces
of the airplane, refer to Section IV. The assemblies need not be removed in order of paragraph since each
paragraph describes the individual removal and installation of the various assemblies. The following tips
may be helpful in the removal and installation of the various assemblies:
a. It is recommended, though not always necessary, to level and place the airplane on jacks during
rigging and adjustment, especially when using a bubble protractor or level.
b. Remove the turnbuckle barrels from cable ends before withdrawing the cable through the structures.
c. Tie a cord to the cable end before drawing cable through structures to facilitate reinstallation of
cable.
d. When turnbuckles have been set to correct tension, no more than three threads should be exposed
from either end of the turnbuckle barrel. Locking clips, after installation, should be checked for
security by trying to remove the clips using fingers only. Both locking clips may be inserted in the
same hole of the turnbuckle barrel, or they may be installed in opposite holes. After being removed,
locking clips should be discarded, not reused.
e. Assemble and adjust a turnbuckle so that each terminal is screwed on approximately equal distance
into the barrel. During adjustment, do not turn the terminals in such a manner as to put a permanent
twist in the cables.
f. When installing rod end jam nuts refer to Figure 5-1a for proper installation method. After adjusting
a jam nut, ensure that it is securely tightened and thoroughly inspected.
g. If the push rod or rod end has an inspection hole, the screw should be screwed in far enough to pass
the hole. This can be determined visually or by feel, inserting a piece of wire into this inspection
hole. If there is no inspection hole, there should be a minimum of 3/8 inch thread engagement.
NOTE: Cable rigging tensions specified in this section should be corrected to ambient temperature
in the area where the tension is being checked using Table V-II.
5-2. DESCRIPTION.
The Seneca II is controlled in flight by the use of three standard primary control surfaces consisting of
ailerons, stabilator and rudder. Operation of these controls is through the movement of the control
column tee bar assembly and rudder pedals. On the forward end of each control column is a sprocket
assembly. A chain is wrapped around the sprockets to connect the right and left controls and then back to
idler sprockets on the column's tee bar, which in turn connect to the aileron primary control cables. The
cables operate the aileron bellcrank and push-pull rods. The stabilator is controlled by a cable connected
to the bottom of the tee bar assembly and at the balance arm of the stabilator. Cables also connect the
rudder pedals with the rudder sector. Provisions for directional and longitudinal trim are provided by
adjustable trim mechanisms for the stabilator and rudder. Both the stabilator and rudder trim are
controlled by individual wheel and drum assemblies mounted on the floor tunnel between the front seats.
Cables routed aft from the drums to the tail cone operate the particular screw assembly which in turn
moves the stabilator or rudder trim tab.
01/01/09 V - SURFACE CONTROLS

1F21
TABLE V-I. FLIGHT CONTROL SURFACES RIGGING LIMITS
V - SURFACE CONTROLS 01/01/09

1F22
The wing flap system consists of an operating handle, a cable routed from the handle to a torque
tube and push-pull rods. Through the push-pull rods and torque tube, the flaps are interconnecting
and can be positioned in three locations of 10, 25 and 40 degrees.
5-2a. FLIGHT CONTROL SURFACE TRAVEL
See Table V-I for specifications, see appropriate section for rigging instructions.
5-2b. FLIGHT CONTROL CABLE TENSION
CAUTION: CABLE TENSIONS GIVEN IN TABLE V-I APPLY ONLY TO AIRPLANES WITHOUT
AUTOPILOT BRIDLE CABLE INSTALLATIONS. IF AN AUTOPILOT USING BRIDLE
CABLES HAS BEEN INSTALLED, CONSULT THE APPROPRIATE AUTOPILOT
VENDOR PUBLICATION FOR CORRECT CABLE TENSIONS WITH AUTOPILOT
BRIDLE CABLES ATTACHED.
a. See Table V-I for specifications; see appropriate section for rigging instructions.
b. When a new cable is installed, cable tension must be rechecked after flight test.
TABLE V-II. CABLE TENSION VS. AMBIENT TEMPERATURE (PIR-PPS50009-2)
120
110
Temperature, Degrees Fahrenheit (°F)
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

1F23
5-3. CONTROL COLUMN ASSEMBLY.

5-4. REMOVAL OF CONTROL COLUMN ASSEMBLY. (Refer to Figure 5-1.)
a. To remove either control wheel (5) with tube (4), the following procedure may be used:
1. Separate the control wheel tube (4) from the flexible joint (2) that is located on either side of
the tee bar assembly (7) by removing the nut, washer and bolt (3). Pull the tube from the
flexible joint.
2. If removing the left control tube, slide the stop (12) from the tube.
3. Should wires for the various Autopilot systems be installed in the control tube, disconnect
them at the quick disconnect terminals behind the instrument panel. Draw the wires back into
the tube and back out through the forward end of the tube.
4. Remove the control wheel assembly from the instrument panel.
b. The tee bar (7) with assembled parts may be removed from the airplane by the following procedure:
1. Remove the access panel to the aft section of the fuselage.
2. Relieve cable tension from the stabilator control cables (23) at one of the stabilator cable
turnbuckles in the aft section of the fuselage.
3. Relieve tension from the aileron control cables (22) and chains (16 and 14) at the turnbuckle
(6) that connects the chains at the top of the tee bar (7).
4. Disconnect the control chains from the control cables where the chains and cables join by
removing the cotter pins, nuts, bolts and bushings.
5. If the control wheel assemblies have not been previously disconnected from the tee bar
assembly, separate the control wheel tubes (4) at the flexible joints (2) by removing the nuts,
washers and bolts (3).
6. Disconnect the bobweight actuating rod (24) at the tee bar.
7. Remove the tunnel plate just aft of the tee bar by laying back enough tunnel carpet remove the
plate attachment screws.
8. Remove the two aileron control cable pulleys (21) attached to the lower section of the tee bar
by removing the pulley attachment bolt (8).
9. Disconnect the stabilator control cables (23) from the lower end of the tee bar assembly.
10. Disconnect the necessary control cables, such as the propeller pitch control, mixture control,
etc., that will allow the tee bar assembly to be removed.
11. Remove the tee bar assembly by removing the attachment bolts (3) with washers and nuts
which are through each side of the floor tunnel, and lifting it up and out through the right side
of the cabin.
5-5. INSTALLATION OF CONTROL COLUMN ASSEMBLY. (Refer to Figure 5-1.)
a. The tee bar assembly may be installed in the airplane by the following procedure:
1. Swing the tee bar assembly into place from the right side of the cabin and secure with
attachment bolts (3), washers, and nuts inserted in through each side of the floor tunnel.
2. Connect the bobweight actuating rod (24) to the tee bar. (Refer to Table V-I for proper rigging
of bobweight.)
3. Connect the stabilator control cables (23) to the lower end of the tee bar with bolt (3), washer,
nut and cotter pin. Allow the cable ends free to rotate.
4. Place the aileron control cables (22) around the pulleys (21) that attach to the lower section of
the tee bar (7); position pulleys and secure with bolt, washers and nut.
5. Install the control wheel per Step b.

1F24
2022
1. SPROCKET, RIGHT CONTROL WHEEL

2. FLEXIBLE JOINT
3. BOLT ASSEMBLY
4. TUBE, CONTROL WHEEL
5. CONTROL WHEEL (L & R)
6. TURNBUCKLE
7. TEE BAR ASSEMBLY
22 2 S. O-RING
9. WASHER, CONTROL WHEEL
10. PLATE, CONTROL WHEEL
11. WASHER, CONTROL WHEEL
12. SPACER, STOP
13. SPROCKET, LEFT CONTROL WHEEL
14. CHAIN, LEFT ROLLER
15. IDLER SPROCKET, AFT
16. CHAIN, RIGHT ROLLER
17. PIN
11. IDLER SPROCKET, FORWARD
19. BOLT, BUSHING, NUT & COTTER PIN
20. PULLEY, STABILATOR
21. PULLEYS AILERON
22. CABLES, AILERON CONTROL
23. CABLES, STABILATOR CONTROL
24. BOBWEIGHT ACTUATING ROD
Figure 5-1. Control Column Assembly
Reissued: 10/11/79 SURFACECONTROLS
1G1
Figure 5-1a. Correct Method of Installing Rod End Bearing

1G2
6. Place the control wheels in neutral (centered) position and install the aileron control chains (14
and 16) on the control wheel sprockets (1 and 13) and idler cross-over sprockets (15 and 18).
The turnbuckle (6) must be centered between the two control wheel sprockets.
7. Loosen the connecting bolts (3) of the idler sprockets (15 and 18) to allow the chain to fit snug
around the control wheel sprockets and over the idler sprockets.
8. Connect the aileron control cables (22) to the ends of the chains (14 and 16) with bolts,
bushings, nuts and cotter pins (19).
9. Adjust the chain turnbuckle (6) between the two control wheel sprockets to allow the control
wheels to be neutral and obtain proper cable tension as given in Table V-I. It may be necessary
in order to have both control wheels neutral to set the chain turnbuckle to neutralize the wheels
and then set cable tension with the turnbuckles located under the floor panel aft of the main
spar as instructed in Paragraph 5-11. Before safetying the turnbuckle, check that when the
ailerons are neutral, the control wheels will be neutral and the chain turnbuckle centered. Also,
the aileron bellcranks should contact their stops before the control wheel hits its stop. Models
which have adjustable aileron tee bar stops must maintain .030 to .040 clearance between the
sprocket pin and the adjustable stop bolts after the bellcranks contact their stops.
10. Set stabilator cable tension with the turnbuckle in the aft section of the fuselage and instruction
given in paragraph 5-15. Check safety of all turnbuckles upon completion of adjustments.
11. Tighten the connecting bolts (3) of the idler sprockets (15 and 18). (Torque 45 ± or -5 in. lbs).
12. Install the floor tunnel plate and secure with screws. Fasten the tunnel carpet in place.
b. Either control wheel assembly may be installed by the following procedure:
1. Insert the control wheel tube through the instrument panel.
2. Should wires for the various Autopilot systems need to be installed in the control tube, route
them through the hole in the forward side of the tube and out of the small hole in the side.
Position the rubber grommet in the hole in the side of the tube.
3. On the left control tube, install the stop (12).
4. Connect the control wheel tube (4) to the flexible joint (2) of the tee bar assembly. If the
control cables and/or chains have not been removed or loosened, place the ailerons in neutral
and install the control tube on the flexible joint to allow the control wheel to be neutral. Install
bolt, washer and nut (3) and tighten.

1G2A
68028
SMALL END OF TAPERED SHANK SHALL NOT EXTEND
MORE THAN 0.030 INSIDE THE O.D. OR 0.062 OUTSIDE
THE O.D. OF THE SPOCKET HUB. TAPER PIN (480-730)
WASHER (407-564 [AN960-10])
OR (494-093 [AN975-3])
NUT (484-835 [MS20364-1032C])
SHAFT (P/N 62716-07)
FWD
0.098 DIA.
SEE SAFE HOLE TO ENSURE PROPER SHAFT INSERTION
Figure 5-1b. Flex (Universal) Joint Assembly
5-5a. FLEX JOINT REPLACEMENT INSTALLATION (See Figure 5-1b.)

a. Carefully lay out location for hole to be drilled in flex joint tube to match hole in control column
shaft.
b. Using a #5 (0.2055) drill bit, drill hole through flex joint tube at location determined above.
c. Ream drilled hole, in steps, with a #1 reamer, checking to ensure proper depth for taper pin and
sufficient pin thread protrusion for proper installation.
d. Install pin through tube and shaft.
1. If pin shoulder does not protrude past sprocket hub, install a AN960-10 washer.
2. If pin shoulder does protrude past tube surface, install a AN975-3 washer.
3. Install nut. Torque 35–40 inch-pounds.

1G2B
5-6. AILERON CONTROLS.

5-7. REMOVAL OF AILERON CONTROL CABLES. (Refer to Figure 5-2.)
a. For the removal of any of the control cables in the fuselage or wings, first remove the floor panel
that is located directly aft of the main spar by removing the center seats, seat belt attachments, and
the screws securing the panel. Lift the panel and remove from airplane.
b. To remove either the right or left primary control cables (8 and 9) that are located in the fuselage,
the following procedure may be used:
1. Remove the tunnel plate just aft of the tee bar by laying back enough tunnel carpet to remove
the plate attachment screws.
2. Separate the primary control cable (8 or 9) at the turnbuckles (6) located in the floor opening
aft of the main spar.
3. Remove the cable pulleys attached to the lower section of the control column tee bar assembly
by removing the pulley attachment bolt.
4. Move the cable guard (see Sketch B) located under the pulley cluster (7) by removing the
cotter pin from the exposed end of the guard and sliding it to the left or right as required.

1G3

1G4
1944
SKETCHA 2041
20
SEE DETAIL A
16
Figure 5-2. Aileron Controls
Reissued: 10/11/79 SURFACE CONTROLS

1G5
GUARD PIN
SKETCHB SKETCHC
1. BELLCRANK ASSY, RIGHT 17. CABLE, CONTROL, LEFT

2. CONTROL ROD, RIGHT 11. BELLCRANK ASSY, LEFT
3. CABLE, BALANCE, RIGHT 19. BOLT ASSY
4. PULLEY 20. BOLT ASSY
5. CABLE, CONTROL, RIGHT 21. BOLT ASSY
6. TURNBUCKLE, AILERON MAIN 22. CONTROL ROD END
7. PULLEY CLUSTER, STA. 64.46 23. JAM NUT
8. CABLE, CONTROL, LEFT 24. WING SKIN, TOP
9. CABLE, CONTROL, RIGHT 25. BRACKET
10. PULLEY 26. WASHER
11. PULLEYS 27. WASHER
12. PULLEYS 21. SPACER
13. TURNBUCKLE, CONTROL CHAINS 29. WASHER (2 REQ.)
14. BOBWEIGHT ACTUATOR ROD 30. NUT
15. CABLE, BALANCE, LEFT 31. WING SKIN, BOTTOM
16. CONTROL ROD, LEFT 32. TEFLON TUBE
Figure 5-2. Aileron Controls (cont.)
Reissued:10/11/79 SURFACE CONTROLS

1G6
5. Remove the cotter pins used as cable guards at the pulley (11) in the forward area of the
floor opening aft of the main spar.
6. Disconnect the cable (8 or 9) from the control chain at the control column tee bar assembly
by removingthe cotter pin, nut, bolt, and bushing that connect the two together. Secure the chainsin some
manner to prevent them from unwrapping from around the sprockets.
7. Draw the cable back through the floor tunnel.
c. The primary control cable (5 or 17) in either wingmay be removed by the followingprocedure:
1. Remove the access plate to the aileron bellcrank (1 or 18) located on the undersideof the
wing forward of the aileron center hinge.
2. If not previously disconnected, separate the cable at the turnbuckles (6) located in the floor
opening aft of the main spar.
3. Disconnect the cable from the forward end of the aileron bellcrankby removingthe cotter
pin, nut, washer and bolt.
4. Draw the cable from the wing.
d. Either balance cable (3 or 15) may be removed by the following procedure:
1. Separate the balance cable at the turnbuckle in the right side of the floor opening aft of the
main spar.
2. If the left balance cable is to be removed, remove the cotter pin used as a cable guard at the
pulley (10) in the center of the floor opening.
3. Remove the access plate to the aileron bellcrank (18) located on the underside of the wing
forward of the aileron center hinge.
4. Disconnect the cable from the aft end of the aileron bellcrank by removingthe cotter pin,
nut, washer and bolt.
5. Draw the cable from the wing.
5-8. INSTALLATIONOF AILERONCONTROLCABLES. (Refer to Figure 5-2.)
a. The installation of either the right or left primary control cable (8 or 9) that is located in the
fuselagemay be accomplishedas follows:
1. Draw the cable through the fuselage floor tunnel.
2. Connect the cable to the end of the control chain and secure using bushing, bolt, nut and
cotter pin.
3. Place the cable around the pulley (see Sketch B) that is located in the tunnel. Install cable
guard (see Sketch B) and secure with cotter pin.
4. Position cables and install the cable pulleys that attach to the lower section of the tee bar
assembly.Secure with bolt, washer and nut. (Refer to Figure 5-1.)
5. Place the cable around the pulley (11) that is located in the floor opening just aft of the
main spar and install cotter pin cable guards.
6. If the primary control cable in the wing is installed, connect the control cable ends at the
turnbuckle (6) located in the floor opening aft of the main spar.
7. Check riggingand adjustment per Paragraph 5-11.
8. Position the heat duct and secure with screws.
9. Install the tunnel plate aft of tee bar assemblyand secure with screws.
10. Put the floor carpet in place and secure.
11. Place the fuel selector lever on the selector torque tube and secure with pin and cotter pin.
12. Install the lower and upper selector coversand secure with screws.
1G7
b. The primary control cable (5 or 17) in either wing may be installed by the followingprocedure:
1. Draw the control cable into the wing.
2. Connect the cable to the forward end of the aileron bellcrank (I or 18) using a bolt, washer,
nut and cotter pin. Allow the cable end to rotate freely on the bellcrank.
3. If the primary control cable in the fuselage is installed, connect the ends at the turnbuckle
(6) located in the floor opening aft of the main spar.
4. Check riggingand adjustment per Paragraph5-11.
5. Install the access plate on the underside of the wing.
c. Either balance cable (3 or 15) may be installed by the followingprocedure:
I. Draw the cable into the wing.
2. Connect the cable to the aft end of the aileron bellcrank (1 or 18) using a bolt, washer, nut
and cotter pin. Allow the cable end to rotate freely on the bellcrank.
3. Connect the balance cable ends at the turnbuckle in the floor opening aft of the main spar.
4. If the left cable was removed, install the cotter pin cable guard at the pulley (10) located in
the center of the floor opening.
5. Check riggingand adjustment per Paragraph5-11.
6. Install the access plate on the underside of the wing.
7. Install the floor panel, seat belt attachments and seats.
5-9. REMOVALOF AILERONBELLCRANKASSEMBLY. (Refer to Figure 5-2.)
a. Remove the floor panel located directly aft of the main spar by removing the center seats, seat
belt attachments, and the screwssecuring the floor panel. Lift the panel and remove from the airplane.
b. Remove the access plate to the aileron bellcrank (1 or 18) located on the underside of the wing,
forward of the aileron center hinge.
c. Relieve tension from the aileron control cables by loosening the balance cable turnbuckle (6)
located in the floor opening aft of the main spar.
d. Disconnect the primary (5 or 17) and balance (3 or 15) control cables from the bellcrank
assemblyby removing cotter pins, nuts, washersand bolts.
e. Disconnect the aileron control rod (16) (Sketch A) at the aft or forward end as desired.
f. Remove the nut, pivot bolt (19) (Sketch A) and washers that secure the bellcrank. The nut is
visible from the underside of the wing.
g. Remove the bellcrank from within the wing.
5-10. INSTALLATIONOF AILERONBELLCRANKASSEMBLY.(Refer to Figure 5-2.)

a. Install first the teflon tube (32) then the spacer (28) in the torque tube portion of the bellcrank
(18). (See Sketch A.)
b. Place the bellcrank in position in the wingwith a washer located between each end of the torque
tube and the mounting brackets.
c. Install the bellcrank pivot bolt (19) (see Sketch A) with the head up. Install a washerand nut on
the bolt and torque nut 20 to 25 inch-pounds. Check that the bellcrank rotates freely with little up-down
play. (Refer to Figure 5-2, Sketch A, Detail A.)
d. Install and adjust control rod (16) (Sketch A) and check aileron travel per Paragraph 5-11.
e. Connect the ends of the primary (5 or 17) and balance (3 or 15) control cables to the bellcrank
using bolts, washers,nuts and cotter pins. Allow the cable ends to rotate freely on the bellcrank.
f. Tighten the control cables at the balance cable turnbuckle (6) in the floor opening aft of the
main spar. Check cable tension per Paragraph 5-11.
g. Install the accessplate on the underside of the wing, the floor panel aft of-the main spar, seat belt
attachments and seats.
Reissued:10/11/79 SURFACECONTROLS
1G8
5-11. RIGGING AND ADJUSTMENT OF AILERON CONTROLS. (PIR-PPS50009-2)
CAUTION: VERIFY FREE AND CORRECT MOVEMENT OF AILERONS. WHILE IT WOULD

SEEM SELF-EVIDENT, FIELD EXPERIENCE HAS SHOWN THAT THIS CHECK IS
FREQUENTLY MISINTERPRETED OR NOT PERFORMED AT ALL. ACCORDINGLY,
UPON COMPLETION OF AILERON RIGGING AND ADJUSTMENT, VERIFY THAT
THE RIGHT AILERON MOVES UP AND THE LEFT AILERON MOVES DOWN
WHEN THE CONTROL WHEEL IS TURNED RIGHT; AND THAT THE LEFT
AILERON MOVES UP AND THE RIGHT AILERON MOVES DOWN WHEN THE
CONTROL WHEEL IS TURNED LEFT.
a. To check and adjust rigging of aileron controls, use the following procedure:
1. Ascertain that the control wheels have been properly rigged. (Refer to Paragraph 5-5.)
2. Place the control wheel in the centered position and place the tee bar in the full forward
position. Maintain the wheel and tee bar in these positions. Tee bar may be maintained in the
full forward position by placing weights on the aft side of the stabilator if the stabilator cables
have been previously tensioned.
3. Remove aileron bellcrank access plates from the underside of the wings, forward of the aileron
center hinge.
4. Check bellcranks for neutral position. (The neutral position of the bellcrank is the position at which
the centerline of the cable connection holes are an equal distance from the adjacent outboard wing
rib.) A bellcrank rigging tool can be fabricated from dimensions given in Figure 5-16.
5. Affix the bellcrank rigging tool as shown in Figure 5-3 between the arm of each bellcrank and
the adjacent rib. The slotted end of the tool fits on the arm forward of and adjacent to the
primary control cable end. The other end of the tool is positioned so its side contacts the aft
side of the bellcrank stop. The bellcrank must be moved to allow a snug fit of the tool between
the bellcrank arm and rib. To do so, it may be necessary to loosen a primary control cable or
balance cable.
Figure 5-3. Bellcrank Rigging Tool

1G9
Figure 5-4. Aileron Rigging Tool
b. Adjust primary and balance cable tension as given in Table V-I by the following procedure:
1. Remove floor panel located directly aft of the main spar by removing the center seats, seat belt
attachments and related hardware.
2. Ascertain that the control wheels are properly rigged (refer to Paragraph 5-5) and both
bellcranks are at neutral position.
3. Adjust the turnbuckles on the primary and balance cables to obtain the proper tension as given
in Table V-I. During adjustment, obtain a little more tension on the primary cable to hold the
bellcranks in neutral (against the rigging tools): finish with approximately even tension on all
cables. Primary cable tensions may be slightly less than balance cable tension but should be
within the tension specified.
4. Remove bellcrank rigging tools.
c. Check and adjust the aileron for neutral position by the following procedure:
1. Ascertain that the bellcrank rigging tools fit snug between the bellcrank and the rib.
2. Check the aileron for neutral. (The neutral position is the position at which the chord line of
the aileron forms a 1° 12’ ± 1° "down" angle with the wing chord at the inboard end of the
aileron.) An aileron rigging tool can be fabricated from dimensions given in Figure 5-17.

1G10
3. Place the aileron rigging tool as shown in Figure 5-4 against the underside of the wing and
aileron as close as possible to the center of the aileron without contacting any rivets. The tool
must be positioned parallel with the wing ribs and the aft end of the tool even with the trailing
edge of the aileron.
4. With the aileron control rod connected between the bellcrank and aileron, check that the
surface of the wing contacts the tool at its forward surface and at the spacer and the trailing
edge of the aileron contacts the aft end of the tool. The aileron is neutral at this position. While
measuring the neutral position, a light "up" pressure shall be maintained at the center of the aft
edge of the aileron, just sufficient to remove the slack between the bellcrank and the aileron.
5. Should the three points not contact, loosen the jam nut at the aft end of the control rod and
rotate the rod until the three points contact. After adjustment, retighten the jam nut.
d. Check the ailerons for correct travel from neutral per dimensions given in Table V-I by the
following procedure:
1. Center the bubble of a protractor over the surface of an aileron at neutral position and note the
reading.
2. Move the aileron full up and down and check the degree of travel for each direction. The
degree of travel on the protractor is determined by taking the difference between the protractor
reading at neutral and up, and neutral and down. The bubble must be centered at each reading.
3. Should the travel not be correct, the travel may be set by rotating the bellcrank stops in or out.
Stops are located in the wing attached to the rib that is adjacent to the aileron bellcrank.
4. Repeat this procedure for the other aileron.
5. If the aileron stops are bottomed before the control wheel is turned 90 ± 1 degree from
centered position, lengthen the drive cable and shorten the balance cable an equal amount.
Recheck cable tension.
e. Check the bellcrank stops to assure that the bellcrank contact is made simultaneously but still have
cushion before contacting the control wheel stops. Models which have adjustable aileron tee bar
stops must maintain .030 to .040 clearance between the sprocket pin and the adjustable stop bolts
after the bellcranks contact their stops.
f. Check control operation and bolts and turnbuckles for safety.
g. Install access plates and panels.
NOTE: When an out-of-trim condition persists despite all the rigging corrections that can be made,
there is a possibility that the trailing edge of the aileron has been used to move the aircraft
forward. This can result in a slight bulging of the aileron contour at the trailing edge which
will cause an out-of-trim condition that is very difficult to correct.

1G11
5-12. STABILATOR CONTROLS.

5-13. REMOVAL OF STABILATOR CONTROL CABLES. (Refer to Figure 5-5.)
a. To remove either the forward or aft stabilator cables, first remove the access panel to the aft section
of the fuselage.
b. Relieve cable tension from control system by loosening one of the cable turnbuckles in the aft
section of the fuselage.
c. Disconnect the stabilator down springs and clamps (18) from the upper stabilator control cable in
the aft section of the fuselage.
d. Either forward stabilator cable (20) may be removed by the following procedure:
1. Remove the floor tunnel cover in the aft area of the cabin by removing the carpet and the
heater duct over the tunnel and the cover attachment screws.
2. Remove the cable guard plate (see Sketch B) from the underside of the pulley cluster (5) in the
aft area of the tunnel opening by removing the guard attachment screws.
3. Remove the floor panel located directly aft of the main spar by removing the center seats, seat
belt attachments, and the screws securing the panel. Lift the panel and remove from the
airplane.
4. Within the floor opening, remove the cable rub blocks (see Sketch A) that are attached to the
spar housing by removing the block attachment screws. Also, remove the cotter pin cable
guard at the pulley cluster (4) in the aft area of the opening.
5. Remove the tunnel plate just aft of the tee bar by removing enough carpet from the tunnel to
allow the plate attachment screws and plate to be removed.
6. If the right (upper) stabilator control cable (20) is to be removed, remove the cotter pin cable
guards at the pulley (1) located in the forward area of the tunnel.
7. Disconnect the cables (20) from the lower end of the tee bar by removing cotter pin, nut,
washer and bolt.
8. Draw the cable aft through the floor tunnel.
e. Either aft stabilator control cable (7) may be removed by the following procedure:
1. Disconnect the cable end at the balance arm (14) of the stabilator by removing the cotter pin,
nut, washer and bolt.
2. Remove the cotter pin cable guard at the pulleys (9 or 13) located either above or below the
balance arm.
3. Remove the cable from the airplane.
5-14. INSTALLATION OF STABILATOR CONTROL CABLES. (Refer to Figure 5-5.)
a. The forward stabilator cables (20) may be installed by the following procedure:
1. Draw the control cable through the floor tunnel. Ascertain that the right (upper) cable (20) is
routed around the pulley (1) that is in the forward area of the forward floor tunnel.
2. Connect the cables (20) to the lower end of the control column tee bar with bolt, washer, nut
and cotter pin. Allow the cable to be free to rotate.
3. If the aft control cable (7) is not installed, install per Step b.
4. Connect the forward control cable to the aft cable at the turnbuckles (17) in the aft section of
the fuselage.

1G12
149
14
17
2046
SKETCHA SKETCHB
Figure 5-5. Stabilator and Stabilator Trim Controls
Revised: 8/10/80 SURFACECONTROLS

1G13
Figure 5-5. Stabilator and Stabilator Trim Controls (cont.)

1G14
5. For the right control cable (20), install the cotter pin cable guard at the pulley (1) in the
forward area of the tunnel.
6. Within the forward area of the floor opening aft of the main spar, install the cable rub blocks
(see Sketch A) to the spar housing and secure with screws.
7. In the area of the floor opening, install the cotter pin cable at the pulley cluster (4).
8. Install the cable guard plate (see Sketch B) under the pulley cluster (5) located in the aft area
of the aft floor tunnel and secure with screws.
9. Set cable tension per Table V-I and check rigging and adjustment per paragraph 5-15.
10. Connect stabilator down springs and clamps (18) to upper aft stabilator control cable. (See
Sketch C.)
11. Install the tunnel plate directly aft of the tee bar assembly and secure with screws.
13. Install the floor panel aft of the main spar and secure with screws. Install the seat belt
attachments and seats.
14. Install the cover, heat duct, and carpet over the aft floor tunnel.
b. Either aft stabilator control cable (7) may be installed by the following procedure:
1. Route the cable (7) around its pulley (9 or 13) located either over or under the balance arm (14)
of the stabilator.
2. Connect the cable to the stabilator balance arm and secure with bolt, washer, nut and cotter
pin. (Ensure bushing is installed with bolt.)
3. Connect the aft cable to the forward cable at the turnbuckle (17) in the aft section of the
fuselage. The upper aft cable (7) connects to the right forward cable (20) and the lower cable
(7) to the left cable (20).
4. Install the cotter pin cable guard at the pulley (9 or 13) where required.
5. Connect the stabilator down spring to the upper aft control cable (see Sketch C).
6. Set cable tension per Table V-I and check rigging and adjustment per paragraph 5-15.
c. Install the access panel to the aft section of the fuselage.
5-15. RIGGING AND ADJUSTMENT OF STABILATOR CONTROLS.
CAUTION: VERIFY FREE AND CORRECT MOVEMENT OF STABILATOR. WHILE IT WOULD
UPON COMPLETION OF STABILATOR RIGGING AND ADJUSTMENT, VERIFY
THAT THE REAR EDGE OF THE STABILATOR MOVES UP WHEN THE WHEEL IS
PULLED BACK; AND, THAT THE REAR EDGE OF THE STABILATOR MOVES
DOWN WHEN THE WHEEL IS PUSHED FORWARD.
a. To check and set the correct degree of stabilator bobweight travel, the following procedure should
be used:
1. Position the tee bar at a forward angle of seven degrees (neutral position of tee bar).
2. Check the bobweight neutral position (refer to Table V-I).
3. Adjust the bobweight actuating rod between the tee bar and bobweight link to obtain the
neutral position.

1G15
Figure 5-6. Stabilator Rigging Tool Figure 5-7. Methods of Securing Trim Cables
b. To check and set the correct degree of stabilator travel, the following procedure should be used:
1. Level the airplane. (Refer to Leveling, paragraph 2-14.)
2. Place the stabilator in its neutral position. (The neutral position of the stabilator is with the
stabilator cord line parallel with the top of the front seat track.) A stabilator rigging tool can be
fabricated from dimensions given in Figure 5-18.
3. Check the stabilator travel by placing a rigging tool on the upper surface of the stabilator as
shown in Figure 5-6.
4. Using a bubble protractor, set the number of degrees up travel as given in Table V-I and place it
on the rigging tool. Raise the trailing edge of the stabilator and determine that when the
stabilator contacts it stops, the bubble of the protractor is centered.
NOTE: The stabilator should contact both of its stops before the control wheel contacts its
stops.

1G16
5. Set the protractor for the number of degrees down travel as given in Table V-1 and again
place it on the riggingtool. Lower the trailing edge of the stabilator and determine that when the stabilator
contacts its stops, the bubble of the protractor is centered.
6. Should the stabilator travel be incorrect in either the up or down position, remove the tail
cone by removing the attachment screws. Turn the stops located at each stabilator hinge (refer to Figure
5-12) to obtain the correct degree of travel.
7. Ascertain that the locknuts of the stop screwsare secure and then reinstall the tail cone.
c. To check and set stabilator control cable tension, the followingprocedure should be used:
1. Check to insure that the stabilator travel is correct.
2. Remove the accesspanel to the aft section of the fuselage.
3. Disconnect the down springs.
4. Position the tee bar at a forward angle of seven degrees (neutral position of tee bar) and
secure in this position with a suitable tool.
5. Place the stabilator in neutral (refer to Step b) and maintain in that position.
6. Check control cables for the correct tension as givenin Table V-I.
7. Should tension be incorrect, loosen the turnbuckles in the aft section of the fuselage and
adjust the turnbuckles to obtain the correct tension as stated in Table V-1.
NOTE
Adjust all cables evenly to avoid uneven strain on aircraft

components.
8. Check the safety of all turnbuckles and bolts.
9. With the stabilator in neutral, adjust the stabilator tab pushrod to streamline the tab with
the stabilator. This is the neutral position of the tab.
10. Check the full travel of the control wheel with relation to the full travel of the stabilator to
determine that the stabilator contacts its stops before the control wheel contacts its stops, or the bobweight
reaches the limit of its travel.
11. Reconnect the down springs and reinstall the access panels.
12. Refer to Paragraph 5-21 for riggingand adjustment of stabilator trim.
5-16. STABILATORTRIM CONTROLS.
5-17. REMOVALOF STABILATORTRIM ASSEMBLY(FORWARD). (Refer to Figure 5-5.)

a. To remove the trim control wheel assemblyand/or the trim control cables, first remove the panel
to the aft section of the airplane.
b. If the aft trim cable (16) is not to be removed, block the cables at the pulleys (12) in the tail
cone to prevent them from unwrapping from the trim drum. (Refer to Figure 5-7.)
c. Loosen the cables if the trim control wheelis to be removed or disconnectedif the cablesare also
to be removed. Do this at the trim cable turnbuckles (17) in the aft section of the fuselage.
d. The control wheel with drum may be removed by the followingprocedure:
1. Remove the control wheel coverby removingthe cover attaching screws.
2. The wheel assembly may be removed from its mounting brackets by removing nut, washer,
and bolt that secures the wheel between the brackets. Draw the wheel from the brackets. Use caution not
to damage trim indicator wire.
3. Unwrap the left cable from the drum.
4. The wheel and drum are joined by three screws. Remove screws and separate these two
items with their center bushing and unwrap the right cable.
Revised: 8/10/80 SURFACECONTROLS

1G17
PIPERSENECAI SERVICEMANUAL
5. Tie the cables forward to prevent them from slippingback into the floor tunnel.
e. The trim control cables (19) may be removed by the followingprocedure:
1. Remove the center seats and the pilot and rear seats if desired.
2. Remove the seat belts attached to the forward floor tunnel by removing attachment nuts,
washersand bolts.
3. Unfasten the carpet from the aft portion of the forward floor tunnel and lay it forward.
4. Remove the tunnel cover located between the trim control wheel and the spar cover by
removing attachment screws.
5. Remove the cable pulleys (3) located in the forward tunnel by removing the cotter pin,
washer and clevispin.
6. Remove the floor panel aft of the main spar by removing the panel attachment screwsand
seat belt attachments. Lift the panel and remove from airplane.
7. Remove the cable rub blocks (39) located in the floor opening on the aft side of the main
spar by removing the block attachment screws.
8. Remove the carpet and the heater duct over the aft floor tunnel.
9. Remove the cover plate from the top of the aft floor tunnel by removingattachment screws.
10. Remove the cable guard (see Sketch A) from the underside of the trim cable pulleys (4)
located at station 130.167 by removingthe cotter pin and withdrawingthe roll pin.
11. Remove the cable fairlead (see Sketch B) from the underside of the pulley cluster (5)
located at station 166.837 by removing the plate attachment screws.
12. With the cables disconnected from the trim control wheel, draw the cable(s) through the
floor tunnel.
5-18. INSTALLATIONOF STABILATORTRIM ASSEMBLY(FORWARD). (Refer to Figure 5-5.)
a. The trim control wheel with drum may be installedby the followingprocedure:
1. Wrap the right trim cable on the trim drum by inserting the swaged ball of the cable in the
slot provided in the side (right side) of the drum that mates with the control wheel, and looking at this side,
wrap the drum with three and a half wraps of the cable in a clockwisedirection.
2. Attach the control wheel to the cable drum by aligning the long lug of the drum with the
long slot of the wheel and securingthe two pieces together with three screws.
3. Wrap the left trim cable on the drum by inserting the swaged ball of the cable in the slot
provided in the flanged side (left side) of the drum and lookingat this side, wrap the drum with three and a
half wraps of the cable in a clockwisedirection.
4. Lubricate and install the bushing in the control wheel and drum.
5. Align the control cables and position the control wheel assembly between its mounting
brackets. Ascertain that the end of the trim indicator wire is positioned in the spiraled slot of the drum
with no bind on the end. Install the retainer bolt from the left side and install washer and nut.
6. Install the cover over the control wheel and secure with screws, unless the control cables
have yet to be installed.
b. The trim control cables (19) may be installed by the followingprocedure:
1. Draw the cable(s) through the floor tunnel.
2. Wrapthe cable drum and install the trim control wheel as givenin Step a.
3. Position the cable pulleys (3) on the mounting bracket and install the clevispin, washerand
cotter pin.
4. Connect the cable (19) to the aft cable (16) at the turnbuckle (17) in the aft section of the
fuselage.Install aft cable (16) if not installed.
1G18
5. Install the cable fairlead (see Sketch B) at the underside of the pulley cluster (5) located at
station 166.837 and secure with screws.
6. Install the roll pin type cable guard (see Sketch A) at the underside of the pulleys (4)
located in the forward area of the aft floor tunnel and secure it with a cotter pin.
7. Install the cable rub blocks located on the aft side of the main spar housing and secure with
screws.
8. Remove the blocks that secure the aft trim cable and check that the cables are seated on the
pulleys.
9. Set cable tension per Table V-1and check riggingand adjustment per Paragraph 5-21. Safety
all turnbuckles.
10. Install the tunnel cover on the forward tunnel and secure with screws.
11. Install the carpet over the floor tunnel.
12. Install the cover over the trim control wheel and secure with screwsand special washers.
13. Install the seat belts removed from the top of the floor tunnel and secure with bolt, washer
and nut.
14. Install the floor panel and seat belt attachments aft of the main spar and secure panel with
screws.
15. Install the aft floor tunnel and secure with screws.
16. Install the heater duct and carpet over the aft floor tunnel.
c. Install the panel to the aft section of the airplane and the seats.
5-19. REMOVALOF STABILATORTRIM CONTROLS(AFT). (Refer to Figure 5-5.)
a. Remove the accesspanel to the aft section of the fuselage.
b. Block the trim cables (19) at the first set of pulleys (5) forward of the cable turnbuckles (17) in
the aft section of the fuselageby a method shown in Figure 5-7.
c. Remove the tail cone attachment screwsand tail cone from the airplane.
d. Block the cable (16) at the trim barrel (24) to prevent them from unwrapping at the barrel.
e. Disconnect the cables (16 and 19) at the turnbuckles (17).
f. Remove the cable guard pins (22) at the trim screw and also at the pulleys (12) located below the
trim mechanismat station 292.34.
g. Remove the bolt assembly (23) which connects the forward end of the trim screw with the link
assembly (29).
h. Unscrewthe screw (27) from the trim barrel (24).
i. Remove the four machine screws securing the two parts of the bracket assembly (26) to the
mounting bracket (38).
j. Separate the two parts of the bracket assembly (26) and remove the trim barrel and cable. Note
the amount and placement of washersat each end of the barrel to simplify reassembly.
k. Removethe barrel and cablesfrom the airplane.

1G19
5-20. INSTALLATION OF STABILATOR TRIM CONTROLS (AFT). (Refer to Figure 5-5.)

a. Identify the center of the aft stabilator trim cable. Wrap the trim barrel (24) by first laying the center
of the aft trim cable (16) in the slot of the barrel (24). Then, bring the upper cable through the
diagonal slot in the upper end flange of the barrel and wrap down as shown in Figure 5-5, Sketch E.
Bring the lower cable through the diagonal slot in the lower end flange of the barrel and wrap up as
shown in Figure 5-5, Sketch E. Wrap the cable as evenly as possible to obtain 23 wraps on the
barrel as viewed from the side opposite the slot and with the cables extending out from the slotted
side.
b. Block both cables by clamping them between two pieces of wood laid next to the wraps to prevent
them from unwrapping.
c. Install the barrel between the two parts of the bracket assembly (26). Be sure to install the washers
at both ends of the barrel before installing it in the brackets.
d. Secure the barrel and bracket assembly (26) to the mounting bracket (38) with the four machine screws.
e. Install the screw (27) into the barrel (24) with the drilled bolt hole facing toward the front of the
airplane.
f. Position the stabilator and trim tab in a neutral position (refer to Paragraph 5-21) and adjust the trim
screw until the bolt hole in the end aligns with the bolt hole in the yoke of the link assembly (29);
then install the bolt assembly (23) and secure.
g. Route the cable (16) around the pulleys at station 292.34 and forward to the turnbuckles (17) in the
fuselage.
h. Ascertain that the cables are in the pulley grooves; then install the guard pins (22) at the pulleys (12).
i. Connect the cables (16) to the turnbuckles (17) and remove the blocking from both the forward and
aft cables.
j. Set cable tension in accordance with Table V-I and check rigging and adjustment per paragraph 5-21.
k. Install the tail cone and secure with screws.
1. Install the access panel to the aft section of the fuselage.
5-21. RIGGING AND ADJUSTMENT OF STABILATOR TRIM. (Refer to Figure 5-5.) (PIR-PPS50009-2.)
CAUTION: VERIFY FREE AND CORRECT MOVEMENT OF STABILATOR TAB. WHILE IT

WOULD SEEM SELF-EVIDENT, FIELD EXPERIENCE HAS SHOWN THAT THIS
CHECK IS FREQUENTLY MISINTERPRETED OR NOT PERFORMED AT ALL.
ACCORDINGLY, UPON COMPLETION OF STABILATOR TRIM RIGGING AND
ADJUSTMENT, VERIFY THAT THE STABILATOR TAB MOVES UP WHEN THE
TRIM WHEEL IS TRIMMED DOWN; AND, THAT THE STABILATOR TAB MOVES
DOWN WHEN THE TRIM WHEEL IS TRIMMED UP.
a. Level the airplane. (Refer to Leveling, paragraph 2-14.)
b. Remove the tail cone fairing from the fuselage by removing the attaching screws.
c. Remove the access panel to the aft section of the fuselage.
d. Secure the stabilator in its neutral position. To find neutral, place a rigging tool on the upper surface
of the stabilator as shown in Figure 5-6. Zero a bubble protractor on the top of the front seat tracks;
then set it on the rigging tool and tilt the stabilator until the bubble is centered.

1G20
e. The following items should be accomplished as a preadjustment check before proceeding with the
rigging of the trim tab. If these items were accomplished during the installation, proceed with Step f.
1. Ascertain that the cable is wrapped 23 times around the barrel as shown in Figure 5-5.
2. The trim screw is adjusted to an initial length of 1.06 inches as shown in Figure 5-5.
3. The actuating rod is initially adjusted to 6.62 inches in length as shown in Figure 5-5.
4. Set the trim cable tension in accordance with Table V-I. If the cables were disconnected and
replaced, rotate the control wheel several times to allow the cables to seat and then recheck the
tension.
f. Turn the trim control wheel until the trim tab streamlines with the neutral stabilator.
g. Check the bubble of the protractor over the neutral tab and then check the tab travels as given in
Table V-I. The degree of travel on the protractor is determined by taking the difference between the
protractor reading at neutral and up, and neutral and down. The bubble must be centered at each
reading with the airplane level. Total free travel measured at the tab trailing edge must not exceed
.125 inch.
h. To obtain the correct travels, if incorrect, adjust by disconnecting the link (29) at the rod assembly
(32) rod end and turning the end in or out as required. Reconnect the rod end to the link.
i. Secure the jam nut (31) on the rod assembly.
j. Turn the trim wheel to full travel and check for turnbuckle clearance and location of tab indicator.
k. Reinstall the tail cone fairing and aft fuselage access panel.
5-22. RUDDER PEDAL ASSEMBLY.
5-23. REMOVAL OF RUDDER PEDAL ASSEMBLY. (Refer to Figure 5-8.)
a. Remove the access panel to the aft section of the fuselage.
b. Relieve rudder and stabilator cable tension by loosening one of the rudder and stabilator cable
turnbuckles in the aft section of the fuselage.
c. Remove the tunnel plate just aft of the tee bar by laying back enough tunnel carpet to remove the
plate attachment screws.
d. Disconnect the stabilator control cable from the lower end of the tee bar assembly and disconnect
the bobweight push rod from the tee bar.
e. Remove the tee bar attachment bolts with their washers and nuts which are through each side of the
floor tunnel. Pull the lower end of the tee bar aft.
f. Disconnect the control cable (22) ends from the arms on the torque tube by removing the cotter
pins. washers. nuts and bolts (28).
g. Disconnect the bungee rods (9) at the control arms by removing nuts and bolts ( 1).
h. Disconnect the brake cylinders (5) at the lower end of each cylinder rod (31) by removing the cotter
pins and clevis pins (30).
i. Disconnect the vee brace(s) (4) from the torque tube by removing nuts, washers and bolts (8) that
secure the strap bracket (7) to the vee brace.
j. Disconnect the torque tube support bracket (23) where it attaches to the floor tunnel by removing its
attachment bolts.

1G21
k. Remove the two bolts (21) that extend through the torque tube and are located at the center of the
tube assembly over the floor tunnel. Compress the tubes.
1. Disconnect the torque tube bearing assemblies (34) from the support brackets on each side of the
fuselage by removing the attachment nuts, washers and bolts (2).
m. Remove the trim side panels if desired.
n. Remove the assembly from the airplane.
5-24. INSTALLATION OF RUDDER PEDAL ASSEMBLY. (Refer to Figure 5-8.)
NOTE: When installing rudder pedal assembly, torque bolts common to the following parts in the
following order: 1 - Clamp-Bearing (14); 2 - Bearing Assy. (16, 34); 3 - Rudder Bar Assy.;
4 - Toe Brake Brackets (36).
a. Assemble the torque tube assembly as shown in Figure 5-8. Do not at this time install the two bolts
through the center of the tube assembly.
b. Place the bearing assemblies (34) on the ends of the torque tube assembly.
c. Position the bearing assemblies (34) on their mounting brackets at each side of the fuselage and
secure with bolts, washers and nuts. Shim as required.
d. Align the bolt holes in the center area of the torque tube assembly: install bolts, washers and nuts
(21) and tighten.
e. Position the torque tube support bracket (23) on the floor tunnel and secure with bolts.
f. Position the vee brace(s) (4) on the torque tube; install the strap bracket (7) around the torque tube
and brace and secure with bolts, washers and nuts (8).
g. Connect the ends of the brake cylinder rods (31) and clevis rods (20) to the idler arms (32) and
secure with clevis and cotter pins (30).
h. Connect the bungee rods (9) and secure with bolts and nuts ( 1). Check steering rod adjustment per
Alignment of Nose Gear. Section VI.
i. Connect the rudder trim to the arm of the torque tube and secure with bolt, washer, nut and cotter
pin. A thin washer is installed under the nut which is tightened only finger tight.
j. Connect the ends of the rudder control cables to the arms provided on the torque tube and secure
with bolts, washers, nuts and cotter pins (28). Allow the ends free to rotate.
k. Swing the tee bar into place and secure with attachment bolts, washers and nuts with the bolts
inserted in through each side of the floor tunnel.
1. Connect the stabilator control cables to the lower end of the tee bar with bolt, washer and nut and
secure with cotter pin. Allow the cable ends free to rotate. Connect bobweight push rod to tee bar.
m. Set rudder cable tension and check rigging and adjustment per paragraph 5-32.
n. Set stabilator cable tension and check rigging and adjustment per paragraph 5-15.
o. Check aileron cable tension.
p. Check safety of bolt and turnbuckles.
q. Install the floor tunnel plate and secure with screws. Fasten the tunnel carpet in place.
r. Install the access to the aft section of the fuselage.

1G22
Figure 5-8. Rudder and Brake Pedal Assembly

1G23
5-25. RUDDER CONTROLS.

5-26. REMOVAL OF RUDDER CONTROL CABLES. (Refer to Figure 5-9.)
a. To remove either the forward (2) or aft (10) rudder cables, first remove the access panel to the aft
section of the fuselage.
b. Disconnect the desired cable at the turnbuckles (9) in the aft section of the fuselage.
c. Either forward rudder cable (2) may be removed by the following procedure:
1. Remove the tunnel cover in the aft area of the cabin by removing the carpet, heat duct and the
cover attachment screws.
2. Remove the floor panel located directly aft of the main spar by removing the center seats, seat
belt attachments and the screws securing the floor panel. Lift and remove the panel from the
airplane.
3. Remove the tunnel plate just aft of the tee bar by removing enough carpet from the tunnel to
allow the plate attachment screws and the plate to be removed.
4. Remove the cable guard plate (see Sketch C) from the underside of the pulley cluster (8) that is
located in the aft area of the floor tunnel, by removing the guard attachment screws.
5. From within the area of the floor opening, remove the cable rub blocks (see Sketch B) that are
attached to the spar housing by removing the block attachment screws.
6. Remove the cable guard pin (see Sketch A) located under the pulley cluster (1) by removing
the cotter pin from the exposed end and sliding the pin to the left or right as required.
7. Disconnect the end of the cable from the arm on the rudder pedal torque tube by removing the
cotter pin, nut, washer and bolt. (Refer to Figure 5-8.)
8. Draw the cable from the floor tunnel.
d. The aft rudder control cable (10) may be removed by the following procedure:
1. Remove the tail cone by removing its attachment screws.
2. Disconnect the cable (10) from the rudder sector (13) by removing the two cotter pins at the aft
center portion of the sector and moving the swagged ball and cable out of the recessed hole in
the sector.
3. Remove the cable guard pins from the pulley (11) brackets at station 280.091.
4. Draw the cable from the fuselage.
5-27. INSTALLATION OF RUDDER CONTROL CABLES. (Refer to Figure 5-9.)
a. The forward rudder control cables (2) may be installed by the following procedure:
1. Draw the control cable through the floor tunnel.
2. Connect the end of the cable to the arm on the rudder pedal torque tube (refer to Figure 5-8) by
installing bolt, washer, nut and cotter pin, allowing the cable end to rotate freely.
3. Connect the forward control cable (2) to the aft control cable (10) at the turnbuckles (9) in the
aft section of the fuselage. If the aft control cables are not installed, install them at this time per
instructions in Step b. Ascertain that each cable is in the proper pulley groove.
4. Move the cable guard (see Sketch A) located in the forward tunnel, under the pulley cluster (1)
into position, and secure with cotter pin.
5. Within the area of the floor opening aft of the main spar, install the cable rub blocks (see
Sketch B) onto the spar housing and secure with screws at the pulley cluster (6).

1G24
1963
RUDDERCONTROLCABLES
RUDDERCONTROLCABLES
GUARDPIN
SKETCHA RUDDERTRIM CABLES
Figure 5-9. Rudder and Rudder Trim Controls

1H1
Figure 5-9. Rudder and Rudder Trim Controls (cont.)

1H2
6. Install the cable guard plate (see Sketch C) under the pulley cluster (8) located in the aft area
of the floor tunnel and secure with screws.
7. Set cable tension as given in Table V-I and check rigging and adjustment per paragraph 5-28.
Safety the turnbuckle.
8. Install the forward tunnel plate aft of the tee bar and secure with screws.
10. Install the floor panel and seat belt attachment aft of the main spar, securing the panel with
screws and install the seats.
11. Install the cover and carpet of the aft floor tunnel.
b. The aft rudder control cable (10) may be installed by the following procedure:
1. Position the control cable in the fuselage with the swaged ball next to the rudder sector (13).
2. Route the cable ends over the pulleys (11) and install the guard pins in the pulley brackets.
3. Position the swaged ball of the cable in the recessed hole in the sector (13) and secure in place
with two MS24665-283 cotter pins.
4. Connect the cable ends to the forward control cables (2) at the turnbuckles (9) in the aft section
of the fuselage.
5. Set cable tension as given in Table V-I and check rigging and adjustment per paragraph 5-28.
Safety the turnbuckle.
6. Install the tail cone and secure with screws.
c. Install the access panel to the aft section of the fuselage.

1H2A
Figure 5-10. Rudder Rigging Tool Figure 5-11. Clamping Rudder Pedals
5-28. RIGGING AND ADJUSTMENT OF RUDDER CONTROLS. (PIR-PPS50009-2)
CAUTION: VERIFY FREE AND CORRECT MOVEMENT OF RUDDER. WHILE IT WOULD

UPON COMPLETION OF RUDDER RIGGING AND ADJUSTMENT, VERIFY THAT
THE RUDDER MOVES RIGHT WHEN THE RIGHT PEDAL IS DEPRESSED; AND,
THAT THE RUDDER MOVES LEFT WHEN THE LEFT PEDAL IS DEPRESSED.
a. To check and set the correct degree of rudder travel, the following procedure may be used:
1. Check the rudder travel by swinging the rudder until it contacts its stop. If the control cables
are connected, use the rudder pedals to swing the rudder.
2. With the rudder against its stop, place a rigging tool against the side of the rudder and vertical
stabilizer as shown in Figure 5-10. (Ascertain that the tool is not contacting any rivets.) If no
gap exists between the rigging tool and the surface of the rudder and vertical stabilizer, the
rudder stop for one direction of travel is correct as required in Table V-I. (This tool may be
fabricated from dimensions given in Figure 5-19.)
3. Swing the rudder in the other direction and check travel as directed in Step 2 above.
4. Should the rudder travel be incorrect showing a gap between the tool and any part of the
control surfaces, the tail cone should be removed and the stops reset to obtain correct rudder
travel. (Refer to Figure 5-12.)
b. To set cable tension and alignment of the rudder, the following procedure may be used:
1. Remove the access panel to the aft section of the fuselage.
2. Streamline the rudder and trim tab with the vertical stabilizer and secure in this position.

1H2B
Figure 5-12. Rudder and Stabilator Travel Adjustment
3. Check to ensure that the nose gear steering has been aligned and rudder pedals are secured at
neutral. (In neutral position the rudder pedals are tilted aft as shown in Figure 7-4.)
NOTE: The nose wheel must be off the ground for remainder of rudder rigging.
4. Adjust the turnbuckles in the aft section of the fuselage to obtain proper cable tension as given
in Table V-I and to allow the rudder to align at neutral position. Adjust the cables evenly to
avoid uneven strain on aircraft components. Neutral position can be determined by standing
behind the airplane and sighting the rudder with the vertical stabilizer or the center of the trim
screw.
5. Check safety of turnbuckles.
c. With the pilot's left rudder pedal depressed and the rudder against the left stop, adjust the rudder
pedal stop to provide .060 to .120 inch clearance. Repeat this procedure with the copilot's right
rudder pedal. (Refer to Figure 5-8.)
NOTE: Do not depress the pedals more than is needed for the rudder to contact its stops as the
control cables may stretch.
d. Install the tail cone and the access panel to the aft section of the fuselage.

1H3

1H4
5-29. RUDDER TRIM CONTROLS. (Refer to Figure 5-9.)

5-30. REMOVALOF RUDDER TRIM CONTROLS(FORWARD). (Refer to Figure 5-9.)
a. To remove the trim control wheel assemblyand/or trim control cables(5), first remove the panel
to the aft section of the fuselage.
b. If the aft trim cable (15) is not being removed, block the cables aft to the turnbuckles (16) to
prevent the cables from unwrapping at the trim barrel (22) in the fin. (Refer to Figure 5-7.)
c. If the trim control wheel is to be removed, loosen the cables at the turnbuckles (16) and proceed
with the followingsteps:
I. Remove the trim cover assemblyby removingthe cover attaching screws.
2. Remove the nut, washers and bolt that secures the trim wheel assembly between its
mounting bracket. Draw the wheel from the brackets. Use caution not to damage the trim indicator wire.
3. Unwrap the lower cable from the drum.
4. The wheel and drum are joined by three screws. Remove screws and separate these two
items and unwrap the upper cable.
5. Tie the cables forward to prevent them from slippingback into the floor tunnel.
d. If the trim control wheel and forward cables (5) are to be removed, block the aft cables(15) aft
of the turnbuckles (16) and proceed with the followingsteps:
1. Remove the tunnel cover in the aft area of the cabin by removingthe carpet and heater duct
over the tunnel and the cover attachment screws.
2. Remove the floor panel located directly aft of the main spar by removingthe center seats,
seat belt attachments and screwssecuringthe panel. Remove the panel from the airplane.
3. Remove the trim cover assemblyto gain accessto the trim wheel mounting hardware.
4. Disconnect the turnbuckles (16) and remove the guard plate (see Sketch C) at pulley cluster
(8).
5. Remove the rub block (see Sketch B) at pulley cluster (6).
6. Remove the nut, washers, and bolt securing the rudder trim control wheel and drum
assembly to its mounting bracket and remove the complete assembly with cables. Use caution not to
damage the indicator wire.
5-31. INSTALLATIONOF RUDDER TRIM CONTROLS(FORWARD). (Refer to Figure 5-9.)

a. The trim control wheel with drum may be installed by the followingprocedure:
1. Wrap the left cable on the trim drum by inserting the swaged ball of the cable in the slot
provided in the upper side of the drum which mates with the control wheel. Lookingat this side, proceed
to wrap three and a half turns of cable in a clockwisedirection.
2. Attach the trim control wheel to the cable drum by aligning the long lug of the drum with
the long slot of the wheel and securingthe two pieces together with three screws.
3. Wrap the right cable on the drum by inserting the swaged ball of the cable into the slot
provided in the flanged side (lower) of the drum. Looking at this side, proceed to wrap three and a half
turns of cable in a clockwise direction.
4. Lubricate and install the bushing in the lower side of the drum and the bearing on the upper
side of the trim control wheelassembly.
5. Align the trim control cables (5) and position the control wheel assembly between its
mounting brackets. Ascertain that the trim indicator wire is positioned in the spiraledslot of the wheel with
no binding on the end. Install the retainer bolt from the upper side, along with the washerand secure with
washer and nut from below.
6. Install the cover assembly over the trim control wheel and secure with screws unless the
control cables haveyet to be installed.
1H5
b. The trim control cables (5) may be installed by the following procedure:
1. Draw the cables (5) through the floor tunnel and route them through the pulley clusters at
station 127.17 and 166.84. Ascertain that the cables (5) cross at the fairlead (7) between the two pulley
clusters.
2. Wrap the cable drum and install the trim control wheel as givenin Step a.
3. Position the cables (5) over the proper pulleys(as shown in Sketches B and C of Figure 5-9.)
4. Connect the forward cables (5) to the aft cables (15) at the turnbuckles (16) in the aft
section of the fuselage.If the aft cable is not installed, proceed with instructions givenin Paragraph 5-33.
5. Remove the blocks securingthe aft cablesand check that the cables (5 and 16) are seated on
the pulleys. Install the rub block and guard plate at the appropriate pulley clusters. (Refer to Sketches B
and C of Figure 5-9.)
6. Set trim cable tension in accordancewith specifications givenin Table V-I and check rigging
and adjustment per Paragraph 5-34. Safety both turnbuckles.
7. Install the tunnel cover on the forward tunnel and secure with screws.
8. Install the carpet over the floor tunnel.
9. Install the cover over the trim control wheels and flap handle and secure with screws.
10. Install the seat belts removed from the top of the floor tunnel and secure with bolt, washer
and nut.
11. Install the aft floor tunnel cover, heater duct and carpet.
12. Install the carpet over the aft floor plate.
c. Install the panel to the aft section of the fuselageand the seats.
5-32. REMOVALOF RUDDER TRIM CONTROLS(AFT). (Refer to Figure 5-9.)
a. Remove the accesspanel from the lower side of the fin and the tail cone fairing.
b. If the forward trim mechanismis not being removed at this time, block the cables forward of t
turnbuckles (9) to prevent the cables from unwrapping at the forward trim drum. (Refer to Figure 5-7.)
c. Secure the trim cables (9) at the aft trim drum barrel (22).
d. Disconnect the trim cable turnbuckles (9) in the aft section of the fuselage.
e. Remove the cable guards from the pulley (14) bracket located at station 279.032.
f. Disconnect the trim screw link assembly(31) from the screw(33).
g. Remove the cotter pin (32) from the aft end of the screw.
h. Remove the four bolt assembliessecuringthe forward support (21) to the mounting bracket.
i. Remove the screw and barrel assembly(22) along with the aft cables (15) from the airplane.
5-33. INSTALLATIONOF RUDDER TRIM CONTROLS(AFT). (Refer to Figure 5-9.)
a. Insert the complete trim screw and barrel assembly (22) into the fin. Route the trim cable ends
around the pulleys at station 279.032.
b. Insert the trim screw and barrel assembly (22) into the mounting bracket (19). Place the washer
on the forward end of the barrel and install the support assemblyin the mounting bracket.
NOTE
Total allowableend play of the barrel in the mounting bracket is

.006 to .008 inches. Use 62833-18 laminated shim stock washer as
required to achievethe correct end play.
1H6
c. Install the AN960-816 and AN960-816L washers over the forward end of the screw shaft and install
the cotter pin. Install the cotter pin in the aft end of the shaft.
d. Adjust the screw assembly to obtain the neutral position. (Refer to Sketch D of Figure 5-9.)
e. Connect the link assembly (31) to the trim screw.
f. Connect the aft trim cables to the forward cables with turnbuckles (9). Check to ensure the cables
are properly routed around the pulleys.
g. Install the cable guards at the pulley bracket in the fuselage at station 279.032.
h. Remove the clamp securing the forward trim cables and proceed to rig the system in accordance
with Paragraph 5-34.
i. Lubricate the assembly per Lubrication Chart, Section II.
j. Install the access panel and tail cone fairing.
5-34. RIGGING AND ADJUSTMENT OF RUDDER TRIM CONTROLS. (Refer to Figure 5-9.)
CAUTION: VERIFY FREE AND CORRECT MOVEMENT OF RUDDER TAB. WHILE IT WOULD
UPON COMPLETION OF RUDDER TRIM RIGGING AND ADJUSTMENT, VERIFY
THAT THE RUDDER TAB MOVES RIGHT WHEN THE RUDDER TRIM WHEEL IS
TRIMMED LEFT; AND, THAT THE RUDDER TAB MOVES LEFT WHEN THE
RUDDER TRIM WHEEL IS TRIMMED RIGHT.
a. The following items must be accomplished as a preadjustment check before proceeding with the
rigging and adjustment of the tab. If these items were accomplished during the installation, proceed
with Step b.
1. Ascertain that the cable is wrapped 23 turns around the barrel with space at the center as
2. The control rod (27) is adjusted to an initial length of 11.14 inches.
3. The trim screw (35) is at its neutral position. (Refer to Step ‘d’ of paragraph 5-33.)
4. The cable tension is set in accordance with Table V-I.
5. The nose wheel is off the ground before continuing.
b. Remove the access panel on the left side of the vertical fin.
c. Check the servo travel only by swinging the rudder until it contacts its stops. Use the rudder pedals
to swing the rudder in each direction. Refer to Table V-I for proper servo travel.
d. To adjust the servo travel, the control rod (27) length may be varied. Ascertain that the initial length
of the rod (27) was 11.14 inches.
e. Check the trim only by swinging the rudder until it contacts its stops and turning the trim control
wheel to swing the tab to its limits both left and right. Check the travel obtained with specifications
given in Table V-I.
f. To adjust the trim travel left, perform the following:
1. Add shim washers at the forward end of the barrel to reduce the travel.
2. Remove shim washers at the forward end of the barrel to increase the travel.

1H7
g. To adjust the trim travel right, perform the following:

1. Add shim washers at the aft end of the shaft to reduce the trim travel.
2. Remove shim washers at the aft end of the shaft to increase the trim travel.
h. Check the trim and servo travels by swinging the rudder full left with full right trim and full right
rudder with full left trim.
i. Check all travels with specifications given in Table V-I.
j. Determine the free play of the rudder tab with the rudder securely held against either stop. Total
free travel measured at the tab trailing edge must not exceed 0.06 inch. If this tolerance is exceeded,
check the travel control arm assembly for wear at the center bolt and the bolt attaching the rudder
trim rod to the control arm. Replace the arm assembly and associated hardware if there is any
noticeable wear or elongation of the holes. Check the rudder trim barrel end play in the mounting
bracket. Total allowable play is .006 to .008 inches. Use 62833-18 laminated shim stock washer as
required to achieve the correct end play.
5-35. WING FLAP CONTROLS. (See Figure 5-13.)
5-35a. FLAP HANDLE CONTROL CABLE ATTACHMENT BOLT 100 HOUR INSPECTION.
1. Remove royalite flap handle and trim wheel cover.
2. Remove flap handle mounting bracket attachment bolts and raise handle and bracket assembly to
allow access to the flap control cable attachment bolt.
3. Remove and inspect cable attachment bolt for possible wear. If an AN23-10 bolt is installed or if
wear is detected, replace existing bolt with a new Clevis Bolt (AN23-11) P/N 400-673.
4. Re-install hardware ensuring a bushing (P/N 63900-174) is in the flap handle lever bolt hole. If bolt
hole has not previously been enlarged to accommodate the bushing refer to Detail A, Figure 5-13.
5-36. REMOVAL OF WING FLAP CONTROLS. (Refer to Figure 5-13.)
a. The flap torque tube assembly may be removed by the following procedure:
1. Remove the access plate located between the underside of the aft section of each wing and the
fuselage by removing attaching screws.
2. Remove the floor panel located aft of the main spar by removing the center seats, seat belt
attachments and the screws securing the panel. Lift the panel and remove from airplane.
3. Disconnect the left and right flap control tubes (rods) (13) at the flaps by removing the nuts,
washers and bolts (2) or at the torque tube cranks (arms) (17) by removing the bolts and
washers (16) from the inner side of each crank. It will be necessary to remove bolt (16)
through a hole in the side skin of the fuselage located over the torque tube with the flap handle
moved to its 40 degree position.
4. With the flap handle (30), fully extend the flaps and disconnect the flap tension spring (23) at
the spar or the aft end of the control cable (24) as desired.
5. Grasp the flap handle (30); release the plunger (31) and allow the flap to return to the retracted
position. Use caution as forward pressure will be on the handle with the tension spring (23)
disconnected.
6. Disconnect the flap return spring (18) at the spar or return chain (11) as desired.
7. Disconnect the control cable from the chain (20) by removing cotter pin, nut, and clevis bolt (21).
8. Remove the tube support bearing blocks (3) by removing the block attachment bolts (7).

1H8
Figure 5-13. Flap Controls

1H9
9. Remove the nuts, washers and bolts (7) securing the right and left cranks (17) and stop fittings
(14) on the torque tube (8).
10. From between each wing and the fuselage, remove the cranks (17) from the torque tube.
11. Disconnect one bearing block (3) from its mounting brackets (4) by removing nuts, washers
and bolts (5).
12. Slide the tube from the bearing block still attached to its brackets; raise the end and lift it from
the floor opening.
b. The flap control cable (24) may be removed by the following procedure:
1. If the center seats and floor panel have not been removed, remove the seats and the screws
securing the floor panel.
2. Disconnect the flap tension spring (23) from the cable (24) if not previously disconnected by
extending the flaps to relieve spring tension.
3. Retract the flap. Use caution as forward pressure will be on the handle with the spring
disconnected.
4. Disconnect the cable from the chain (20) by removing cotter pin, nut, clevis pin and bushing (21).
5. Remove the flap handle bracket (29) and trim control wheel cover.
6. Remove the aft heat deflectors on each forward floor tunnel by sliding far enough to release
the spring fasteners.
7. Lift the aft section of the tunnel carpet far enough to remove the screws securing the tunnel
cover that is between the flap handle and the spar cover. Remove the cover.
8. Remove the cotter pin cable guard from the flap cable pulley (26) located inside the floor
tunnel just ahead of the spar housing.
9. Remove the cable rub blocks (25) located in the floor opening on the aft side of the spar
housing by removing the attachment screws.
10. Disconnect the cable turnbuckle (22) at the end of the cable by removing cotterpin, nut and bolt
(21).
11. Disconnect the cable clevis (27) from the flap handle arm by removing cotter pin, nut, washer,
bushing, and bolt (32). Check clevis bolt for wear. Replace bolt if any wear is evident.
c. Remove the flap handle (30) and bracket (29) by removing the bolts securing the bracket to the
floor tunnel.
5-37. INSTALLATION OF WING FLAP CONTROLS. (Refer to Figure 5-13.)
a. The flap torque tube assembly may be installed by the following procedure:
1. Install the chain sprockets (9 and 10) with chains (20 and 11) on the torque tube (8) and secure
with bolts, washers and nuts (7).
2. Slide the tube stop fittings (14) on their respective ends of the torque tube.
3. Ascertain that one bearing block fitting (3) is installed between its attachment brackets (4).
4. Slide the other bearing block over its respective end of the torque tube.
5. Position the torque tube by placing the end with the bearing block on it between the mounting
bracket and sliding the other end into the previously attached bearing block.
6. Position the remaining bearing block and secure with bolts, washers and nuts (5).

1H10
7. Push the torque tube cranks (arms) (17) on each end of the torque tube and slide the stop fitting
(14) in place. Align the bolt hole of the crank and stop fitting with the holes in the torque tube
and install bolts. The holes in the stop fitting are elongated to allow the stop fitting to be
pushed against the bearing blocks (3) thus allowing no side play of the assembly. Tighten the
bolt assemblies (7) on the stop fittings.
8. Install the tube support blocks (3) on their support brackets (19) and secure with bolts (7).
9. Connect the flap return spring (18) to the return chain (11) and/or at the spar housing.
10. Connect the control cable end to the tension chain (20) and secure with bushing, clevis bolt,
nut and cotter pin.
11. Pull the flap handle full back and connect the tension spring (23). Release the flap handle to
the forward position. (Rig flap cable in accordance with step c.)
12. Connect the flap control tube (13) to the flap and/or torque tube crank (17) and secure. The
bolt (16) and bushing that connects the control tube to the crank is installed through a hole in
the side of the fuselage located over the torque tube.
b. To install the flap handle (30) with bracket (29), place the assembly on the floor tunnel and secure
with bolts.
c. The flap control cable (24) may be installed by the following procedure:
1. Attach the cable (24) and turnbuckle (22) to the chain (20) with clevis bolt assembly (21).
Ascertain that the turnbuckle end is free to rotate on the chain. If the chain is not installed
because of the torque tube assembly being removed, install the assembly in accordance with
instructions given in Step a.
2. Route the cable through the tunnel and spar housing.
3. Install the cable rub blocks (25) on the aft side of the spar housing and secure with screws.
4. Install cotter pin cable guard over pulley (24) located just ahead of the spar housing in the
forward floor tunnel.
5. Attach the end of the cable (24) to the flap handle arm and secure with clevis bolt, bushing,
washer, nut, and cotter pin (32).
6. Adjust cable tension with handle in the FLAPS UP position. (Refer to Table V-I.)
7. Pull the flap handle (30) full back and connect the tension spring (23) to the cable end.
d. Install the tunnel cover and secure with screws. Also secure the tunnel carpet and bracket cover.
e. Install the floor panel and seat belt attachments. Secure with screws and install seats.

1H11
Figure 5-14. Flap Stop Adjustment
5-38. RIGGING AND ADJUSTMENT OF WING FLAPS.

CAUTION: VERIFY FREE AND CORRECT MOVEMENT OF FLAPS. WHILE IT WOULD SEEM
SELF-EVIDENT, FIELD EXPERIENCE HAS SHOWN THAT THIS CHECK IS
UPON COMPLETION OF FLAP RIGGING AND ADJUSTMENT, VERIFY THAT THE
FLAPS MOVE UP WHEN THE FLAP HANDLE IS PUSHED DOWN; AND, THAT THE
FLAPS MOVE DOWN WHEN THE FLAP HANDLE IS PULLED UP.
a. Place the flap handle in the full forward position.
b. If not previously removed, remove the floor panel just aft of the main spar.
c. To adjust the flap up stop and step lock, loosen the jam nut of the right torque tube stop screw,
located in the floor opening along the outer end of the flap torque tube, and turn the stop screw to
obtain approximately 0.60 of an inch between the stop fitting and the bearing block as measured
along the top side of the screw. (Refer to Figure 5-14.) It may be necessary to loosen the adjustment
screw of the left stop.
d. Place a 0.125 spacer between the stop fitting and the end of the screw. Determine that when
pressure is applied down on the flap, it will remain in the uplock position. If it extends, turn the
adjustment screw out a few threads at a time until the flap remains in the uplock position with the
spacer inserted. Tighten the jam nut and remove spacer.
e. Rotate the left stop adjustment screw until it contacts the stop fitting. Tighten the jam nut.

1H12
f. Set the flap control cable tension (handle next

to floor, 0 degrees) as given in Table V-I at
the turnbuckle that is attached to the lower
end of the flap handle in the floor tunnel. To
do this and if not previously removed,
remove the flap handle cover and enough
tunnel carpet to remove the tunnel cover just
aft of the handle. Adjust and resafety the
turnbuckle.
NOTE: Do not rotate the torque tube while
retensioning the cable or tighten
tight enough to allow tube to be
pulled away from its stops.
g. To check up-neutral position of the flaps,
place a flap rigging tool, as shown in Figure
5-15, against the underside of the wing and
flap as close as possible to the outboard end Figure 5-15. Flap Rigging Tool
of the flap without contacting any rivets. The
tool must be positioned parallel with the wing ribs with the aft end of the tool even with the trailing
edge of the flap. (This tool may be fabricated from dimensions given in Figure 5-17.)
h. With the flap control rod connected between the torque tube crank arm and the flap, check that the
surface of the wing contacts the tool at its forward surface and at the spacer, and the aft end of the
flap contacts the aft end of the tool. The flap is neutral at this position.
i. Should the three points not contact, loosen the jam nuts on each end of the control rod and rotate
the rod until the three points contact. Apply a slight up pressure (enough to take slack out of
linkage) against the trailing edge of the flap while making this adjustment. After adjustment,
retighten the jam nuts.
j. Check and adjust the other flap in a like manner.
NOTE: In the event of wing heaviness during flight, the flap on the side of the heavy wing can be
adjusted down from neutral to remedy this condition by lengthening the control rod. Check
the inspection hole in each rod end to ascertain that there are sufficient threads remaining
and a wire cannot be inserted through these holes. Do not raise the flap of the other wing
above neutral.
k. Check the flap for full down travel to the degrees required in Table V-I. Should the travel not be as
that required, readjust the torque tube stop screw in or out as required. After readjusting the screw, it
will be necessary to review Steps d thru j.
1. Check operation of the flap and flap handle ratchet mechanism.
m. Install access plates and panels.

1H12A
5-39. FLAP TORQUE TUBE/PUSH ROD DISTORTION INSPECTION.

If flaps have been extended at or above VFE inspect the flap torque tube arms and pushrods for evidence
of distortion.
a. If the paint is cracked or peeling anywhere along the torque tube arm or pushrod, torsional
movement has occurred.
b. Remove the paint and inspect for cracks:
1. In the welds at the arm on the torque tube end.
2. In the rod ends and pushrod tube.
3. Use a dye penetrant method of inspection.
c. If cracks are not found, repaint the part(s) and reinstall.
d. If cracked, replace the affected part(s).

1H12B
A291
MATERIAL:
.125 X 3.750 X 1.0 ALUM. PLATE
-. 062 R. TYP.
3.750
.125 .625
1.0
I
3.130 .250
Figure 5-16. Fabricated Aileron Bellcrank Rigging Tool

1H13
MATERIAL:
.750 X 31.50X 4.00 ALUM.BAR
-5-
I I
I l
I I
I I
II
SEENOTE 1
13.250
II
II
II 4.0
31.50
NOTE:
1. DRILL AND TAP TO 1/4 - 28 NF. BOLT AND FILE
TO REQUIREDLENGTH.
Figure 5-17. Fabricated Aileronand Flap RiggingTool

1H14
SURFACEPARALLEL TO BASELINE
STABILATORCONTOUR
I/ 1 -- -
-L SET BCK
4.5
1111~ll~ I
* .. 1
.45
o2 5 SET BACK -. 88
\ -- 27.45 -24. )2b-

20.59 b 17.17 I--13.74 b-10.31 16.81 } »10.74--4-1.0
0-2.59--
BASELINE -- 3.45-
-- 5. 16
LEADINGEDGE
MATERIAL:
1.0 X 28.45X 4.5 ALUM.BAR
Figure 5-18. Fabricated Stabilator RiggingTool
Reissued: 10/11/79H15 SURFACE CONTROLS

1H15
PIPER SENECAIISERVICEMANUAL
MATERIAL:
STEELORHARDALUM.
TRAILING EDGE OF FIN
HINGE LINE
- .70
-- 15.45
24.5 20.5 16.5 12.5 -- 8.5 -4.5 14.45
BASE LINE
.43 .26
6.0 .71 .65
7.76
USEAT ROOTRIB
.25 RELIEF
Figure 5-19. Fabricated Rudder RiggingTool

SURFACE
CONTR
SURFACE CONTROLS
Reissued:10/11/79
1H16
TABLE V-III. TROUBLESHOOTING CHART (SURFACE CONTROLS)
Trouble Cause Remedy
AILERON CONTROL SYSTEM
Lost motion between con- Cable tension too low. Adjust cable tension.
trol wheel and aileron. (Refer to Paragraph
5-11.)
Linkage loose or worn. Check linkage and

tighten or replace.
Broken pulley. Replacepulley.
Cablesnot in place on Install cables correctly.
pulleys. Check cable guards.
Resistance to control System not lubricated Lubricate system.

wheel rotation. properly.
Cable tension too high. Adjust cable tension.
(Refer to Paragraph
5-11.)
Control column hori- Adjust chain tension.
zontal chain improperly (Refer to Paragraph
adjusted. 5-5.)
Pulleys binding or Replacebinding pulleys
rubbing. and/or provide clearance
between pulleys and
brackets.

Bent aileron and/or Repair or replace aileron
hinge. and/or hinge.
Cables crossed or Check routing of control

routed incorrectly. cables.
Control wheels not Incorrect control Rig in accordance with

synchronized. column rigging. Paragraph5-5.
1H17
PIPER SENECA II SERVICEMANUAL,
TABLE V-III. TROUBLESHOOTINGCHART (SURFACECONTROLS)(cont.)
AILERONCONTROLSYSTEM(cont.)
Control wheels not hori- Incorrect riggingof Rig in accordance with

zontal when ailerons aileron system. Paragraph5-11.
are neutral.
Incorrect aileron Aileron control rods Adjust in accordance

travel. not adjusted properly. with Paragraph 5-11.
Aileronbellcrank stops Adjust in accordance

not adjusted properly. with Paragraph 5-11.
Correct aileron travel Incorrect riggingof Rig in accordance with

cannot be obtained by aileron cables, control Paragraph 5-11.
adjusting bellcrank wheel and control rod.
stops.
Control wheel stops Incorrect rigging Rig in accordance with

before control between control wheel Paragraph5-11.
surfaces reach full and control cables.
travel.

1H18
TABLEV-III. TROUBLESHOOTINGCHART(SURFACE CONTROLS)(cont.)
STABILATORCONTROLSYSTEM
betweencon-
Lost motion between con- Cable tension too low. Adjust cable tension
and stabilator.
trol wheel and stabilator per Paragraph 5-15.
tighten or replace.
Broken pulley. Replace pulley.
Cables not in place Install cables correctly

on pulleys.
Resistant to stabilator System not lubricated Lubricate system.

control novement. properly.
Cable tension too high. Adjust cable tension
per Paragraph5-15.
Bindingcontrol column. Adjust and lubricate

per Paragraph5-5.
Pulleys binding or Replace binding pulleys
between pulleys and
brackets.

pulleys.
Cablescrossed or Check routing of control
Bent stabilator hinge. Repair or replace

stabilator hinge.
Bindingbob weight Inspect and adjust or

linkage. replace.
Incorrect stabilator Stabilator stops Adjust stop screwsper

travel. incorrectly adjusted. Paragraph5-15.

1H19
PIPERSENECA11SERVICEMANUAL
TABLE V-III. TROUBLESHOOTING CHART (SURFACE CONTROLS) (cont.)
STABILATOR CONTROL SYSTEM (cont.)
Correct stabilator Stabilator cables Rig cables in accordance

travel cannot be incorrectly rigged. with Paragraph 5-15.
obtained by adjusting
stops. Bob weight incorrectly Rig in accordance with
rigged. Paragraph 5-15.
STABILATOR TRIM CONTROL SYSTEM
Lost motion between Cable tension too low. Adjust in accordance

trim control wheel with Paragraph 5-21.
and trim tab.
Cablesnot in place on Install cables according
pulleys. to Paragraphs 5-18 and
5-20.

tighten or replace.
Trim control wheel System not lubricated Lubricate system.

moves with excessive properly.
resistance.
Cable tension too high. Adjust in accordance
with Paragraph 5-21.
Pulleys binding or Replace binding pulleys.

rubbing. Provide clearance between
pulleys and brackets.
Cablesnot in place on Refer to Paragraphs

pulleys. 5-18 and 5-20.
Trim tab hinge binding. Lubricate hinge. If

necessary, replace.
Cablescrossed or Check routing of control

1H20
TABLEV-II. TROUBLESHOOTINGCHART(SURFACE CONTROLS)(cont.)
STABILATORTRIM CONTROLSYSTEM(cont.)
Trim tab fails to System incorrectly Checkand/or adjust

reach ful travel. rigged. riggingper Paragraph
5-21.
Trim drum in- Check and/or adjust
correctly wrapped. riggingper Paragraph
5-21.
Trim indicator fails Trim indicator unit Adjust in accordance

to indicate correct not adjusted properly. with Paragraph 5-21.
trim posiition.
RUDDERCONTROLSYSTEM
Lost motion between Cable tension too low. Adjust cable tension
rudder pedals and per Paragraph5-28.
rudder.
tighten or replace.
Bolts attaching rudder Tighten bellcrank bolts.

to bellcrank are loose.
Excessiveresistance System not lubricated Lubricate system.

to rudder pedal properly.
movement.
Rudder pedal torque Lubricate torque tube
tube bearing in need bearings.
of lubrication.
Cable tension too high. Adjust cable tension

per Paragraph 5-28.
1H21
PIPER SENECAI SERVICEMANUAL
TABLE V-III. TROUBLESHOOTINGCHART(SURFACE CONTROLS)(cont.)
RUDDER CONTROLSYSTEM(cont.)
Pulleys binding or Replace binding pulleys

between pulleys and
brackets.


Rudder pedals not Rudder cables Rig in accordance with

neutral when rudder incorrectly rigged. Paragraph 5-28.
is streamlined.
Incorrect rudder Rudder bellcrank stop Rig in accordance with

travel. incorrectly adjusted. Paragraph 5-28.
Nose wheel contacts Rig in accordance with

stops before rudder. Paragraph 5-28.
RUDDERTRIM CONTROLSYSTEM
Lost motion between Cable tension too low. Adjust in accordance

trim control wheel with Paragraph 5-34.
and trim tab.
Cablesnot in place on Install cables according
pulleys. to Paragraphs 5-31
and 5-33.
Linkageloose or worn. Check linkage and

tighten or replace.
1H22
RUDDER TRIM CONTROLSYSTEM(cont.)
Trim control wheel System not lubricated Lubricate system.

moves with excessive properly.
resistance.
Pulleys binding or Replace binding pulleys.
rubbing. Provide clearance between
pulleysand brackets.
Cables not in place on Install cables according

pulleys. to Paragraphs 5-31 and
5-33.
Trim tab hinge binding. Lubricate hinge. Replace
if necessary.

Trim tab fails to System incorrectly Check and/or adjust

reach full travel. rigged. riggingper Paragraph
5-34.
Either or both trim Check and/or adjust

drums incorrectly riggingper Paragraph
wrapped. 5-34.
Trim indicator fails Trim indicator unit not Adjust in accordance

to indicate correct adjusted properly. with Paragraph5-34.
trim position.
1H23
PIPER SENECAII SERVICE MANUAL
FLAP CONTROLSYSTEM
Flaps fail to extend Control cable broken Replace or reconnect

or retract. or disconnected. control cable. Refer to
Paragraph 5-37.
Flaps not synchro- Incorrect rigging Adjust flaps per in-

nized or fail to of system. structions in Paragraph
move evenly when 5-38.
retracted.
1H24

1H25
END OF SECTION

1H26
SECTION
VI
HYDRAULIC SYSTEM
1I1
1I2
SECTION VI - HYDRAULIC SYSTEM
TABLE OF CONTENTS
Paragraph Grid No.
6-1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I2C

6-2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I2C
6-3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I2D
6-4. Hydraulic Pump (Original Equipment - Prestolite) . . . . . . . . . . . . . . . 1I7
6-5. Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I7
6-6. Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I7
6-7. Cleaning, Inspection and Repair . . . . . . . . . . . . . . . . . . . . . . . . . . 1I9
6-8. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I9
6-9. Test and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I10
6-10. Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I14A
6-10a. Hydraulic Pump (Service Replacement - Oildyne) . . . . . . . . . . . . . . . 1I14B
6-11. Landing Gear Free-Fall Valve Assembly . . . . . . . . . . . . . . . . . . . . . . 1I15
6-12. Inspection and Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I15
6-13. Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I15
6-14. Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I15
6-15. Gear Actuating Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I15
6-16. Removal of Nose Gear Actuating Cylinder . . . . . . . . . . . . . . . . . 1I15
6-17. Removal of Main Gear Actuating Cylinder . . . . . . . . . . . . . . . . . 1I16
6-18. Disassembly of Actuating Cylinder . . . . . . . . . . . . . . . . . . . . . . . 1I16
6-19. Cleaning, Inspection and Repair of Gear Actuating Cylinder . . . . 1I19
6-19a. Installation of T-Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I19
6-20. Assembly of Gear Actuating Cylinder . . . . . . . . . . . . . . . . . . . . . 1I19
6-21. Installation of Nose Gear Actuating Cylinder . . . . . . . . . . . . . . . 1I20
6-22. Installation of Main Gear Actuating Cylinder . . . . . . . . . . . . . . . 1I20
6-23. Hydraulic Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I21
6-24. Removal and Installation of Hydraulic Lines . . . . . . . . . . . . . . . . 1I21
6-25. Testing Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I21
6-26. Servicing Hydraulic Pump/Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . 1I21
01/01/09 VI - TABLE OF CONTENTS

1I2A
VI - TABLE OF CONTENTS 01/01/09

1I2B
SECTION VI
HYDRAULIC SYSTEM
CAUTION: PRIOR TO STARTING ANY INVESTIGATION OF THE HYDRAULIC SYSTEM,

PLACE THE AIRPLANE ON JACKS. (REFER TO JACKING, SECTION II.)
6-1. INTRODUCTION.
The PA-34-200T hydraulic system components covered in this section consist of the combination
hydraulic pump and reservoir, hydraulic pressure switch, free-fall valve assembly, actuating cylinders
and hydraulic lines. The brake system, although hydraulically operated, is not included in this section as
it has its own hydraulic system independent of the gear retraction system. The brake system along with
landing gear and components is covered in Section VII.
This section provides instructions for remedying difficulties which may arise in the operation of the
hydraulic system. It includes: a system description; troubleshooting recommendations; and instructions
for the removal, repair, and installation of components, as well as adjustments and tests.
6-2. DESCRIPTION.
Hydraulic fluid to the landing gear actuating cylinders is supplied by an electrically powered reversible
pump located in the right forward area of the fuselage nose section. A reservoir is an integral part of the
pump. The pump is controlled by a selector handle on the instrument panel, to the left of the control
quadrant. As the handle is placed in either the up or down position, the pump directs fluid through the
particular pressure line to each individual actuating cylinder. As fluid pressure increases at one side of a
cylinder piston, fluid at the other side is directed back through the other line to the pump. Both lines serve
either as pressure or return passages depending on the rotation of the pump to retract or extend the gear.
A pressure switch is mounted on the pressure line in the right aft side of the nose cone. This switch
opens the electrical circuit to the pump solenoid when the gear fully retracts and pressure in the system
increases to 1800 + 100PSI. The switch will continue to hold the circuit open until pressure in the
system drops to approximately 1700 psi when, at that time, the pump will again operate to build up
pressure as long as the gear selector is in the up position. The down position of the selector handle does
not affect the pressure switch.
Two hydraulic pumps may be encountered:
a. Original Equipment (Prestolite).
The hydraulic pump is a gear type unit driven by a 12 volt reversible motor designed to operate in a
pressure range of 2000 to 2500 psi. To prevent excessive buildup of pressure in the hydraulic
system due to expansion, a primary thermal relief valve is incorporated on early - O models and is
located directly above the nose gear actuating cylinder. This relief valve will maintain pressure in
the system up to 2350 ± 50 psi. An additional relief valve is incorporated in the pump which will
open at 4000 ± 300 psi and allow fluid to flow into the reservoir. On later - 2 models the external
thermal relief is not used in the system. The relief valve in the pump will open at 2250 ± 50 psi. to
prevent excessive buildup of pressure in the hydraulic system due to expansion. Other valves in the
pump channel fluid to the proper outlet during retraction or extension of the gear. A shuttle valve
located in the base of the pump allows fluid displaced by the cylinder pistons to return to the
reservoir without backpressure. This shuttle valve has a delivery pressure of 400-800 psi during the
extension cycle.
01/01/09 VI - HYDRAULIC SYSTEM

1I2C
b. Service Replacement (Oildyne).

The Oildyne hydraulic pump is a gear type unit driven by a 12 volt reversible motor designed to
operate in a pressure range of 2,400 ± 200 psi. To prevent excessive buildup of pressure in the
hydraulic system due to expansion, a primary thermal relief valve is incorporated in the pump body
which will open at 3,000 +300/-200 psi. Other valves in the pump channel fluid to the proper outlet
during retraction or extension of the gear. A shuttle valve located in the base of the pump allows
fluid displaced by the cylinder pistons to return to the reservoir without back pressure. This shuttle
valve has a delivery pressure of 400-800 psi during the extension cycle.
A bypass free-fall valve assembly is incorporated in the system to permit extension of the landing gear
should a malfunction in the system occur. This valve is manually operated by means of an emergency
gear knob located on the instrument panel. This knob must be fully extended to permit emergency
extension. Restrictions in the system prevent the gear from extending too fast.
For a description of the landing gear and electrical switches, refer to Section VII, Landing Gear and
Brake System.
6-3. TROUBLESHOOTING. (See Table VI-III.)
CAUTION: PRIOR TO STARTING ANY INVESTIGATION OF THE HYDRAULIC SYSTEM,
PLACE THE AIRPLANE ON JACKS. WITH THE AIRPLANE ON JACKS, PULL THE
FREE-FALL VALVE KNOB FULL OUT THUS PREVENTING THE BUILDUP OF
UNNECESSARY PRESSURE ON THE ACTUATING CYLINDERS AND
CONNECTING HYDRAULIC LINES WHEN THE GEAR IS RAISED OR LOWERED
MANUALLY. FAILURE TO COMPLY WITH THESE INSTRUCTIONS COULD
RESULT IN THE BUILDUP OF SUFFICIENT PRESSURE TO UNLOCK THE
DOWNLOCK MECHANISM ALLOWING THE GEAR TO COLLAPSE WHEN THE
WING JACKS ARE REMOVED. PRIOR TO REMOVING THE AIRPLANE FROM
JACKS, PUSH THE FREE-FALL VALVE KNOB IN, TURN ON THE MASTER SWITCH
AND SELECT GEAR DOWN, OBSERVE THAT ALL THREE GREEN LIGHTS
INDICATING THE LANDING GEAR IS DOWN AND LOCKED ARE ENERGIZED.
TURN MASTER SWITCH OFF.
Malfunctions in the hydraulic system will result in failure of the landing gear to operate properly. When
trouble develops, jack up the airplane (refer to Jacking, Section II) and then proceed to determine the
extent of the trouble. Generally, hydraulic system troubles fall into two types; troubles involving the
hydraulic supplying system and troubles in the landing gear hydraulic system. Table VI-III at the back of
this section lists the troubles which may be encountered and their probable cause, and suggests a remedy
for the trouble involved. A hydraulic system operational check may be conducted using Figures 6-1 or 6-
2. When the trouble has been recognized, the first step in troubleshooting is isolating the cause.
Hydraulic system troubles are not always traceable to one cause. It is possible that a malfunction may be
the result of more than one difficulty within the system. Starting first with the most obvious and most
probable reasons for the trouble, check each possibility and, in turn, by process of elimination, isolate
the troubles.
NOTE: If the Prestolite hydraulic pump is at fault and requires disassembly, it should be overhauled by
an accredited overhaul facility. Pressure checks with adjustments may be accomplished in
accordance with instructions given in paragraphs 6-6 thru 6-9. Replacement brushes for the
Prestolite pumps are no longer available. Accordingly, when the brushes wear out, the pump
must be replaced.
VI - HYDRAULIC SYSTEM 01/01/09

1I2D
NOTE: Field service of the Oildyne hydraulic pump is limited to motor replacement and removal,
cleaning, inspection, and/or replacement of the hydraulic fluid reservoir. Should pump
malfunction, replace pump, or return pump to Piper Aircraft via your local Piper distributor for
servicing or repairs.

1I3

1I4
Figure 6-1. Schematic Diagram of Hydraulic System (Sheet 1 of 2)

1I5
Figure 6-1. Schematic Diagram of Hydraulic System (Sheet 2 of 2)

1I6
6-4. HYDRAULIC PUMP (ORIGINAL EQUIPMENT - PRESTOLITE).

6-5. REMOVAL.
The hydraulic pump with reservoir incorporated is located in the nose section of the fuselage. Access to
the pump is through the access panel in the nose baggage compartment.
a. Disconnect the pump electrical leads from the pump solenoid relays and the ground wire from the
battery shelf.
b. Disconnect the hydraulic lines from the pump. Cap the line ends to prevent contamination.
c. Remove pump by removing pump attaching bolts.
6-6. DISASSEMBLY. (Refer to Figure 6-3.)
After the hydraulic pump has been removed from the airplane, cap or plug all ports, and clean exterior of
pump using a dry cleaning solvent to remove accumulated dirt and dust. The three major components of
the pump assembly are the pump base, pump motor, and valve and gear case. These three major
components should be disassembled as follows:
a. Pump Base: Remove pump base (16) from valve and gear case by:
1. Cutting safety wire and removing bolts (17) with washers securing pump base to pump and
gear case.
2. The check valve within the pump base should be removed for cleaning purposes only. To
remove valve, cut safety wire and remove bolt, spring and steel ball. Replace O-ring at
reassembly.
b. Pump Motor: The pump motor may be removed from the pump and disassembled as follows:
1. Remove thru bolts (4) from head (1) of motor. Using a knife cut the seal coating between the
motor head and case.
2. Lift the head up from the case approximately .50 of an inch, this will allow inspection of
brushes (3) without the brushes unseating from the commutator. (Refer to Paragraph 6-7 for
brush inspection.) The brush leads are secured to the head assembly.
3. Raise the head assembly (1) off the armature (8) and note the small thrust ball (7) located
between the end of the armature (8) and motor head. Do not misplace this bearing.
4. Draw the armature from the motor frame (9). Note the number of thrust washers ( 1 ) mounted
on the drive end of the armature shaft.
5. Remove the motor frame from the pump reservoir (13).
c. Valve and Gear Case: Remove valve and gear case (15) from reservoir (13) as follows:
1. Remove eight screws from flange of body and separate the two assemblies (18).
2. Pump gears and valves should be removed for cleaning purposes only. To remove cap securing
gears, remove attaching bolts. The two valve springs should be positively identified with their
cavities; otherwise, it will be necessary to readjust each valve for proper operating pressure.

1I7
1867
A342
1. RIGHT MAIN GEAR HYDRAULIC CYLINDER

2. LEFT MAIN GEAR HYDRAULIC CYLINDER
3. FREE FALL CONTROL
4. PRESSURE SWITCH
5. FREE FALL VALVE
6. NOSE GEAR HYDRAULIC CYLINDER
7. HYDRAULIC PUMP
8. THERMAL RELIEF VALVE ON O ONLY/
Figure 6-2. Hydraulic System Installation
Reissued:10/11/79 HYDRAULICSYSTEM
9/4/74
Issued
118
6-7. CLEANING, INSPECTION AND REPAIR.

NOTE: Repair facilities must be clean to prevent contamination of pump components. Proper and
careful handling should be exercised to prevent damaging pump components.
a. Discard all O-rings.
b. Remove caps or plugs and clean all components with a dry type cleaning solvent and dry
thoroughly.
c. Inspect pump components for scratches, scores, chips, cracks and wear.
d. Inspect motor for worn brushes (minimum of .218 of an inch brush remains between the braided
and commutator end), excess commutator wear and excess bearing wear.
e. Repairs are limited to O-ring and brush replacement as follows:
1. One brush holder has the winding wire attached. Locate this wire and remove by using a
soldering gun.
2. The head assembly can now be removed and worked on for ease of brush replacement if
required.
3. Remove brush wire and brush from bimetal heat protector.
4. Solder new brush wires to head assembly and bimetal heat protector and wire from winding to
one brush holder.
5. Install brush springs and brushes into brush holders and secure in place (temporary) with a
piece of string looped around the brush and holder and tied in a knot.
NOTE: Ensure that the braided wire is in the holder slot for proper brush movement.
6.
Install the head assembly with new brushes to the frame and commutator in accordance with
instructions given in Paragraph 6-8, Step a.
6-8. ASSEMBLY. (Refer to Figure 6-3.)
a. The pump motor may be assembled and installed on the reservoir as follows:
1. Position motor frame (9) on reservoir (13). Note aligning marks on frame and reservoir.
2. Place thrust washers (11), of the same amount removed, on the drive end of the armature (8).
3. Lubricate the entire length of the armature shaft, on the drive end, with light grease to protect
O-ring seal from damage. Insert end of shaft in reservoir.
4. Saturate felt oiling pad around commutator end bearing with SAE 20 oil. Allow excess oil to
drain off before assembling motor.
5. Insert thrust ball (7) in bearing of motor head (1). To hold ball in position, place a small
amount of grease inside the bearing.
6. Place head assembly on frame and allow brushes to extend over commutator. Remove the
string securing the brushes in the holders. Push head assembly on frame and ensure proper
indexing of head and frame assemblies. Secure in place with thru bolts (4).
7. Check freedom of rotation and end play (thrust) of the armature within the assembly. A
minimum of .005 inch end play is permissible. Adjust to this tolerance if necessary by adding
or removing thrust washers (11) on drive end of armature shaft.

1I9
b. Assemble valve and gear case (15) to the reservoir (13) as follows:
1. If removed, place pump gears in valve and gear case and install cover. Install cover attaching
bolts and secure.
2. Lubricate reservoir seal ring (14) with hydraulic fluid (MIL-PRF-5606H) and place in recess
provided in case (15).
3. Position reservoir (13) on valve and gear case (15). Care should be taken when aligning the
armature shaft with the pump gear. Do not run the motor to accomplish this.
4. Ascertain that the seal ring (14) is properly positioned, and install attaching screws. Tighten
one screw to hold the assembly together, then, with the motor connected to a 14-volt source
and an ammeter in the circuit, tighten the rest of the screws such that the current drawn does
not exceed 12 amperes.
c. Attach the pump base to the pump as follows:
1. With pump inverted, lubricate O-ring seals and install them in recesses provided in the valve
and gear case (15).
2. Install attaching bolts with washers and torque to 70 inch-pounds.
3. Safety attaching bolts with MS20995-C32 wire.
d. Conduct motor operational check not to exceed 10 seconds running time.
6-9. TEST AND ADJUSTMENT. (Refer to Figure 6-4.)
a. Test Equipment:
1. Hydraulic pump and mounting base.
2. Pressure gauge (0 - 1000 psi).
3. Pressure gauge (0 - 3000 psi).
4. Hoses with fittings to connect base and gauges.
5. Power supply (14 VDC).
6. Ammeter (0 to 100 amps).
7. Fuse or circuit protector (100 amps).
b. Test and Adjustment:
NOTE: Test gauges or gauges of known accuracy should be used when performing the following tests.
1. Connect the 0 to 1000 psi gauge to the low pressure port of the pump base.
2. Connect the 0 to 3000 psi gauge to the high pressure port of the pump base.
3. Connect black lead of pump motor to the negative terminal of the DC power supply.
4. Remove the filler plug located on the forward side of the pump. Loosen vent screw and add
fluid, MIL-PRF-5606H, through the filler hole until full. Reinstall the filler plug and tighten
the vent screw.
5. Bleed air from the attached lines. (Lines may be bled by alternately connecting blue lead and
green lead to the positive terminal of the power supply until all air is exhausted.)

1I10
Figure 6-3. Hydraulic Pump/Reservoir, Exploded View (Original Equipment - Prestolite)

1I11
TABLE VI-I. LEADING PARTICULARS, HYDRAULIC SYSTEM
Hydraulic Pump Prestolite Oildyne

High Pressure 2,000 to 2500 psi 2,400 ± 200 psi
Low Pressure 650 ± 150 psi 600 ± 200 psi
Flow Rate @ 1000 psi 45 cu. in. per min. 60 cu. in. per minute
High Pressure Control 2,250 ± 250 psi 2,400 ± 200 psi
Hydraulic Fluid MIL-PRF-5606H MIL-PRF-5606H
(-00 only)
Relief Valve 4,000 ± 300 psi
System Thermal Relief (AN6245 AB4) 2,350 ± 50 psi
(-02 only)
Thermal Relief Valve 2,250 ± 250 psi 3,000 + 300/-200 psi
Shuttle Valve Delivered Pressure 400 to 800 psi 400 to 800 psi
Retraction Relief 2,350 ± 50 psi
Pressure Switch
Open (OFF) Pressure 1,800 ± 100 psi 1,800 ± 100 psi
Close (ON) Pressure Pressure decreasing Pressure decreasing
200 to 400 psi 200 to 400 psi
6. Connect blue lead to positive terminal of power supply. Pump should operate and the high
pressure gauge should indicate between 2000 and 2500 psi. (Should the gauge indicate a
pressure below 2000 psi or over 2500 psi, adjust valve "A," Figure 6-3 accordingly to obtain
the desired reading.)
NOTE: When increasing pressure, the pump running time must not exceed 12 seconds. There
should be no external leakage while performing Steps 5 thru 8.
7. Disconnect blue lead. The high pressure reading should not drop more than 300 psi in five
minutes. High pressure may not be selected again for five minutes.
8. Connect green lead to positive terminal of power supply. Pump should operate in reverse,
dropping reading on high pressure gauge to zero. The low pressure gauge should indicate 500
to 800 psi. (Should the gauge indicate a pressure below 500 psi or over 800 psi, adjust valve
"B," Figure 6-3, accordingly to obtain desired reading.) Disconnect green lead. Both pressure
gauges should indicate zero psi.
9. Should it be necessary to check the pump motor, first connect the ammeter in the electrical
circuit with the positive terminal of the meter to the black lead and negative terminal of the
meter to the negative terminal of the DC power supply.
10. Connect the blue lead from the pump motor to the positive terminal of the power supply. With
high pressure indication within 2000 to 2500 psi range on the pressure gauge, the ammeter
should read 75 amperes maximum. Disconnect the blue lead.

1I12
TABLE VI-II. CHARACTERISTICS, HYDRAULIC PUMP MOTOR
Electrical Characteristics: Prestolite Oildyne

Voltage 12 DC 12 DC
Rotation Reversible Reversible
Polarity Negative ground Negative ground
Operating Current 75 amps, max. at 12 volts 25 amps, max. at 12 DC
(both rotations) volts (both rotations)
Operating Time 12 seconds max. with a current Continuous with circuit
load of 75 amps at 77° F breaker protection
Overload Protection Thermal circuit breaker Thermal circuit breaker
25 amp
Automatic Reset Time 12 seconds, max.
Location, Automatic Reset Commutator end head of motor
Mechanical Characteristics: Prestolite Oildyne
Bearings Absorbent bronze N/A *
(Drive end bearing in upper pump
and valve assembly casting)
Steel ball
(Thrust, between commutator
end head and end of armature
shaft)
End Play, Armature .005 inch, min. N/A *
(Adjust by selection of thrust
washers on drive end of
armature shaft)
* NOTE: Since the Oildyne hydraulic pump has a sealed motor assembly, with disassembly not
approved, there are no mechanical characteristics.
11. Connect the green lead from the pump motor to the positive terminal of the power supply. With
low pressure indication within the 500 to 800 psi range, the ammeter should read between 15
to 35 amperes.
NOTE: In the event any of the various tests do not perform satisfactorily, the pump assembly
should be replaced.
12. Disconnect the green lead from the power supply and permit the pressure to drop before
disconnecting the hydraulic lines.

1I13
Figure 6-4. Test and Adjustments of Hydraulic Pump (Original Equipment - Prestolite)

1I14
Figure 6-5. Pump Mounting
6-10. INSTALLATION. (Refer to Figure 6-5.)

a. Align three washers (7) over each hole in shelf (4). Insert grommet (1) through mounting holes in
pump base (2). Insert bushing (3) through hole in each grommet.
b. Position pump on washers. Insert bolt (6) with top washer (7) through bushing (3), bottom washers
(7) and shelf (4). Mount nut (8) and washer (5) on bolt and tighten.
c. Connect hydraulic lines to pump.
d. Connect pump electrical leads. Blue wire to outboard lower solenoid, green wire in inboard (upper)
solenoid, and black wire to ground on bottom shelf.
e. Check fluid level in pump. (Refer to Section II for filling instructions.)
f. With aircraft on jacks, operate pump to purge hydraulic system of air, and check for leaks. After
operation, recheck fluid level.

1I14A
6-10a. HYDRAULIC PUMP (SERVICE REPLACEMENT - OILDYNE) (Refer to Figure 6-5a.)

a. In Aircraft.
The Oildyne hydraulic pump with reservoir incorporated is located in the nose section of the
fuselage. Access to the pump is through the access panel in the nose baggage compartment.
1. Removal.
a. Remove the ABS nose gear cover.
b. Remove anti-splash cover (P/N 96374-0) by removing the four attaching screws.
c. Disconnect the three knife connectors that attach the black, blue, and green forward and
reverse harness wires.
d. Disconnect and plug the “up” and “down” pressure hydraulic lines from pump mount.
Cap the lines.
e. Remove the three each mounting bolts and washers securing pump mount to deck.
f. Lift assembly from airplane.
2. Installation.
a. Position assembled pump, bracket, and pump mount on pump deck in airplane.
b. Secure pump assembly to deck by installing the three AN3-10 bolts with one MS35489-64
washer under each bolt head and three No. 5712-45 (P/N 494-192) washers between Piper
mount assembly and pump deck.
NOTE: Before positioning the complete hydraulic pump assembly on the mounting
bracket, ensure that the cushion pad is secured in place on the reservoir base.
c. Install the “up” and “down” pressure hydraulic lines to pump mount.
d. Connect the three knife connectors that attach the black, blue, and green forward and
reverse harness wires.
e. Install anti-splash cover (P/N 96374-0) by installing the four attaching screws.
f. Install the ABS nose gear cover.
b. Field Service.
Field service of Oildyne hydraulic pump is limited to motor replacement and removal, inspection,
cleaning, and replacement of the hydraulic fluid reservoir. Should the pump/adapter assembly
malfunction, either replace pump, or return pump to Piper, via the local Piper distributor, for
servicing or repairs.

1I14B
c. Replacing Entire Pump.

See “In Aircraft,” above, to remove/install pump in aircraft.
1. Disassembly.
a. Remove safety wire securing two bolts that attach bracket to pump.
b. Remove the two bolts and washers.
c. Separate pump assembly from bracket.
2. Installation.
a. If bracket was removed from pump mount, install bracket to Piper pump mount with four
MS24693-S298 screws.
b. Position pump assembly on bracket so that tapped holes in oildyne adapter align with bolt
holes on bracket.
c. Install two AN960-616 washers and two MS20074-06-05 bolts to secure pump assembly
to bracket.
d. Safety bolts with MS20995-C41 wire.
d. Replacing Hydraulic Pump Motor.
1. Disassembly.
a. Remove two each mounting bolts on flange of motor assembly and separate the motor
assembly from the pump.
b. Remove coupling and O-ring and discard.
NOTE: New O-ring and coupling are included in replacement motor assembly.
2. Assembly.
a. Locate the replacement O-ring and coupling.
b. Place the coupling and O-ring into position between the motor assembly and pump-
adapter assembly.
c. Apply light coating of Titeseal No. 3 in back of the first two threads of mounting bolts.
d. Positioning the two units in place, install two each mounting bolts through the flange of
the motor assembly and into the pump-assembly housing.
e. Torque bolts to 15–20 inch pounds.

1I14C
Figure 6-5a. Hydraulic Pump - Oildyne (Sheet 1 of 2)

1I14D
Figure 6-5a. Hydraulic Pump - Oildyne (Sheet 2 of 2)

1I14E
e. Cleaning, Inspecting, or Replacing Hydraulic Fluid Reservoir.

1. Disassembly.
CAUTION: DO NOT DISASSEMBLE PUMP ASSEMBLY FROM ADAPTER ASSEMBLY.
DAMAGE TO VALVES AND PRESSURE SETTINGS, WHICH ARE NON-
ADJUSTABLE, WILL OCCUR.
a. Remove mounting bracket from pump as described in “Replacing Entire Pump,” above.
b. Remove screw and O-ring securing the reservoir to the adapter assembly.
c. Remove reservoir and reservoir seal.
d. When replacing reservoir, remove the cushion pad. It will have to be bonded to the new
reservoir base using Scotch Grip 2210 or Contact Adhesive B-10161 rubber cement.
2. Assembly.
a. Locate the cushion pad and bond it to the bottom surface of the reservoir using Scotch
Grip 2210, or Contact Adhesive B-10161 rubber cement.
b. Position the reservoir seal between the reservoir and the adapter assembly.
c. Locate the O-ring and bolt that secures the reservoir to the pump-adapter assembly and
apply a light coating of Titeseal No. 3 in back of first two bolt threads.
d. Position the O-ring on the bolt, and install it through the reservoir and into the pump-
adapter securing the reservoir.
e. Tighten this bolt to a torque value of 40 - 50 inch pounds.
f. Install pump on mounting bracket as described in “Replacing Entire Pump,” above.

1I14F
6-11. LANDING GEAR FREE-FALL VALVE ASSEMBLY.

6-12. INSPECTION AND REPAIR.
This valve is located directly above the nose
wheel actuating cylinder. Inspection is limited to
determining if any signs of hydraulic fluid leakage
are evident around the seam between the end
fitting and valve body, and around the periphery of
the piston assembly shaft. If leaks appear, the
valve assembly should be replaced since it is
impractical to repair the valve.
6-13. REMOVAL. (Refer to Figure 6-6.)
In the event it becomes necessary to replace the
free-fall valve assembly, proceed as follows:
a. Loosen three screws and clamp securing
cable in position and withdraw cable.
b. Disconnect hydraulic lines connected to the
valve. Place a rag in position to absorb any
hydraulic fluid spillage that may result. Cap
the lines to avoid contamination.
c. Remove the hex head bolts securing the valve Figure 6-6. Free-Fall Valve Assembly
and bracket to the frame and remove the
assembly from the airplane.
d. Remove rivet and nut securing link to piston shaft. Note position of elbow and tee fittings to assure
their being replaced in the same position at reassembly. Remove fittings and two bolts securing the
valve to the bracket.
a. Apply Loctite No. 567 PST Sealant, or equivalent, to MALE threads of elbows and tees and insert
fittings in valve. Loctite should be applied sparingly to prevent it from entering the hydraulic system.
b. Install valve on bracket and secure in position. Push piston shaft into the valve until it bottoms.
Align hole in link with hole in piston shaft and insert rivet. Attach nut to rivet.
c. Position bracket with valve on frame. Apply Loctite No. 567 PST Sealant to MALE threads of tees
and connect hydraulic lines.
d. Push arm assembly fully forward. Pull cable full forward. Place clamp over reinforced portion of
cable and tighten screws. Insert loose end of cable through the hole in the bushing of the arm
assembly. Tighten lock screw on cable.
6-15. GEAR ACTUATING CYLINDER.
6-16. REMOVAL OF NOSE GEAR ACTUATING CYLINDER.
a. Place airplane on jacks. (Refer to Jacking, Section II.)
b. Disconnect hydraulic lines from actuating cylinder and cover open line ends to prevent
contamination.

1I15
PIPERSENECA I SERVICEMANUAL
1. END GLAND
2. BACK-UP RING
3. ORING 9 10
4. RETAINER RING
5. RING
PISTON
Figure 6-7. Gear Actuating Cylinder

c. Disconnect operating rod end from the bracket on the trunnion assemblyby removingattaching
bolt and nut.
d. Disconnect cylinder from the link assembly. The downlock spring and downlock link are also
attached to this link assembly. After removing the cylinder, it is suggested the spring and link be
temporarily reinstalled until the cylinder is ready for reinstallation.
e. Remove the cylinder from the wheel well.
6-17. REMOVALOF MAINGEAR ACTUATINGCYLINDER.

b. Disconnect hydraulic lines from actuating cylinder and cover open line ends to prevent
contamination.
c. Disconnect gear downlock spring from swivelfitting at upper end of spring.
d. Remove downlock spring swivel fitting and disconnect cylinder operating rod end from upper
side brace retraction fitting by removing attaching nut, washer and bolt.
e. Disconnect cylinder from its attachment by removingnut and bolt.
f. Remove cylinder from wheel well.
6-18. DISASSEMBLYOF ACTUATINGCYLINDER. (Refer to Figure 6-7.)

NOTE
The following disassembly, cleaning, inspection, repair and

assembly instructions apply to nose gear actuator and both main
gear actuators.
a. Usinghand pressure, push piston rod (6) toward clevisend (9) to removeoil from the cylinder.
b. Place clevisin a soft jaw vise and clamp against the clevis bearing (10).
c. Install any 1/8-27 pipe fitting into the port on the end gland. This fitting is used for leverageonly
and need not be tight. (Refer to Figure 6-8.)
Reissued: 10/11/79 HYDRAULIC SYSTEM
1116
C232
INSTALLATION OF SEALING INSTALLATION OF SEALING

RING IN ROD END RING ON PISTON
SKETCH A SKETCH B
INSTALLATION OF NON-EXTRUSION INSTALLATION OF NON-EXTRUSION

RINGS IN ROD END RINGS ON PISTON
SKETCH C SKETCH D
CROSS SECTION OF INSTALLED PROPERMATING OF SCARF

T-RING ASSEMBLY CUT ON NON-EXTRUSION RINGS
SKETCH E SKETCH F
Figure 6-7a. Installation of T-Rings
Added: 12/08/8317 HYDRAULIC SYSTEM

1I17
I
BEARING END
Figure 6-8. End Gland Locking Device
d. Rotate end gland counterclockwise (with use of fitting) until end of retainer ring (4. Figure 6-7)
ring to
shows in slot of cylinder body (7). Reverse rotation of gland (clockwise direction) allowing retainer
an assist in starting out of the slot. If so. insert a
move out of slot. (It mav be necessary to give the ring
strong wire pick or other suitable tool in the slot to pry up the end of the retainer ring.)
e. Remove piston (6) and end gland (1) from cylinder body.
f. Remove O-rings as required.
HYDRAULIC SYSTEM
Revised: 12/08/83
1118
6-19. CLEANING. INSPECTION AND REPAIR OF GEAR ACTUATING CYLINDER.

a. Clean cylinder components with a suitable dry type solvent and dry thoroughly.
b. Inspect cylinder assembly for the following:
I. Interior walls of cylinder and exterior surface of the piston for scratches, burrs, corrosion.
etc.
2. Stripped or damaged threads.
3. Rod end fitting and swivel fitting of cylinder for wear and corrosion.
4. End fitting retainer slot for excess wear.
c. Repairs to the cylinder are limited to polishing out small scratches, burrs. etc.. and replacing
components. (Refer to Parts Catalog for replacement part numbers.)
6-19a. INSTALLATION OF T-RINGS. (Refer to Figure 6-7a.)

a. Place synthetic sealing ring into groove. Insure that seal is not twisted and that it lies flat in the
groove. (Refer to Sketches A and B.)
b. Orient each non-extrusion ring so that the radiused corner (if there is one) will be mated to the seal
when installed. (Refer to Sketch E.)
c. Insert one end of the non-extrusion ring (formed by the scarf cut) into the space between the side
of the groove and the side of the seal. (Refer to Sketch E.)
d. Work the entire circumference into this space, insuring that the scarf cut of the non-extrusion
ring is properly mated. (Refer to Sketch F.)
e. Repeat Steps c and d for the second non-extrusion ring.
f. Spread a few drops of system hydraulic oil evenly around the sealing edge of the packing.
6-20. ASSEMBLY OF GEAR ACTUATING CYLINDER. (Refer to Figure 6-7.)

a. Install O-rings (3). (5) and (8) in their respective positions.
b. Lubricate areas around O-rings with hydraulic fluid, park-o-lube or vaseline. Slide end gland (1) on
piston rod (6). Slide piston into cylinder body (7).
c. Insert hook end of new lock ring (4), (P/N 755 997), in slot of cylinder body and slot in end gland.
Rotate gland counterclockwise to completely wrap lock ring into assembly.
d. Align port in end gland and cylinder body.
e. Check smoothness of operation of piston and static test unit to check for possible cut O-rings.
f. Clean nose cylinder orifices.
Revised: 12/08/83 HYDRAULIC SYSTEM

1119
Figure 6-9. Nose Gear Actuating Cylinder Installation
6-21. INSTALLATION OF NOSE GEAR ACTUATING CYLINDER. (Refer to Figure 6-9.)

NOTE: The following instructions apply to actuators P/N 96860-000 (i.e. - SFA232-3 and SFA232-4)
only. Disassembly, Assembly, and Cleaning, Inspection and Repair instructions for later model
actuators P/N 96860-002 and 96860-003 (i.e. - SFA232-5) are found in Cleveland Wheel and
Brakes publication: Component Maintenance Manual - CMSFA232-5 (011-00504) available
from the vendor. See Vendor Publications in the Introduction.
a. Refer to Paragraph 6-16, step d. Remove bolt (7) far enough to position clevis end of actuating
cylinder (3) in the link assembly (1). Reinsert bolt with callouts (1) thru (6) arranged as illustrated in
Figure 6-9.
b. Insert the operating rod end into the bracket on the trunnion assembly and secure with bolt, nut and
washers.
c. Connect hydraulic lines to their respective fittings on the actuating cylinder.
d. Check adjustment of cylinder rod end. (Refer to Adjustment of Nose Landing Gear, Section VII.)
e. Operate pump to purge system of air and check fluid level in reservoir.
f. Remove airplane from jacks.
6-22. INSTALLATION OF MAIN GEAR ACTUATING CYLINDER.
NOTE: The following instructions apply to actuators P/N 96860-000 (i.e. - SFA232-3 and SFA232-4)
only. Disassembly, Assembly, and Cleaning, Inspection and Repair instructions for later model
actuators P/N 96860-002 and 96860-003 (i.e. - SFA232-5) are found in Cleveland Wheel and
Brakes publication: Component Maintenance Manual - CMSFA232-5 (011-00504) available
from the vendor. See Vendor Publications in the Introduction.
a. Attach the cylinder to its attachment fitting in the wheel well using bolt and nut.
b. Attach the operating rod end and downlock spring swivel fitting to the upper side brace retraction
fitting using washer and nut. The swivel fitting must be free to rotate.

1I20
c. Connect downlock spring to swivel fitting.

d. Check adjustment of cylinder rod end. (Refer to Adjustment of Main Landing Gear, Section VII.)
e. Operate pump and purge system of air. Check fluid level in reservoir.
f. Remove the airplane from jacks.
6-23. HYDRAULIC LINES.
6-24. REMOVAL AND INSTALLATION OF HYDRAULIC LINES.
Remove damaged hydraulic lines by disconnecting fittings at both ends and disconnecting where secured
by brackets. Refer to Figure 6-2 as an aid in locating attaching brackets and bends in lines. Provide a
small, clean container for draining the lines. Install a new or repaired line in reverse. Operate the pump
to purge air from the system. Check fluid level in the reservoir.
6-25. TESTING HYDRAULIC SYSTEM.
The hydraulic system should be tested to determine that it functions properly after performing any
service or repairs. It is suggested that the airplane be connected to an outside power source in order to
conserve the battery. (Refer to External Power Receptacle, Section II.)
CAUTION: TURN MASTER SWITCH OFF BEFORE INSERTING OR REMOVING EXTERNAL
POWER SUPPLY PLUG.
b. With gear down, master switch ON, and circuit breaker closed, place landing gear selector handle in
the UP position. The pump should immediately start operating and the gear retract. The red gear
unsafe light on the instrument panel should light up until the gear is fully retracted. The hydraulic
pump should stop operating after full retraction of the gear.
c. Place gear selector handle in DOWN position. The gear should extend and lock in position. Gear
down lights on the instrument panel will light up when all three gears are locked in position. Inspect
hydraulic system for leakage of hydraulic fluid.
d. Re-cycle the landing gear to determine that it functions properly.
e. To check operation of the free-fall valve assembly, retract the landing gear and turn the master
switch off. Pull the free-fall valve knob full out. The landing gear should extend and lock in
position.
CAUTION: PRIOR TO REMOVING THE AIRPLANE FROM JACKS, TURN MASTER SWITCH
ON AND DETERMINE THAT ALL THREE GREEN LIGHTS ARE ENERGIZED. THIS
WILL INDICATE THE LANDING GEAR IS DOWN AND LOCKED.
6-26. SERVICING HYDRAULIC PUMP/RESERVOIR.
The fluid level of the reservoir of the combination pump and reservoir should be checked every 50 hours
by viewing the fluid through the filler plug hole in the hydraulic pump. Access to the pump is through
the panel at the right forward side of the nose baggage compartment.
To check fluid level, remove the filler plug located on the forward side of the pump and ascertain that
fluid is visible up to the bottom of the filler plug hole. Should fluid be below the hole, add fluid, MIL-
PRF-5606H, through the filler hole until full. Reinstall the filler plug and tighten.
NOTE: A small vent hole is located under the vent screw head. Retain 1/64 inch clearance between the
screw head and the small vent hole.

1I21
TABLE VI-III. TROUBLESHOOTINGCHART(HYDRAULICSYSTEM)
Troouble Cause Remedy
Landing gear retraction Landing gear actuator Reset circuit breaker

system fails to operate. circuit breaker open. and determine cause for
open circuit breaker.
Landing gear selector Reset circuit breaker

circuit breaker open. and determine cause for
Landing gear actuator Check wiring.

circuit wires broken.
Landinggear selector Check wiring.

Safety (squat) switch Readjust switch. (Refer

out of adjustment. to Adjustment of Safety
Switch, Section VII.)
Squat switch inoperative. Replace switch.
Pressureswitch in- Replace switch.

operative.
Pump retraction solenoid Replace solenoid.
inoperative (inboard
solenoid).
NOTE
If the retracting solenoid of the pump can be heard to actuate

when operating the gear selector switch, it may be assumed that
the gear control circuit is operating properly and the actuator
circuit should be further checked.
Gear selector switch Check ground.

ground incomplete.
Gear selector switch Replace switch.

inoperative.
Hydraulicpump ground Check ground.

incomplete.
Reissued: 10/11/79 HYDRAULICSYSTEM
1122
TABLE Vl-III. TROUBLESHOOTINGCHART (HYDRAULICSYSTEM)(cont)
Landing gearretraction Hydraulicpump inop- Replace or overhaul

system fails to operate. erative. pump.
(cont)
Hydraulic fluid in Fill reservoirwith
reservoirbelow oper- hydraulic fluid.
ating level.
Battery low or dead. Check condition of

battery.
Check for internal Replace valve.

leakageof free
fall valve.
Check for internal Replace or overhaul
leakageof gear up pump.
check valve in pump.
1123
TABLE VI-III. TROUBLESHOOTINGCHART(HYDRAULICSYSTEM)(cont)
Landing gear extension Landing gear actuator Reset circuit breaker

system fails to operate. circuit breaker open. and determine cause for
Landing gear selector Reset circuit breaker

circuit breaker open. and determine cause for
Landing gear actuator Check wiring.

Landinggear selector Check wiring.

Pump extension solenoid Replace solenoid.

inoperative (outboard
solenoid).
NOTE
If the extension solenoid of the pump can be heard to actuate

when operating the gear selector switch, it may be assumed that
the gear control circuit is operating properly and the actuator
circuit should be further checked.
Reissued:
10/11/79 HYDRAULICSYSTEM
1124
TABLEVI-III. TROUBLESHOOTINGCHART (HYDRAULICSYSTEM)(cont)
Landing gear extension Gear selector switch Check ground.

system fails to operate. ground incomplete.
(cont)
Gear selector switch Replace switch.
inoperative.
Hydraulic pump ground Check ground.
incomplete.
Hydraulic pump inoper- Replace or overhaul
ative. pump.
Hydraulic fluid in Fill reservoirwith
reservoirbelow oper- hydraulic fluid.
ating level.
Low or dead battery. Check condition of
battery.
Landing gear retraction Hydraulic fluid in Fill reservoirwith
extremely slow. reservoirbelow oper- hydraulic fluid.
ating level.
Restriction in hydraulic Isolate and check
lines. hydraulic lines.
Pump stops during gear Landinggear actuator Reset circuit breaker

retraction. circuit breaker opens. and determine cause
for overload.
Landinggear selector Reset circuit breaker

circuit breaker opens. and determine cause
for overload.
Pressure switch out of Remove and readjust
adjustment. or replace switch.
Mechanicalrestriction Place airplane on jacks
or obstruction in hy- and run retraction
draulic system to allow check. Isolate and
pressure to build up and determine cause.
shut off pump before
gear has retracted.
1J1
TABLE VI-III. TROUBLESHOOTINGCHART (HYDRAULICSYSTEM)(cont)
Pump stops during gear Landinggear actuator Reset circuit breaker

extension. circuit breaker opens. and determine cause
for overload.
Landinggear selector Reset circuit breaker

circuit breaker opens. and determine cause
for overload.
Pump fails to shut off Pressureswitch inop- Replace switch.

though gear has fully erative.
retracted.
Pressureswitch out of Replace switch.
adjustment.
Pump retraction solenoid Replacesolenoid.
sticking (inboard sole-
noid).
Internal leakageof Check gear actuating cyl-
system. inders and free fall valve
for internal leakage.
Check for internal
damage to hydraulic
pump.
External leakageof Check gear actuating

system. cylinders for external
leakage.
Check for broken or
damaged hydraulic lines
or hoses.
Pump relief valveout Replace pump.

of adjustment.
1J2
TABLE VI-III. TROUBLESHOOTINGCHART(HYDRAULICSYSTEM)(cont)
Pump fails to shut off Pump extension solenoid Replace solenoid.

though the gear has sticking (outboard sole-
fully extended. noid).
Nose gear down limit Adjust switch actuator.
switch actuator out of (Refer to Adjustment of
adjustment. NoseGear Down Limit
Switch, Section VII.)
Nosegear down limit Replace switch.
switch failed.
Maingear down limit Adjust switch. (Refer
switch out of adjust- to Adjustment of Main
ment. Gear Down Limit Switch,
Section VII.)
Main gear down limit Replace switch.
switch failed.
NOTE
The out of adjustment or failed switch may be determined by

noting which down light is not lit.
Pump running inter- Leakage of high pres- Remove pump and re-
mittently after gear sure check valve. place check valve.
has retracted.
Internal leakageof Check free
system. fall valvefor
internal leakage.
Check gear actuating
cylinders for internal
leakage.
External leakageof Check gear actuating

system. cylinders for external
leakage.
Check for broken or
damaged hydraulic lines.

1J3
1
TABLE VI-II. TROUBLESHOOTING CHART (HYDRAULIC SYSTEM) (cont)
Gear stops part way Pump high pressure Replace pump.

up, but pump continues relief valve out of
to run. adjustment.
Internal leakage of Check gear actuating cyl-

system. inders and free fall valve
for internal leakage.
Check for broken or

damaged hydraulic lines.
Hydraulic fluid in Fill reservoir with

reservoir below oper- hydraulic fluid.
ating level.
All gears fail to Free-fall valve fails Check valve and replace.
free-fall. to open.

1J4

1J4A
END OF SECTION

1J4B
SECTION
VII
LANDING GEAR AND
BRAKE SYSTEM
1J4C
1J4D
SECTION VII - LANDING GEAR AND BRAKE SYSTEM
TABLE OF CONTENTS
Paragraph Grid No.
7-1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J7

7-2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J7
7-3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J7
7-4. Landing Gear System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J8
7-5. Nose Landing Gear Oleo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J8
7-6. Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J8
7-7. Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J8
7-8. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J13
7-8a. Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J13
7-9. Nose Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J14
7-9a. Modified Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J14
7-9b. Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J15
7-9c. Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J18
7-10. Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J19
7-11. Installation and Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J19
7-12. Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K1
7-13. Nose Gear Door Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K2
7-13a. Cleaning, Inspection and Repair . . . . . . . . . . . . . . . . . . . . . . . . . . 1K2
7-14. Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K2
7-15. Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K3
7-16. Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K3
7-17. Main Gear Oleo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K3
7-18. Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K3
7-19. Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K4
7-20. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K4
7-20a. Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K5
7-21. Main Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K10
7-21a. Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K10
7-22. Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K13
7-23. Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K16
7-24. Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K17
7-24a. Main Landing Gear Trunnion Attach Fittings Hardware
100 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K18A
7-24b. Main Landing Gear Trunnion Attach Fittings
Hardware Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K18A
7-25. Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K19
7-25a. Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K19
7-25b. Main Gear Door Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K21
7-26. Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K21
7-27. Cleaning, Inspection and Repair . . . . . . . . . . . . . . . . . . . . . . . . . 1K21
7-28. Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K21
7-29. Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K21
01/01/09 VII - TABLE OF CONTENTS

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SECTION VII - LANDING GEAR AND BRAKE SYSTEM
Paragraph Grid No.
7-30. Landing Gear Limit Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K22

7-31. Adjustment of Nose Gear Up Limit Switch . . . . . . . . . . . . . . . . . 1K22
7-32. Adjustment of Nose Gear Down Limit Switch . . . . . . . . . . . . . . . 1K23
7-33. Adjustment of Main Gear Up Limit Switch . . . . . . . . . . . . . . . . . 1K23
7-34. Adjustment of Main Gear Down Limit Switch . . . . . . . . . . . . . . . 1K23
7-35. Adjustment of Landing Gear Safety Switch (Squat Switch) and
Ground Stall Warning Prevention Switch . . . . . . . . . . . . . . . . 1K24
7-36. Landing Gear Warning Switch (Throttle Switch) . . . . . . . . . . . . . . . . 1K24
7-37. Landing Gear Up/Power Reduced Warning Switch . . . . . . . . . . . 1K24
7-38. Switch Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K24
7-39. Adjustment of Landing Gear Up/Power Reduced Warning Switch 1K25
7-40. Replacement of Landing Gear Up/Power Reduced Warning Switch 1K25
7-40a. Functional Test of Landing Gear Retraction System . . . . . . . . . . . 1L1
7-41. Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L4
7-42. Removal and Disassembly of Nose Wheel . . . . . . . . . . . . . . . . . . 1L4
7-43. Inspection of Nose Wheel Assembly . . . . . . . . . . . . . . . . . . . . . . 1L4
7-44. Assembly and Installation of Nose Wheel . . . . . . . . . . . . . . . . . . 1L4
7-45. Removal and Disassembly of Main Wheel . . . . . . . . . . . . . . . . . . 1L5
7-46. Bearing Cup Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L6
7-47. Inspection of Main Wheel Assembly . . . . . . . . . . . . . . . . . . . . . . 1L6
7-48. Assembly and Installation of Main Wheel . . . . . . . . . . . . . . . . . . 1L6
7-49. Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L6
7-50. Wheel Brake Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L6
7-51. Removal and Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L7
7-52. Cleaning, Inspection and Repair . . . . . . . . . . . . . . . . . . . . . . . . . . 1L10
7-53. Assembly and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L10
7-54. Brake Master Cylinder (Hand Parking Brake) . . . . . . . . . . . . . . . . . . 1L11
7-55. Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L11
7-56. Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L11
7-58. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L13
7-59. Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L13
7-60. Brake Cylinder (Toe Brake) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L13
7-61. Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L13
7-62. Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L14
7-64. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L15
7-65. Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L15
7-66. Brake Bleeding Procedure (Gravity) . . . . . . . . . . . . . . . . . . . . . . 1L17
7-67. Brake Bleeding Procedure (Pressure) . . . . . . . . . . . . . . . . . . . . . . 1L18
7-68. Brake System Leak Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L18
VII - TABLE OF CONTENTS 01/01/09

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SECTION VII
LANDING GEAR AND BRAKE SYSTEM
7-1. INTRODUCTION. This section contains instructions for overhauling, inspecting and adjusting the
various components of the PA-34-200T landing gear and brake system. Also included are adjustments for the
electrical limit, safety and warning switches. This section does not cover the hydraulic function of the landing
gear, except brakes, this information may be found in Section VI, Hydraulic System.
7-2. DESCRIPTION. The PA-34-200T airplane is equipped with a retractable tricycle air-oil strut type
landing gear, hydraulically raised or extended by an electrically powered reversible pump. A selector switch
in the instrument panel to the left of the control quadrant is used to select gear UP or DOWN position.
Gear positions are indicated by three green lights directly above the selector switch when the gear is
down and locked, and a red light at the top of the instrument panel when gear is unsafe. Activation of all
three downlock switches will shut the hydraulic pump off. As the instrument lights are turned on, the green
lights will dim.
As manifold pressure drops below approximately 14 inches of mercury, and if the landing gear has not
been extended, a throttle switch located in the quadrant will actuate a warning horn indicating to the pilot
the landing gear is still up. The warning horn will continue to operate until the landing gear is down and
locked, at which time three green lights on the instrument panel will energize.
It is preferred the landing gear be extended and retracted by means of the gear selector knob; however,
in the event of hydraulic or electrical failure, the gear can be extended by pulling the free-fall valve thus
permitting the gear to fall free. The nose and main gear require no assist springs. Once the gear are down
and the downlock hooks engage, a spring maintains pressure on each hook in the locked position until
released by hydraulic pressure.
In the event the airplane is sitting on the ground, and the gear selector knob is in the "UP" position, a
safety switch (squat switch) located on the left main gear will prevent the hydraulic pump from actuating if
the main switch should be turned on. When the plane leaves the ground, as in flight, the safety switch will
actuate when the oleo extends in excess of 8 inches, and the hydraulic pump will raise the landing gear. In
the event the airplane is placed on jacks and raised to the extent the oleo will extend in excess of 8 inches,
the safety switch will actuate the hydraulic pump, thus raising the landing gear if the landing gear selector
knob is in the "UP" position and the main switch is turned on.
The nose gear is steerable by the use of the rudder pedals. As the gear retracts, the steering linkage
becomes separated from the gear so that rudder pedal action with gear retracted is not impeded by the nose
gear operation. A gear centering spring mechanism is incorporated in the nose gear steering mechanism.
The two main wheels are equipped with self-adjusting single disc hydraulic brake assemblies which are
actuated by individual toe brake cylinders mounted on the rudder pedals and a handle connected to a brake
cylinder located below and forward of the center of the instrument panel. A parking brake is incorporated
with the handle, and is used by pulling back on the handle and pushing forward on the button to the left of
the handle. To release the hand brake, pull aft on the handle and allow it to swing forward. The cylinders are
supplied hydraulic fluid from a reservoir located on the forward side of the cabin main bulkhead.
7-3. TROUBLESHOOTING. Mechanical and electrical troubles peculiar to the landing gear system are
listed in Table VII-IV at the back of this section. When troubleshooting, first eliminate hydraulic malfunctions
as listed in Section VI. Then proceed to switch malfunctions and last to the mechanical operation of the gear
itself, both of which are included in this section.
04/30/07 VII - LANDING GEAR AND BRAKE SYSTEM

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CAUTION: WHEN IT BECOMES NECESSARY TO RAISE OR LOWER EITHER THE NOSE

GEAR OR THE MAIN GEAR MANUALLY, THE FREE-FALL VALVE KNOB SHOULD
BE PULLED FULL OUT THUS PREVENTING THE BUILDUP OF UNNECESSARY
PRESSURE ON THE ACTUATING CYLINDERS AND CONNECTING HYDRAULIC
LINES. FAILURE TO COMPLY WITH THESE INSTRUCTIONS COULD RESULT IN
THE BUILDUP OF SUFFICIENT PRESSURE TO UNLOCK THE DOWNLOCK
MECHANISM ALLOWING THE GEAR TO COLLAPSE WHEN THE WING JACKS
ARE REMOVED.
7-4. LANDING GEAR SYSTEM.
7-5. NOSE LANDING GEAR OLEO.
7-6. INSPECTION.
a. Clean all parts using a suitable dry type cleaning solvent.
b. Inspect components of the landing gear as follows:
1. Bearings and bushings for excessive wear, corrosion, scratches and overall condition.
2. Retaining pins for wear.
3. Lock rings for cracks, nicks, burrs and overall condition.
4. Cylinder and piston strut for excessive wear, corrosion, scratches and nicks.
5. Orifice hole for obstruction.
6. Fork for misalignment,cracks or other damage.
7. Air valve for general condition.
7-7. DISASSEMBLY. (Refer to Figure 7-1.) The nose gear oleo assembly may be removed and disassembled
from the trunnion assembly with the gear removed from or installed in the airplane.
NOTE Prior to proceeding with instructions contained in this section, the airplane must be placed on
jacks. (Refer to Jacking, Section II.)
a. With the airplane mounted on jacks, place a drip pan under the nose gear to catch spillage.
b. Remove air and fluid from the oleo strut assembly. Depress the air valve core pin until strut pressure
is released. Remove the air valve body (15) and, using a thin hose, siphon as much hydraulic fluid
from the strut as possible.
c. To remove oleo cylinder (26), piston strut (30) and fork (39) from the trunnion assembly (23), cut
safety wire (2) and remove four bolts and washers (1) securing the tiller (20) to the top of the oleo
cylinder.
d. Disconnect nose gear centering spring assembly (11) by removing attaching hardware connecting
the spring assembly to the strut housing.
e. Remove oleo cylinder and fork assembly (39) from the trunnion assembly.The upper and lower
shoulder bushings (17 and 22) should remain pressed in the trunnion.
f. To remove the piston strut (30) and fork (39) from the oleo cylinder, first separate upper and lower
torque links (33) and remove snap ring (37) from the bottom of the oleo cylinder.
g. Pull the piston strut with components from the cylinder. Remove two pins (28) and slide
components from cylinder.
VII - LANDING GEAR AND BRAKE SYSTEM 04/30/07

1J8
Figure 7-1. Nose Gear Oleo Strut Assembly (Sheet 1 of 2)

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Figure 7-1. Nose Gear Oleo Strut Assembly (Sheet 2 of 2)

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Figure 7-1A. Nose Gear Service Tolerances

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TABLE VII-I. NOSE GEAR SERVICE TOLERANCES
Item Manufactured Service

No. Part No. Nomenclature Dimension (1) Dimension Tolerances Remarks
1 452-334 Downlock Link .Bolt Hole:
PS10020-1-6RX Rod End Bearing .1900 +.0015 Note 2
-.0005
2 95061-29 Bushing .439 .004
.440
3 95061-30 Bushing .312 .002
.311
4 95061-31 Bushing, .193 .005
Downlock Link Assy. .189
5 452-540 Steering Arm .3765 Note 3 Press Fit
FF520-10 Flange Bng. .3755
6 452-552 Bearing, Rod End, Bolt Hole: .001
PS10020-2-3RT Spring Assy. .2500 +.0015
-.0005
7 95061-89 Bushing .189 .004
8 95061-28 Bushing .252 Note 4 .004

.250
9 452-334 Bungee Bolt Hole:
PS10020-1-6RX Bearing .1900 +.0015
-.0005
10 95061-20 Bushing O.D. 312 x.058 .004
11 95061-24 Bushing O.D. .312x.058 .004
12 95061-25 Bushing O.D. 312 x.058 .004
13 95715 Spacer - Bearing, 2.00, 2.2486 .004

Fork Assembly 2.2474
14 67026-07 Bushing, .313 .313 .002 Press Fit with
Fork Assy. Fluid Resistant
.314 .315 Epoxy Primer
and Line Ream
15 67758-00 Bushing 2.6925 .002
Trunnion Assembly 2.6905
16 452-448 Bearing, .313 .002 Line Ream
FF411-4 Tube Assembly .312
17 452-331 Bearing, .251* .002 Line Ream
FF310-3 Tube Assembly .249
18 95061-27 Tiller Bushing .252 .004
.250
NOTES: 1. All dimensions I.D. unless otherwise indicated.
2. Figure 7-2b, Item 9.

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After cleaning and inspecting components as explained in paragraph 7-6 above, reassemble the nose gear
oleo as follows:
a. Insert piston strut (30) into its recess in fork (39) and secure in position with hardware (38).
b. Install snap ring (37) and washer (36) on piston strut. Install O-rings (31 and 34) and a new wiper
ring (35) on bearing (32).
d. Lubricate piston strut using hydraulic fluid (MIL-PRF-5606H) and slide bearing onto piston strut.
e. Slide spacer (29) onto strut and align holes. Insert two retaining pins (28).
f. Lubricate inner walls of oleo cylinder with hydraulic fluid. Carefully insert piston strut into cylinder
far enough to permit positioning of washer (36) and snap ring (37). (Refer to paragraph b above.)
g. Install torque links (33) using appropriate hardware.
h. Remove upper and lower shoulder bushings (17 and 22) from trunnion assembly (23).
NOTE: Avoid damaging the upper and lower flanges of the bushing.
i. Slide the lower shoulder bushing down the oleo cylinder until it bottoms above mounting lug
securing the upper torque link.
j. Insert the oleo cylinder into the trunnion assembly (23). The base of the trunnion must seat firmly
on the lower shoulder bushing.
k. Carefully insert the upper shoulder bushing (17) between the oleo cylinder and the trunnion.
1. Place O-ring (25) into recess in top of oleo cylinder. Position bearing (21) on oleo cylinder. The tab
of the bearing should be facing forward. Insert the bottom of the tiller (20) into the opening in the
top of the oleo cylinder and secure in position with four bolts and washer (1) and safety.
m. Install nose gear centering spring assembly (11). (See latest revision of Piper Service Bulletin 893.)
NOTE: Ascertain that bolt is installed with the head down and washers are arranged as shown in
Figure 7-1.
n. Lubricate gear assembly. (Refer to Lubrication Chart, Section II.)
o. Compress and extend the strut several times to determine the strut will operate freely. The weight of
the tire and fork should allow the strut to extend.
p. Install the air valve body (15), core (14) and cap (13) after servicing the oleo cylinder with oil and
air. (Refer to Oleo Struts, Section II.)
q. Check main gear for alignment (refer to paragraph 7-25) and operation.
7-8a. REPAIR.
Repair of the oleo is limited to smoothing out minor scratches, nicks and dents, and replacement of
parts.

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7-9. NOSE LANDING GEAR

7-9A. MODIFIED COMPONENTS.
The following parts have been modified to increase their service life:
NOTE: Immediate replacement of the currently installed part is not required, as long as the part meets
inspection and time-in-service requirements. When replacement is required, use the parts
identified below.
a. Drag link-to-nose gear strut bolt, P/N 400-274 (AN7-35).
The Nose Gear Installation has been revised to change this AN7-35 bolt to the P/N 693-215,
(NAS6207-50D) bolt that is stronger. This bolt change is approved for all PA-34 Series aircraft, and
is an Alternate Method of Compliance as a substitute for the P/N 400-274 (AN7-35) bolt per AD
2005-13-16.
b. Steering Channel Assembly 95394-000.
The Steering Channel has been revised to increase the material thickness by 25% and the height
increased to prevent “ball-out-of-track” failures. The part number for the redesigned Steering
Channel is 95394-005. The 95394-005 Steering Channel is approved for all PA-34 Series aircraft.
c. Actuator Mount Bracket P/N 95724 and Bushing P/N 95061-89.
The Actuator Mount Bracket has gone through two major design changes, from aluminum (never
installed in these airplanes) to steel, and a recent change adding reinforcements to increase the
bearing surfaces for the P/N 95061-089 bushing.
In S/N’s 34-7570001 through 34-7570050 (with aluminum bracket), visually inspect the aluminum
mount bracket for wear, cracks, loose rivets and other damage, within the next 50 hours and at 50
hour intervals thereafter. For all aircraft in this serial number range that have had the steel mount
bracket installed (95724-004 thru -007, as applicable), inspection requirements shall be within the
next 50 hours and at 100 hour intervals thereafter.
In S/N’s 34-7570051 through 34-8170092 (with steel bracket), visually inspect the steel mount
bracket for wear, cracks, loose rivets and elongation of the attachment hole for the P/N 95061-089
bushing, within the next 50 hours and at 100 hour intervals thereafter.
Procure and install Piper Kit No. 767-358, if the aluminum or steel Actuator Mount Bracket are
discrepant and must be replaced. This kit includes the latest design actuator mount bracket (i. e. -
P/N 95724-005) and new, required, hardware for attaching the Nose Gear Retraction Link
Assembly P/N 95712-04.
d. Turn Limit Indicator
Piper Kit No. 767-368 provides a Turn Limit Indicator for installation on these airplanes. The Turn
Limit Indicator is being added to help reduce the incidence of turn stop boss failure (on the upper
strut tube assembly P/N 95720).

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7-9b. INSPECTION.
a. General
1. Clean all parts with a suitable dry type cleaning solvent.
2. Inspect gear components for the following unfavorable conditions:
a Bolts, bearings and bushings for excessive wear, corrosion and damage.
b Gear strut and cylinder, drag links and down lock link assembly for cracks, dents, bends
or misalignment.
c Down lock link assembly for damaged threads and bearing.
d Roller assembly for freedom of movement and excessive wobble.
3. Check down lock spring and down lock link spring for excess wear and corrosion, particularly
around the hook portion. Springs should be discarded if wear or corrosion exceeds one-quarter
the diameter of the spring. Remove corrosion and paint spring.
4. Check down lock spring for adequate tension. This may be accomplished by observing several
locking activations and checking for smooth operation with positive locking each time. If hook
or down lock movement is slow or has a hesitation or jerky movement, the spring should be
replaced. Check down lock link assembly for proper operation and cleanliness. Pin and hole
should be carefully inspected for signs of wear or elongation.
5. Check general condition of limit switches and actuators, wiring for fraying and poor
connections or conditions which could lead to failures.
b. Service Wear Limits
Use the wear limits in Figure 7-2b to determine the condition of the listed parts when performing
the following inspections. Visually inspect all bolts/pins for wear, damage, or corrosion. Replace as
required.
c. 100 Hour Actuator Mount Bracket Inspection
Each 100 hours time-in-service, visually inspect the actuator mount bracket (Item 36, Figure 7-2,
Sketch D) for wear, cracks, loose mounting rivets, and elongation of the .250 diameter holes (Item
8, Figure 7-2b) where the retraction link and the P/N 95061-089 bushing (Item 47, Figure 7-2,
Sketch D) attach. See Figure 7-2b for wear limits.
d. 100 Hour Tunnel Bracket Installation Inspection (See Figure 7-2c.)
Inspect the rivets shown in Figure 7-2c for looseness. These rivets attach the Tunnel Bracket P/N
95554-000 and the Nose Gear Mount Fitting P/N 95555-000 to the tunnel aft of the bulkhead at F.
S. 49.5. (See Items 90 and 350, respectively, in Figure 7-2c.)
1. Place aircraft on jacks. Pull carpet away from the right side of the tunnel and secure out of the
way. Remove access panel in bottom of fuselage, just aft of F.S. 49.5 at B.L. 00.0.
2. Extend and retract landing gear through several cycles observing the rivets, tunnel bracket, and
mount fitting, from both inside and outside the airplane. Inspect for any relative motion
between the riveted components. No relative motion is permissible.
3. Inspect the bracket attachment flange for cracks in the flange radius as shown in Figure 7-2c.

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Figure 7-2. Nose Gear Installation (Sheet 1 of 2)

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Figure 7-2. Nose Gear Installation (Sheet 2 of 2)

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e. 100 Hour Upper Drag Link Attach Bolt Inspection

1. Each 100 hours, remove the nose gear drag link upper attach bolt AN7-35 or NAS6207-50D
(P/N’s 400-274 or 693-215, respectively), Item 46, Figure 7-2, and with a 10X magnifier
visually inspect for straightness, cracking or thread wear.
2. If any of the above conditions exist, replace bolt and associated hardware (see Airworthiness
Limitations, Section I). Additionally, if replacing bolt, inspect associated bushings and
bearings for deformation, cracking or wear, replace as required.
f. 100 Hour Nose Gear Drag Link Inspection (See Figure 7-2a.)
The drag links function to lock and retain the gear in its down position by traveling to a specific
overcenter locked position. The “overcenter travel” is extremely important for safe operation and
should be checked regularly. Use the following procedure to check the drag links for proper
overcenter travel and condition.
1. Jack up the airplane per Section II.
2. Check all hinge bosses on the links for cracks and security. The links should move freely but
not exhibit looseness or stop at the bushings.
3. Clean the gear with an appropriate cleaner and make sure the overcenter stops are unobstructed
and hinge points are clean.
4. See Section II and lubricate the gear.
5. With reference to Figure 7-2a, continue as follows for overcenter measurement:
NOTE: The standard overcenter dimension is measured from the centerlines of the drag link
mounting holes. When measuring off the bolts the different bolt sizes must be taken
into account in order to obtain proper centerlines.
a. Unbolt the down lock link assembly (3) from the lower drag link (8) and tape it up against
the retraction fitting support bracket.
CAUTION: UPPER DRAG LINK AN7-35 OR NAS6207-50D ATTACHMENT BOLT MUST
BE REPLACED EACH 500 HOURS TIME-IN-SERVICE.
b. Without removing the bolts, remove the cotter pins from the three drag link bolts (upper,
center, and lower) and loosen the nuts enough to withdraw them about 1/4 of an inch.
c. Lay a “true” straightedge across the exposed grips of the upper and lower drag link bolts.
d. Apply pressure to the top of the drag links to keep the overcenter stops in solid contact
and measure the perpendicular distance between the top surface of the center bolt grip and
the bottom of the straightedge.
e. The measured distance must be 0.250 of an inch or greater. If the measured distance is
less than 0.250 of an inch, replace drag links.
g. 1000 Hour Nose Gear Trunnion Inspection (See Figure 7-2d.)
Beginning at 2000 hours and each 1000 hours thereafter, visually inspect the nose gear trunnion
(P/N 95723-005) for cracks in the areas shown in Figure 7-2d. Use supplemental lighting and a 10X
magnifier.
7-9c. REPAIR.
Repairs to the landing gear are limited to reconditioning of parts such as smoothing out minor nicks and
scratches, repainting areas where paint has chipped or peeled, and replacement of parts.

1J18

WARNING: DO NOT ATTEMPT TO REMOVE THE SPRING FROM THE SHAFT ASSEMBLY OF
THE NOSE GEAR CENTERING SPRING ASSEMBLY. THIS SPRING IS HELD
UNDER COMPRESSION BY TWO BUSHINGS AND TWO PINS WITH FUSED
HEADS.
NOTE: To gain access to the landing gear, remove access panels located in the forward baggage
compartment.
a. Place airplane on jacks.
b. Disconnect leads to landing lights.
c. Retract the landing gear far enough to permit unlocking the downlock mechanism.
d. Disconnect downlock spring from aft end of gear actuating cylinder.
e. Disconnect upper drag link from the strut housing.
f. Disconnect the actuating cylinder from the strut housing.
g. Remove attaching hardware at strut housing pivot point and remove landing gear from the airplane.
h. To remove upper and lower drag links, disconnect downlock link from lower drag link and
disconnect lower drag link from its attachment point.
7-11. INSTALLATION AND RIGGING. (Refer to Figures 7-2 and 7-2a.)
NOTE: See Lubrication Charts, Section II, and ensure affected parts of the landing gear such as
bearings, bushings, etc, are lubricated prior to and following assembly.
a. Position the gear assembly between the mounting points, making certain the tiller roller is properly
inserted in the steering arm channel.
b. Align the mounting points of the strut with those on the mount and install the appropriate hardware.
The bolt heads should be inboard, with the nuts outboard and just loose enough to allow the gear to
swing freely.
c. If necessary, assemble the drag links. Installed or removed, use the appropriate instructions in this
section to check their rigging.
d. The drag links are installed with their over center stops facing up, the upper link connection aligned
with the right side of the gear's upper ring block and the lower link connection positioned in its
bracket on the bottom rear of the nose gear mount (see Figure 7-2). With the links in position,
install the connecting hardware and move the gear to assure free movement.
e. At the actuator housing attachment assembly (see Sketch D, Figure 7-2), disconnect the retention
spring from the retraction link fitting.
f. Position the gear in its down locked position and check that the drag links have fully extended to
their through center position with the stop surfaces in contact.
g. With the actuating piston rod extended, adjust the piston rod end such that 0.25 of an inch of rod
travel remains in the actuator before full extension. Connect the rod end to its mount on the gear
assembly. The retraction link to which the actuator is attached should be near its stop.
h. Reconnect the retention spring to the retraction link fitting.

1J19
Figure 7-2a. Drag Link Installation and Adjustment

1J20
Figure 7-2b. Service Wear Limits

1J21
Figure 7-2c. Tunnel Bracket Installation Inspection

1J22
Figure 7-2d. Nose Gear Trunnion Inspection

1J23
i. Install the down lock link (see Figure 7-2) with the rod end connected to the retraction link and the
other end to the bottom drag link.
j. Adjust the down lock link as necessary until the guide pin is completely bottomed out at the top of
its slot and the retraction link is moved against its stop.
NOTE: If the down lock link is adjusted properly, the retraction link will be moved completely to
its stop by the down lock link therefore taking up some of the extra actuator piston rod
travel and activating the down and locked limit switch.
k. Retract and free fall the landing gear at least three times. Remove the down lock link, shorten it by
1/2 turn and reinstall.
l. The down and locked limit switch should be adjusted to have it actuated when the retraction link is
back against its stop.
m. Using a tow bar to reach full travel against stops, rig the nose gear steering rod ends as necessary to
allow full deflection.
n. See Figure 7-2, Sketch B and set the up stop to the dimension shown. Retract the gear and ensure
the nose gear housing engages the stop under retraction pressure. Adjust as necessary.
NOTE: After any up stop adjustment, the gear must be cycled to ensure the strut engages the stop
under pressure.
o. Retract the gear and check that the up switch is just activated when the gear contacts the stop.
Following this, adjust the switch upward another 0.02 to 0.04 of an inch.
p. Support the gear in its up locked position and adjust the rod end of the actuator piston rod to allow a
minimum of 0.06 of an inch actuator travel remaining with the gear up and locked.
q. Cycle the gear a few times and check down lock, and up stop action, and switch activation. Include
short pickup cycles which simulate gear sag pickup in flight. Leave gear up.
r. Check up switch bracket override action to ensure proper activation.
s. Extend the gear and check that the actuator piston travel remaining till full extension is not less than
0.15 of an inch.
t. Retract and free fall the gear to ensure the retraction link retention spring moves to the assemblies
aft causing the down lock link to fully compress and the drag links to lock in their over center
position.
u. Turn the nose gear full travel and make sure the clearance between the steering arm assembly and
the tiller track is between 0.06 and 0.03 of an inch at both the left and right stops.
(See the Rigging Tiller Track - Steering Arm Assy. Gap view, Figure 7-2a.)
CAUTION: THE TILLER, TILLER ROLLER, AND STEERING ARM CHANNEL CAN BE
DAMAGED IF NOSE WHEEL TURN LIMITS ARE EXCEEDED WHEN TOWING
THE AIRPLANE WITH POWER EQUIPMENT. INSPECT, ADJUST, REPAIR OR
REPLACE AS REQUIRED.
v. Verify free and correct movement of the tiller roller between the steering arm channel and the tiller
track and up and down the tiller track.
w. See the appropriate paragraph in this section for rigging of the nose gear doors.

1J24
x. Lube the system as specified in Section II.

y. Ascertain the gear is down and locked and check alignment of landing gear. See Alignment, below.
z. Remove airplane from jacks.
7-12. ALIGNMENT.
a. Park the airplane on a smooth level floor which will accommodate the striking of a chalk line.
b. Place airplane on jacks and level airplane laterally and longitudinally. (Refer to Leveling, Section
II.)
c. Extend a plumb bob from the center of the tail skid and mark the contact point on the floor.
d. Extend a chalk line from the mark on the floor below the tail skid to point approximately three feet
forward of the nose wheel. Allow the chalk line to pass under the wheel at the centerline of the tire.
Snap the chalk line.
e. Clamp rudder pedals to align in a lateral position. (Refer to Figure 7-3.)
f. Adjust the rod end bearings of each steering bungee to align the nose wheel with the chalk line and
to bring the rudder pedals into neutral angle fore and aft. There should be no load on the bungee
springs. This condition exists when the overall measurement taken between the facing sides of the
washers at each rod end of the bungee is 13.71 inches. To align the nose wheel straight forward,
stand in front of the nose gear and align the center rib of the tire with the chalk line or lay a
straightedge along the side of the tire and parallel with the chalk line. In neutral position, the rudder
pedals are tilted aft as shown in Figure 7-4, with the airplane level. Place a bubble protractor against
a steering tube to check this angle. One end of each steering bungee must be disconnected and the
jam nuts loosened to make this adjustment; do not attempt to make the complete adjustment by
means of one bearing, but divide the adjustment between the bearings at each end of each rod.
Check that the rod ends have sufficient thread engagement by determining that a wire will not go
through the check hole in the rod. Reinstall bungees, tighten and safety the jam nuts.
g. To check the nose gear steering for its correct degree of maximum travel, right and left (see Table
II-III), use the wheel pivot point as the center point and draw a line at the travel degree angle on
each side of the chalked centerline. Use a tow bar to turn the nose gear full travel left and right and
overcome the bungee system. Should travel in one direction be excessive and not enough in the
other, check the steering arm and steering bungees for damage. Refer to Servicing Steering
Bungees, Section II for lubrication instructions of the bungee assemblies.

1K1
Figure 7-3. Clamping Rudder Pedals Figure 7-4. Rudder Pedals at

in Neutral Position Neutral Angle
7-13. NOSE GEAR DOOR ASSEMBLY.

7-13a. CLEANING, INSPECTION AND REPAIR.
a. Clean all components with a suitable cleaning solvent.
b. Inspect doors for damage, loose or damaged hinges and brackets.
c. Inspect retraction rods for damage and rod end bearings for corrosion.
d. Check door tension spring for wear and tension below minimum allowable tolerance. Reject spring
if load tension is below 12 ± 2 pounds with spring extended to 4.1 inches.
e. Check general condition of actuating tube assemblies and roller assembly.
f. Repairs to doors are limited to replacing hinges and brackets.
g. Repairs to the retraction mechanism are limited to painting and replacement of component parts.
a. With nose gear extended, disconnect door retraction rods (18) from doors (19) by removing
attaching hardware.
b. To remove doors, straighten bent end of hinge pins and pull the pins out from the opposite end.
c. Disconnect spring (15) from arm of upper nose gear actuating tube assembly (13).
d. Disconnect link assembly (10) from the upper nose gear actuating tube (13) and remove lower nose
gear actuating tube assembly (8) with roller attached.
e. Remove upper actuating tube assembly (13).

1K2

a. Install upper nose gear actuating tube assembly (13) in position between two bearing blocks and
secure with attaching hardware.
b. Install lower nose gear actuating tube assembly (8) in position between two bearing blocks and
secure with attaching hardware.
c. Insert lower link assembly(11) into upper link assembly (10) and adjust as necessary to obtain a
dimension of 4.60 inches between the centerline of each link. Tighten locknut. (Refer to Sketch A.)
d. Install assembled link assembly between two upright arms of upper actuating tube assembly and
secure with attaching hardware. Insert the lower link between the two upper holes in actuating tube
assembly(8) and secure with attaching hardware.(Refer to Figure 7-2.)
e. Install roller (16) directly below link (11) on lower actuation tube assembly.Secure in position with
attaching hardware making certain the roller is free to turn.
NOTE: If cracks or any signs of wear are evident, the roller must be replaced.
f. Install four washers on stop bolt (14) and insert into bushing on upper actuating tube assembly (13).
g. Adjust both retraction rods (18) to obtain a dimension of 9.15 inches as shown. Attach upper end of
retraction rod to arm of upper actuation tube assembly.The lower end should be attached to the door
bracket. Install tension spring(15). (Refer to Figure 7-2.)
h. Install gear doors by positioning hinge halves and inserting hinge pin. A new hinge pin should be
used. Bend end of hinge pin to secure door in place.
7-16. ADJUSTMENT.
b. With link assembly and retraction rods adjusted as explained in Paragraph 7-15, the gear should
swing through the door opening with a clearance of .25 inch between the gear and door at their
closest point.
c. If clearance between gear and door is less than .25 inch, remove washers from stop bolt until the
specified clearance is obtained. If clearance between the gear and door exceed the specified
clearance, add washers to the stop bolt.
d. If doors sag when fully retracted, tighten link assembly (11, Figure 7-2). If doors are too tight,
loosen link assembly.
e. Check all rod ends for adequate thread engagement for safety and tightness of jam nuts.
7-17. MAIN GEAR OLEO.
7-18. INSPECTION.
a. Clean all parts with a suitable dry type cleaning solvent.
b. Inspect landing gear oleo assembly components for the following:
1. Bearings and bushings for excess wear, corrosion, scratches and overall damage.
2. Retaining pins for wear and damage.

1K3
3. Lock rings for cracks, burrs, etc.

4. Cylinder and orifice tube for corrosion, scratches, nicks and excess wear.
5. Orifice plate for hole restriction.
6. Fork tube for corrosion, scratches, nicks, dents and misalignment.
7. Air valve general condition.
7-19. DISASSEMBLY. (Refer to Figure 7-5.) The main gear oleo assembly may be removed and
disassembled from the gear oleo housing with the gear removed from or installed in the airplane.
b. Place a drip pan under the main gear to catch spillage.
c. Remove air and fluid from the oleo. Depress air valve core pin until strut pressure has diminished;
remove the filler plug and with a thin hose siphon as much hydraulic fluid from the strut as
possible.
d. Disconnect brake line at the joint located in the wheel well.
e. To remove piston tube assembly (25) from oleo housing (11), remove the upper and lower torque
link connecting bolt assembly (3) and separate links. Note number and thickness of spacer
washer(s) between the two links (15 and 16).
f. Compress the piston tube (25); reach up into the tube and release the snap ring (24) from the
annular slot at the bottom of the oleo housing.
g. Pull piston tube (25) with component parts from cylinder housing.
h. The piston tube (25) components may be removed by reaching in the tube and pushing out the
upper bearing retainer pins (17). Slide off the upper bearing (18), lower bearing (20) with O-rings
(19 and 20), wiper (22) and washer (23).
i. To remove orifice tube (12) from the oleo housing, remove locknut (6) and washer (7) from top of
housing. Draw tube with O-ring (9) and retainer (8) from housing.
j. The orifice plate (13) is removed from the bottom of orifice tube (12) by releasing snap ring (14)
holding the plate in position.
k. To remove piston tube plug (26) and O-ring (27) located in the bottom end of the tube, remove bolt
assembly (29) and insert a rod up through the hole in the body of the fork (28) and push plug with
O-ring from top of tube.
a. Determine that all parts are cleaned and inspected.
b. To install the piston tube plug (26), first lubricate the plug O-ring (27) with hydraulic fluid (MIL-H-
5606) and install it on the plug. Lubricate the inside wall of the tube. Insert the plug into the top of
the tube (25) and push it to the fork end. Align the bolt holes of the fork, tube and plug, and install
bolt assembly.
c. If desired, cement a cork in the hole in the bottom of the fork body to prevent dirt from entering
between the fork and tube.

1K4
d. To assemble components of orifice tube (12), insert orifice plate (13) into the bottom of the tube
and secure with snap ring (14).
e. To install tube (12) in oleo housing (11), insert the tube up through the housing.With the end of the
tube exposed through the top of the housing, install the O-ring (9), retainer (8), washer (7), and
locknut (6). Tighten locknut only finger tight at this time.
f. Assemble components of piston tube (25) on the tube by placing, in order, snap ring (24), washer
(23), lower bearing (20) with outer and inner O-ring (19 and 21) and upper bearing (18). Align the
two .125 diameter holes and the lock pin holes with the corresponding holes in the piston tube and
install pins (17).
g. Lubricate the wall of the cylinder oleo housing (11) and tube (25), and carefully insert the tube
assembly into the housing, guiding the orifice tube (12) into the piston tube. Install the wiper strip
(22), slide the washer (23) into position and secure the assembly with snap ring (24).
h. Tighten locknut (6) at top of housing and torque to 300-500 inch pounds.
i. Ascertain that the bushings are installed in the upper and lower torque links (15 and 16) and then
install links. The torque link bolt assemblies (2, 3 and 4) should be lubricated and installed with the
flat of the bolt head hex adjacent to the milled stop of the wide end of the link. (Use the same
thickness of spacer washers between the two links as those removed to maintain correct wheel
alignment.) Tighten the bolts only tight enough to allow no side play in the links, yet be free enough
to rotate.
NOTE: Instructions contained in Paragraph “j” below pertain to left oleo strut assemblies only.
j. Assemble squat switch actuator bracket (1) on bolt assembly (2). Insert a rivet through the hole
provided in the bracket into the upper link and install the nut. Install squat switch bracket (30)
immediately above the actuator bracket.
k. Attach spring attachment plate (31) to the mounting lug on the base of the housing immediately
above the upper link.
l. Connect brake line and bleed the brakes per Paragraph 7-65 or 7-66.
m. Lubricate gear assembly. (Refer to Lubrication Chart, Section II.)
n. Compress and extend the strut several times to ascertain the strut will operate freely. The weight of
the gear wheel and fork should allow the strut to extend.
o. Service oleo strut with fluid and air. (Refer to Oleo Struts, Section II.)
p. Check main gear alignment (refer to Paragraph 7-25) and gear operation. Ascertain that gear is
down and locked.
q. Remove the airplane from jacks.
7-20a. REPAIR.
Repair of the oleo is limited to smoothing out minor scratches, nicks and dents and replacement of parts.

1K5
Figure 7-5. Main Gear Oleo Strut Assembly (Sheet 1 of 2)

1K6
Figure 7-5. Main Gear Oleo Strut Assembly (Sheet 2 of 2)

1K7
Figure 7-5a. Main Gear Service Tolerances

1K8
TABLE VII-II. MAIN GEAR SERVICE TOLERANCES
Item Manufactured Service

No. Part No. Nomenclature Dimension Dimension Tolerances Remarks
1 452 575 Spherical .9995 None
PS 10020-10-2 Bearing 1.0000
2 63900-88 .312 x .058 .004 No longer
used
3 63900-130 Main Gear Truss .250 x .028 .004
Bushing
4 14175-103 Main Gear Truss .161 0 No
Assy. Bushing Rotation
5 452 368 Rod End Lower .50 +.0015 .50 +.003 .0035 34-7670324
(HFX 8G) Side Brace Link -.0005 -.0005 and below
or
78722-02 Rod End Lower 34-7670325
Side Brace Link and above
6 65003-44 Lower Side Brace .373 .372 .004 Line Ream
Link Bushing .375 .376 Press Fit
7 67026-12 Bracket Bushing .624
.625
8 21822-00 Tapered Truss .500 34-760324
Assy. Bushing .510 and below
or
78716-02 Tapered Truss .562 +.010 34-760325
Assy. Bushing -.000 and above
9 63900-85 Spring Attachment .191 .189 .004
Bushing .193
10 95061-64 Bushing .250 x .028 .004

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7-21. MAIN LANDING GEAR.

7-21a. INSPECTION.
a. General
NOTE: Disassemble as required.
1. Clean all parts with a suitable dry type cleaning solvent.
2. Inspect gear components for the following unfavorable conditions:
a Bolts, bearings and bushings for excessive wear, corrosion and damage.
b Gear housing, side brace links, torque links and attachment plates for cracks, bends or
misalignment.
c Downlock hook for excessive wear of the bearing surfaces.
3. Inspect the gear downlock spring for the following:
a Excessive wear or corrosion, especially around the hooked ends of the spring. A spring
should be rejected if wear or corrosion exceeds one-quarter the diameter of the spring.
Clean away all corrosion and repaint.
b Check the spring for load tensions below minimum allowable tolerance. The minimum
tension of the spring is 48 pounds pull at 7.9 inches. Measurement is taken from the inner
side of each hook.
4. Check the general condition of each limit switch and its actuator, and wiring for fraying, poor
connections or conditions that may lead to failures.
5. Check side brace link through center travel by attaching the upper and lower links, setting
them on a surface table, and ascertaining that when the stop surfaces of the two links touch,
linkage is not less than .145 nor more than .170 of an inch through center. Should the distance
exceed the required through center travel and bolt and bushings are tight, replace one or both
links.
6. With side brace links assembled and checked, ascertain that when stop surfaces of the two
links contact, the clearance between each downlock hook and the flat of the downlock pin is
not less than 0.010 of an inch. Should clearance be less than that required, the hook only may
be filed not to exceed a gap of more than 0.025 of an inch. The maximum allowable clearance
between each hook and the downlock pin that are service worn is 0.055 of an inch. Should
clearance be more than 0.055 of an inch, replace the pin, check clearance and then if still
beyond tolerance, replace hooks. The gap between each hook should be equal.

1K10
b. Main Gear Trunnion Assembly Dye-Penetrant Inspection

CAUTION: MAIN GEAR TRUNNION ASSEMBLIES OTHER THAN P/N’S 67926-030, 67926-
032, 67926-040, OR 67926-042 (LEFT) AND 67926-031, 67926-033, 67926-041, OR
67926-043 (RIGHT) (EACH EMBOSSED WITH FORGING NUMBER 02599-2)
MUST BE REPLACED UPON ACCUMULATING 2500 HOURS TIME-IN-
SERVICE.
CAUTION: IF TIME-IN-SERVICE FOR MAIN GEAR TRUNNION ASSEMBLIES OTHER
THAN P/N’S 67926-030/-032/-040/-042 (LEFT) AND 67926-031/-033/-041/-043
(RIGHT) (EACH EMBOSSED WITH FORGING NUMBER 02599-2) CANNOT BE
DETERMINED, THEN THOSE MAIN GEAR TRUNNION ASSEMBLIES MUST
BE REPLACED BEFORE FURTHER FLIGHT.
For airplanes which have not installed new main gear trunnion assemblies P/N’s 67926-030,
67926-032, 67926-040, or 67926-042 (Left) and 67926-031, 67926-033, 67926-041, or 67926-043
(Right) (each embossed with forging number 02599-2); and have accumulated 500 hours time-in-
service on one or both of the installed main gear trunnion assemblies; perform the following
inspection each 100 hours between 500 and 2000 hours time-in-service, and each ten (10) hours
between 2000 and 2500 hours time-in-service:
NOTE: Installation of main gear trunnion assemblies P/N’s 67926-030, 67926-032, 67926-040, or
67926-042 (Left) and 67926-031, 67926-033, 67926-041, or 67926-043 (Right) (each
embossed with forging number 02599-2) at any time eliminates these repetitive inspection
requirements. See Seneca II Parts Catalog for specific application for individual airplanes.
1. Carefully clean the trunnion housing of dirt and paint in the affected area.
NOTE: Upon reaching 2000 hours time-in-service, permanently remove paint and maintain an
alodined surface in the area of inspection to facilitate the ten hour repetitive
inspection.
2. Inspect the housing for cracks with a suitable dye-penetrant inspection method at the lower end
of the fillet (see Figure 7-5b).
3. Replace the trunnion if cracks are detected.
4. If no cracks are detected, repaint the trunnion (500 thru 2000 hours time-in-service only) and
return to service.
5. Make an appropriate logbook entry documenting this inspection.

1K11
Figure 7-5b. Main Gear Trunnion Inspection

1K12

a. Place the airplane on jacks.
b. The side brace link assembly may be removed by the following procedure:
1. With gear in the extended position, disconnect gear downlock spring(18).
2. Disconnect rod end (46) of actuator cylinder (24) from retraction fitting (21) on the upper side
brace link (28) by removing nut, washer and bolt (47), and bushing and spring swivel (20).
3. Disconnect lower side brace link (33) from gear housing (13) by removing attachment nut,
washer and bolt (7). Note bushings on each side of end bearing.
4. Disconnect upper side brace link (28) from side brace support fitting stud (26) by removing
cotter pin, nut, washer and attachment bolt (25).
5. The side brace support fitting may be removed by removing the cap bolts securing the fitting to
the web of the spar.
6. Remove the assembly, and further disassemble and inspect as needed.
c. The strut housing (13) with components may be removed by the following procedure:
1. Disconnect brake line (42) at its upper end in the wheel well.
2. Disconnect gear door actuating rod (38) at the gear housing.
3. Remove access plate located on underside of wing, aft of landing gear.
4. If not previously disconnected, disconnect lower side brace link (33) from the gear housing.
5. Disconnect forward support fitting (16) of housing (13) from the web of the main spar by
removing fitting attachment bolts.
6. Remove retainer tube (4) in aft support fitting (1) that supports the aft arm of the housing by
reaching through the access opening on the underside of the wing, through the hole in the web
and removing bolt (48) that secures the tube in the housing. Insert a hook through the bolt hole
in the tube, and slide it aft from the support fitting. Remove the tube from the wing.
7. Allow the gear to drop free from the wing.
8. The aft support fitting (1) may be removed by holding the nuts in position, reaching through
the access opening, and removing the fitting attachment bolts.
9. The forward support fitting (16) may be removed from the arm of the housing by removing the
bolt and washer from the base side of the fitting. Slide the fitting from the arm. Remove
washer (52) from the arm.
d. Either bearing (53 or 54) installed in the support fittings may be removed by removing the snap
rings (2) that hold the bearing in the housing. Push the bearing from the housing.

1K13
Figure 7-6. Main Gear Installation (Sheet 1 of 2)

1K14
Figure 7-6. Main Gear Installation (Sheet 2 of 2)

1K15

NOTE: When assembling components of the landing gear, lubricate bearings, bushings, and friction
surfaces with proper lubricant as described in Section II.
a. Insert a gear support bearing (53 and 54) in each support fitting (1 or 16) and secure with snap rings
(2). Check bearing (53) for excess end play, shim as necessary with shim washers (49) (P/N 62833-
44).
b. The gear housing may be installed in the wheel well of the wing by the following procedure:
1. Place spacer washer (52) and then forward support fitting (16) on forward arm of the housing.
Determine that barrel nut (55) is properly positioned in the arm and insert attachment bolt (50)
through washer (51) and the fitting into the arm. Torque bolt per Figure 7-6 and ascertain that
the bearing is free to rotate.
2. Position aft support fitting (1) at its attachment point in the wheel well and secure with bolts,
washers and nuts as shown in Figure 7-6. Install nuts and washers by reaching through the
access hole on the underside of the wing.
3. With the retainer tube (4) for the aft arm of the housing in hand, reach up through the access
opening and insert the tube into the support fitting (1) through the hole in the web.
4. Position the gear housing up in the wheel well and install the forward support fitting (16) with
bolts and washers as shown in Figure 7-6. Torque per Figure 7-6.
5. Push the retainer tube into the arm of the housing and secure with bolt (48). Torque per
Figure 7-6.
6. Check that the gear rotates freely in its support fittings and recheck thrust.
7. Connect the brake line to its mating line in the wheel well and bleed brakes as explained in
Paragraph 7-65 or 7-66.
c. The gear side brace link assembly may be installed by the following procedure:
1. Position link support bracket (27) with swivel stud (26) installed at its attachment point on the
web of the spar and secure with bolts and washers.
NOTE: When installing a new wing, it will be necessary to back drill two (2) holes 0.250 inch
and countersink 100 x .499 through the spar cap. (Screw head should be flush with
spar.) Use hole in the support bracket as a guide in the drilling.
2. Ascertain that the upper and lower links (28 and 33) are assembled with downlock hook (30),
retraction fitting (21), etc., attached, and the through travel of the links and downlock hook
clearance checked according to Paragraph 7-21a.
3. Attach the upper link to the swivel stud of the support fitting and secure with bolt, bushing,
washer, nut and cotter pin (25).
4. Attach lower link assembly (33) to the gear housing (13) and secure with bolt, washers and nut
(7). Torque nut per Figure 7-6.
5. The actuating cylinder rod end bearing (46) and lower side brace link (33) may be attached
respectively to the retraction fitting (21) and strut housing during the adjustment of the landing
gear.
d. Ascertain that the landing gear is lubricated per Lubrication Chart.
e. Check adjustment of landing gear per Paragraph 7-24.
f. Check alignment of the wheel per Paragraph 7-25.

1K16
g. Install the access plate on the underside of the wing and remove the airplane from jacks.
7-24. ADJUSTMENT.
b. Level the airplane laterally and longitudinally. (Refer to Leveling, Section II.)
c. Disconnect the gear door actuating rods at either the door or the housing, as desired, by removing
the rod attachment bolt. Secure the door out of the way.
d. Adjust rod end on lower side brace link with no load on wheels,to obtain 89° angle between wheel
centerline and level floor line on outboard side of gear.
e. Check that the rod end has sufficient thread engagement in the end bearing, align the flat sides of
the bearing casting with the flat side of the bearing and tighten the jam nut.
f. Adjust the turnbuckle of the downlock mechanism by first ascertaining that the gear is down and
locked, and then move the retraction fitting outboard until it contacts the stop slot of the side brace
link. Hold the fitting in this position and turn the turnbuckle barrel until the downlock hooks make
contact with the lock pin. Safety the turnbuckle.
g. For easier adjustment of the downlock limit switch, it may be set at this time as explained in
Paragraph 7-34.
h. Retract and extend the gear manually several times to ascertain that the side brace link falls through
center, the downlock hook falls into position and there is no binding of the gear assembly.
i. The gear should be adjusted in the up position to allow the gear fork to press lightly into the rubber
bumper pad on the wing. The adjustment may be accomplished as follows:
NOTE: If it requires less than .125 of an inch to move the gear into the correct adjustment, Steps 2
and 6 thru 8 need only be followed.
1. Ascertain that the rod end bearing of the actuating cylinder is disconnected from the retraction
fitting.
2. Actuate the hydraulic system to bring the hydraulic cylinder to the up position by turning the
master switch on and moving the gear selector handle to the up position. The piston of the
cylinder should be bottomed.
3. Raise the gear by pushing up on the retraction fitting, thus disengaging the hooks, and pushing
up on the pivot point at the bottom of the side brace links to bring the links out of the locked
position. Raise the gear until the fork presses lightly into the rubber pad. Retain the gear in this
position.
4. Loosen the jam nut on the piston rod of the actuating cylinder and turn the rod end bearing in
or out to allow a slip fit of the attachment bolt.
5. Install with the attachment bolt, bushing, spring swivel, and secure with washer and nut. Install
the gear downlock spring.
6. When the gear is to within .125 of an inch of correct adjustment, the rod end need not be
disconnected and therefore all that will be required is to loosen the jam nut, place a wrench on
the flat at the end of the piston rod and turn to obtain correct adjustment.
7. Check the rod end bearing for adequate thread engagement and tighten jam nut.
8. If the downlock limit switch is properly adjusted, retract and extend the gear hydro-electrically
to ascertain that the gear operates properly.

1K17
Figure 7-7. Aligning Main Gear

1K18
7-24a. MAIN LANDING GEAR TRUNNION ATTACH FITTINGS HARDWARE 100 HOUR INSPECTION.
For airplanes which have not complied with Part II of Piper Service Bulletin No. 956 or completed the
hardware replacement in paragraph 7-24b, each 100 hours time-in-service, inspect the Main Landing
Gear Trunnion Attach Fittings Hardware as follows:
NOTE: Replacement of attaching hardware per paragraph 7-24b relieves this repetitive inspection
requirement.
a. Using a calibrated torque wrench, verify that the torque on all four attachment bolts on each of the
four main gear trunnion attach fittings is between 50 and 70 inch pounds.
b. If any of the bolt torques are found to be less than 50 inch pounds, comply with paragraph 7-24b.
prior to further flight.
NOTE: If loose bolts can be re-torqued to 50 to 70 inch pounds and there is no damage to the
attach fittings or surrounding structure, the aircraft may make a repositioning flight to a
facility where paragraph 7-24b can be accomplished.
c. If bolts are properly torqued, make a logbook entry of compliance with this inspection.
7-24b. MAIN LANDING GEAR TRUNNION ATTACH FITTINGS HARDWARE REPLACEMENT.
Number in parentheses refer to Item #’s in Figure 7-6. Likewise, hardware callouts (e.g., bolts, washers,
and nuts) refer to hardware specified in Figure 7-6.
NOTE: Replacement of attaching hardware described herein relieves the repetitive inspection
requirements in paragraph 7-24a.
a. Place the aircraft on jacks.
b. Remove the main landing gear and forward (16) and aft (1) trunnion attach fitting assemblies per
paragraph 7-22.
c. Clean and inspect the trunnion attach fittings using a dye-penetrant method. Replace any cracked
fittings.
d. For each forward trunnion attach fitting:
1. Remove two of the four nutplates used to attach the fitting assemblies by drilling out the
MS20426AD3 attaching rivets.
2. Temporarily reinstall the fitting to the two remaining nutplates using the original equipment
AN4 attach bolts.
3. Match-drill and ream the two open fitting attach holes to 0.312 inch (+/-.0015 inch).
NOTE: If new trunnion attach fittings are being installed, the fitting holes are already reamed
to .312 inch. To accurately align the fitting with the existing holes, wrap the grip of
the old AN4 attach bolts with .032 brass safety wire to act as a temporary bushing.
4. Remove the fitting and install new NAS680A5 nutplates (P/N 506-510) using MS20426AD4
rivets.
5. Temporarily reinstall the fitting with two of the new bolts and repeat steps 3 and 4 for the
remaining holes.

1K18A
e. Alternate procedure for step d.

In some aircraft, installation of de-icing equipment, auxiliary fuel and other options makes access to
the nutplates for rivet installation extremely difficult. Accordingly, MS20365-524C fiber lock nuts
may be used in lieu of the nutplates per the following alternative instructions:
1. Fill the rivet holes used to mount the nutplates with NAS1739B3 or NAS1739B4 blind,
countersunk rivets of appropriate length.
2. Secure the fitting attaching bolts using MS20365-524C fiber lock nuts (P/N 404-889) and
AN960-516 washers (P/N 407-566).
f. For each rear trunnion attach fitting:
1. Temporarily reinstall the fitting using two of the original equipment AN4 bolts and nuts.
2. Match-drill and ream the two open fitting attach holes to 0.312 inch (+/-.0015 inch).
NOTE: If new trunnion attach fittings are being installed, the fitting holes are already reamed
to .312 inch. To accurately align the fitting with the existing holes, wrap the grip of
the old AN4 attach bolts with .032 brass safety wire to act as a temporary bushing.
3. Temporarily install two of the new bolts into the new holes; remove the AN4 bolts and repeat
step b.
g. Remove all fittings, de-burr all holes and touch-up with corrosion preventative primer.
h. Reinstall the forward fittings using new bolts and washers and reinstall the rear fittings using new
washers and nuts. Torque per Table II-IV and Figure 7-6.
i. Reinstall, rig and test the landing gear per paragraphs 7-23, 7-24 and 7-40a.
j. Remove the aircraft from jacks.
k. Make airframe logbook entry of compliance with this inspection.
NOTE: There is a 0.060 inch relief cut made into the upper main spar cap reinforcement angle,
from the edge of the angle into the 0.250 inch trunnion attach fitting bolt holes. This relief
cut is partially covered by the existing nutplates and was intentionally done during
manufacture. This relief cut is not a crack and enlarging the bolt holes per instructions
above will not affect the designed integrity of the attachment.

1K18B
7-25. ALIGNMENT. (Refer to Figure 7-7.)

a. Place a straightedge no less than twelve feet long across the front of both main landing gear wheels.
Butt the straightedge against the tire at the hub level of the landing gear wheels. Jack the airplane
up just high enough to obtain a six and one-half inch dimension between the centerline of the strut
piston and the centerline of the center pivot bolt of the gear torque links. Devise a support to hold
the straightedge in this position.
b. Set a square against the straightedge and check to see if its outstanding leg bears on the front and
rear side of the brake disc. (It may be necessary to remove the brake assembly to have clear access
to the disc.) If it touches both forward and rear flange, the landing gear is correctly aligned.The toe-
in for the main landing gear wheels is 0 ± 1/2 degrees.
NOTE: A carpenter’s square, because of its especially long legs, is recommended for checking
main landing gear wheel alignment.
c. If the square contacts the rear side of the disc, leaving a gap between it and the front flange, the
wheel is toed-out. If a gap appears at the rear flange, the wheel is toed-in.
d. To rectify the toe-in and toe-out condition, remove the bolt connecting the upper and lower torque
links and remove or add spacer washers to move the wheel in the desired direction. Refer to the
chart on the following page.
e. Should a condition exist that all spacer washers have been removed and it is still necessary to move
the wheel further in or out, then it will be necessary to turn the torque link assembly over. (Refer to
Figure 7-8). This will put the link connecting point on the opposite side allowing the use of spacers
to go in the same direction.
f. Recheck wheel alignment. If the alignment is correct, safety the castellated nut with cotter pin.
g. If a new link on the top left main gear had to be installed or it had to be reversed during the
alignment check, it will be necessary to check the gear safety switch (squat switch) bracket for
engagement and locking in place. If the large machine surface of the link is inboard, the bracket is
mounted with the small rivet hole next to link. (Refer to Sketch A, Figure 7-7.) This hole should be
aligned with centerline of the link and a .096 inch hole drilled .150 inch deep. Insert an
MS20426AD3-3 rivet in the hole. This locking rivet is held in place by the flat washer, castellated
nut and cotter pin. If link has to be reversed, then the bracket and bolt are also reversed. (Refer to
Sketch B, Figure 7-7.)
h. Check adjustment of landing gear safety switch (squat switch) per Paragraph 7-35.
7-25a. REPAIR.
Repair of the landing gear is limited to reconditioning of parts such as replacing components, bearings
and bushings, smoothing out minor nicks and scratches and repainting areas where paint has chipped or
peeled. Existing components should also exhibit limited free play when installed otherwise the bearings
or bushings should be replaced.

1K19
Figure 7-8. Toe-In/Toe-Out Adjustment
TABLE VII-III. TOE-IN AND TOE-OUT CORRECTION CHART
TOE-IN SHIM WASHERS WASHER AN 174

TOE-OUT WASHERS UNDER HEAD UNDER NUT BOLT
0° AN960-416 AN960-416(3) -14
0° 33" AN960-416 AN960-416 AN960-416(2) -14
0° 48" AN960-416L AN960-416 AN960-416 -14
AN960-416
1° 04" AN960-416(2) AN960-416 AN960-416 -14
1° 19" AN960-416L AN960-416L AN960-416 -14
AN960-416(2)
1° 35" AN960-416(3) AN960-416 AN960-416(2) -15
2° 35" AN960-416(4) AN960-416 AN960-416 -15
Max. Allow.
AN960-416L Washers .031 Thick AN960-416 Washers .062 Thick

1K20
7-25b. MAIN GEAR DOOR ASSEMBLY.

7-26. REMOVAL.
a. With the landing gear extended, disconnect the door retraction rod from the door by removing nut,
washers and bolt.
b. Remove the door from the wing panel by bending the door hinge pin straight and from the other end
pulling out the pin.
c. The door retraction rod may be removed from the gear housing by cutting the safety wire and
removing the attachment bolt and washer. Note the number of washers between rod end bearing and
housing.
a. Clean the door and retraction rod with a suitable cleaning solvent.
b. Inspect the door for cracks or damage, loose or damaged hinges and brackets.
c. Inspect the door retraction rod and end bearing for damage and corrosion.
d. Repairs to a door may be replacement of hinge, repair of fiberglass and painting.
7-28. INSTALLATION.
a. Install the door by positioning the hinge halves of the door and wing, and inserting the hinge pin. It
is recommended a new pin be used. Bend the end of the pin to secure in place.
b. Install the door retraction rod by positioning the rod at its attachment points at the door and strut
housing. At the door attachment, thin washers are inserted at each side of the rod end bearing and it
is secured with bolt, washer and nut. At the strut housing, place washers between rod end bearing
and housing not to exceed .12 of an inch to obtain proper clearance and secure with bolt. Safety bolt
with MS20995C41 wire.
c. Check that the all around clearance between the door and the wing skin is not less than .032 of an
inch.
7-29. ADJUSTMENT.
b. Determine that the main gear is properly adjusted for gear up as explained in Paragraph 7-24.
c. Adjust retraction rod end at door so that door will pull up tightly when the gear is full up. Over-
tightening may result in door buckling; however, if the door is too loose, it will gap in flight.
d. Check all rod ends for adequate thread engagement, for safety and tightness of jam nuts.
e. Remove airplane from jacks.

1K21
Figure 7-9. Adjust Nose Gear Figure 7-10. Adjust Main Gear
Down Limit Switch Down Limit Switch
7-30. LANDING GEAR LIMIT SWITCHES.

NOTE: All adjustments of the limit switches should be made with the airplane on jacks. Do not bend
actuator springs mounted on the limit switches.
7-31. ADJUSTMENT OF NOSE GEAR UP LIMIT SWITCH. The gear up limit switch is mounted on a
bracket attached to the lower inner left tubular member of the nose gear mount, adjacent to the gear
roller track assembly or mounted on the stop assembly. (Refer to Figure 7-2.)
a. To facilitate adjustment of the limit switch, disconnect gear doors.
b. Turn the master switch on; move gear selector switch to the gear up position and raise the landing
gear. Turn the master switch OFF.
c. Block the nose gear in the up position and slowly pull the free-fall knob away from the instrument
panel. This will relieve hydraulic pressure and permit the main gear to drop.
d. Loosen the attachment screws of the switch and rotate the switch toward the actuator tang until the
switch is heard to actuate. Move the up limit switch upwards .02 to .04 inches after actuation.
Retighten the switch attachment screws. Remove the block from under the gear and allow it to
extend slowly.
e. Turn master switch on; raise gear and determine that gear lights function properly.

1K22
7-32. ADJUSTMENT OF NOSE GEAR DOWN LIMIT SWITCH. (Refer to Figure 7-9.) The nose gear
down limit switch is mounted on a bracket located on the forward side of the cabin bulkhead.
a. With landing gear in the retracted position, pull the free-fall valve knob permitting the gear to
extend.
b. Check to determine that the downlock spring (1) returns the body end of the actuating cylinder (2)
aft.
c. Ascertain that the downlock link assembly (3) is fully retracted and that the drag link arms (4) are
over center.
d. In this position, the nose gear green downlock light should energize when the master switch is
turned on and the gear selector lever is in the down position.
e. If the nose gear green downlock light does not energize, loosen the attachment screws of the switch
and rotate the switch toward the actuator tang until it is heard to actuate. Tighten the adjustment
screws.
7-33. ADJUSTMENT OF MAIN GEAR UP LIMIT SWITCH. A gear up limit switch is located in each
wheel well above the gear door hinge. The red “GEAR UNSAFE” light is extinguished when all three
gears have actuated their up limit switches and the gear selector is in the up position.
7-34. ADJUSTMENT OF MAIN GEAR DOWN LIMIT SWITCH. The gear down limit switch is mounted
on a bracket attached to the lower drag link of each main gear. The switch should be adjusted to allow it
to actuate when the downlock hook has entered the locked position and is within .025 to .035 inch of
contacting the pin thus turning the green light on in the cockpit. (Refer to Figure 7-10.) Adjustment, if
necessary, should be made as follows:
a. Determine that the main gear downlock is properly adjusted as described in Paragraph 7-24.
b. Raise the airplane on jacks.
c. Determine that the landing gear is down and pressure is relieved from the hydraulic system. To
relieve pressure, pull the free-fall knob out.
d. Raise the downlock hook assembly and place a .030 inch feeler gauge between the horizontal
surface of the hook that is next to the switch (the surface that contacts the downlock pin) and the
rounded surface of the pin. Lower the hook and allow it to rest on the feeler gauge.
e. Loosen the attaching screws of the switch and, while pushing up on center of the link assembly,
rotate the switch toward the hook until it is heard to actuate. Retighten the attaching screws of the
switch.
f. Manually move the hook assembly up from the pin until the hook nearly disengages from the pin.
Then with pressure against the bottom of the link assembly, move back to determine that the switch
actuates within .025 to .035 inch of full lock.
g. Turn the master switch on and raise and lower the landing gear by means of the gear selector switch
to determine the gear downlock and gear unsafe annunciator lights function properly.

1K23
Figure 7-11. Throttle Warning Switch
7-35. ADJUSTMENT OF LANDING GEAR SAFETY SWITCH (SQUAT SWITCH) AND GROUND
STALL WARNING PREVENTION SWITCH.The landing gear safety switch and the ground stall
warning prevention switch located on the left main gear housing are adjusted so that the switches are
actuated within the last quarter inch of gear extension.
a. Compress strut until a distance of 7.875 inches is obtained between the top of the gear fork and the
bottom of the gear housing. Hold the gear at this measurement.
b. Adjust the squat switch and the ground stall warning prevention switch to actuate at this point.
Secure the switch.
c. Extend and then compress the strut to ascertain the switches will actuate within the last quarter inch
of oleo extension.
7-36. LANDING GEAR WARNING SWITCH (THROTTLE SWITCH).
7-37. LANDING GEAR UP/POWER REDUCED WARNING SWITCH. This switch will automatically
activate a warning horn when approaching for a landing with the landing gear up and the throttles pulled
below 14 inches of manifold pressure.
7-38. SWITCH LOCATION. The landing gear up/power reduced warning switch is located in the control
quadrant behind the throttle levers. Access to the switch is from below and behind the quadrant. Refer to
Section XI for electrical schematic of the Landing Gear System.

1K24
7-39. ADJUSTMENT OF LANDING GEAR UP/POWER REDUCED WARNING SWITCH.

The adjustment of this switch will require flying the airplane at 1000 feet AGL and at approach speed.
(Refer to the Pilot’s Operating Manual.) The following procedure should be used:
a. With the aid of a qualified pilot, fly the airplane to an elevation of 1000 feet above the ground and
come to approach speed with propellers set for high RPM. Retard the throttles to 14 ± 2 inches of
manifold pressure and mark the quadrant cover adjacent to the throttle levers, in such a manner so
that the levers can be returned to the same position after the airplane is landed and the engines shut
down.
b. Place the airplane on jacks (refer to Section II of this manual) and retract the landing gear.
c. Reposition the throttle levers at the location which gave the 14 ± 2 inches of manifold pressure per
Step a.
d. With the master switch turned on, loosen the two mounting screws securing the micro switch to the
bracket. Move the switch in the direction necessary to make the warning horn operate and tighten
the mounting screws.
e. With the warning horn operating, lower the landing gear to determine whether the horn ceases to
operate when the gear are down and locked. Turn OFF master switch and remove airplane from
jacks.
f. Flight test the airplane to ensure proper operation of the gear warning horn with the gear up and
power reduced below 14± 2 inches of manifold pressure.
7-40. REPLACEMENT OF LANDING GEAR UP/POWER REDUCED WARNING SWITCH.
(Refer to Figure 7-11.)
When replacing the switch, it is important to determine how many washers are positioned between the
micro switch and the bracket so that an equal amount are reinstalled. This is necessary since the switch,
when properly positioned, should be in the middle of the actuators located on each throttle cable.

1K25

1K26
7-40a. FUNCTIONAL TEST OF LANDING GEAR RETRACTION SYSTEM. (PIR-PPS60033, Rev. L.)
NOTE: During testing of Prestolite pump, keep hydraulic fluid level in reservoir at 1/2 inch below top
of filler hole.
NOTE: After filling Oildyne reservoir, tighten dipstick, then backoff 1 1/2 turns. This is essential to
allow the reservoir to be vented.
a. Jack airplane.
b. Apply 12-14 volt auxiliary power capable of supplying a minimum of 50 amperes.
c. Turn all switches off, place gear selector in the down position and place throttles in closed position.
Turn landing light switch from off to on position and cabin heat switch to fan position.
d. Push landing gear pump circuit breaker in.
e. Ensure that:
1. Three green safe lights are on.
2. Red gear unsafe light is off.
3. The gear warning horn does not sound.
4. Hydraulic pump does not operate.
5. Landing light is illuminated.
6. Heater fan is operating.
f. Place gear selector switch up.
g. Ensure that:
1. Three green safe lights are off.
2. Red gear unsafe light is on.
3. Gear warning horn sounds.
4. All gear retract fully and nose gear doors close.
5. Pump motor stops operating.
6. Landing light extinguished.
7. Heater fan turns off.
h. Move the left throttle to mid-travel position. Warning horn should continue to sound and red gear
unsafe light should remain on.
i. Close left throttle, then move right throttle mid-travel position. The warning horn should continue to
sound and the red unsafe light should remain on.
j. Move both throttles to mid-travel position. The warning horn should stop sounding and the red
unsafe light should go out.
k. Leave the gear up for five minutes.
1. Check that the pump motor does not operate at any time. (If pump motor operates during this
time, there is a leak in the up line or a component is malfunctioning.) See following step.
2. One momentary pump operation is allowable during this five minute period only if the gear
unsafe light is not lit and there is no repeated pump operation for a subsequent 15 minute
period.
1. Pull landing gear pump circuit breaker out.

1L1
m. Pull gear free-fall knob. All gear should return to the down and locked position with the down
latches engaged, landing light illuminated and heater fan on.
n. Place gear selector switch down, free-fall knob in and landing light to off position.
o. Ensure that:
1. Three green safe lights are on.
2. The red unsafe light is off.
3. The warning horn does not sound.
p. Insert a wedge under the leaf of the squat switch on the left main gear.
q. Place throttles in closed position and gear selector switch up.
r. Ensure that:
1. Pump does not run.
2. Three green safe lights remain on.
3. Red unsafe light remains on.
4. Gear warning horn sounds.
s. Move throttles to mid travel position.
t. Ensure that:
1. Red unsafe light stays on.
2. Gear warning horn continues to sound.
u. Place gear selector switch down.
v. Ensure that:
1. Red gear unsafe light goes off.
2. Gear warning horn does not sound.
w. Remove wedge installed in step “P.”
x. Manually disengage left main gear down lock.
y. Ensure that:
1. Pump motor operates.
2. Appropriate green safe light goes out.
3. Red gear unsafe light goes on.
4. Horn does not sound.
z. Manually disengage right main gear down lock.
aa. Ensure that:
2. Appropriate green safe light goes out.
3. Red gear unsafe light goes on.
4. Horn does not sound.
ab. Place gear selector switch up and landing light switches on.

1L2
ac. Ensure that:

2. Three green safe lights go out.
3. The red unsafe light remains on until all gears are up; then off.
4. All gears retract fully in less than 10 seconds.
5. Pump motor stops operating after gear is up.
6. Warning horn does not sound.
7. Landing light goes off when gear is fully retracted.
ad. Place gear selector switch down.
ae. Ensure that:
2. All gear returns to the down and locked position in 15 seconds or less.
3. Pump motor stops operating after all gear are in the down and locked position.
4. The three green safe lights are on.
5. The red unsafe light is off.
6. The warning horn does not sound.
NOTE: Any momentary blinking of the red / green gear lights after the down locks are
engaged indicates an improperly adjusted microswitch.
af. Turn navigation light switch on. Ensure that three green safe lights remain on but become dim.
ag. Turn navigation light and master switches off.

1L3
7-41. WHEELS.
7-42. REMOVAL AND DISASSEMBLY OF NOSE WHEEL. (Refer to Figure 7-12.)
a. Jack the airplane enough to raise the nose wheel clear of the ground.
b. To remove the nose wheel, first remove the nut from one end of the axle rod and slide out the rod
and axle plugs.
c. Lightly tap the axle tube out from the center of the wheel assembly by use of an object of near
equal diameter.
NOTE: Exercise care to avoid damaging axle tube ends. This will make removal and installation
extremely difficult.
d. Remove spacer tubes and wheel assembly.
e. Deflate the tire. Remove wheel bolts (4). Pull wheel halves from the tire by removing the wheel half
opposite the valve stem first and then the other half.
f. Remove screws (6), grease seal (8), seal retainers (7) and bearing cones (9). Remove bearing cup (10)
by tapping evenly from the inside.
7-43. INSPECTION OF NOSE WHEEL ASSEMBLY.
a. Visually check all parts for cracks, distortion, defects and excess wear.
b. Check wheel bolts for stripped or damaged threads.
c. Check internal diameter of felt grease seals. Replace the felt grease seal if surface is hard or gritty.
d. Check tire for cuts, internal bruises and deterioration.
e. Check bearing cones and cups for wear and pitting then relubricate.
f. Replace any wheel casting having visible cracks.
7-44. ASSEMBLY AND INSTALLATION OF NOSE WHEEL. (Refer to Figure 7-12.)
a. Carefully install bearing cups (10) into each wheel half (1 and 2).
b. Install the inner tube in the tire, making certain to align the index marking on the tire with the index
marking on the tube, to ensure proper wheel balance.
c. Install the tire and tube on the wheel half with the valve stem hole, inserting the valve stem through
the valve hole.
d. Place the opposite wheel half inside the tire. Align the wheel bolt holes. install the wheel bolts (4),
with washers (3) and nuts (5) to the valve stem side and tighten (draw up) the bolts in a crisscross
fashion. Torque the nuts to 90 inch-pounds and inflate the tire to 46 psi to seat the tire bead, then
deflate the tire to proper inflation. (Refer to Section II, Table II-I.)
e. Lubricate bearing cones (9) and install cones, inner seal retainers (7) and grease seals (8). Secure
outer seal retainer with three screws (6).
f. Place one spacer tube in each side of wheel and position wheel in fork. Align and slide axle tube
through spacer tubes and wheel assembly. Install axle plugs and tie rod and secure with nuts.
Tighten the nuts until no side play is felt. yet allowing the wheel to rotate freely.

1L4
Figure 7-12. Nose Wheel Assembly
7-45. REMOVAL AND DISASSEMBLY OF MAIN WHEEL. (Refer to Figure 7-13.)

b. To remove main wheel. remove cap bolts joining brake cylinder housing and back plate lining
assemblies. Remove back plate from between brake disc and wheel.
c. Remove the dust cover and cotter pin that safeties axle nut: remove axle nut and bushing and slide
wheel from the axle.
d. The wheel halves (1 and 2) may be separated by first deflating the tire. With tire deflated. remove
bolts (9). Pull wheel halves from tire by first removing inner half from the tire then the outer half.
e. Wheel bearing assemblies may be removed from each wheel half by removing snap rings (13),
grease seal rings (12 and 15), felt grease seals (14) and bearing cone (11). Bearing cups (10) should
not be removed unless in need of replacement. To remove bearing cups. refer to paragraph 7-46.

1L5
7-46. BEARING CUP REPLACEMENT

a. Removal:
1. Insert wheel half into boiling water for 15 minutes or place in an oven not exceeding 250° F
(121°C) for 15 minutes.
2. Remove from source of heat and invert wheel half. If the cup does not drop out, tap the cup
evenly from the axle bore with a fiber drift pin or suitable arbor press.
b. Installation:
1. To replace a new cup, apply one coat of fluid resistant epoxy primer to wheel half bearing
bore.
NOTE: Never paint working surfaces of the bearing cups.
2. Insert wheel half into boiling water for 15 minutes or place in an oven not exceeding 250° F
(121°C) for 15 minutes. Chill new bearing cup in dry ice for a minimum of 15 minutes.
3. Remove wheel half from source of heat and bearing cup from the dry ice. Install the chilled
bearing cup into the bearing bore of the heated wheel half. Tap gently to seat evenly in place,
using a fiber drift pin or suitable arbor press.
7-47. INSPECTION OF MAIN WHEEL ASSEMBLY.
Inspection of the main wheel assembly is the same as that given for the nose wheel. Paragraph 7-43.
7-48. ASSEMBLY AND INSTALLATION OF MAIN WHEEL. (Refer to Figure 7-13.)
a. Determine that the bearing cup (10) is properly installed in each wheel half.
b. Install the inner tube in the tire, making certain to align the index marking on the tire with the index
marking on the tube, to ensure proper wheel balance.
c. Install the tire and tube on the wheel half with the valve stem hole, inserting the valve stem through
the valve hole.
d. Place the opposite wheel half inside the tire. Align the wheel bolt holes. Position the brake disc (3) in
the inner wheel half and install the wheel bolts (9) with nuts on the valve stem side. Tighten (draw
up) the bolts in a criss-cross fashion. Torque the nuts to 150 inch-pounds and inflate the tire to 70 psi
to seat the tire bead, then deflate the tire to proper inflation. (Refer to Section II, Table II-I.)
e. Lubricate bearing cones (11) and install cones, felt grease seals (14) and grease seal rings (12 and
15). Secure with snap rings (13).
f. Slide wheel on the axle and secure with axle nut. Tighten nut sufficiently to prevent side play, yet
allow the wheel to rotate freely. Reinstall the dust cover (6).
g. Position brake lining back plates between the wheel and brake disc and the brake cylinder on the
torque plate. Insert spacer blocks between the back plates and cylinder, and install four bolts to
secure the assembly. If the brake line was disconnected, reconnect the line and bleed the brakes.
7-49. BRAKE SYSTEM.
7-50. WHEEL BRAKE ASSEMBLY.
Adjustment of brake lining clearance is unnecessary since they are self-adjusting. Inspection of the
lining is necessary and may be inspected visually while installed on the airplane. The linings are of the
riveted type and should be replaced if the thickness of any one segment becomes worn below .099 of an
inch or if signs of uneven wear are evident.

1L6
Figure 7-13. Main Wheel Assembly
7-51. REMOVAL AND DISASSEMBLY. (Refer to Figure 7-14.)

a. To remove brake assembly, first disconnect brake line from brake cylinder at the elbow (18).
b. Remove bolts (14) joining brake cylinder housing (1) and back plate assembly (7). Remove back
plate from between brake disc and wheel.
c. Slide brake cylinder housing from torque plate (10).
d. Remove pressure plate (4) by sliding it off the anchor bolts (11) of brake cylinder housing.
e. The pistons (2) may be removed by injecting low air pressure in the cylinder fluid inlet, forcing the
pistons from the housing.
f. Check anchor bolts for wear.
g. The following procedure should be used when removing anchor bolts:
1. Position cylinder assembly on a holding fixture. (Refer to Figure 7-15.)
2. Use a suitable arbor press and remove the anchor bolt from the cylinder body.

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Figure 7-14. Wheel Brake Assembly

1L8
Figure 7-15. Removal and Installation of Anchor Bolts

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a. Clean the assembly with a suitable solvent and dry thoroughly.
b. Check the wall of the cylinder housing and piston for scratches, burrs, corrosion, etc., that may
damage “O” rings.
c. Check the general condition of the brake bleeder screw and lines.
NOTE: Heavy duty wheel assemblies and brake discs may be easily identified by a six (6) bolt hole
pattern. Standard wheel assemblies and disc brakes have a three (3) bolt hole pattern.
d. Check the brake disc for wear, grooves, scratches or pits. Minimum disc service thickness is shown
in Figure 7-13. A single groove or isolated grooves up to .031 of an inch deep would not necessitate
replacement, but a grooving of the entire surface would reduce lining life and would indicate that
the disc should be replaced. Should it be necessary to remove the wheel disc, refer to Paragraph 7-
42. To inspect the press-on type heavy-duty brake lining, check the expansion groove. If groove is
not showing, replace linings.
e. At each periodic maintenance inspection, visually inspect both wearing surfaces of the brake disc
for heat checks. Replace brake disc if crack length exceeds .800, or crack depth exceeds .210. If
crack depth is not measurable, replace disc if crack length exceeds .400.
NOTE: Any crack, regardless of length and or depth, extending into the welded seam between the
flange and cup, is cause for immediate replacement.
f. The riveted type lining may be removed from the backing plates by drilling out the old rivets using
a 5/32 drill. Install a new set of linings using the proper rivets and a rivet set that will properly stake
the lining and form a correct flair of the rivet. The snap-on type lining used on optional heavy duty
assemblies may be removed by prying loose with a screwdriver or a thin flat wedge. Install the
snap-on type by positioning onto the pins and applying pressure to snap into position.
NOTE: After replacing brake linings on Cleveland 30-65 brakes, perform a minimum of six light
braking applications with time left between stops to allow them to cool.
After replacing the brake linings on Cleveland 30-83 brakes, execute two consecutive full
stop braking applications from 30 to 35 kts. Do not allow the brake discs to cool
substantially between stops.
7-53. ASSEMBLY AND INSTALLATION. (Refer to Figure 7-14.)
a. If anchor bolts have been removed, they should be reinstalled as follows:
1. Support anchor bolt in a holding fixture. (Refer to Figure 7-15. Step A.)
2. Align cylinder body over anchor bolt. (Refer to Figure 7-15. Step B.)
3. Using a suitable arbor press, apply pressure on the spot face directly over the anchor bolt.
(Refer to Figure 7-15. Step C.)
b. Lubricate piston O-rings (3) with hydraulic fluid (MIL-PRF-5606H) and install on pistons (2). Slide
piston into cylinder housing (1) until flush with surface of housing.
c. Slide pressure plate (4) onto anchor bolts (1) of housing.
d. Slide cylinder housing on torque plate (10).

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e. Position back plate (7) between wheel and brake disc. Install bolts and dry torque as shown in
Figure 7-14.
f. Connect brake line to cylinder housing and bleed brake system as described in Paragraph 7-66 or 7-67.
7-54. BRAKE MASTER CYLINDER (HAND PARKING BRAKE).
a. To remove brake master cylinder (8), first disconnect inlet supply line (13) from fitting at top of
cylinder and allow fluid to drain from the reservoir and line into a suitable clean container.
b. Disconnect pressure line from fitting at bottom of cylinder and allow fluid to drain from the
pressure line.
c. Disconnect end of cylinder rod from the brake handle (6) by removing the cotter pin that safeties
the connecting clevis pin (12). Remove clevis pin and spacer washers.
d. Disconnect the base of the cylinder from its mounting bracket by removing bolt assembly (11).
e. The handle assembly (6) may be removed by removing attachment bolt assembly securing handle to
its mounting bracket.
7-56. DISASSEMBLY. (Refer to Figure 7-16.)
a. Remove snap ring (11) from annular slot in rod end of cylinder and withdraw piston rod assembly.
b. Disassemble piston rod assembly by removing snap ring (2) securing retainer bushing (3), spring
(4), piston (6), seal (7), gland (9) and large retaining spring (13).
c. Remove O-ring from piston and gland.
Figure 7-16. Brake Master Cylinder (Hand, Parking Brake)

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Figure 7-17. Brake System Installation

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a. Clean cylinder components using a suitable solvent; then dry thoroughly.
b. Inspect interior walls of cylinder for scratches, nicks, burrs, corrosion, etc.
c. Inspect general condition of fitting threads.
d. Check piston and valve for scratches, burrs and corrosion.
e. Repairs to the cylinder are limited to polishing out small scratches and burrs and replacing washer
seal and O-rings.
a. Apply a small amount of hydraulic fluid (MIL-PRF-5606H) to component parts and O-rings.
b. Install new O-rings on inside and outside of packing gland (9) and on outside of piston (6).
NOTE: When installing teflon O-ring (5) on piston, it is suggested it be installed with the use of a
cone placed against the piston. Dimensions for constructing a cone of plastic or metal are
c. To assemble piston rod assembly, install on rod (12), in order, roll pin (14), washer (15), spring
(13), packing gland (9) with O-rings, seal (10), piston (6) with O-rings, spring (4) and bushing (3).
Secure these components with snap ring (2).
d. Insert piston rod assembly into cylinder (1) and secure packing gland with snap ring (11).
e. Install cylinder as explained in Paragraph 7-59.
a. Install brake handle assembly between its mounting bracket and secure with bolt, washers, nut and
cotter pin. Washers should be placed on each side of the handle, between the bracket, and under the
nut.
b. Place cylinder (8) between the mounting bracket and secure base end with bolt, washers, nut and
cotter pin. This too should have washers placed on each side of the cylinder and under the nut.
c. Connect rod end of cylinder to the brake handle with a clevis pin and thin washers. Safety clevis
with a cotter pin.
d. Connect pressure line to fitting at bottom of cylinder.
e. Connect inlet supply line (13) to fitting at top of cylinder and secure with spring clamp.
f. Bleed brake system as explained in Paragraph 7-66 or 7-67.
7-60. BRAKE CYLINDER (TOE BRAKE).
a. Disconnect upper and lower lines from the cylinder (14) being removed. Cap lines to prevent fluid
leakage or drain fluid from brake reservoir and master cylinder.
b. Remove cotter pins and clevis pins (4 and 16) securing brake cylinder in position, then remove
brake cylinder.

1L13
7-62. DISASSEMBLY.
a. Gar-Kenyon cylinder number 17000. (Refer to Figure 7-18.)
1. Remove the cylinder from its mounting bracket as per Paragraph 7-61.
2. To disassemble the cylinder, first remove the piston rod assembly by unscrewing the fitting(8)
from the cylinder.
3. The piston rod assembly may be disassembled by first removing the retaining ring (2) securing
the sleeve (3) and then removing the spring (4), piston (6), seal (7), fitting (8), and, if desired,
the large return spring (11).
4. Remove the O-rings from the piston and fitting.
b. Cleveland cylinder number 10-27. (Refer to Figure 7-19.)
1. Remove the cylinder from its mounting bracket per Paragraph 7-61.
2. To disassemble the cylinder, first remove the piston rod assembly by removing the retaining
ring (10) from the annular slot in the cylinder housing (1). Draw the piston rod assembly from
the cylinder.
3. The piston rod assembly may be disassembled by first removing the roll pin (15), spring (2),
and then the piston assembly (3), seal (5) and packing gland (7) and, if desired, the large return
spring (11).
4. Remove the O-rings from the piston and packing gland.
c. Cleveland cylinder number 10-30. (Refer to Figure 7-20.)
1. Remove the cylinder from its mounting bracket per Paragraph 7-61.
2. To disassemble the cylinder, first remove the piston rod assembly by removing the retaining
ring from the annular slot in the cylinder housing (1). Draw the piston rod assembly from the
cylinder.
3. The piston rod assembly may be disassembled by first removing the retaining ring (2), sleeve
(3), spring (4), and then the piston assembly, O-ring (5), and gland (8), and if desired, the
return spring (13).
4. Remove the O-rings from the piston and packing gland.
a. Clean cylinder components with a suitable solvent and dry thoroughly.
b. Inspect interior walls of cylinder for scratches, burrs, corrosion, etc.
c. Inspect general condition of fitting threads.
d. Inspect piston for scratches, burrs, corrosion, etc.
e. Repairs to the cylinder are limited to polishing out small scratches and burrs, and replacing seal and
O-rings.

1L14
7-64. ASSEMBLY.
NOTE: Rub a small amount of hydraulic fluid (MIL-PRF-5606H) on all O-rings and component parts
for ease of handling during reassembly and to prevent damage.
a. Gar-Kenyon cylinder number 17000. (Refer to Figure 7-18.)
1. Install new O-rings on the inside and outside of the fitting (8) and on the outside of the piston
(6).
2. To assemble the piston rod assembly, install on the rod (12), in order, the roll pin (14), return
spring retainer washer (13), return spring (11), fitting (8) with O-rings, seal (7), piston (6) with
0-rings, spring (4) and sleeve (3). Secure these pieces with the retaining ring (2) on the end of
the rod.
3. Insert the piston rod assembly in the cylinder (1) and secure fitting (8).
4. Install the cylinder per Paragraph 7-65.
b. Cleveland cylinder number 10-27. (Refer to Figure 7-19.)
1. Install new O-rings on the inside and on the outside of the piston (3).
2. To assemble the piston rod assembly, install on the rod (12), in order, the roll pin (14), washer
(13), spring (11), washer (9), packing gland (7) with O-rings, seal (5), piston assembly(3) with
O-rings, spring (2), and roll pin (15).
3. Insert the piston rod assembly in the cylinder (1) and secure with the retaining ring (10).
c. Cleveland cylinder number 10-30. (Refer to Figure 7-20.)
1. Install new O-rings on the inside and outside of the packing gland (7) and on the outside of the
piston (3).
2. To assemble the piston rod assembly, install on the rod (12), in order, the roll pin (14), washer
(13), spring (11), washer (9), packing gland (7) with O-rings, seal (5), piston assembly (3) with
O-ring, spring (2), and roll pin (15).
3. Insert the piston rod assembly in the cylinder (1) and secure with the retaining ring (10).
a. Position brake cylinder (14) at its mounting points and secure in position with clevis pin (4 and 16).
Safety clevis pins with cotter pins.
b. Connect brake lines to cylinder fittings. Bleed brakes as explained in Paragraph 7-66 or 7-67.

1L15
Figure 7-18. Brake Cylinder (17000) (Toe Brake)
Figure 7-19. Brake Cylinder (10-27) (Toe Brake)

1L16
Figure 7-20. Brake Cylinder (10-30) (Toe Brake)
7-66. BRAKE BLEEDING PROCEDURE (GRAVITY).

a. On both main landing gear wheel brake assemblies, attach a clear plastic hose to the brake bleeders
and extend into container partially filled with hydraulic fluid, MIL-PRF-5606H. The ends of this
hose should be submerged in the fluid. Open both bleeders approximately one and one-half to two
turns.
b. Fill the brake reservoir on the fire wall with hydraulic fluid, MIL-PRF-5606H.
c. Disconnect the toe brake cylinders from the pedal connection by removing clevis pin, washer and
cotter pin.
d. Invert toe brake cylinder to aid in releasing trapped air in the top of the cylinder.
e. Check toe brake pedals in the cockpit to ensure pedals are pulled full aft.
f. Pull the hand brake handle, pumping the master cylinder very slowly approximately 25 times until
fluid is observed passing through the clear plastic hoses at the wheel cylinder.
NOTE: Fluid level in the reservoir must be maintained to prevent air from entering in the line.
g. Tighten both wheel bleeders.
h. Pull hand brake until a firm handle is maintained.

1L17
7-67. BRAKE BLEEDING PROCEDURE (PRESSURE).

a. Place a small clear plastic hose on the vent tube of the brake reservoir and place a second small
clear plastic hose on the bleeder fitting on one main landing gear. Place the open ends of these tubes
in a suitable container to collect the fluid overflow. Open the bleeder fitting one or two turns.
b. On the other main gear, slide the hose of the pressure unit over the bleeder fitting then open the
fitting one or two turns and pressure fill the brake system with MIL-PRF-5606H fluid.
c. With fluid continually flowing through the brake system, SLOWLY and together actuate the hand
brake and the toe brake pedal of the side being bled, several times, to purge the cylinders of air. On
dual brake installations, both right and left pedals must be actuated.
NOTE: By watching the fluid pass through the plastic hose at the fluid reservoir and the bleeder
fitting on the gear being bled, it can be determined whether any air is left in the system. If
air bubbles are evident, filling of the system shall be continued until all the air is out of the
system and a steady flow of fluid is obtained. Should the brake handle remain spongy, it
may be necessary to disconnect the bottom of the toe brake cylinders (next to the pedal)
and rotating the cylinder horizontally or even above horizontal and by use of the hand
brake alone, purge the air from the system.
d. Close the open bleeder fitting on the gear being bled. Close the open bleeder fitting to which the
pressure hose is attached; then close the pressure unit and remove the hoses from the bleeder
fittings. Check the brakes for proper pedal pressure. Replace the caps over the bleeder fittings.
NOTE: It may be necessary to remove any trapped air in the top of the wheel brake unit by
applying pressure to the system with the brake hand lever and slowly opening the bleeder
and release the hand lever.
e. Repeat this procedure, if necessary, on the other gear.
f. Drain excess fluid from the reservoir to fluid level line with a syringe.
g. Make sure all lines are secure and all fittings are tight. It should be noted that on older master
cylinders where the hole for the bleeder seat is tapered, the bleeder seat/fitting should be torqued at
75 to 90 inch-pounds. On the newer cylinders where there is a straight hole, torque the seat until the
O-ring seals the hole.
7-68. BRAKE SYSTEM LEAK CHECK.
a. Pull for a good firm hand brake and lock parking brake mechanism. Allow system to stand for
approximately 10 minutes: then, by gripping the parking brake handle, it should not be able to be
pulled aft further than the original set. Should the handle be able to be pulled toward the panel and
feel spongy, a leak is present at some point in the system. This leak may appear at any one of the
connections throughout the system or internally in the master brake cylinder or wheel brake
assemblies.

1L18
Figure 7-21. Brake Reservoir Figure 7-22. Bleeding Brake

1L19
TABLE VII-IV. TROUBLESHOOTING LANDING GEAR (Sheet 1 of 4)

Green gear down lights Failed instrument panel Replace switch.
dim although position light control switch.
light switch is off and (Lights grounding through
gear is down and locked. dimming resistor instead of
through position light switch.)
Green gear down lights Gear down limit switch Replace switch.
fail to go out with gear failed.
in transit or retracted.
Green gear down lights Green light ground Replace resistor.
will go out and not dim dimming resistor open.
when position light switch
is turn on although gear is
down and locked.
Gear warning light and horn Landing gear control Reset circuit breaker and
fail to operate when throttle is circuit breaker open. determine cause for open
near closed and landing gear circuit breaker.
is retracted.
Micro switch at throttle Adjust micro switch.
out of adjustment.
Micro switch failed. Replace switch.
Warning horn and light Check wiring.
circuit wire broken.
Green down lock lights Green lights dimming Replace resistor.
operate normally with resistor open.
position lights off but do not
operate at all with position
lights on.
Red gear unsafe light One or more of the Check gears for full
remains on with gear landing gears not fully retraction. Adjust up
retracted and throttles retracted. One or more switch(es) as necessary.
advanced. gear up switches out of
adjustment.
Landing gear doors fail Landing Gear not retracting Check adjustment of
to close completely. completely. landing gear.
Door retraction rods out Check adjustment door
of adjustment. retraction rods.

1L20

Nose landing gear shimmies Internal wear in centering Replace shimmy dampener.
during fast taxi, takeoff, or springs.
landing.
Center springs or bracket Replace necessary parts.
loose at mounting.
Tire out of balance. Check balance and replace
tire if necessary.
Worn or loose wheel Replace and/or adjust
bearings. wheel bearings.
Worn torque link bolts Replace bolts and/or
and/or bushings. bushings.
Excessive or uneven Incorrect operating Inflate tire to correct
wear on nose tire. pressure. pressure.
Wear resulting from Refer to previous remedy
shimmy. for correction.
Nose gear fails to Oleo cylinder binding Lubricate strut housing
steer properly. in strut housing. (Refer to Lubrication
Chart.)
Chart and/or strut housing
bushings damaged.
One brake dragging. Determine cause and
correct.
Steering arm roller Replace defective roller.
sheared at top of strut.
Steering bellcrank Readjust and tighten.
loose on attachment plate.
Steering bellcrank Replace bearing and/or
bearing and/or bolt worn. bolt.
Centering springs Replace.
galling or binding.
Nose gear fails to straighten Steering arm roller Replace defective roller.
when landing gear sheared at top of strut.
extends or retracts.
Incorrect rigging of Check nose gear steering
nose gear steering. adjustment.
Damaged tiller track. Replace track.

1L21

Nose landing gear fails to fully Binding or distortion Check that the trunnion,
lock down during emergency drag link, and all parts of
gear extension (i.e. - free fall). the down lock linkage
move freely on their pivots
and that no binding or
distortion is present at the
attachment points.
Lubricate on condition.
Damaged down lock link. Inspect down lock link.
Ensure that the end fittings
are not bent or cracked and
that the spring retaining pin
has not elongated,
distorted, or crushed the
upper edge of the .191 dia
hole in the link sleeve.
Check the attachment holes
for distortion or
enlargement.
Replace on condition.
Retraction link retention spring Inspect the retraction link
worn out. retention spring for end
wear and general condition.
Using a suitable tension
scale, check that the spring
tension is: 20.5 lbs (± 2.0
lbs) when the spring is
extended from its free
length of 2.61 to 3.44
inches. 36.0 lbs (± 3.6 lbs)
when the spring is extended
from its free length of 2.61
to 4.31 inches. Replace on
condition.
Hydraulic actuator damaged. Inspect the hydraulic
actuator. Check that the rod
is straight, free of distortion
and that the bearings in the
end fittings are not seized.
Check that the piston rod
can be moved smoothly in
and out of the cylinder with
hand pressure, and that no
binding occurs. Replace on
condition.
NOTE: Reinstall good components, replace bad components, and rig per Section VII,
Nose Landing Gear, Installation and Rigging.

1L22

Main landing gear shimmies Tire out of balance. Check balance and replace
during fast taxi, takeoff, or tire if necessary.
landing.
Worn or loose wheel Replace and/or adjust
bearings. wheel bearings.
Worn torque link bolts Replace bolts and/or
and/or bushings. bushings.
Excessive or uneven Incorrect operating Inflate tire to correct
wear on main tires. pressure. pressure.
Wheel out of alignment Check wheel alignment.
(toe in or out).
Lower side brace link Check gear adjustment.
out of adjustment, allowing
gear to slant in or out.
Strut bottoms on normal Insufficient air and/or Service strut with air
landing or taxiing on rough fluid in strut. and/or fluid.
ground.
Defective internal parts Replace defective parts.
in strut.

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PAGES 1L24 THRU 2A6

INTENTIONALLY BLANK

1L24
SECTION
VIII
POWER PLANT
2A7
2A8
SECTION VIII - POWER PLANT
TABLE OF CONTENTS
Paragraph Grid No.
8-1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A11

8-2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A11
8-2a. Standard Practices - Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A11
8-3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A12
8-4. Engine Cowling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A12
8-5 Removal of Engine Cowling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A12
8-6. Cleaning, Inspection and Repair of Engine Cowling . . . . . . . . . . 2A12
8-7. Installation of Engine Cowling . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A12
8-8. Engine Cowl Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A13
8-9. Operation and Adjustment of Cowl Flaps . . . . . . . . . . . . . . . . . . . 2A13
8-10. Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A15
8-11. Removal of Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A15
8-12. Cleaning, Inspection and Repair of Propeller . . . . . . . . . . . . . . . . 2A15
8-13. Installation of Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A17
8-14. Checking Propeller Blade Track . . . . . . . . . . . . . . . . . . . . . . . . . . 2A19
8-15. Propeller Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A19
8-16. Removal of Propeller Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A19
8-17. Installation of Propeller Governor . . . . . . . . . . . . . . . . . . . . . . . . . 2A19
8-18. Rigging and Adjustment of Propeller Governor . . . . . . . . . . . . . . 2A19
8-19. Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A22
8-20. Removal of Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A22
8-21. Installation of Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A25
8-22. Engine Shock Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A25
8-23. Replacement of Engine Shock Mounts . . . . . . . . . . . . . . . . . . . . . 2A25
8-23a. Engine Mount Corrosion Inspection, Immersion in Water . . . . . . 2B1
8-24. Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B2
8-24a. Turbocharger Nomenclature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B2
8-25. Removal of Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B4
8-26. Installation of Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B4
8-27. Adjustment of Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B6
8-27a. V-Band Coupling 100-Hour Inspection . . . . . . . . . . . . . . . . . . . . . 2B6
8-28. Induction System Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B7
8-29. Removal of Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B7
8-30. Cleaning Induction Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B7
8-31. Installation of Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B7
8-32. Alternate Air Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B7
8-33. Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B7
8-34. Magnetos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B7
8-35. Inspection of Magnetos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B8
8-36. Removal of Magneto . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B10
8-37. Magneto Timing Procedure (Internal Timing) . . . . . . . . . . . . . . . . 2B10
01/01/09 VIII - TABLE OF CONTENTS

2A9
SECTION VIII - POWER PLANT
Paragraph Grid No.
8-38. Magneto Installation and Timing Procedure (Magneto to Engine) 2B14

8-39. Harness Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B17
8-40. Inspection of Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B17
8-41. Removal of Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B18
8-42. Maintenance of Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B18
8-43. Installation of Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C2
8-44. Spark Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C2
8-45. Removal of Spark Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C2
8-46. Inspection and Cleaning of Spark Plug . . . . . . . . . . . . . . . . . . . . . 2C3
8-47. Installation of Spark Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C5
8-48. Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C5
8-49. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C5
8-50. Oil Filter Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C6
8-51. Engine Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C7
8-52. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C7
8-53. Fuel Injection System Maintenance . . . . . . . . . . . . . . . . . . . . . . . 2C7
8-54. Fuel Injector Nozzle Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C9
8-55. Removal of Fuel Injector Nozzles . . . . . . . . . . . . . . . . . . . . . . . . . 2C9
8-56. Cleaning and Inspection of Fuel Injector Nozzles . . . . . . . . . . . . . 2C9
8-57. Installation of Fuel Injector Nozzles . . . . . . . . . . . . . . . . . . . . . . . 2C9
8-58. Engine and Propeller Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C11
8-59. Rigging Throttle, Mixture and Governor Controls . . . . . . . . . . . . 2C11
8-60. Engine Setup Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C12
VIII - TABLE OF CONTENTS 01/01/09

2A10
SECTION VIII
POWER PLANT
8-1. INTRODUCTION.
The purpose of this section is to provide instructions for the removal, minor repair, service and
installation of the engine and components. For instructions on major repairs and overhauls, consult the
appropriate publication of the component manufacturer.
8-2. DESCRIPTION.
The PA-34-200T is powered by Teledyne Continental turbocharged, overhead valve, air cooled,
horizontally opposed, direct drive, wet sump engines rated 200 hp at sea level.
Each engine is enclosed by cowling consisting of two side panels, an upper and lower section and a nose
section. The cowl flap is an integral part of the lower cowl and is operated manually through a push-pull
cable arrangement from the cockpit.
Propellers are Hartzell full feathering, constant speed, each controlled by a governor mounted on the
engine supplying oil through the propeller shaft at various pressures. Oil pressure from the governor
moves the blades into low pitch (high RPM). The centrifugal twisting moment of the blade also tends to
move the blades into low pitch. Opposing these two forces is a force produced by a compressed air
charge between the cylinder head and the piston which tends to move the blades into high pitch in the
absence of governor oil pressure. Thus, feathering is accomplished by compressed air.
Refer to section IX for description of fuel system and primer operation.
8-2a. STANDARD PRACTICE - ENGINE.
The following suggestions should be applied wherever they are needed when working on the power plant.
a. To ensure proper reinstallation and/or assembly, TAG and mark all parts, clip, and brackets as to
their location prior to their removal and/or disassembly.
b. During removal of various tubes or engine parts, inspect them for indications of scoring, burning or
other undesirable conditions. To facilitate reinstallation, observe the location of each part during
removal. Tag any unserviceable part and/or units for investigation and possible repair.
c. Extreme care must be taken to prevent foreign matter from entering the engine, such as lockwire,
washers, nuts, dirt, etc. This precaution applies whenever work is done on the engine, either on or
off the aircraft. Suitable protective caps, plugs and covers must be used to protect all openings as
they are exposed.
NOTE: Dust caps used to protect open lines must always be installed OVER the tube ends and
NOT IN the tube ends. Flow through the lines may be blocked off if lines are inadvertently
installed with dust caps in the tube ends.
d. Should any items be dropped into the engine, the assembly process must stop and the item removed,
even though this may require considerable time and labor. Ensure that all parts are thoroughly clean
before assembling.
e. Never reuse any lockwire, lockwashers, tablocks, tabwashers or cotter pins. All lockwire and cotter
pins must fit snugly in holes drilled in studs and bolts for locking purposes. Cotter pins should be
installed so the head fits into the castellation of the nut, and unless otherwise specified, bend one
end of the pin back over the stud or bolt and the other end down flat against the nut. Use only
corrosion resistant steel lockwire and/or cotter pins. Bushing plugs shall be lockwired to the
assembly base or case. Do not lockwire the plug to the bushing.
01/01/09 VIII - POWER PLANT

2A11
f. All gaskets, packing and rubber parts must be replaced with new items of the same type at
reassembly. Ensure the new nonmetallic parts being installed show no sign of having deteriorated in
storage.
g. When installing engine parts which require the use of a hammer to facilitate assembly or
installation, use only a plastic or rawhide hammer.
h. Whenever adhesive tape has been applied to any part, the tape and all residue must be removed and
thoroughly cleaned with petroleum solvents prior to being subjected to high temperature during
engine run.
8-3. TROUBLESHOOTING.
Trouble peculiar to the power plant are listed in Table VIII-III, along with the probable causes and
suggested remedy. When troubleshooting engines, propeller or fuel system, always ground the magneto
primary circuit before performing any checks.
Trouble peculiar to the turbocharger system are listed in Table VIII-IV at the end of this section, along
with the probable causes and suggested remedies.
8-4. ENGINE COWLING.
8-5. REMOVAL OF ENGINE COWLING. (Refer to Figure 8-1.)
The procedure for removing the engine cowling is the same for both engines.
a. Release the fasteners securing the two side access panels.
b. Remove the fasteners securing the top cowl and then remove the top cowl.
c. Disconnect the cowl flap control.
d. Support the bottom cowl and remove the screws that attach the cowl to nose cowl, engine mount
and nacelle.
e. The nose cowl may be removed by removing the attaching screws and separating the two cowl
halves.
8-6. CLEANING, INSPECTION AND REPAIR OF ENGINE COWLING.
a. The cowl should be cleaned with a suitable solvent and then wiped with a clean cloth.
b. Inspect the cowling for dents, cracks, loose rivets, damaged or missing fasteners and damaged
fiberglass areas.
c. Repair all defects to prevent further damage. Fiberglass repair procedures may be accomplished
according to Fiberglass Repairs, Section IV.
8-7. INSTALLATION OF ENGINE COWLING. (Refer to Figure 8-1.)
a. Position the two nose cowl halves on the front of the engine and secure with screw fasteners.
b. Position the bottom cowl and secure with screw fasteners to the aft nacelle, engine mount and
nacelle.
c. Connect the cowl flap control.
d. Position the top cowl and secure with attaching screw fasteners.
e. Secure the side cowls to the upper and lower cowling.
VIII - POWER PLANT 01/01/09

2A12
8-8. ENGINE COWL FLAPS. The cowl flaps are all metal flaps located on the rear of the bottom cowls.
The flaps are manually operated through a push-pull control from the cockpit. The cowl flaps are
connected to the engine cowls with full length piano type hinges.
8-9. OPERATION AND ADJUSTMENT OF COWl. FLAPS. The cowl flaps operate through three
positions: closed. intermediate and open by control levers located on the console. When the control levers are
in the up position. the flaps are closed. To operate the cowl flaps. depress the lock and move the lever down.
releasing the lock after the initial down movement will allow the lock to stop the flap travel at the intermediate
position. For full open position. depress the lock and move the control down: release the lock after the initial
movement and continue to move the control down until the lock stops the travel of the control. To raise the
cowl flaps reverse the procedure. The cowl flaps should be adjusted as follows:
a. Place the control in the up position.
b. Ascertain that the control lock is engaged.
c. Check the cowl flap to visually determine that the flap is flush with the bottom of the engine cowl.
d. If the flap is not flush. disconnect the push-pull control from the arm on the inboard side of the flap.
e. Loosen the jam nut on the clevis end and adjust the clevis to get a flush fit between the cowl flap and
engine cowl.
f. Reconnect the control to the flap and operate the cowl flap through its full range a few times: then
place the control in the closed position and visually check the flap to determine if it is flush with the engine
cowl.
g. If the cowl flap is not flush. repeat Steps d through f.
h When the adjustment is completed. tighten the clevis jam nut and secure the push-pull control to
the cowl flap.
Revised: 8/10/80 POWER PLANT

2A13
PIPER SENECA I SERVICE MANUAL
174
1. NOSE COWL ASSEMBLY
2. SCREW FASTENER
3. OIL FILLER DOOR
4. TOP PANEL
5. SIDE PANEL
6. ACCESS HOLE. ENGINE OIL DRAIN
7. BOTTOM COWL
Figure 8-1. EngineCowlingInstallation
1975
1. COWL FLAP ASSEMBLY
2. CONTROL CABLE
3. ROD ASSEMBLY
4. TRUNNION ASSEMBLY
Figure 8-2. Cowl Flap Installation
POWER PLANT
Reissued: 10/11/79
2A14
PIPER SENECA SERVICEMANUAL
8-10. PROPELLER.
8-11. REMOVALOF PROPELLER. (Refer to Figure 8-3.)
WARNING
Before performing any work on the propellers, be sure the
magneto and master switches are OFF and the mixture control is
in the IDLE CUT-OFF position.
a. Remove the hardware that attaches the nose cowl and remove the cowl. The top and side panels
may be removed for greater accessibility.
b. Remove the safety wire from the propeller mounting nuts and remove the nuts.
c. Place a drip pan under the propeller to catch oil spillage and pull the propeller from the engine
shaft.
d. If the spinner and spinner bulkhead are to be removed, remove the spinner nose cap attaching
screws and cap. Remove the spinner by removing the safety wire and check nut from the propeller at the
forward end of the forward spinner bulkhead and the screws that secure the spinner to the aft bulkhead.
The aft spinner bulkhead may be removed from the hub by removing the locknuts.
8-12. CLEANING, INSPECTION AND REPAIR OF PROPELLER.
NOTE
Do not attempt to disassemble the propeller any further than

stated in this manual. For internal repairs and replacement of
parts, the propeller should be referred to the Hartzell Factory or
Certified Repair Station.
a. Check for oil and grease leaks.

b. Clean the spinner, propeller hub, and blades with a non-corrosive solvent.
c. Inspect the hub parts for cracks.
d. Steel hub parts should not be permitted to rust. Use aluminum paint to touch up, if necessary, or
replate them during overhaul.
e. Check all visible parts for wear and safety.
f. Check blades to determine whether they turn freely on the hub pilot tube. This can be done by
rocking the counterweights or blades back and forth through the slight freedom allowed by the pitch
change mechanism. If they appear tight and are properly lubricated, the propeller should be disassembled
by an authorized Service Center.
g. Inspect the blades for damage or cracks. Nicks in the leading edges of blades should be filed out
and all edges rounded, as cracks sometimes start from such places. Use fine emery cloth for finishing. (Refer
to Figure 84 for propeller blade care.)
h. Check the condition of the propeller mounting nuts and studs.
i. Each blade face should be sanded lightly with fine sandpaper and painted, when necessary, with a
flat black paint to retard glare. A light application of oil or wax may be applied to the surfaces to prevent
corrosion.
j. Grease the blade hub through the zerk fittings. Remove one of the two fittings for each propeller
blade; alternate the next time. Apply grease through the zerk fitting until fresh grease appears at the fitting
hole of the removed fitting. Care should be taken to avoid blowing out the hub gaskets.
k. Check for air leaks by applying a soap solution around the air valve and stop adjustment nut.
Internal leakage will show up as air flows through the piston rod.
Reissued: 10/11/79 POWERPLANT

2A15
1979
1. CAP. SPINNER
2. SPINNER
3. SAFETY WIRE
4. CHECK NUT, SPINNER
5. BULKHEAD, AFT
6. O-RING
7. MOUNTING NUT. PROPELLER
8. SCREW, SPINNER ATTACHMENT
9. AIR VALVE
10. CAP, AIR VALVE
11. LOW PITCH ADJUSTMENT
12. PROPELLER - R DOME
13. BOLT, BULKHEAD
14. ENGINE FLANGE
15. BLADE PROPELLER
16. COUNTERWEIGHT
17. SCREW, CAP ATTACHMENT
Figure 8-3. Propeller Installation

2A16
8-13. INSTALLATION OF PROPELLER. (Refer to Figure 8-3.)

WARNING: BEFORE PERFORMING ANY WORK AROUND THE PROPELLERS BE SURE THE
MAGNETO AND MASTER SWITCHES ARE OFF, AND THE MIXTURE CONTROL IS
IN THE IDLE CUT-OFF POSITION.
a. Clean the propeller and engine flanges.
b. Lubricate and install the O-ring in the propeller hub.
c. Position the propeller as follows:
1. On Hartzell propellers only, position the propeller and mount it to the engine flange. Tighten
the mounting nuts a few threads at a time until all are tight. Torque the nuts 60 to 70 foot-
pounds.
2. On McCauley propellers only, with the #l cylinder at the top dead center position, mount the
propeller so that the dowel pin is between two blades and in the index hole closest to the upper
crankcase split line. Torque the nuts per the decal installed on the hub or McCauley Service
Bulletin No. 227B, or later revision, if the decal is missing.
d. Safety the propeller mounting nuts.
e. Install spinner, if removed, and torque screws 35 to 40 inch-pounds.
CAUTION: TO AVOID SPINNER BACKPLATE CUFF DAMAGE ON MCCAULEY PROPS,
THE SPINNER MUST BE INSTALLED PRIOR TO RUNNING ENGINE.
Figure 8-4. Typical Nicks and Removal Method

2A17
TABLE VIII-I. PROPELLER SPECIFICATIONS

Blade Angle Hartzell McCauley
Low Pitch (High RPM) 14.4° 0.2°(1) 12.2° 0.2°
11.5° ± 0.2° (1,) up to
S/N 7870402(inclusive)
12.0° ± 0.2°
S/N 34-7970001
(Inclusive)and up ()
High Pitch (Low RPM) 79.3° 2.0° or 81° to 83.5°
80° to 81.5°(2j)
Propeller RPM Setting

Engine Static High RPM 2575 RPM max. 2575 RPM max.
Propeller Torque Limits

Description Required Torque (Dry)
Spinner Bulkhead (Aft) 20-22foot-pounds 20-22foot-pounds
Propeller Mounting 60-70 foot-pounds 60-70 foot-pounds
Locknut (Low Stop) 15-20foot-pounds
Spinner Bulkhead Check Nut 15-20foot-pounds
Spinner Attachment Screws 35-40 inch-pounds 35-40 inch-pounds
(1) MEASUREDAT 30 INCH STATION.

(2) ON PROPELLERHUBSWITH SERIALNUMBERSPRIORTO AN343. EITHERSETTINGIS APPROPRIATE. AT OWNERSDISCRETION.
(3) ONLYTHIS SETTINGCAN BE USED ON PROPELLER HUBS WITH SERIAL NUMBERSAN343 AND SUBSEQUENT.
(4) LEFT ENGINEONLY.
(5) RIGHT ENGINEONLY.
(6) BOTHENGINES
TABLE VIII-II. HARTZELL PROPELLER CHAMBER PRESSURE REQUIREMENTS

WITH TEMPERATURE FOR COUNTERWEIGHT TYPE PROPELLERS
Temp. °F PRESSURE(psi)
FOR PROPELLERHUBS: FOR PROPELLERHUBS:
BHC-C2YF-2CKFand and
BHC-C2YF-2CKUF
BHC-C2YF-2CLKF BHC-C2YF-2CLKUF
70 to 100 62 2 22 2
40 to 70 57 +2 172
0 to 40 54+2 142
-30 to 0 49+2 9+2
NOTE: Do not check pressure or charge with propeller in feather position.
Revised; 3/16/81 POWERPLANT

2A18
8-14. CHECKING PROPELLER BLADE TRACK. Blade track is the ability of one blade tip to follow the
other. while rotating. in almost the same plane. Excessive difference in blade track - more than .0625 inch -
may be an indication of bent blades or improper propeller installation. Check blade track as follows:
a. With the engine shut down and blades vertical, secure to the aircraft a smooth board just under the
tip of the lower blade. Move the tip fore and aft through its full "blade-shake"travel. making small marks with
a pencil at each position. Then center the tip between these marks and scribe a line on the board for the full
width of the tip.
b. Carefully rotate propeller by hand to bring the opposite blade down. Center the tip and scribe a
pencil line as before and check that lines are not separated more than .125 inch.
c. Propellers having excess blade track should be removed and inspected for bent blades. or for parts
of sheared O-ring. or foreign particles, which have lodged between hub and crankshaft mounting faces. Bent
blades will require repair and overhaul of assembly.
8-15. PROPELLER GOVERNOR.
8-16. REMOVAL OF PROPELLER GOVERNOR. The propeller governor is mounted on the lower left
forward portion of the engine crankcase. Remove the governor as follows:
a. Remove the left side of the nose cowl to gain access to the governor.
b. Disconnect the governor control cable end from the governor control arm.
c. Remove the governor mounting nuts and withdraw the governor from the mounting pad. Cover
the mounting pad to prevent foreign material from entering the engine.
8-17. INSTALLATION OF PROPELLER GOVERNOR.

a. Clean the mounting pad and the governor drive shaft thoroughly.
b. Coat the mounting gasket with Dow Corning release agent or equivalent.
c. Lubricate the drive shaft with engine oil and install the governor on the mounting pad.
d. Tighten the mounting nuts evenly and tighten to a final torque of 140 to 160 inch-pounds.
e. Connect thecontrol cable to the control arm. Check to be sure the attachment bolt does not contact
the governor body while moving the control arm through its full travel. Clearance should be .03 minimum.
8-18. RIGGING AND ADJUSTMENT OF PROPELLER GOVERNOR. (Refer to Figure 8-5.)

a. Start engine: park 90° to wind direction and warm in normal manner.
b. To check high R P M. low pitch setting. move the propeller control all the way forward. At this posi-
tion the governor speed control arm ( I) should be against the high RPM fine adjusting screw. With the throttle
full forward, observe engine RPM. which should stabilize between'2500 and 2575 RPM. A takeoff must be
conducted during which the engine RPM should reach 2575 RPM and remain steady.
c. If the engine RPM does not read 2575 RPM in flight, the high RPM setting must be adjusted as
follows:
1. Land. shut down the engine and open the cowl door(s).
2. Adjust the governor by means of the fine adjustment screw for 2575 RPM. To do this. loosen
the high RPM fine adjustment screw locknut and turn the screw in a clockwise direction to decrease engine
speed or in a counterclockwise direction to increase engine speed.
NOTE
One revolution of the fine adjustment screw will increase or decrease

the engine speed approximately 20 RPM.

2A19
A287
HARTZELL 614
I
WOODWARD
REFERTO FIGURE 8-33
FOR RIGGING
Figure 8-5. Propeller Governor
3. Secure the cowl door(s) and repeat Step b to ascertain proper RPM setting.
4. After setting the proper high RPM adjustment, run the self-locking nut on the fine
adjustment screw against the base projection to lock.
d. With the high RPM adjustment complete, the control system should be adjusted so that the
governor control arm will contact the high RPM stop when the cockpit control knob is .032 to .047 of an
inch from its full forward stop. To adjust the control knob travel, disconnect the control cable end from
the control arm; loosen the cable end jam nut and rotate the end to obtain the desired level clearance.
Reconnect the cable end and tighten jam nut.
e. It is usually only necessary to adjust the high RPM (low pitch) setting of the governor control
system, as the action automatically takes care of the positive low RPM (high pitch) setting.

2A20
TABLE VIII-lll. ENGINE DATA
Model (Teledyne Continental) TSIO-360E-1 A or TSIO-360-EB I )

LTSIO-360E-IA or LTSIO-360-EB(1)
Type Certificate Number E9CE
Number of Cylinders 6 Horizontally Opposed
Bore (Inches) 4.44
Stroke (Inches) 3.88
Displacement (Cubic Inches) 360
Compression Ratio 7.5:1
Type of Propeller Drive, Flanged Direct
Rated Horsepower at Sea Level, 2575 rpm 200
Fuel, Minimum Octane 100/130
Oil Sump Capacity 8 quarts
Oil Pressure (P.S.I.):
Minimum 30
Normal 30-80
Maximum 80
Oil Temperature ( ° F):
Minimum 100
Normal 100-200
Maximum 240
Probe Location Above Oil Filter Element
Cylinder Head Temperature (°F) No. 2 cyl.:
Minimum 240
Normal 200-400
Maximum 460
Magnetos Bendix 25 Series
Left Bank Fires 20 ° BTC Lower Right, Upper Left
Right Bank Fires 20 BTC Lower Left, Upper Right
Firing Order:
LTSIO-360-E or LTSIO-360-EB (1) 1-4-5-2-3-6
TSIO-360-E or TSIO-360-EB (1) 1-6-3-2-5-4
Spark Plugs(Shielded): Refer to the latest revision
of Teledyne Continental
Aircraft Engine Service Bulletin
M77-10.
Torque
Alternator 12-volt, 65 ampere
Starter 12-volt, Prestolite
Engine Dry Weight With Accessories 385 pounds
Turbocharger Rajay Model 325E10-1
(1) Replacement Engine on Aircraft models with serial numbers PA 34-7570001 and up.

2A21
8-19. ENGINE.
8-20. REMOVAL OF ENGINE. (Refer to Figure 8-6.)
a. Turn off all electrical switches in the cockpit and disconnectthe battery ground wire at the battery.
b. Move the fuel selector valve in the cockpit to the OFF position.
c. Remove the engine cowling. (Refer to Paragraph 8-5.)
d. Remove the propeller. (Refer to Paragraph 8-11.)
e. Disconnect the starter positive lead and ground lead at the starter.
f. Disconnect the tachometer cable to the engine.
g. Disconnect the governor control cable at the governor and cable attachment clamps.
h. Disconnect the throttle and mixture cables from the fuel-air control unit.
i. Disconnect the air conditioning compressor lines, if compressor is installed.
j. Disconnect the cylinder temperature sender wire at No. 2 cylinder.
k. Disconnect the fuel pump supply line and vent line from the engine.
1. Disconnect the oil cooler lines.
NOTE
In some manner identify all hoses, wires and lines to facilitate in-
stallation. Open fuel, oil, vacuum lines and fittings should be
covered to prevent contamination.
m. Disconnect the magneto "P" leads at the magnetos.
n. Disconnect the engine vent tube at the engine.
o. Disconnect the engine oil temperature lead at the aft end of the engine.
p. Untie the ignition harness, hoses and lines at the aft end of the engine.
q. Disconnect the pneumatic pump lines at pump and remove fittings from pump.
r. Disconnect the oil pressure line at the engine.
s. Disconnect the fuel flow line at the left rear engine baffle.
t. Disconnect the manifold pressure line at the left rear side of the engine.
u. Disconnect the alternator leads and the cable attachment clamps.
v. Attach a one-half ton (minimum) hoist to the hoistingstraps and relievethe tension from the engine
mounts.
NOTE
Place a tail stand under the tail of the airplane before removingan
engine.
w. Check the engine for any attachments remaining to obstruct its removal.
x. Drain the engine oil.
y. Remove the engine mounting bolts and lower mount assembly.
z. Carefully raise the engine and pull forward to clear the mount. Check to be certain there are no
connections remaining to obstruct removal of the engine,and remove the enginefrom the aircraft and place on
a suitable stand.
Reissued:10/11/79 POWER PLANT

2A22
1973
1. SPARK PLUG
2. DECK PRESSURELINE
3. INDUCTION MANIFOLD
4. FUEL LINE
5. OIL VENT LINE 18. ENGINE MOUNT
6. THROTTLEBODY 19. CHECKVALVE
7. OIL DIPSTICK 20. TURBOCHARGER
8. FUEL MANIFOLD 21. TAIL PIPE
9. OIL FILLER 22. OIL VENT
10. LEFT MAGNETO 23. EXHAUST BYPASS
11. OIL PUMP 24. ALTERNATOR
12. PRESSUREPUMP 25. OIL FILTER
13. RIGHT MAGNETO 26. ALTERNATORCOOLING 31. ROCKERCOVERS
14. STARTER 27. OIL COOLER 32. UPPER MOUNT
15. THROTTLECABLE 28. SHOCK MOUNT 33. LOWER MOUNT
16. PRESSURERELIEFVALVE 29. EXHAUST STACKS 34. SPACER
17. INDUCTION AIR FILTER 30. PUSH ROD 35. WASHER
Figure 8-6. Engine Installation

2A23
933
BOLT - (AN7-46A)
WASHER - (AN960-716)
NUT- (MS20365-720C)
TORQUE TO 450-500 IN.-LBS.
SHOCK MOUNT
BOLT- (AN6-10A)
WASHER- (AN960-616)
NUT-(PS10062-8-624C)
TORQUETO 240-270 IN-LBS
VIEW A
BOLT- (AN6-10A)
WASHER- (AN960-616)
NUT- (PS10062-8-624C)
TORQUETO 240-270 IN-LBS
VIEWB
Figure 8-6. Engine Installation (cont.)

2A24
8-21. INSTALLATION OF ENGINE. (Refer to Figure 8-6.)

Prior to installing the engine, be sure to install all items that were removed after the engine was removed
from the aircraft.
NOTE: Remove all protective caps and identification tags as each item is installed.
a. Install the shock mount in the engine mount and hoist the engine into position on the mount.
b. Install the lower shock mount assemblies and mounting bolts. Torque the bolts 450 to 500 inch-
pounds.
c. Route and connect the throttle and mixture control cables and adjust.
d. Route and connect the propeller governor control cable and adjust.
e. Connect the alternate air cable and adjust.
f. Reconnect all lines and hoses previously disconnected from the engine.
NOTE: Apply Lubon #404 to all male fuel system fittings. Do not allow to enter system.
g. Route and connect the electrical leads to the appropriate connections on the engine.
h. Connect the tachometer drive cable.
NOTE: Secure all cables, hoses and wires with clamps and Ty-strap in the same location as before
removal.
i. Connect the air conditioning compressor lines, if compressor is installed.
j. Install the propeller and spinner per Paragraph 8-13.
k. Service the engine with the proper grade and quantity of oil; refer to Section II.
l. Be certain all switches are in the OFF position and connect the battery cables.
m. Install the engine cowling per Paragraph 8-7.
n. Make a final check of the security, location and installation of all lines, wires and cables.
o. Perform an operational check of the engine; inspect for leaks and make final adjustments to engine
controls as required.
NOTE: Check exhaust pipe clearance. Minimum clearance to structure and cowl flap door opening
should be 0.50 of an inch.
8-22. ENGINE SHOCK MOUNTS.
8-23. REPLACEMENT OF ENGINE SHOCK MOUNTS. (Refer to Figure 8-6.)
a. Remove the engine cowling per Paragraph 8-5.
b. Relieve the engine weight on the mounts using a one-half ton hoist attached to the engine lifting
points.
c. Remove the four engine mounting bolts and the lower half of the mount assemblies.
d. Carefully raise the engine just enough to remove the shock mounts. Check all lines, wires and
cables for interference. Disconnect any lines and cables if necessary.
e. Check all components for wear, damage or cracks and install new mounting kit.
f. Lower the engine slowly and use mounting bolts to keep the components aligned.

2A25

2A26
g. When the engine is supported by the mount, check the mounts for proper seating.
h. Install the mounting bolt, nut, washer and torque 450 to 500 inch-pounds and safety.
i. Reconnect any lines, wires or cables that were disconnected and install engine cowling.
8-23a. ENGINE MOUNT CORROSION INSPECTION, IMMERSION IN WATER
The following guidance is general in nature and should be applied or varied to fit the individual situation
based on water level during immersion, length of time immersed, length of time since exposure, etc.
Proceed as follows:
A. Inspection
1. Level the aircraft in accordance with Paragraph 2-14.
2. In two of the larger, lower, engine mount tubes, drill a 3/16 inch hole in the bottom of each
tube at the approximate mid-point.
3. Visually inspect the interior surface of each tube through the 3/16 inch hole for evidence of
internal corrosion. Pay particular attention to the lower end of each tube as this is where
corrosion is most likely to appear first.
4. Should evidence of corrosion be detected in step (3), above, replace the engine mount. If no
corrosion is detected, proceed with Corrosion Prevention, below.
B. Corrosion Prevention
If no evidence of corrosion is detected in step (3), above, proceed as follows:
1. Place a drip pan below the inspection holes in each engine mount tube.
2. Insert a plastic tube thru each inspection hole and feed it up to the high point of the engine
mount tube.
3. Using a syringe inserted into the end of the plastic tube, pump linseed oil into the upper end of
the engine mount tube while rotating the syringe / plastic tube assembly to assure maximum
coverage. Continue pumping until the lower end of the engine mount tube is filled with linseed
oil to the level of the inspection hole.
4. Now, draw the plastic tube out of the upper end of the engine mount tube and reinsert it in the
opposite direction, feeding it to the lower end of the engine mount tube.
5. Suck excess linseed oil out of the engine mount tube with the syringe / plastic tube assembly.
6. When linseed oil can no longer be picked up by the syringe / plastic tube assembly, remove it
and allow the engine mount tube to drain into drip pans for approximately two hours.
7. Purge excess oil from tubes by applying air pressure to each 3/16 inch inspection hole, one at a
time.
8. Ensure that roughly the same amount of linseed oil that was pumped in is retrieved in the drip
pans.
9. Apply a liberal coating of an approved fuel tank sealant (see Table II-XIV, Consumable
Materials) to each inspection hole and seal the hole with an appropriate blind rivet. After
installing the rivet, apply a liberal coating of the approved fuel tank sealant over the head of the
rivet.

2B1
8-24. TURBOCHARGER.
The turbocharger system consists of a turbine and compressor assembly, ground adjustable waste gate
assembly and the necessary hose and engine air intake ducts. The ground adjustable waste gate assembly
allows exhaust gas to bypass the turbine and flow directly overboard. In the closed position, the waste
gate valve diverts the exhaust gases into the turbine. The turbocharger requires little attention between
overhauls. However, it is recommended that the items outlined in the Inspection Report, Section III be
checked periodically.
8-24a. TURBOCHARGER NOMENCLATURE.
Many unfamiliar terms may appear on the following pages of this manual. An understanding of these
will be helpful, if not necessary, in performing maintenance and troubleshooting. The following is a list
of commonly used terms and names as applied to turbocharging and a brief description.
Term Meaning
Supercharge To increase the air pressure (density) above or higher than ambient
conditions.
Supercharger A device that accomplishes the increase in pressure.
Turbo-supercharger More commonly referred to as a “Turbocharger” this device is driven by a
turbine. The turbine is spun by energy extracted from the engine exhaust gas.
Compressor The portion of a turbocharger that takes in ambient air and compresses it
before discharging it to the engine.
Turbine The exhaust driven end of the turbocharger unit.
Ground Boosted or These phrases indicate that the engine depends on a certain amount of
turbo-
Ground Turbocharged charging at sea level to produce the advertised horsepower. An engine that is
so designed will usually include a lower compression ratio to avoid
detonation.
Deck Pressure The pressure measured in the area downstream of the turbo compressor
discharge and upstream of the engine throttle valve. This should not be
confused with manifold pressure.
Manifold Pressure The pressure measured downstream of the engine throttle valve and is almost
directly proportioned to the engine power output.
Normalizing If a turbocharger system is used only to regain power losses caused by
decreased air pressure of high altitude, it is considered that the engine has
been “normalized.”

2B2
Overboost An overboost condition means that manifold pressure is exceeding the

limits at which the engine was tested and FAA certified and can be det-
rimental to the life and performance of the engine. Overboost can be
caused by malfunctioning controllers or improperly operating wastegate
in the automatic system or by pilot error in a manual controlled system.
Overshoot Overshoot is a condition of the automatic controls not having the ability
to respond quickly enough to check the inertia of the turbocharger speed
increase with rapid engine throttle advance. Overshoot differs from over-
boost in that the high manifold pressure lasts only for a few seconds. This
condition can usually be overcome by smooth throttle advance. A good
method for advancing the throttle is as follows. After allowing the engine
oil to warm up to approximately 140° F. advance the throttle to 28"to 30"
manifold pressure. hesitate I to 3 seconds and continue advancing to full
throttle slow and easy. This will eliminate any overshoot due to turbo-
charger inertia.
Bootstrapping This is a term used in conjunction with turbo machinery. If you were to
take all the air coming from a turbocharger compressor and duct it di-
rectly back into the turbine of the turbocharger. it would be called a boot-
strap system and if no losses were encountered. it would theoretically run
continuously. It would also be very unstable because if for some reason
the turbo speed would change. the compressor would pump more air to
drive the turbine faster. etc. A turbocharged engine above critical altitude
(wastegate closed) is similar to the example mentioned above, except now
there is an engine placed between the compressor discharge and turbine
inlet. Slight system changes caused the exhaust gas to change slightly.
which causes the turbine speed to change slightly, which causes the com-
pressor air to the engine to change slightly, which in turn again affects
the exhaust gas. etc.
Critical Altitude A turbocharged engine's wastegate will be in a partially open position at

sea level. As the aircraft is flown to higher altitude (lower ambient pres-
sures) the wastegate closes gradually to maintain the preselected manifold
pressure. At the point where the wastegate reaches its full closed position.
the preselected manifold pressure will start to drop and this is considered
critical altitude.
Added: 8/10/80 POWERPLANT

2B3
8-25. REMOVALOF TURBOCHARGER.

a. Remove the engine cowling. (Refer to Paragraph 8-5.)
b. Remove the turbocharger compressorand turbine assemblyby the followingprocedure:
1. Disconnect the oil supply and return lines from the center section of the turbo.
2. Disconnect the air ducts from the compressor inlet and outlet, and the exhaust system from
the turbine inlet and outlet.
3. Disconnect the tail pipe support bracket at the turbocharger and remove the tail pipe and
waste gate assembly.
4. Remove the bolts that attach the turbocharger to the mounting bracket and remove the
turbocharger assembly.
c. The induction system overboost valve may be removed by the followingprocedure:
1. Remove the four self-lockingnuts, plain washersand bolts.
2. Lift the overboost valveassemblyfrom the induction tube.
3. Remove the O-ring from the seating surface of the overboost mounting flange on the
induction tube.
8-26. INSTALLATIONOF TURBOCHARGER.

a. Position the turbocharger assemblyin the mounting bracket and secure with mounting hardware.
b. Align the exhaust system with the turbo inlet and secure with clamp.
c. Position the exhaust tail pipe and waste gate assemblyto the turbocharger outlet. Fasten the tail
pipe to the turbo outlet; do not tighten the clamp at this time.
d. Position the tail pipe at a 34 degree angle (viewedfrom the side of the turbo and tail pipe) from
the center of the turbo to the centerline of the tail pipe. Secure the tail pipe support bracket and mounting
clamps at this time while maintaining this 34 degree angle.
e. Connect the induction tube to the compressor outlet and the induction air filter assemblyto the
compressor inlet.
f. If previously removed, install the overboost valveassemblyby the followingprocedure:
1. Install a new O-ringon the overboost mounting flange of the induction tube.
2. Position the overboost valve assembly on the mounting flange with the holes in the valve
aligningwith the holes in the flange.
3. Install the four bolts and secure with plain washersand self-lockingnuts.
f. Connect the oil supply and return lines to the turbocharger center section.
g. Install the engine cowling. (Refer to Paragraph 8-7.)
INTENTIONALLY LEFT BLANK
Revised: 8/10/80 2B4 POWER PLAN

2043
COMPRESSOR HOUSING MAIN DRIVE HOUSING TAIL PIPE
TUBRINE WHEEL
AMBIENT AIR
TURBOCHARGE AIR
EXHAUSTGAS
Figure 8-7. Schematic Diagram of Turbocharger System
Reissued: 10/11/79 POWER PLANT
2B5
Figure 8-8. Induction System Installation
8-27. ADJUSTMENT OF TURBOCHARGER. (Refer to Paragraph 8-60, Step b.)

NOTE: A complete inspection of the power plant system should be performed before any turbo
adjustments are made.
8-27a. V-BAND COUPLING 100-HOUR INSPECTION (Refer to Figure 8-8a.)
V-Band couplings are used in the turbocharger system.
Each 100 hours, inspect lockwiring on V-band couplings for condition and security. If lockwiring is
found broken, inspect T-bolt for stretching, cracking, or any other damage. Replace coupling as required.
Figure 8-8a. V-Band Coupling Inspection

2B6
8-28. INDUCTION SYSTEM AIR FILTER.

8-29. REMOVAL OF AIR FILTER. (Refer to Figure 8-8.)
a. Remove the side panel cowl on the right side of the engine.
b. Release the stud fasteners; remove the filter cover and withdraw the filter element.
8-30. CLEANING INDUCTION AIR FILTER.
The air filter element should be cleaned as often as it becomes dirty, everyday under severe dust
conditions. The filter element should be replaced if any holes or tears exist. When cleaning the filter, it is
good practice to remove the filter box assembly and clean with a solvent. Blow the assembly dry and
wipe with a clean cloth to remove all traces of dirt.
CAUTION: NEVER WASH THE FILTER ELEMENT IN ANY LIQUID OR SOAK IT IN OIL.
NEVER ATTEMPT TO BLOW OFF DIRT WITH COMPRESSED AIR.
To clean the filter, rap gently on a hard surface to remove embedded debris. Be careful not to
damage the sealing ends.
8-31. INSTALLATION OF AIR FILTER. (Refer to Figure 8-8.)
a. Install the filter box assembly if removed.
b. Position the filter element in the box assembly and secure the cover assembly with the stud fasteners.
NOTE: Check the induction system to be sure that no air leaks exist at any point that would allow
unfiltered air to enter the engine.
8-32. ALTERNATE AIR DOOR.
The alternate air door is located in the alternate air box to provide a source of air to the engine should
there be an air stoppage through the filter system. The following should be checked during inspection:
a. Check that air door seals are tight and the hinge and torsion spring are secure.
b. Adjust the control cable to position the roller on the arm assembly clear of the door in the closed
position. Check that when the cockpit control is in the closed position the door is properly seated in
the closed position.
c. Actuate the door by operating the control lever in the cockpit to determine that it is not sticking or
binding.
d. Check the cockpit control cable for free travel.
8-33. IGNITION SYSTEM.
8-34. MAGNETOS.
CAUTION: ASCERTAIN THAT THE PRIMARY CIRCUITS OF BOTH MAGNETOS ARE
GROUNDED BEFORE WORKING ON THE ENGINE.
NOTE: The magneto service instructions in this manual cover minor repairs and timing. For further
repairs and adjustments of the magnetos, it is recommended that the magneto manufacturer’s
service instructions be followed. (Refer to the latest revision of Continental Service Bulletin No.
M78-8 for additional ignition maintenance.)
NOTE: A pressurized magneto retrofit kit is available. Installation of this kit (764-921v) will provide
pressurized air to the magneto, thus improving ignition system operation and reducing the
frequency of ignition system maintenance. (Refer to Parts Catalog, P/N 761-589)

2B7
8-35. INSPECTIONOF MAGNETOS.

a. After the first 25 hour and 50 hour periods, and periodically thereafter, the contact assemblies
should be checked. Examine the points for excessive wear or burning. Points which have deep pits or
excessively burned areas should be discarded. Examine the cam follower felt for proper lubrication. If
necessary, points can be cleaned by using any hard finished paper. Clean breaker compartment with dry
cloth.
b. If engine operating troubles develop which appear to be caused by the ignition system, it is
advisable to check the spark plugs and wiringfirst before working on the magnetos.
c. Should the trouble appear definitely associated with the magneto, the most effectivemeasure is
to install a replacement magneto which is known to be in satisfactory condition and send the suspectedunit
to the overhaul shop for test and repair.
d. Should this not be possible, a visual inspection may disclose the source of trouble. Remove the
harness outlet plate from the magneto. Inspect for the presence of moisture and foreign matter on the
rubber grommet and high tension outlet side of the distributor block. Check height of block contact
springs. The top of the spring must not be more than 0.422 of an inch below the top of the tower as shown
in Figure 8-9. If the springsare broken or corroded, replacethem.
e. Inspect the distributor block for cracks or burned areas. The wax coating on the block should not
be removed. Do not use solvents.
f. Check for excess oil in the breaker compartment. If present, it may mean a bad oil seal or oil seal
bushing at the drive end. Check the magneto manufacturer's overhaul procedure.
g. Remove the breaker cover and harness securingscrewsand nuts and separate coverfrom magneto
housing. Check contact assemblies to see that cam follower is securely riveted to its spring. Examine the
contact points for excessive wear or burning. Figure 8-10 shows how the average contact point will look
when surfaces are separated for inspection. Desired contact surfaces have a dull gray, sandblasted (almos
rough) or frosted appearance over the area where electrical contact is made. This means that points are
worn in and mated to each other, thereby providing the best possible electrical contact and highest
efficiency of performance.
h. Minor irregularities or roughness of point surfaces are not harmful (refer to Figure 8-10, center),
neither are small pits or mounds, if not too pronounced. If there is a possibility of pit becoming deep
enough to penetrate pad, Figure 8-10, right, reject contact assembly.
NOTE
No attempt should be made to stone or dress contact points.

Should contact assembly have bad points or show excessivewear,
the complete contact assemblyshould be replaced.
i. Check the condition of the cam follower felt. Squeeze felt tightly between thumb and forefinger.
If fingers are not moistened with oil, re-oil using 2 or 3 drops of Bendix 10-86527 lubricant. Allow
approximately 30 minutes for felt to absorb the oil. Blot off the excess with a clean cloth. Too much oil
may foul contact points and cause excessive burning.
j. Inspect the felt washer in the distributor block for oil content. If the felt is dry, inspect the bronze
bushing for wear. (Refer to the latest revisionof the manufacturer'soverhaul instruction.) Oil felt washerwith
BendixDistributorBlock LubricantPart No. 10-391200.Blot excess oil from washeruntil flat surfacestake on
a "frosted" appearance and seat washer in its recess in block.
k. Check the capacitor mounting bracket for cracks or looseness. Using the Bendix 11-1767-1, -2
or -3 Condenser Tester or equivalent, check capacitor for capacitance, series resistance and leakage.
Capacitance shall be at least 0.30 microfarads. Series resistance should not be over 1ohm at 500 kc.
Revised: 3/16/81 POWERPLANT
2R8
Figure 8-8b. Magneto Assembly

2B9
1. Inspect coil leads for damagedinsulations and terminals for tightnessand solderedconnection.
m. Inspect impulse coupling parts for excessivewear. Particularlycheck clearancebetween cam and
flyweights of the cam assembly. Measure the clearance between the cam flyweights using the shank of a
new No. 18 drill (0.169 inch diameter). If the drill will fit between cam and flyweight as shown in Figure
8-11, the cam assembly must be replaced. Check clearance between both flyweights and the cam of each
cam assembly.
n. Check the clearance between each flyweight and each stop pin as follows:
1. Bend the end of a stiff piece of wire into a right angle 0.125 inch long (maximum).
2. Hold magneto as shown in Figure 8-12. Pull heel of flyweightoutward with the hooked wire
and make certain that feeler gauge of 0.010 inch minimum thickness will pass between stop pin and the
highest point of the flyweight.
NOTE
A true and accurate check of the clearance between flyweight and
stop pin can only be obtained by pulling the flyweight outward as
described above. Do not attempt the check by pushing in on
flyweight at point "A."
o. Check internal timing and reinstall and time magneto to engine.
8-36. REMOVALOF MAGNETO.

a. Remove the side accesspanel from the engine nacelle.
b. Disconnect the "P" lead from the magneto.
c. Remove the harness outlet plate from the magneto by removingthe four attaching screws.
d. Remove the two nuts and washers securingthe magneto to the engine accessoryhousing.
e. Pull the magneto from the engine.
8-37. MAGNETOTIMING PROCEDURE (INTERNAL TIMING). When installing or adjusting breaker
points and before timing the magneto to the engine, it is important that the internal timing of the magneto
be correct. The recommended method of checking the internal timing of the magneto is to use the Bendix
11-8150 Timing Kit using the procedure described in sub-paragraph a. However if a timing kit is not
available,the cast in timing marks in the breaker housingand a fabricated pointer may be used as described
in sub-paragraphb.
a. Check the internal timing with the Bendix 11-8150Timing Kit using the followingprocedure:
1. Remove the magneto from the engineand remove the contact point cover.
2. Loosen the nut securing the drive plate to the magneto shaft sufficiently in order to install
the Bendix 11-8465Rotor HoldingTool under the nut and flat washer as shown in Figure 8-13. Tighten the
nut enough to hold the tool securely.
3. Install the Bendix 11-8147 Plate Assembly to the breaker compartment of the magneto as
4. Remove the timing inspection plug from the top of the magneto and turn the rotating
magnet in the direction of normal rotation until the painted chamfered tooth on the distributor gear is
approximately in the center of the inspection window.Then turn it back until rotating magnet locates in its
neutral position. Tighten adjustment knob of 11-8465 Rotor HoldingTool, holding the rotating magnet in
the neutral position.
Reissued:10/11/79 POWERPLANT
2B10
MAX
Figure 8-9. Contact Spring Inspection
CAUTION
Tighten adjusting knob of rotor holding tool only enough to hold

magnet shaft firmly. Do not overtighten.
5. Install the Bendix 11-8149 Pointer Assembly on the cam screw and align pointer with the
zero degree mark on the timing plate.
6. Loosen adjusting knob of rotor holding tool and turn rotating magnet in normal direction of
rotation until pointer indexes with the respective 10 ° mark ("E" gap). Tighten adjustment knob of rotor
holding tool.
7. With the Bendix 11-9110 Timing Light or equivalent, adjust main breaker contacts to just
open at this position. Loosen holding tool and turn rotating magnet until breaker cam follower is on the
high point of the cam lobe. Tighten holding tool and measure contact clearance. It must be 0.018 ± 0.006.
If not, readjust breaker and recheck to be sure that contacts will open within "E" gap tolerance ± 4° .
Replace breaker assembly if "E" gap tolerances and contact clearance cannot be obtained.
8. After timing is complete, tighten breaker securing screws to 20 to 25 inch-pounds and
recheck settings. Remove timing kit parts.
b. The internal timing can be checked without a timing kit using the cast in marks in the breaker
compartment. These marks indicate "E" gap and limits (refer to Figure 8-15). The point in the center of
the "E" gap boss indicates the exact "E" gap position. The width of the boss on either side of the point is
the allowable tolerance of ± 4. In addition to these marks, the cam has an indented line across its end.
When the indented line is aligned with the mark at the top of the breaker housing, the rotating magnet is in
its "E" gap position. Check the timing using the following procedure:
1. Install the Rotor Holding Tool 11-8465 under the drive shaft nut and washer as shown in
Figure 8-13.
2B11
NORMAL POINT IS SMOOTH MINOR IRREGULARITIES WELL DEFINED MOUND

AND FLAT. SURFACE HAS SMOOTH ROLLING HILLS EXTENDING NOTICEABLY
DULL GRAY "SANDBLASTED" AND DALES WITHOUT ANY ABOVE SURROUNDING
APPEARANCE. DEEP PITS OR HIGH PEAKS. SURFACE. REJECT POINTS.
THIS IS A NORMAL CON-
DITION OF POINT WEAR.
Figure 8-10. Contact Points
Figure 8-11. Impulse Coupling
2B12
Figure 8-12. Flyweight Clearance of Impulse Coupling
NOTE
The rotor holding tool facilitates the timing procedure. However,

it is possible to manually hold the shaft at the specified angle
when setting the-breakers.
2. Turn rotating magnet in direction of rotation until painted chamfered tooth of distributor
gear is just becoming visible in timing window. Continue turning rotating magnet until line on end of cam is
aligned with mark at top of breaker housing. (Refer to Figure 8-15.) Tighten adjusting knob of the holding
tool to hold rotating magnet.
3. Fabricate a pointer as shown in Figure 8-16 and install the pointer under the cam screw so
the pointer indexes in the center of "E" gap position.
4. Connect the 11-9110 Timing Light or equivalent across breaker assembly. Adjust breaker
contacts to just open at this position.
5. Loosen holding tool and turn rotating magnet until cam follower is on high point of cam
lobe. Tighten holding tool and measure contact clearance. It must be 0.018 ± 0.006. If necessary, readjust
breaker. Check to be sure contacts open within "E" gap tolerance. Replace breaker assembly if "E" gap
tolerance and contact clearance-cannot be obtained. Tighten breaker screws to 20 to 25 inch-pounds and
recheck breaker settings.
2B13
Figure 8-13. Rotor Holding Tool Installed Figure 8-14. Timing Kit Installed
8-38. MAGNETO INSTALLATION AND TIMING PROCEDURE (MAGNETO TO ENGINE) (LTSIO IS

COUNTER-ROTATING). (Refer to Figure 8-17.)
a. TSIO timing marks are on the outer edge of the crankshaft counterweight blade between No. 2 and
No. 4 cylinders. The inspection plug between No. 2 and No. 4 cylinders on the left top side of the
crankcase must be removed to view the marks on the crankshaft. (Refer to Sketch A.)
1. Plug one spark plug hole of the No. 1 cylinder and place a thumb over the other plug hole.
Have a second person stand in front of the engine and turn the crankshaft in a
counterclockwise direction until pressure is felt on the thumb. No. 1 piston is coming up on the
compression stroke.
2. Remove the inspection hole plug and turn the crankshaft counterclockwise until the 20 degree
BTC mark appears in the center of the inspection hole. A timing device as described in the
latest revision of Service Bulletin M68-2, may also be used.
NOTE: Verify correct engine timing for the airplane being worked on by checking the engine
dataplate.
3. Remove the inspection hole plug from the magneto. Turn the magneto coupling until the
painted chamfered tooth on the distributor gear is approximately centered in the inspection
hole. Hold the magneto in its approximate installed position. Note carefully the position of the
coupling drive lugs.
4. Lubricate the gear support shaft with clean lubricating oil and install the drive gear assembly
so the slots of the coupling bushings will be in the approximate position for aligning with the
drive coupling lugs on the magneto.
5. Insert the retainer into the gear hub slot. Apply a film of Lubriplate grease to each of the new
rubber bushings and insert the bushings into the retainers, rounded long edges first.
6. Place a new gasket on the magneto flange. Install the magneto carefully so the drive coupling
lugs mate with the slots of the drive bushings. Install and snug down the two sets of attaching
screws. Do not tighten at this time.

2B14
Figure 8-15. Cast-in Timing Marks Figure 8-16. Fabricated Pointer
7. Breaker point opening may be checked by use of a suitable timing light. Tap the magneto case
with a non-marring hammer, counterclockwise (from the rear) to make certain the points are
closed. After the timing light indicates that the points are closed, tap the magneto lightly
clockwise until the points are open. Tighten the magneto attaching nuts.
8. Check timing by backing up crankshaft approximately 5 degrees and tapping gently forward
until the timing light indicates opening of breaker points. If timing is correct, the 20 degree
mark (midway between the 16 and 24 stamped on the crankshaft) will appear in the center of
the inspection hole. The crankshaft has punch marks in 2 degree increments with 16 and 24 at
each end. Tighten the magneto attachment nuts and replace the-plug in the inspection hole on
top of the engine.
b. LTSIO timing marks are on the outer edge of the crankshaft propeller flange. (Refer to Sketch B.)
1. Plug one spark plug hole of the No. 1 cylinder and place a thumb over the other plug hole. Have
a second person stand in front of the engine and turn the crankshaft in a clockwise direction
until pressure is felt on the thumb. No. 1 piston is coming up on the compression stroke.
2. Hold a machinist square so its base is along the crankcase vertical parting line above the
crankshaft and the arm of the square is pointing outward past the crankshaft propeller flange.
3. Turn the crankshaft clockwise until the 20 degree Before Top Center mark on the engine is
now in the advanced ignition firing position.
NOTE: Verify correct engine timing for the airplane being worked on by checking the engine
dataplate.
4. Remove the inspection hole plug from the magneto. Turn the magneto coupling unit. The
painted chamfered tooth on the distributor gear is approximately centered in the inspection
hole. Hold the magneto in its approximate installed position. Note carefully the position of the
coupling drive lugs.
5. Lubricate the gear support shaft with clean lubricating oil and install the drive gear assembly
so the slots of the coupling bushings will be in the approximate position for aligning with the
drive coupling lugs on the magneto.

2B15
6. Insert the retainer into the gear hub slot. Apply a film of Lubriplate grease to each of the
new rubber bushings and insert the bushings into the retainers, rounded log edges first.
7. Place a new gasket on the magneto flange. Install the magneto carefully so the drive
coupling lugs mate with the slots of the drive bushings. Install and snug down the two sets of attaching
screws. Do not tighten at this time.
.8. Breaker point opening may be checked by the use of a suitable timing light. Tap the
magneto case with a non-marring hammer counterclockwise from the rear to make certain the points are
closed. After the timing light indicates that the points are closed, tap the magneto lightly counterclockwise
until the points are open. Tighten the magneto attachment nuts.
POWER PLANT
Reissued: 10/11/79
2B16
REMOVE PLUG TO SEE TIMING MARKS.
TIMING MARKS LTS1-360-E

SKETCH B
TIMING MARKS
TS1-360-E
SKETCH
A VIEW A-A
Figure 8-17. EngineTiming Marks
8-39. HARNESSASSEMBLY.
8-40. INSPECTIONOF HARNESS.
a. Check the lead assemblies for nicks, cuts, mutilated braiding, badly worn section or any other
evidence of physical damage. Inspect the spark plug sleeves for chafing or tears and damaged or stripped
threads on coupling nuts. Check the compression spring to see if it is broken or distorted. Inspect the
grommet for tears. Check all the mounting brackets and clamps to see that they are secure and not cracked.
b. Should a harness problem be suspected, integrity of the harness wiring may be checked using an
ohmmeter, buzzer, or other suitable device such as the Bendix/ECD High Tension Lead Tester Kits, P/N
11-8950 or 11-8950-1; check each lead for continuity. If continuity does not exist, harness wire is broken
and must be replaced.
c. If an insulation failure is suspected, the condition of the insulation may be determined using the
Bendix 11-8950 and the 11-8950-1 High Tension Lead Tester Kits manufactured by the Electrical
Components Division, The Bendix Corporation, Sidney, New York.
d. Test Unit Preparation:
1. Install two "C" cells in the battery holder in accordance with correct position.
2. Check that red and black leads are open-circuited.
3. Depress PRESS-TO-TEST push-button switch.
4. Insure INDICATOR lamp flashes and GAP fires intermittently as long as PRESS-TO-TEST
switch is depressed.
5. Interconnect both red and black high voltage leads and again depress PRESS-TO-TEST
switch. INDICATOR lamp only should flash. GAP does not fire.
2B17
6. Disconnect black and red leads.

e. Insulation Test:
1. Attach clip of red high voltage test lead to ignition harness lead terminal.
2. Attach black test lead clip to lead ferrule.
3. DepressPRESS-TO-TESTpush-button switch.
4. Observe that INDICATOR lamp flashes and GAP fires intermittently as long as
PRESS-TO-TESTswitch is held depressed.
5. WheneverINDICATORlamp flashes and gap fails to fire, lead under test is defective.
6. When testing leads which are installed on an engine, it may be found that distributed
capacitance causes the tester to reject good leads if the tester and red test lead are allowed to lay in close
physical contact with the engine parts. For best results, keep the tester and the red high voltage lead well
clear of the grounded metal parts of the engine.
7. On some engines, leakage through the magneto distributor to the magneto coil may occur if
the distributor finger electrode is lined up with the lead under test. If this occurs, the tester will indicate a
rejection. Before final rejection of a lead which has one end connected to the magneto, turn the engine
slightly and repeat test to confirm the reading.
f. A second acceptable method for performing an insulation check is with a high voltage, direct
current tester such as the TAKK Model 86 or 86A or an equivalent direct current tester capable of
delivering a test potential of 10,000 volts. Connect ground lead of high voltage tester to outer shielding
braid of a single lead. Connect plug terminal. Turn tester ON and apply 10,000 volts. The insulation
resistance should be 100 megohms minimum. Proceed to check other leads of harness in the samemanner.
8-41. REMOVALOF HARNESS.
a. Disconnect the clamps that secure the wires to the engine and accessories.
b. Loosen the coupling nuts at the spark plugs and remove the insulators from the spark plug barrel
well. Use caution when withdrawing the insulator so that the insulator springwill not be damaged.
c. Place a guard over the harness insulators.
d. Remove the harness assemblyterminal plate from the magneto.
e. Remove the harness from the airplane.
8-42. MAINTENANCEOF HARNESS.

a. To replace contact springs,spring retainer assembliesor insulating sleeves,proceed as follows:
1. Using a Bendix 11-7073 Needleor a mechanicalpencil with the lead retracted, hook the end
of the contact spring as shown in Figure 8-18.
2. Using the needle or pencil, unscrew the spring.
3. Slide the insulatingsleeve and spring retainer assemblyoff the end of the lead assembly.
4. Replace the defective component and reassembleas follows:
(a) Fabricate a tool as shown in Figure 8-19 for installingthe insulating sleevesover the
cable terminals.
(b) Push the tool through insulating sleeveand springretainer assemblyas shown in Figure
8-20. Screw the cable terminal into the tool.
(c) Work the insulatingsleeveand springretainer assemblyinto position over the cable and
unscrew the tool. Install the contact springon the cable terminal.
NOTE
It may be necessary to lubricate the cable and insulating sleeve
with a thin film of Dow-Coming200 (200,000 centi-stokes) or
commercialgrade alcohol to facilitate assembly.

Issued: 9/4/74
2B18
Figure 8-18. Removing Spring From Lead Assembly
b. To replace one of the lead assemblies, proceed as follows:

1. Remove the clamps and brackets from the applicable lead assembly. Cut the cable ties from
the assembly and discard them.
2. Cut off the condemned lead flush with the outer surface of the cable outlet plate.
3. Grip the eyelet of the lead with a pair of pliers and pull the short length of conductor out of
grommet and cable outlet plate.
4. Using a 3 inch long, 0.270 of an inch diameter drift applied at outer surface of plate, drive
out tapered ferrule and remaining pieces of insulation and shielding.
5. To determine what length the new lead assembly should be cut to, proceed as follows:
(a) Measure the length of the condemned lead assembly. Move the coupling nut back on
the lead assembly and measure from the outer end of the ferrule at the spark plug end.
NOTE
Spare part leads are supplied in various lengths. Use a lead which is
longer than, but nearest to, the desired length.
6. Cut the lead assembly to the length determined in Step 5. Mark the ferrule on the spark plug
end of the lead with a metal stamp, scribe or rubber stamp to correspond with the correct cylinder number.
7. Starting at the spark plug location, thread the new cable through the grommets and clamps
as necessary for the correct routing of the cut end of the cable to the magneto location.
2B19
BRAZE DRILLNO. 47 IN DEEP

TAP 3-48
2- IN.
BLEND O.D. TO I.D.

POLISH O.D.
12.000 IN.
MAT: NO. 30 DRILL ROD OR EQUIVALENT
Figure 8-19. Assembly Tool
SPRING RETAINER ASSY
Figure 8-20. AssemblyTool Application
1.250
LENGTH
REQUIRED
Figure 8-21. Measuring Lead Assembly Length

2B20
8. Remove the cable outlet plate from the magneto. Support the plate securely and using
suitable cutting pliers,split and remove the eyelets from the leadsadjacent to the lead beingreplaced. When
splitting the eyelet, make certain that the wire strands are not cut. Removalof eyelets on adjacent leadswill
allow the grommet to be pulled away from the outlet plate to facilitate insertion of the new lead.
9. Assemble the lead to the cable outlet plate followingthe procedure in Steps 10 through 17.
CAUTION
Insure before every cutting or stripping procedure that braid has

not worked back on lead by grasping lead in one hand and sliding
the other hand firmly along lead toward the outlet plate. If braid
is improperly located on lead, the lead may be trimmed to the
wrong length.
10. Pass the lead through the proper hole in outlet plate. Position the Bendix 11-9596 or
equivalent Braid Cutting Backup Tube between the braided shielding and insulation to protect the
insulation. Cut enough braid from the lead to have 1-1/4 inch of insulation extending from end of braid.
CAUTION
Be sure the cutting backup tube is completely under the point at

which the cut is to be made to prevent cutting or nicking
insulation.
11. Slide inner ferrule under the braid. The braid should cover approximately two-thirds of the
ferrule taper. Remove the blue silicone coating from the end of the braid over ferrule by lightly scraping
with a knife or wire brush.
CAUTION
When removing silicone coating, care should be taken not to
damage the braided wire shielding.
12. Pull the lead assemblyback through cable outlet plate until cleaned braid binds in the outlet
well. Position the Bendix 11-7074Ferrule SeatingTool (Figure 8-22) over the insulation and firmly seat the
ferrule by tapping the seating tool with a hammer or by using an arbor press.
13. Measure 1/2 inch from tapered ferrule and strip remaininginsulation from wire. (Refer to
Figure 8-23.)
14. Insert Bendix 11-7073Needle (Figure 8-24) through the small hole of the grommet and over
the stripped end of the wire. (Refer to Figure 8-25.) Slide grommet down needle until it seats tightly
against the tapered ferrule.
15. Cut the wire 3/8 inch from the top of the grommet outlet. (See Figure 8-26.) Double the
wire over as shown in A of Figure 8-27. Slide the eyelet over the doubled wire until it is firmly seated in the
recess of the grommet outlet.

2B21
0.50
2.750
2.375
0.250
MATERIA L - BRASS
Figure 8-22. Ferrule Seating Tool Figure 8-23. Measuring Wire From Top of Ferrule
1-7073 NEEDLE
2.031
0.095 DIA
0.047 SPHERICAL RAD 0.047 DIA

2 PLACES
Figure 8-24. Needle Figure 8-25. Installing Grommet

Over Lead Assemblies
2B22
Figure 8-26. Lead Assembly Installed in Grommet Figure 8-27. Wire Doubled Over
For Installation of Eyelet
16. Using a suitable crimping tool or equivalent, crimp the eyelet to the wire. Approximately
1/32 inch of wire should extend from the end of the eyelet after crimping. See B of Figure 8-27.
NOTE
If the crimping tool is not available, a satisfactory connection can

be made by soldering with Kester Flux 709 or equivalent and a
non-corrosive solder. After soldering, clean solder joints using
denatured alcohol.
17. Install the clamps and cable ties, as necessary, to secure the lead to the engine.
CAUTION
Leads should be dressed away from hot spots, such as manifolds

and sharp edges which cause chafing.
POWER PLANT
Reissued: 10/11/79
2B23
2015
UPPER SPARK PLUGS
ON
LEFT IGNITION RIGHT

MAGNETO SWITCHES MAGNETO
LOWER SPARK PLUGS
ENGINE FIRING ORDER:

LTSIO-360-E - 14-5-2-3-6
TSIO-360-E - 1-6-3-2-5-4
MAGNETO FIRING ORDER:

1-2-3-4-5-6
Figure 8-28. Ignition Schematic
2B24
2C1
8-43. INSTALLATION OF HARNESS. Before installing the harness plate on the magneto, check the
mating surfaces for cleanliness. Spray the entire face of the grommet with a light coat of Plastic Mold
Spray, SM-O-O-THSilicone Spray or equivalent. This willprevent the harness grommet from sticking to the
magneto distributor block.
a. Place the harness terminal plate on the magneto and tighten the nuts around the plate alternately
to seat the cover squarely on the magneto. Torque the nuts to 18 to 22 inch-pounds.
b. Route the ignition wires to their respectivecylinders as shown in Figure 8-28.
c. Clamp the harness assemblyin position.
d. Connect the leads to the spark plugs.
8-44. SPARKPLUGS.
8-45. REMOVALOF SPARKPLUGS.
a. Loosen the coupling nut on the harness lead and remove the terminal insulator from the spark
plug barrel well. (A crows foot adapter is needed to remove the lower spark plugs.)
NOTE
When withdrawing the ignition cable lead connection from the

plug, care must be taken to pull the lead straight out and in line
with the centerline of the plug barrel; otherwise, a side load will be
applied which frequently results in damage to the barrel insulator
and connector. If the lead cannot be removed easily in this
manner, the resisting contact between the neoprene collar and the
barrel insulator will be broken by a rotary twisting of the collar.
Avoid undue distortion of the collar and possible side loading of
the barrel insulator.
b. Remove the spark plug from the engine. In the course of engine operation, carbon and other
combustion products will be deposited on the end of the spark plug and will penetrate the lower threads to
some degree. As a result, greater torque is frequently required for removinga plug than for its installation.
Accordingly, the torque limitations given do not apply to plug removal, and sufficient torque must be used
to unscrew the plug. The higher torque in removal is not as detrimental as in installation, since it cannot
stretch the threaded section. It does, however, impose a shearing load on this section and may, if
sufficiently severe,produce a failure in this location.
NOTE
Torque indicating handle should not be used for spark plug
removal because of the greater torque requirement.
c. Place spark plugs in a tray that will identify their position in the engine as soon as they are
removed.
NOTE
Spark plugs should not be used if they have been dropped.

2C2
234
Figure 8-29. RemovingFrozen Spark Plug
d. Removal of seized spark plugs in the cylinder may be accomplished by application of liquid
carbon dioxide by a conical metal funnel adapter with a hole at the apex just large enough to accommodate
the funnel of a C02 bottle. (Refer to Figure 8-29.) When a seized spark plug cannot be removed by normal
means, the funnel adapter is placed over and around the spark plug. Place the funnel of the C02 bottle
inside the funnel adapter and release the carbon dioxide to chill and contract the spark plug. Break the
spark plug loose with a wrench. A warm cylinder head at the time the carbon dioxide is applied will aid in
the removal of an excessively seized plug.
e. Do not allow foreign objects to enter the spark plug hole.
8-46. INSPECTION AND CLEANING OF SPARK PLUG.

a. Visually inspect each spark plug for the following non-repairable defects:
1. Severely damaged shell or shield threads nicked up, stripped or cross-threaded.
2. Badly battered or rounded shell hexagons.
3. Out-of-round or damaged shielding barrel.
4. Chipped, cracked or broken ceramic insulator portions.
5. Badly eroded electrodes worn to approximately 50% of original size.
b. Clean the spark plug as required, removing carbon and foreign deposits.
c. Set the electrode gap per the latest revision of Teledyne Continental Aircraft Engine Service Bulletin
M77-10.
d. Test the spark plug both electrically and for resistance.
2C3
THIS PAGE INTENTIONALLY LEFT BLANK
2C4
8-47. INSTALLATION OF SPARK PLUGS. Before installing spark plugs, ascertain that the threads
within the cylinder are clean and not damaged.
a. Apply anti-seize compound sparingly on the threads and install gasket and spark plugs. Torque
360 to 420 inch-pounds.
CAUTION
Make certain the deep socket is properly seated on the spark plug
hexagon as damage to the plug could result if the wrench is cocked
to one side when pressure is applied.
b. Carefully insert the terminal insulator in the spark plug and tighten the coupling unit.
8-48. LUBRICATION SYSTEM.
8-49. DESCRIPTION. The oil system is a wet sump. force feed system with a capacity of 8 quarts. A
conventional dipstick is provided for determining the oil quantity.
When the engine is running. oil is drawn through a screen and pick up tube which extends from the
sump to a port in the crankcase. Oil then flows to the inlet of the gear type. engine driven oil pump and is
forced under pressure through the pump outlet. A pressure relief valve prevents excessive oil pressure by
allowing excess oil to be returned to the sump. After leaving the pump, the oil under pressure enters a full
flow filter and is passed onto the oil cooler. If the filter element becomes blocked. a bypass relief valve will
open to permit unfiltered oil to flow to the engine. An oil temperature control unit allows oil to bypass the
oil cooler when the oil is cold. Some oil flows through the cooler to prevent congealing in cold weather.
When the oil temperature reaches approximately 170° F. the oil temperature control unit actuates to close
off the cooler bypass forcing the oil to fow through the cooler.
From the oil cooler oil enters the crankcase where it is directed to the bearing surfaces and other
engine components requiring lubrication and cooling. The propeller governor boost engine oil pressure for
operation of the propeller. A tap in the side of the crankcase supplies oil pressure for lubrication of the
turbocharger bearings. Oil is carried to the turbocharger through an external line. After lubricating the
turbocharger bearings it is drawn into a scavenge pump and forced back to the oil sump. Oil within the
engine drains. by gravity. back into the sump.
I Added: 8/10/80 POWER PLANT
2C5
Figure 8-30. Lubrication System Maintenance Points
8-50. OIL FILTER REPLACEMENT. (Refer to Figure 8-30.)

The oil filter element should be replaced after each 50 hours of engine operation or every four months,
whichever comes first. The filter element is mounted on the lower portion of the engine accessory case.
Replace the filter element as follows:
a. Remove the lockwire between the nut on the filter and the oil filter adapter and unscrew the filter
element.
b. Before installing a new filter, lubricate the gasket on the filter with engine oil.
c. Torque the filter 18 to 20 foot-pounds or 3/4 to 1 full turn after the gasket makes contact.
CAUTION: DO NOT OVER TORQUE.
d. Run the engine and check for oil leaks; then install lockwire between nut on filter and adapter.

2C6
8-51. ENGINEFUEL SYSTEM.
8-52. DESCRIPTION.The fuel injection system is a multi-nozzle,continuous flow, altitude compensating

system that regulates fuel flow to match engine operating conditions. The system consists of an engine
driven fuel pump, a throttle body, a fuel manifold valve and fuel dischargenozzles.
The engine driven fuel pump is a positive displacement, rotary vane type pump with an integralvapor
separator and altitude compensatinganeroid valve.
The throttle body consists of a rotary valvemetering unit attached to an air throttle that controls the
flow of air to the engine. The position of the cam shaped edge of the rotary valveacross the fuel delivery
port and engine driven pump controls the fuel flow to the manifold valve and nozzles, thus controllingthe
fuel-air ratio.
The fuel manifold valve is the central point for dividing fuel to the individualcylinders. A diaphragm
and plunger valve within the manifold valve raises or lowers by fuel pressure to open or close the individual
fuel supply ports simultaneously.
The fuel dischargenozzles are an air bleed type nozzle with a calibrated orifice. A nozzle is installedin
the cylinder head outside each intake valve for each cylinder.
8-53. FUEL INJECTIONSYSTEMMAINTENANCE.
a. Check all attaching parts for tightness.
b. Check all fuel lines for leaks, evidence of damage, or chafing by metal to metal contact.
c. Check control connections, levers,and linkagesfor safety.
d. Inspect nozzles for cleanlinesswith particular attention to air screens and orifices. Use a standard
1/2 inch spark plug type deep socket to remove nozzles. Do not remove shield to clean air screens. Do not
use wire or other object to clean orifices. To clean nozzles, remove from engine and immerse in fresh
cleaningsolvent. Usecompressedair to dry.
e. Unscrew strainer plug from fuel injection control valve and clean screen in solvent. Reinstall,
safety, and check for leaks.
f. During periodic lubrication, add a drop of engine grade oil on each end of the air throttle shaft
and each end of the linkage between the air throttle and fuel meteringvalve.
at
NOTE
Do not use any form of thread compound on fuel line fittings. Use
only a fuel soluble lubricant such as engine oil.

2 7
FUEL TANK
Figure 8-31. SchematicDiagramof Fuel Injection System

2C8
1. INJECTION MIXTURE OUTLET

2. O-RING
3. CALIBRATED ORIFICE
2 4. RAM AIR INLET
5. FUEL INLET
Figure 8-32. Fuel Injector NozzleAssembly
8-54. FUEL INJECTORNOZZLEASSEMBLY.

8-55. REMOVALOF FUEL INJECTORNOZZLES.
a. Remove the cowlingside accesspanels.
b. Disconnectthe fuel line and removethe ram air line from the nozzle.
c. Use a standard 1/2 inch spark plug type deep socket to remove the nozzle.
8-56. CLEANINGAND INSPECTIONOF FUEL INJECTORNOZZLES.
a. To clean the nozzles immersein fresh cleaningsolvent,use compressedair to dry.
CAUTION
Do not use wire or other objects to clean orifices.
b. Inspect the nozzles for cleanliness; pay particular attention to the orifices. Check the condition
of the nozzle and cylinder threads.
8-57. INSTALLATIONOF FUEL INJECTORNOZZLES.

a. Carefully start the nozzles by hand to prevent cross-threading.Torque nozzle to 60 inch-pounds.
b. Connect the fuel line to the nozzle.
c. Reinstall cowlingside panels.
2C9
WOODWARD GOVERNOR
HARTZELL GOVERNOR
MIXTURE CONTROL THROTTLE CONTROL
Figure 8-33. Engine Controls

2C10
8-58. ENGINEAND PROPELLERCONTROLS.
8-59. RIGGINGTHROTTLE,MIXTUREAND GOVERNORCONTROLS. (Refer to Figure 8-33.)

a. Rig the throttle control as follows:
1. Place the quadrant throttle lever full forward.
2. With the control arm on the fuel-aircontrol unit in the full throttle position, rig the throttle
quadrant lever to provide a minimumof .032 inches clearance from the forward stop. With the control arm
at the idle stop, the quadrant throttle lever must have a minimum clearance of .032 inches from the aft
stop.
NOTE
Both throttle controls must be within .25 of an inch in alignment
in the aft position and within 1/2 a knob width in the full forward
position.
b. Rig the propeller control as follows:
1. Place the propeller control lever full forward.
2. With the propeller governor control arm in the low pitch (high RPM) position, rig the
quadrant control lever to provide .047/.032 inchesclearance from the forward stop.
c. Rig the mixture control as follows:
1. Place the mixture control lever full forward.
2. With the mixture control arm on the engine fuel pump in the full rich position, rig the
quadrant mixture lever to provide a minimum of .032 inches clearance from the forward stop.
3. With the mixture control arm at idle cut-off, the quadrant mixture lever must have a
minimumof .032 inches clearance from the aft stop.
NOTE
Both the mixture and propeller controls must be within .25 of an

inch in alignment in the full forward position and within 1/2 a
knob width in the full aft position.

2C11
A276 ON EXPOSED ADJUSTING SCREW REMOVE PUTTY FROM BOSS REMOVE PLUG AND CONNECT
WHICH INCORPORATES THE ADJUSTING SCREW. USE THIS GAUGE FOR SETTING UP
I LOCATIONFORALL FUTUREIDLE MIXTUREADJUSTMENTS. REFER UNMETERED FUEL.
TO THE LATESTREVISION OFTCM SERVICE BULLETINM76-17. IDLE
THROTTLE ARM STOP
MIXTURE ADJUSTMENT CW-LEAN AND CCW-RICH.
IDLE SPEED
STMENT
CW - INCREASE RPM
CCW- DECREASERPM
MIXTURECONTROLUNIT
ON EXPOSED ADJUSTING SCREWTURN IDLEMIXTUREADJUSTING

SCREW FULL IN UNTIL IT SEATS. FILL THE ADJUSTING SCREW
BOSS WITH HARDENING PUTTY. USE ABOVE LOCATION FOR
I
THROTTLE CONTROL FUTURE ADJUSTMENTS. REFER TO LATEST REVISION OF TCM
SERVICE BULLETINM76-17.
LEFT SIDE RIGHT SIDE
Figure 8-34. Idle Speed and Mixture Adjustment Points
8-60. ENGINE SETUP PROCEDURES. The following procedures should be used to check and
adjust the power plants to maintain the required operating limits and insure obtaining good setup results. It is
important that the following leak check be made before proceeding with any actual system adjustments:
a. Leak Check - Gauge Lines:
1. Disconnect manifold pressure line at air throttle body, compressor discharge pressure line at
manifold valve and fuel pressure line at manifold valve.
2. Connect surgical tubing to the compressor discharge pressure line and evacuate the line until a
10 gallon per hour (maximum) positive indication on the fuel flow gauge is obtained. Clamp off the tubing and
observe the gauge for a steady reading. Any change of this reading would indicate a leak in the system, which
must be repaired prior to continuing with the setup procedures.
NOTE
A static system test unit can be used to leak check these lines.
3. Check the fuel pressure and manifold pressure lines in the same manner as given in Step 2,
except apply positive pressure to the lines. Do not exceed 4 pounds per square inch (psi) on the fuel
pressure gauge, or 4 inches of mercury (In. Hg) increase on the manifold pressure gauge.
4. Reconnect and tighten the manifold pressure, compressor discharge pressure and fuel pressure
lines.
5. The difference in the static reading on the manifold pressure gauges should not exceed 1/2
in. Hg.
6. To reduce the possibility of trapped air in the fuel pressure lines, disconnect the fuel pressure
line at the rear of the fuel flow gauge and activate the auxiliary fuel pump long enough to purge the lines; then
reconnect the lines.
2C12
b. Exhaust Bypass Check: Ascertain that the exhaust bypass adjusting screw has from eight to nine
threads showing below the jam nut. This screw is preset at the factory and should not require any
adjustment, unless it is known that critical altitude is not correct; in this case, use procedure given in Step
k. (Refer to Figure 8-36.)
c. Idle Performance Check:
NOTE
It is extremely important that both engines are thoroughly
warmed up, operated and adjusted together to keep them
matched. However, excessive engine temperatures must be avoided
since setup temperature must closely parallel temperatures in
flight.
1. Remove the cap from the tee fitting on the right side of the throttle body. (Refer to Figure
8-34.)
2. Install a 0-60 psig calibrated pressure gauge (vented to the atmosphere) to the tee, using a
suitable length of flexible tube. The gauge should always be at the same level as the fuel manifold valve
when checking fuel pressure.
3. Purge the air from the tube.
CAUTION
During all engine operations outlined in these instructions, exercise

CAUTION to avoid harm or damage to personnel and equipment
by propeller blast and rotating propeller blades. When required to
make adjustments to the engine in close proximity to the propeller
arc, shut the engine down before making adjustments.
d. Check and Adjustment of Idle Fuel Pressure:
NOTE
The following setup procedure is accomplished with the boost

pumps OFF, the engines thoroughly warmed up and adjusted
together to keep them matched.
1. Back off the idle speed adjusting screw two turns. (Refer to Figure 8-34.)
2. Start both engines and warm them up at 1,500 to 1,800 RPM until the oil pressures are in
the green arc, cylinder head temperatures are in the lower one-quarter of the green arc, and the oil
temperatures are 160° to 180°F.
3. While maintaining 700 25 RPM, set the idle fuel pressure at 6.5 0.25 psi by adjusting the
idle pump adjustment screw (refer to Figure 8-35, item 6); clockwise adjustment increases pressure;
counterclockwise adjustment decreases pressure.
e. Check and Adjustment of Idle Mixture: (Refer to Figure 8-34.)
1. Operate the engine at 1,500 to 1,800 RPM until cylinder head temperatures are in the lower
one-quarter of the green arc, and the oil temperatures are 160° to 180° F.
2. Reduce the engine speed and stabilize it at 700 ± 25 RPM.
3. Slowly, but positively, move the mixture control from the full rich position to the idle.
The engine speed should increase 75 RPM minimum, 100RPM maximum before beginningto drop toward
zero. Move the mixture control back to full rich before the engine stops.

2C13
4. If the engine speed increase is less than 75 RPM, adjust the idle mixture adjustment to enrich
the mixture (counterclockwise). If the engine speed increase is more than 100 RPM, adjust the idle mixture to
lean the mixture (clockwise).
5. After each adjustment, increase RPM to 1500-1700 for 10 seconds to "clean the engine out".
6. Double check idle fuel pressure after adjusting idle mixture.
NOTE
Any adjustment of the idle fuel pressure or idle mixture will proba-
bly change the other reading. Continue to adjust and cross-check
until both are correct.
f. Check and Adjustment of Idle Speed: (Refer to Figure 8-34.)

1. With the idle fuel pressure and idle mixture set in accordance with instructions given in
Steps "d" and "e," cylinder head temperatures in the lower one-quarter of the green arc, and oil
temperatures at 160° to 180F, set engine speed at 700 25 RPM.
2. Adjust the idle speed adjusting screw until contact is made with the throttle arm stop.
NOTE
After final adjustment, recheck the idle fuel pressure, idle mixture
and idle speed to ascertain that all are within specifications given in
previous steps.
g. Check and Adjustment for Full Power Performance: (Refer to Figure 8-35.)
CAUTION
Before attempting full power checks, be sure that the brakes are
properly maintained and set, and that the ground conditions will
not permit the wheels to slip during full power check.
NOTE
Fuel flows are given for sea level density altitude. Use Chart VIII-IV
to interpolate correct fuel flow for the actual engine RPM.
1. Run both engines at 39.8 to 40.0 in. Hg. manifold pressure (overboost lights activated), and
beat synchronize the engines at 2,500 to 2,575 RPM using the propeller governor controls. Readjust the
throttle controls as required to maintain 39.8 to 40.0 in. Hg. manifold pressure on both engines.
2. Fuel flow should be 21.5 to 22.0 gallons per hour (gph), for each engine with the mixture
controls in the full rich position. Within this range, the readings shall match.
3. Observe the 0-60 calibrated gauge to cross check performance. High unmetered pressure
should be 42-45 psi.
4. If adjustment is required, shut the engine down, loosen the jam nut on the adjusting screw
located on the aneroid housing of the fuel pump. (Refer to Figure 8-35, item 2.) Clockwise adjustment
decreases fuel flow reading; counterclockwise adjustment increases fuel flow reading; one full turn will cause a
1.0 to 1.5 gph change. Use CAUTION when loosening and tightening the jam nut so as not to change settings.
2C14
NOTE
If other than minor adjustments are required to the fuel flow, a

complete investigation of interface systems is required.
5. Restart the engines and recheck the high end fuel flow.
6. Recheck the idle settings per instructions c, d, e and f, and adjust as required.
7. Recheck Full Power Fuel Flow settings per instruction g, and adjust system as required.
8. With engines operating at 2575 RPM (39.8 to 40 in. Hg manifold pressure), lean the mixture to
obtain 21 gph fuel flow readings. The unmetered fuel pressure on the calibrated pressure gauge should be 37 to
40 psi.
h. Checking Fuel System Match:
1. Set propeller governors to maintain 1900 to 2000 RPM and open throttles slowly, increasing
engine speed until reaching 40 in. Hg manifold pressure. Keep engine speeds beat synchronized.
2. Slowly reduce manifold pressures, keeping needles matched and observe fuel flows. A
properly adjusted system will track fuel flows within a needles width of each other.
NOTE
The key to keeping engines and fuel systems matched is beat

synchronizing of both engines and operating them together to
keep temperatures equal. Adjusting engines singly seldom
produces a good match.
i. Remove test equipment; safety wire the exhaust bypass screw and check nut to the bypass screw
housing; reinstall the cap on the tee of the throttle body housing.
j. The accuracy of the cockpit fuel flow gauge at maximum power can be checked against a
calibrated gauge by connecting the calibrated gauge at the manifold valve and maintaining the gauge on the
same level as the valve while checking pressures and using Chart VIII-V.
NOTE
The calibrated gauge fuel line must be purged of air, and the
reference side of the calibrated gauge vented to turbo discharge
pressure.
k. Flight Test: A complete flight test should be made for final adjustments of fuel flow and bypass
valve. The following steps should be followed:
1. At 8,000 feet density altitude, set the engines to operate at 2,450 25 RPM and 31.0 to
32.0 in. Hg manifold pressure.
2. Lean each engine to 25°F rich of peak exhaust gas temperature (EGT). (Peak EGT may not
be the same for both engines; however, the difference should not exceed 50°F.)
3. Fuel flow at these conditions should be 11.0 to 12.0 gph.
4. Place the aircraft in a climb altitude with full rich mixture, cowl flaps open, full throttle (2575 +
25 RPM). Manifold pressure 39.8-40.0 in. Hg (overboost annunciator lights illuminated) and airspeed 105
mph.
5. Continue to climb until overboost annunciator lights go out (indicating critical altitude). As
the lights go out note fuel flow, indicated altitude and OAT.
6. Fuel flow at critical altitude should be 23.0-25.0 GPH and density altitude 11,500minimum to
12,500 maximum.
POWER PLANT Reissued: 10/11/79
2C15
A182
1. MIXTURE CONTROL
2. FULL POWER FUEL PRESSURE ADJUSTMENT
3. PRESSURE-DECK
4. FUEL PUMP INLET
5. VAPOR RETURN
. IDLE PRESSURE RELIEF VALVE ADJUSTMENT
7. FUEL PUMP OUTLET
Figure 8-35. Sectional View of Altitude Compensating Fuel Pump Assembly
7. If a discrepancy in critical altitude was noted, adjust the exhaust bypass valve. (Turning the
exhaust bypass valve screw one full turn will alter the critical altitude approximately 1,000feet.) Adjustments
of critical altitude in excess of 500 feet may require retrimming of the fuel flows at 100% power.
8. With full rich mixture, cowl flaps open, 2,575 ±25 RPM, 105 MPH airspeed, and 1,000to 3,000
feet density altitude, check the operation of the manifold pressure relief valve. Slowly advance one throttle to
the wide open position. The manifold pressure shall stabilize between 42.0 and 44.0 in. Hg; there shall be no
loss of power, and the fuel flow indication shall be well over the red line. Do not exceed 40.0 in. Hg manifold
pressure for more than ten seconds. Repeat this check on the other engine.
NOTE
Idle speed and idle mixture indication is a function of engine

temperatures. Therefore, at normal ground idle temperatures
(cylinder and oil temperature indications may or may not be "in
the green") idle speed will be approximately 700 RPM, and the
idle mixture check will result in a 25 to 50 RPM increase in engine
speed.
2C16
2013
PRESSURE
-40 IN. HG.MANIFOLD
- FULLRICHMIXTURE
23.0
22.5
22.0
21.5
21.0-
20.5
20.0
2350 2400 2450 2500 2550

R.P.M.
TABLE VIII-IV FUEL FLOWVS. ENGINESPEED
2C17
160
NOTE - Pressure mustbe takenat manifold valveand
pagemust be vented to turbo discharge pressure.
I
TOLERANCE± .25 p
120
100
i
60
40
12 14 16 18 20
METERED FUEL PRESSURE - psi
TABLE VIII-V METEREDFUEL ASSEMBLYCALIBRATION

A24
EXHAUSTBYPASS
VALVE SCREW
CLOCKWISE- INCREASE
COUNTERCLOCKWISE - DECREASE
Figure 8-36. Exhaust Bypass Valve Screw
2C18
WARNING - Continuous operation at fuel flows lower

than 25 F rich of peak. T.I.T. isprohibited
for all conditions
150 Continuous operation T.I.T.
at in in excess
of 1650F is prohibited
140
110
90
60
60 80 100 120 140 160 180 200 220

BRAKE HORSEPOWER
30 40 50 60 70 80 90 100
PERCENT SEA LEVEL POWER
TABLE VIII-VI LIMITS- FUEL FLOW VS. BRAKE H.PP.
2C19
TABLE VIII-VII TROUBLESHOOTINGCHART(ENGINE)
Engine will not No fuel gaugepres- Check fuel control for proper position, auxiliary
start. sure - no fuel to pump "ON" and operating, feed valvesopen. Fuel
engine. filters open and tank fuel level.
Have gaugepressure - Turn off auxiliary pump and ignition switch; set
engine flooded. throttle to "FULL OPEN" and fuel control to
"IDLE CUTOFF," and crank engine to clear cylin-
ders of excess fuel. Repeat starting procedure.
Have gaugepres- Checkfor bent or loose fuel lines. Loosen line

sure - no fuel to at fuel nozzle. If no fuel shows, replace fuel
engine. manifold valve.
Engine starts but Inadequate fuel to Set fuel control in "FULL RICH" position; turn
fails to keep fuel manifold valve. auxiliarypump "ON," check to be sure feed lines
running. and filters are not restricted. Clean or replace
defectivecomponents.
Defectiveignition Checkaccessibleignition cables and connections.
system. Tighten loose connections. Replace defective
spark plugs.
Engine runs rough Improper idle mix- Readjust idle setting. Turn adjustment screw
at idle. ture adjustment. clockwiseto lean mixture and counterclockwise
to richen mixture.
Fouled spark Removeand clean plugs, adjust gaps. Replace

plugs. defective plugs.
Dischargenozzle Check for bent or loose connections. Tighten

air vent manifold loose connections. Check for restrictions and
restricted or de- replacedefective components.
fective.
CONTINUED ON NEXT PAGE
2C20
TABLE VIII-VII TROUBLESHOOTINGCHART(ENGINE)(cont.)
Engine has poor Idle mixture too Readjust idle mixture.

acceleration. lean.
Incorrect fuel-air Tighten loose connections. Service air cleaner.

mixture, worn con-
trol linkage or
restricted air
cleaner.
Defective ignition Check accessible cables and connections. Replace

system. defective spark plugs.
Malfunctioning Check operation; listen for unusual noise. Check

turbocharger. waste gate valve and for exhaust system defects.
Tighten loose connections.
Engine runs rough Improper fuel-air Check manifold connections for leaks. Tighten
at speeds above mixture. loose connections. Check fuel control for
idle. setting and adjustment. Check fuel filters and
screens for dirt. Check for proper pump pressure
and readjust as necessary.
Restricted fuel Remove and clean all nozzles.

nozzle.
Ignition system and Clean and regap spark plugs. Check ignition cables
spark plugs de- for defects. Replace defective components.
fective.
Engine lacks Incorrectly adjusted Check movement of linkage by moving control from
power, reduction throttle control, idle to full throttle. Make proper adjustments and
in maximum man- "sticky" linkage replace worn components. Service air cleaner.
ifold pressure or dirty air cleaner.
or critical al-
titude. Improperly adjusted Check waste gate adjustment. (Refer to Paragraph
waste gate valve. 8-61.)
2C21
TABLE VIII-VII TROUBLESHOOTINGCHART (ENGINE)(cont.)
Enginelacks Defectiveignition Inspect spark plugs for fouled electrodes heavy

power, reduction system. carbon deposits, erosion of electrodes, improperly
in maximum man- adjusted electrode gaps and crackedporcelains. Test
ifold pressure plugs for regular firing under pressure. Replace
damaged or misfiring plugs. Refer to the latest
or critical al-
titude. (cont.) revision of Teledyne Continental Aircraft Engine
Service Bulletin M77-10for correct spark plug gap.
Loose or damaged Inspect entire exhaust system to turbocharger for
exhaust system. cracks and leaking connections. Tighten connections
and replace damaged parts.
Loose or damaged Inspect entire manifold system for possible leakage

intake manifolding. at connections. Replace damagedcomponents; tighten
all connections and clamps.
Fuel nozzles Inspect fuel nozzle vent manifold for leaking

defective. connection. Tighten and repair as required. Check
for restricted nozzles and lines and clean or
replace as necessary.
Malfunctioning Check for unusual noise in turbocharger. If mal-

turbocharger. function is suspected, remove exhaust and/or air
inlet connections and check rotor assemblyfor
possible rubbing in housing, damagedrotor or de-
fective bearings.Replace turbocharger if damage
is noted.
Exhaust system gas Inspect exhaust system for gas leakage,gaskets

leakage. at turbine inlet flanges,etc., and correct.
Revised:3/16/81 POWERPLANT
2C22
Low fuel pressure. Restricted flow to Check mixture control for full travel. Check for
fuel meteringvalve. restrictions in fuel filters and lines; adjust
control and clean filters. Replace damaged parts.
Fuel nozzle vent Checkventing system for leaks at connections and
system defective other defects. Tighten connections and replace
causingimproper defective parts.
pressure regula-
tion.
Fuel control lever Check operation of throttle control and for possible
interference. contact with coolingshroud. Adjust as required to
obtain correct operation.
Incorrect fuel in- Check and adjust usingappropriate equipment.
jector pump adjust- Replace defective pump.
ment and operation.
Defective fuel in- Replacepump if cleaningand lappingvalvedoes not
jector pump relief correct problem.
valve.
Air leakagein fuel Locate causeof leakageand correct.
pump pressurization
line.
High fuel Restricted flow be- Check for restricted fuel nozzles or fuel manifold
pressure. yond fuel control valve.Clean or replacenozzles. Replace defective
assembly. fuel manifold valve.
Defectiverelief Check fuel injector pump control line from turbo-

valve operation charger for loose connections and defects. Tighten
in fuel in- connections, replacedamaged line.
jector.
2C23
High fuel Restricted re- Replace pump.

pressure. circulation pas-
(cont.) sage in fuel in-
jector.
Air leakagein fuel Locate cause of leakageand eliminate.
gaugevent pres-
surization line.
Fluctuating fuel Vapor in fuel Normally operating the auxiliary pump willclear
pressure. system. system. Operate auxiliarypump and purge system.
Fuel gaugeline leak Purge gaugeline and tighten connections.

or improperly purged
lines.
Low oil pressure Insufficient oil in Add oil or change oil to proper viscosity.
on engine gauge. oil sump, oil dilu-
tion or usingim-
proper grade oil for
prevailingambient
temperature.
High oil temper- Defectivevernathermvalve in oil cooler; oil
ature. cooler restriction. Replace valveor clean oil
cooler.
Leaking,damaged or Check for restricted lines and loose connections,

loose oil line con- and for partially pluggedoil filter and screens.
nections - Re- Clean parts, tighten connections, and replace
stricted screens defective parts.
and filter.
Reissued:10/11/79 POWER PLANT
2C24
TABLEVIII-VII TROUBLESHOOTINGCHART(ENGINE)(cont.)
Low oil pressure Leaking oil seal Check for oil in turbocharger exhaust outlet. Re-
on engine gauge. in turbocharger. place turbocharger.
(cont.)
Defectivecheck valve Disassembleand clean valveor replace.
in turbocharger oil
supply line.
Poor engine idle Engine getting fuel. Checkfuel control for being in full "IDLE CUTOFF"
cutoff. position. Check auxiliary pump for being "OFF."
Check for leaking fuel manifold valve.Replace de-
fective components.
White smoke Turbo cokingoil Clean or change turbocharger.

exhaust. forced through seal
in turbine housing.

2D1
END OF SECTION

2D2
SECTION
IX
FUEL SYSTEM
2D2A
2D2B
SECTION IX - FUEL SYSTEM
TABLE OF CONTENTS
Paragraph Grid No.
9-1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D5

9-2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D5
9-3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D6
9-4. Fuel Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D8
9-5. Inspection and Repair of Fuel Tanks . . . . . . . . . . . . . . . . . . . . . . . 2D8
9-6. Removal of Inboard Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D9
9-7. Installation of Inboard Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . 2D9
9-8. Removal of Outboard Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . 2D9
9-9. Installation of Outboard Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . 2D9
9-10. Removal of Inboard Fuel Tank (Optional Fuel Cell Installed) . . . 2D10
9-11. Installation of Inboard Fuel Tank (Optional Fuel Cell Installed) . 2D10
9-12. Removal of Outboard Fuel Tank (Optional Fuel Cell Installed) . . 2D10
9-13. Installation of Outboard Fuel Tank (Optional Fuel Cell Installed) 2D10
9-14. Removal of Optional Fuel Cell . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D10
9-15. Installation of Optional Fuel Cell . . . . . . . . . . . . . . . . . . . . . . . . . 2D11
9-16. Cleaning and Inspection of Fuel Cells . . . . . . . . . . . . . . . . . . . . . . 2D11
9-17. Fuel Cell Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D13
9-18. Handling and Storage of Fuel Cells . . . . . . . . . . . . . . . . . . . . . . . . 2D13
9-19. Repair of Fuel Cells . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D13
9-19a. Fuel System Leakage Inspection . . . . . . . . . . . . . . . . . . . . . . . . . 2D14
9-20. Handling of Repair Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D14E
9-21. Repair Procedures of Goodyear Vithane Fuel Cells . . . . . . . . . . . 2D14E
9-22. Repair Limitations of Fuel Cells . . . . . . . . . . . . . . . . . . . . . . . . . . 2D14E
9-23. Repair Patch (Heat Cure Method) . . . . . . . . . . . . . . . . . . . . . . . . . 2D15
9-24. Repair Patch (Air Cure Method) . . . . . . . . . . . . . . . . . . . . . . . . . . 2D17
9-25. Defect Repairs of Fuel Cell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D17
9-26. Testing Fuel Cell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D17
9-27. Inspection of Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D18A
9-27a. Replacing Fuel Quantity Gauges And Senders . . . . . . . . . . . . . . . 2D18A
9-28. Fuel Quantity Sender Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D18A
9-29. Fuel Quantity Sender/Gauge Check (Installed) . . . . . . . . . . . . . . . 2D18A
9-29a Fuel Quantity Sender Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D19
9-29b. Fuel Quantity Sender Installation . . . . . . . . . . . . . . . . . . . . . . . . . 2D19
9-30. Fuel Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D21
9-31. Removal of Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D21
9-32. Disassembly of Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D21
9-33. Cleaning, Inspection and Repair of Fuel Filter . . . . . . . . . . . . . . . 2D21
9-34. Assembly of Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D22
9-35. Installation of Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D22
01/01/09 IX - TABLE OF CONTENTS

2D3
SECTION IX - FUEL SYSTEM
Paragraph Grid No.
9-36. Fuel Selector Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D22

9-37. Removal of Fuel Selector Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D22
9-38. Not Used
9-39. Not Used
9-40. Not Used
9-41. Leak Test of Selector Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D23
9-42. Installation of Fuel Selector Valve . . . . . . . . . . . . . . . . . . . . . . . . . 2D23
9-43. Rigging of Selector Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D24
9-44. Cleaning Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D24
9 45. Electric Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D24
9-46. Removal and Installation of Electric Fuel Pump . . . . . . . . . . . . . 2D24
9-47. Auxiliary Fuel System Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E1
9-48. Auxiliary Fuel System Operational Check . . . . . . . . . . . . . . . . . . . . . 2E2
9-49. Calibration and Test of Fuel Quantity Gauges . . . . . . . . . . . . . . . . . . . 2E2
IX - TABLE OF CONTENTS 01/01/09

2D4
SECTION IX
FUEL SYSTEM
9-1. INTRODUCTION.
The fuel system components covered in this section consist of fuel tanks, fuel selector valves, filters and
electric fuel pumps. Each wing contains interconnected aluminum inboard and outboard fuel tanks,
having a combined capacity of 49 U.S. gallons, for a total capacity of 98 U.S. gallons, or with optional
fuel tanks installed, each wing will have a capacity of 64 U.S. gallons, for a total capacity of 128 U.S.
gallons.
This section also provides instructions for removal, repair, cleaning, reassembly and testing of repairable
components of the fuel system. A troubleshooting chart to assist in isolating and correcting troubles
which may occur is also included.
9-2. DESCRIPTION.
An independent fuel system is incorporated into each wing permitting each engine to operate from its
own fuel supply. However, the two systems are interconnected by means of a crossfeed that will permit
fuel from one set of tanks to be drawn by the opposite engine in the event of an emergency.
Fuel tanks form an integral part of the wing surface when installed. The inboard and outboard fuel tanks
in each wing are interconnected allowing fuel from the outboard tank to flow into the inboard tank as the
fuel from the inboard tank is being consumed.
Fuel flow for each system is indicated on the gauge located in the instrument panel. A fuel quantity
gauge for each system, also located in the instrument panel, indicates the amount of fuel remaining as
transmitted by electric fuel quantity sending units located in the wing tanks.
Fuel for each engine is drawn through a finger screen located in the inboard fuel tank to a selector valve.
From the selector valve, the fuel goes through a fuel filter to the electric pump and into the engine driven
pump which forces the fuel through the metering unit.
Each engine has an engine driven fuel pump that is part of the fuel injection system. On models without
a primer system installation, switches for the electric fuel pumps are located on the switch panel to the
left of the pilot. These electric fuel pumps, when activated, pressurize the fuel for priming and vapor
suppression. An integral relief valve assures that activation of the electric fuel pump for vapor
suppression will not flood the engine. On models with a primer system installed an auxiliary fuel system
is provided. The purpose of the electrically powered auxiliary fuel system is to supply fuel to the engine
in case of engine driven fuel pump failure or malfunction, for ground and in flight starting, and for vapor
suppression. The two auxiliary fuel pump switches are located on the switch panel to the left of the pilot
and consist of three position, rocker type switches, LO, HI and center OFF. The LO auxiliary fuel
pressure is selected by pushing the top of the switch. The HI auxiliary fuel pressure is selected by
pushing the bottom of the switch. To prevent accidental activation of the HI position, a switch guard
must be unlatched before the switch is placed in the HI position. When the HI auxiliary fuel pump is
activated, an amber light near the annunciator panel is illuminated for each pump. These lights dim
whenever the pump pressure reduces automatically when manifold pressure is below approximately 21
inches.
01/01/09 IX - FUEL SYSTEM

2D5
CAUTION: EXCESSIVE FUEL PRESSURE AND VERY RICH FUEL/AIR MIXTURES WILL
OCCUR IF THE HI POSITION IS ENERGIZED WHEN THE ENGINE FUEL
INJECTION SYSTEM IS FUNCTIONING NORMALLY.
In case of a failed engine driven fuel pump, auxiliary fuel pressure may be selected. Adequate pressure
and fuel flow will be supplied for up to approximately 75% power. Manual leaning to correct fuel flow
will be required at altitudes above 15,000 feet and for RPM’s less than 2300. An absolute pressure
switch automatically selects a lower fuel pressure when the throttle is reduced below 21 in. Hg manifold
pressure and the HI auxiliary fuel pump is on.
Low auxiliary fuel pressure is available and may be used during normal engine operation both on the
ground and in flight for vapor suppression should it be necessary as evidenced by unstable engine
operation during idle or at high altitudes.
There are two separate spring loaded OFF primer button type switches, located adjacent to the starter
switches. These switches are used to select the HI auxiliary fuel pump operation for priming, irrespective
of other switch positions. These primer buttons may be used for both hot or cold engine starts.
On airplanes equipped with an optional engine primer system, Piper Service Kit No. 761-094v, the
primer switch location and actuation is the same as the basic airplane. However, this system includes
several parts not found in the basic airplane but which make up an integral part of the engine fuel
system. The components of the system are an electrically operated diverter valve, located on the engine
in the metered fuel supply line between the air throttle valve and the manifold valve, two primer nozzles,
located in the intake manifold on each side of the engine, the interconnecting fuel lines, and fine wire
spark plugs. Actuation of the engine primer switch operates the auxiliary electric fuel pump on HI and
energizes the diverter valve which supplies fuel to each primer nozzle in the intake manifold. The
diverter valve does not shut off all fuel flow to the manifold valve, therefore some quantity of fuel is also
supplied to each cylinder nozzle during priming. Operation of the auxiliary fuel pump on HI and LO is
unchanged.
Table IX-II, located in the back of this section, lists troubles which may occur in the mechanical or
electrical portions of the fuel system, the probable cause and a suggested remedy. When troubleshooting,
first check from the fuel supply or power source to the item affected. If the suggested remedy does not
eliminate the problem, the trouble probably exists inside the component involved. It will then be
necessary to remove the defective component for repair or replace it with an identical serviceable unit.
IX - FUEL SYSTEM 01/01/09

2D6
OPTIONAL ENGINE PRIMER SYSTEM

(L.H. AND R.H.)
PRIMER
931 ,.- . NOZZLE
THROTTLE
BODY
OIVERTER
VALVE
FUEL
MANIFOLD
VALVE
,· j
Figure 9-1. Fuel System Schematic
FUEL SYSTEM
Revised: 9/24/81
2D7
9-4. FUEL TANKS.

9-5. INSPECTION AND REPAIR OF FUEL TANKS.
Fuel tanks should be completely drained before inspection. (Refer to Draining Fuel System, Section II.)
Inspect each tank carefully for signs of leaks as indicated by telltale stains. In the event a fuel leak is
detected, the fuel tank must be removed as explained below, and repaired as follows.
WARNING: SLOSHING OF FUEL TANKS IS PROHIBITED.
a. If the tank being inspected has previously been sloshed, the interior of the tank should be inspected
for signs of peeling or chipping sealer. Pay particular attention to the area around the filler neck
(outboard tank only) as a result of the metal nozzle of the gas filler hose nicking the sealer. This
inspection can best be accomplished using a mirror and inspection light through the filler neck. If
peeling and/or chipping has occurred and separated material is found, the sloshing material must be
completely removed or the tank replaced.
b. Seal leaks with Products Research Corporation PR 1422A series or PR1433G series sealant. For
example: PR1422A1.
c. After leak repairs, test the integrity of the repair using a water and soap solution and apply 1.5
pounds of air pressure.
NOTE: Replace the fuel tank if it cannot be successfully repaired by above procedures.

2D8
9-6. REMOVAL OF INBOARD FUEL TANK.

a. Locate and remove cover from access hole located on underside of wing between wing station 138
and wing station 161.
b. With fuel completely drained from tank, loosen clamps at hose connections on fuel line and fuel
vent line and slide hose connections away from fuel tank.
c. Remove screws from around the perimeter of the tank. Carefully pull tank away from the wing far
enough to gain access to/and remove sender wire and fuel line.
d. The tank is now free to be removed.
9-7. INSTALLATION OF INBOARD FUEL TANK.
NOTE: Reinstall fuel tank using new fuel tank interconnect hose.
a. Position fuel tank in its recess in the wing. Connect fuel line and fuel sender wires. Slide tank
completely into position and secure with screws around its perimeter.
b. Using access hole located on underside of wing, slide hose on interconnecting fuel line and fuel
vent line into position and tighten clamps.
c. Fill fuel tanks and check for leaks, unrestricted fuel flow, accurate sender indications on fuel
quantity gauge, and that ground wire is securely attached to interconnecting fuel line, fuel vent line
and wing rib at wing station 138.
9-8. REMOVAL OF OUTBOARD FUEL TANK.
a. Using the same access hole described in Paragraph 9-6 and with fuel completely drained from the
tank, loosen clamps at hose connections on fuel line and fuel vent line. Slide hose connections away
from fuel tank.
b. Remove screws from around the perimeter of the tank. Carefully pull tank away from the wing far
enough to gain access to remove sender wires and fuel vent line located on outboard side of tank.
c. The tank is now free to be removed.
NOTE: In the event the interconnecting fuel line and fuel vent line are being removed, it will be
necessary to first disconnect the ground wire attached to the rib at wing station 138.
9-9. INSTALLATION OF OUTBOARD FUEL TANK.
NOTE: Reinstall fuel tank using new fuel tank interconnect hose and new fuel vent line hose.
a. Position fuel tank in its recess in the wing. Connect vent line on outboard side and fuel sender
wires. Slide tank completely into position and secure with screws around its perimeter.
b. Using access hole located on underside of wing, slide hose on interconnecting fuel vent line into
position and tighten clamps.
c. Slide hose connection on interconnecting fuel line into position and tighten clamps.
d. Fill the fuel tank and check for leaks and unrestricted fuel flow, accurate sender indications on fuel
quantity gauge, and that ground wire is securely attached to interconnecting fuel line, fuel vent line
and wing rib at wing station 138.

2D9
9-10. REMOVAL OF INBOARD FUEL TANK (Optional Fuel Cell Installed).

a. Remove optional fuel cell as per Paragraph 9-14 before proceeding.
b. With fuel tank completely drained, remove screws from around perimeter of the tank. Carefully pull
tank away from the wing far enough to gain access to and remove sender wire and fuel line.
9-11. INSTALLATION OF INBOARD FUEL TANK (Optional Fuel Cell Installed).

a. Position fuel tank in its recess in the wing. Connect fuel line and fuel sender wires. Slide tank
completely into position and secure with screws around its perimeter.
b. Install optional fuel cell as per Paragraph 9-15.
c. Fill fuel tanks and check for leaks, unrestricted fuel flow, accurate sender indications on fuel
quantity gauge.
9-12. REMOVAL OF OUTBOARD FUEL TANK (Optional Fuel Cell Installed).

a. Remove optional fuel cell per Paragraph 9-14 before proceeding.
b. With fuel completely drained from the tank. remove screws from around the perimeter of the tank.
Carefully pull tank away from the wing far enough to gain access to remove sender wires and fuel vent line
located on outboard side of tank.
9-13. INSTALLATION OF OUTBOARD FUEL TANK (Optional Fuel Cell Installed).

a. Position fuel tank in its recess in the wing. Connect vent line on outboard side and fuel sender wires.
Slide tank completely into position and secure with screws around its perimeter.
b. Install optional fuel cell as per Paragraph 9-15.
c. Fill the fuel tank and check for leaks. unrestricted fuel flow and accurate sender indications on fuel
quantity gauge.
9-14. REMOVAL OF OPTIONAL FUEL CELL. (Refer to Figure 9-2.)
WARNING
Observe all fuel system fire hazard precautions throughout all

removal or inspection procedures. Use vapor-proof light for
inspection.
a. Drain fuel tanks and remove fuel cell access panel (1) located on top side of wing between wing
station 138 and wing station 161.
b. Reaching through fuel cell opening, remove hose clamp (2) securing fuel cell vent nipple (4) to
vent tube (5) of inboard and outboard fuel tanks.
c. Remove wing plugs (6) from underside of wing at wing stations 138 and 161 and using a common
screwdriver loosen clamp (3) securing 2 inch fuel cell interconnect nipple (7) to inboard and outboard fuel
tanks.
d. Reaching through fuel cell access hole. gently separate Velcro fasteners holding fuel cell to
surrounding structure.
e. Separate fuel cell vent nipple (4) and fuel cell interconnect nipple (7) from inboard and outboard
fuel tanks.
f. Carefully fold fuel cell and remove through fuel cell access hole.
NOTE
Pad edges of access hole to prevent possible damage to fuel cell.
Revised: 8/10/80 FUEL SYSTEM
2D10
PIPER SENECA I1 SERVICE MANUAL
9-15. INSTALLATION OF OPTIONAL FUEL CELL. (Refer to Figure 9-2.)
WARNING
Observe all fuel system fire hazard precautions throughout all

installation or inspection procedures. Use vapor-proof light for
inspection.
a. Before installing fuel cell inspect airframe cavity for cleanliness.

b. Place fuel cell into airframe cavity through access opening making sure no wrinkles exist in fuel cell
upon installation.
NOTE
Pad edges of access hole to prevent possible damage to fuel cell.
c. Install clamp (3) on fuel cell interconnect nipple and tighten finger tight.
NOTE
Position so that screw on clamp will be facing plug hole in underside

of wing.
d. Reaching into fuel cell work fuel cell interconnect nipple (7) onto interconnect fitting(8) of inboard
and outboard fuel tanks.
e. Using a common screwdriver and working through plug hole in underside of wing. tighten clamps
(3). Torque should be 30 to 35 inch-pounds.
f. Press fuel cell vent nipple (4) onto fuel tank vent fitting (5) of inboard and outboard fuel tanks.
Position clamp on nipple fitting so that when tightened the screw body does not contact top of fuel cell. Torque
to 15 inch-pounds.
g. Press outward firmly on sides and top of fuel cell to engage cell with Velcro tape.
h. Position gaskets (10) as shown in Figure 9-2. Place access panel over opening and secure with
screws. Torque to 25 in. lbs. per torque valve on fuel cell.
i. Reinsert wing plugs (6) in openings on underside of wing.
j. Service fuel tanks and inspect for leaks.
9-16. CLEANING AND INSPECTION OF FUEL CELLS.

a. Fuel cells may be cleaned by the following procedure:
1. New Cells: It should not be necessary to clean new cells upon removing them from their
containers, if they are installed in the airframe cavities promptly. If for any reason the cells are not installed
immediately. and become dirty. they should be cleaned with soap and warm water to remove foreign material
prior to installation in a clean cavity.
WARNING
Use a vapor-proof light for inspection.
2. Used Cells: Prior to removal, the cells are to be drained of fuel. purged with fresh air and
swabbed out to remove all traces of fuel. Following removal, the cells are to be cleaned inside and out with soap
and warm water.
2D11
OUTBOARD
FU FUEL CELL FUEL
TANK (OPTIONAL) TANK
WING LEADINGEDGE
12
1. ACCESS PANEL
2. HOSE CLAMP (8HL-TORQUE 15 IN. LBS.)
3. HOSE CLAMP (32HL-TORQUE 30 TO 50 IN. LBS.)
4. FUEL VENT NIPPLE
5. FUEL VENT TUBE
6. WING PLUG
7. FUEL INTERCONNECTNIPPLE
8. INTERCONNECTFITTING
9. ACCESS PANEL
10. GASKETS
11. DOUBLER 8
12. SKIN
13. FUEL CELL
14. NUT FLANGE
15. SCREW (MS24693-S296)
Figure 9-2. Fuel Cell Installation
2D12
b. Fuel cells may be inspected by the following procedure:

1. New Cells: Inspect the cell surface inside and outside for cuts. abraded (scuffed) areas and
accessory damage. Also. inspect the fitting seals for nicks, scratches and foreign material.
2. Used Cells: Cells removed from the airframe cavity for inspection and repair or cells being
returned to service from storage. should be inspected as outlined above.
Cells installed in the airframe cavity may be inspected for possible repairs by reaching through the fuel
cell access plate and taking a section of cell between the thumb and forefinger. Wipe the ridge created by this
action with MEK. If fine cracks are evident, the fuel cell is not repairable.
9-17. FUEL CELL COMPARTMENT.

a. Thoroughly clear the cell compartment of all fittings, trimmings, loose washers. bolts or nuts.
b. Round off all sharp edges of the fuel cell compartment.
c. Inspect the fuel cell compartment just prior to fuel cell installation.
d. Tape over all sharp edges and all rough rivets.
9-18. HANDLING AND STORAGE OF FUEL CELLS.
WARNING
Do not permit smoking or open flame near repair area or cells.
a. Prevent needless damage by exercising common sense care in all handling of the cells. Folding or
collapsing of cells is necessary to place them in containers for storage, install in airframe cavities and carrying
from place to place. Protect cell from tools. hot lights. etc.. when working around them. Avoid stepping on
folds or creases of cells. Do not carry cells by fittings. Maintain original cell contours or folds when refolding
for boxing, rolling to insert in airframe cavities or handling in the repair area. The cells to be repaired should be
placed on a well-lighted table. Maintain natural contours. if possible. while repairing. Prevent contact with
sharp edges. corners. dirty floors or other surfaces. Repair area must be well-ventilated. Do not stack cells.
Inspect cavities and insure cleanliness prior to installing any cell.
b. When storing cells, observe the following rules:
I. Fold cells smoothly and lightly as possible with a minimum number of folds. Place protective
wadding between folds.
2. Wrap cell in moisture-proof paper and place it in a suitable container. Do not crowd cell in
container, use wadding to prevent movement.
3. Stack boxed cells to allow access to oldest cells first. Do not allow stacks to crush bottom
boxes. Lease cells in boxes until used.
4. Storage area must be dry. 70° F. and free of exposure to sunlight, dirt and damage.
5. Used cells must be cleaned with soap and warm water prior to storage. Dry. and box as
outlined above.
9-19. REPAIR OF FUEL CELLS. The following is the repair procedure recommended for field repair of
fuel cells constructed of Goodyear Vithane material. There are two methods by which these repairs may be
accomplished. One method is by heat cure. the other is air cure. The end result of either repair is a neat.
permanent repair. The heat repair allows the cell to be cured and ready for reinstallation in two hours while
the air cure method requires that the cell not be moved for 72 hours during the air cure period.
NOTE
Air cure repairs to be made at room temperature at approximately

°
7 5 F. For each 10 drop in temperature add 20 hours cure time. For
instance if room temperature reads 65° F. air cure for 92 hours
instead of 72 hours.
2D13
9-19a. FUEL SYSTEM LEAKAGE INSPECTION (PIR-PPS60049-4, Rev. B.)
CAUTION: THE FUEL CELLS AND/OR TANKS MAY BE DAMAGED IF MORE THAN 1.5 PSI
PRESSURE IS INTRODUCED INTO THE SYSTEM.
The following procedures are provided for troubleshooting purposes only.
A. Setup
1. Ensure the fuel lines and components of the fuel system are readily accessible.
2. Defuel the airplane prior to performing any of the following tests.
3. A test fixture containing the following features is required to perform this test:
(See Figure 9-2a to fabricate.)
- Two air filters
- Pressure Regulator
- Two fuel filler test caps each incorporating a 5 psi gauge and a shut-off valve
- Main pressure gauge (0 - 5 psi; marked red above 1.5 psi)
- Two main air supply needle valve
- Manometer
- Manometer needle valve
- Flow meter (0.0 - 0.5 SCFH)
- Two flow meter shut-off valves
4. Ensure appropriate caps are available for closing open lines and vents.
5. Apply bubble testing liquid (P/N 279-246) to surfaces being checked for leaks.
B. Fuel Tank Leak Test
The following procedure, as written, tests both fuel tanks (and the optional fuel cell) as a unit when
installed in the airplane.
NOTE: If the optional fuel cell is removed from the airplane, test per paragraph 9-26.
NOTE: The metal fuel tanks can be tested individually by capping all outlets from the tank being
tested. (Testing either inboard tank will require fabrication of an adapter incorporating a 5
psi gauge and a shut-off valve which can be substituted for the fuel filler test cap and
attached to the tank interconnect fitting.)
1. Cap all fuel vent outlets on the wing and all fuel lines exiting from the tank.
2. Verify fuel sump drain valves (located underneath the LH and RH wings) are in the closed
position.
3. On the test fixture, check that the following valves are in the OFF position (see Figure 9-2a):
- #1 and #2 main airs supply shut-off valves
- #3 Manometer needle valve
- #4 Main air supply needle valve
- Shut-off valve on each fuel filler test cap
- Both flow meter shut off valves
4. Install test unit fuel cap at the fuel filler port in the wing(s) being tested.
5. Connect shop air to test fixture.

2D14
Figure 9-2a. Test Fixture Schematic

2D14A
CAUTION: DO NOT EXCEED THE 1.5 PSI LIMIT OR FUEL CELL DAMAGE MAY
OCCUR.
6. Select Test Fixture “Valve 2” and “Valve 3” to “ON” position, and using “Valve 1,” slowly
pressurize to 1.0 psi minimum to 1.5 psi maximum.
NOTE: Monitor pressure on main pressure gauge. Do not let air into fuel tanks if pressure
reads above 1.5 psi.
7. Open test cap shut-off valve(s), slowly open “Valve 4” and monitor pressure on main pressure
gauge. Adjust pressure to between 1.0 psi minimum and 1.5 psi maximum.
8. Select Test Fixture “Valve 1” to OFF position, then select “Valve 3” to OFF and then “Valve 2”
to OFF position.
9. Disconnect shop air from test fixture and monitor leakage rate.
NOTE: The system shall not leak over a period of 5 minutes.
10. If leaks are found, repair as follows:
a. For metal tank skins, repair leaks per Inspection and Repair of Fuel Tanks, above.
b. For fuel cells, repair per Repair of Fuel Cells, above.
c. For other areas, if upon inspection and tightening the leak cannot be stopped, component
replacement is required.
11. Slowly remove fuel vent cap(s) (left and right wing) and verify that remaining fuel cell
pressure bleeds off thru each vent.
12. Remove all test equipment and reconfigure airplane fuel system to operational configuration.
C. Fuel System Leak Test
1. Cap all fuel vent outlets on left and right wings.
2. Verify fuel sump drain valves (located underneath the left and right wings) are in the closed
position.
3. On the test fixture, check that the following valves are in the OFF position (see Figure 9-2a):
- #1 and #2 main air supply shut-off valves
- #3 Manometer needle valve
- #4 Main air supply needle valve
- Shut-off valve on each fuel filler test cap
- Both flow meter shut off valves
4. The following steps only apply if any of the “Flow” tests below are planned following the leak
test.
a. Disconnect the main fuel line forward of the firewall on each side.
b. Connect the test fixture flow meter hoses to the appropriate side main fuel line at the
firewall.
5. Select the Fuel Selector Valves both to “ON”.
6. Install test unit fuel caps at the fuel filler port in each wing and connect shop air to test fixture.

2D14B
CAUTION: DO NOT EXCEED THE 1.5 PSI LIMIT OR FUEL CELL DAMAGE MAY
OCCUR.
7. Select Test Fixture “Valve 2” and “Valve 3” to “ON” position, and using “Valve 1,” slowly
pressurize to 1.0 psi minimum to 1.5 psi maximum.
NOTE: Monitor pressure on main pressure gauge. Do not let air into fuel tanks if pressure
reads above 1.5 psi.
8. Open both test cap shut-off valves; slowly open “Valve 4” and monitor pressure on main
pressure gauge. If pressure exceeds 1.5 psi, immediately close “Valve 1” and open flow meter
valves.
9. Select Test Fixture “Valve 1” to OFF position, then select “Valve 3” to OFF and then “Valve 2”
to OFF position.
10. Disconnect shop air from test fixture and monitor leakage rate.
NOTE: The system shall not leak over a period of 5 minutes.
11. If leaks are found, repair as follows:
a. For tank skins, repair leaks per Inspection and Repair of Fuel Tanks, above.
b. For fuel cells, repair per Repair of Fuel Cells, above.
c. For other areas, if upon inspection and tightening the leak cannot be stopped, component
replacement is required.
12. If conducting any of the “Flow” tests, proceed to that (those) test(s), below.
13. Slowly remove fuel vent caps (left and right wing) and verify that remaining fuel cell pressure
bleeds off thru each vent.
D. Flow Test
1. Perform steps (1) thru (9) under Fuel System Leak Test, above.
2. Verify airplane’s right and left fuel selectors are set to “ON” position (i.e. - levers full
forward).
3. Move valves on the fuel filler test caps to “OFF” positions and open “Valves 2 and 3.”
a. Move the flow meter valve connected to aircraft’s left firewall to “ON” position, monitor
that the flow meter reads at least “0.5” SCFH, confirm left tank’s pressure gauge drops
and right side is unchanged. Return flow valve to “OFF”.
b. Move the flow meter valve connected to aircraft’s right firewall to “ON” position, monitor
that the flow meter reads at least “0.5” SCFH, confirm right tank’s pressure gauge drops
and left side is unchanged. Return flow valve to “OFF.”
4. Disconnect shop air from test fixture.

2D14C
E. Cross Flow Test

3. Set airplane’s right and left fuel selectors to the “CROSS FEED” position (i.e. - levers full aft).
a. Move the flow meter valve connected to aircraft’s left firewall to “ON” position, monitor
that the flow meter reads at least “0.5” SCFH, confirm left tank’s pressure gauge drops
and rights side is unchanged. Return flow valve to “OFF”
b. Move the flow meter valve connected to aircraft’s right firewall to “ON” position, monitor
that the flow meter reads at least “0.5” SCFH, confirm right tank’s pressure gauge drops
and left side is unchanged. Return flow valve to “OFF.”
F. Off Flow Test
1.Perform steps (1) thru (9) under Fuel System Leak Test, above.
2.Move valves on the fuel filler test caps to “OFF” positions and open “Valves 2 and 3.”
3.Set airplane’s right and left fuel selectors to “OFF” positions (i.e. - levers centered).
a. Move flow meter valve connected to left firewall to “ON” position and verify that flow
meter reads no more than “0.0” SCFH.
b. Move flow meter valve connected to right firewall to “ON” position and verify that flow
meter reads no more than “0.0” SCFH.
G. Drain Flow Test
3. Move airplane’s fuel selectors to “ON” position (i.e. - levers full forward).
a. Depress left half of the fuel drain valve lever (located in right side of spar carry thru).
Verify pressure in left tank is decreasing.
b. Depress right half of the fuel drain valve lever (located in right side of spar carry thru).
Verify pressure in right tank is decreasing.
4. Select Fuel Selector Valves to “OFF”.
5. Open each fuel sump drain valve and verify that air flows outside fuel tanks. Close sump drain
valves.

2D14D
9-20. HANDLING OF REPAIR MATERIALS.

a. All materials are to be protected from dirt contamination, sunlight, and excessive heat or cold while
in storage. Containers are to be tightly capped and stored at a temperature of 70° F.
CAUTION: 80C27 REPAIR CEMENT REQUIRES THOROUGH MIXING TO OBTAIN FULL
ADHESIVE VALUES.
b. The repair cement code 80C27 referred to in this text is prepared immediately prior to use by
mixing repair cement 80C27 (pint can with 320gms) with cross-linker 80C28 (4 oz. bottle with
81cc).
CAUTION: ALL CONTAINERS FOR CEMENTS AND SOLVENTS SHOULD BE PROPERLY
IDENTIFIED.
c. Repair cement has a pot life of 20 minutes after mixing. The unmixed 80C27 and 80C28 have a
shelf life of six months from date of packaging.
9-21. REPAIR PROCEDURES OF GOODYEAR VITHANE FUEL CELLS.
NOTE: The repair of Goodyear Vithane fuel cells is restricted to authorized personnel. Authorized
personnel are those who have been certified and trained by Goodyear representatives, or those
who have received their training from persons who have been certified and trained by Goodyear
representatives.
9-22. REPAIR LIMITATIONS OF FUEL CELLS.
Repair limitations are as follows:
a. FT-192 repair fabric is for repair of simple contours only. Patches referred to in this text are of this
material.
b. Inside patches are to lap defect edges a minimum of 1.0 inch in each direction.
c. Outside patches are to lap defect edges .25 to .50 of an inch larger than inside patches.
d. Outside patches are to be applied and cured prior to applying an inside patch.
e. Blisters between inner liner and fabric larger than .25 of an inch in diameter require an outside and
an inside patch.
f. Separations between layers or plies larger than .50 of an inch in diameter require an outside and
inside patch.
g. Slits or tears up to 6.0 inches maximum length require an outside and inside patch.
h. External abraded or scuffed areas without fabric damage require an outside patch only.
i. A loose edge may be trimmed. provided that .50 of an inch minimum lap or seam is maintained.
CAUTION: FOR EACH 10° DROP IN TEMPERATURE FROM 75°F, ADD 20 HOURS CURE
TIME. FOR EXAMPLE, AT 65°F, CURE FOR 92 HOURS.

2D14E

2D14F
j. Air cure repair patches are to remain clamped and undisturbed for 72 hours at room temperature of
approximately 75° F.
k. All heat cured patches are ready for use when cool.
1. Fitting repairs are confined to loose flange edges. seal surface rework and coat stock.
m. The maximum number of heat cure repairs in the same area is four.
NOTE
Any damage not covered by the above should be returned to The

Goodyear Tire & Rubber Company. Rockmart. Georgia. for repair.
9-23. REPAIR PATCH (Heat Cure Method).

a. Prepare exterior cell wall and exterior patch first. Cut repair patch from FT-192 material to size
required to insure proper lap over injury in all directions. (See Limitations.) (Hold shears at an angle to
produce a beveled edge (feather) on patch.) Round corners of patch. (Dull side or gum contact face of repair
patch should be the largest surface after beveling.)
b. Wash one square foot of cell wall surrounding injury and repair patch contact side with a clean cloth
soaked with Methyl Ethyl Ketone solvent.
c. Abrade cell wall surface about injury and contact side of patch with fine emery cloth to remove
shine.
d. Repeat Methyl Ethyl Ketone washings two more times. A total of three washings each surface.
e. Tape a 8" x 8" piece of cellophane inside cell over injury.
f. When all the above preparatory work has been done and cell has been positioned for patch
application on repair table, mix the 80C27 cement (320 gms) with the crosslinker 80C28 (81cc). and stir
mixture thoroughly for five minutes.
NOTE
Cement must be at a minimum of 70° F before mixing. Keep away

from water and excessive heat.
g. Brush one even coat of mixed repair cement on the cell wall around injury and on the contact side of
repair patch. Allow to dry for fifteen minutes.
CAUTION
Do not use first can of mixed cement for this coat.
h. Repeat a second mixing of repair cement and brush a second coat.
CAUTION
Make sure cellophane inside cell over injury remains in place as any
cement will stick cell walls together without it as a separator.
i. Allow cement to dry approximately five minutes and then center patch over injury. Lay repair patch
by rolling down on surface from center to edge without trapping air. Hold the unrolled portion of repair patch
off the cemented surface until roller contact insures an air-free union. At this time repair patch may be moved
by hand on wet surface to improve lap. Do not lift repair patch. slide it.
I Revised: 8/10/80 FUEL SYSTEM
2D15
FUEL CELL REPAIR EQUIPMENT INFORMATION
Repair Kit, Goodyear Drawing No. 2F1-3-37813
Group I Materials
80C27 Repair Cement 8 Pint cans, 320gms in each
80C28 Cross-Linker 8 4 oz. bottles, 81cc in each
Methyl Ethyl Ketone 2 Pint cans
FT-192 Repair Fabric 2 Sheet 12" x 12"
Group II Materials
The following equipment is necessary to perform the repair.
Group II equipment will be furnished at additional cost, if ordered

by customer.
Foam Rubber Cloth Back Sheet, 1/4" x 12" x 12" 2
Paint Brush, 1inch wide 2
Aluminum Plates, 1/4" x 6" x 6" 4
Measuring Cup (250ml) 1
Cellophane (Sheet 12" x 24") 2
Torques For Specific Nipple Fitting Sizes
Fitting Size (I.D.) Clamp Torques (in.-lbs.)
1/4"- 1/2" 12- 16

3/4"- 1 15-20
1 1/2" 25-30
2" 30 -35
3" 35 -40
NOTES
Accessories - order per individual cell requirements.
Phenol plates, phenol plate assemblies and phenol test equipment

can be ordered as required from cell manufacturer.
Cure Iron (set 240° F) optional.
Reissued:10/11/79 FUEL SYSTEM

2D16
j. Cover one smooth surface each of two aluminum plates (plates must be larger than patch). with
fabric-backed airfoam fabric side out. Tape airfoam in place. Foam must cover edges of plate for protection.
Use a cellophane separator to prevent the cement from sticking in the wrong place.
CAUTION
Make sure that cell fold is not clamped between plates. This would
cause a hard permanent crease. Also make sure that patch does not
move when clamp is tightened.
k. Center a repair iron 2F1-3-25721-1 on the plate over the repair patch. Secure the assembly with a
"C" clamp. Tighten by hand. Check cement flow to determine pressure.
1. Connect repair iron into 110-volt electrical outlet and cure repair for two hours. After two hours
cure. unplug electric and allow repair iron to cool to touch. Then remove "C" clamp. Wet cellophane to remove
from repair.
CAUTION
Success of applying both an outside and inside repair patch simul-

taneously is doubtful and not recommended.
m. Inside patch is applied same as above procedure except for size of repair patch (see limitations) after
outside patch has been cured.
9-24. REPAIR PATCH (Air Cure Method). Follow procedure for heat cure method. except omit repair iron
and cure each patch per air cure limitations (minimum 72 hours), undisturbed, at 75°F.
9-25. DEFECT REPAIRS OF FUEL CELL.

a. Blisters: Remove loose material by trimming. Apply an outside and inside repair patch.
b. Holes. Punctures. Cuts. Tears and Deep Abraded Areas: Trim away any ragged material and apply
an outside and inside repair patch.
c. Loose Seams: Buff loose edge and contact surface with emery cloth. Wash three times with Methyl
Ethyl Ketone. Apply 80C27 mixed cement two coats as with repair patch. Clamp and cure. Either method may
be used. See repair patch. Loose seams may be trimmed if minimum lap remains.
9-26. TESTING FUEL CELLS. Either of the following test procedures may be used to detect leaks in the
bladder cells.
a. Soap Suds Test.
1. Attach test plates to all fittings.
2. Inflate the cell with air to a pressure of 1 4 psi MAXIMUM.
3. Apply a soap and water solution to all repaired areas and any areas suspected of leakage.
Bubbles will appear at any point where leakage occurs.
4. After test. remove all plates and wipe soap residue from the exterior of the cell.
b. Chemical Test.
1. Attach test plates to all fitting openings except one.
2. Make up a phenolphthalein solution as follows: Add 40 grams phenolphthalein crystals in 1 2
gallon of ethyl alcohol, mix. then add 1 2 gallon of water.
3. Pour ammonia on an absorbent cloth in the ratio of 3ml per cubic foot of cell capacity. Place
the saturated cloth inside the cell and install remaining test plate.
4. Inflate the cell with air to a pressure of 1 4 psi MAXIMUM. and maintain pressure for fifteen
minutes.
2D17
5. Soak a large white cloth in the phenolphthalein solution. wring it out thoroughly. and spread it
smoothly on the outer surface of the cell. Press the cloth down to insure detection of minute leaks.
6. Check the cloth for red spots which will indicate a leak. Mark any leaks found and move the
cloth to a new location. Repeat this procedure until the entire exterior surface of the cell has been covered. If
red spots appear on the cloth, they may be removed by resoaking the cloth in the solution.
7. The solution and test cloth are satisfactory only as long as they remain clean. Indicator solu-
tion that is not in immediate use should be stored in a closed rustproof container to prevent evaporation and
deterioration.
After the test, remove all plates and test equipment. Allow the cell to air out.
In conducting either test outlined above, the cell need not be confined by a cage or jig. providing the 1/ 4
psi pressure is not exceeded.
NOTE
The chemical test is the more sensitive and preferred test.
THIS SPACE INTENTIONALLY LEFT BLANK
I Revised:8/10/80 FUEL SYSTEM
2D18
9-27. INSPECTION OF FUEL SYSTEM.

Fill tanks with fuel. Inspect tanks and fuel line connections for leaks. If fuel tanks leak, follow
instructions given in Paragraph 9-5. If fuel line connections leak tighten clamps or replace hose
connections after first draining tanks.
9-27a. REPLACING FUEL QUANTITY GAUGES AND SENDERS
Original equipment A.C. Sparkplug and Stewart Warner fuel quantity gauges and senders are no longer
available. Rochester gauges and senders have been identified for service replacement. See the Seneca II
Parts Catalog, P/N 761-589, or Service Spares Letter No. 406.
9-28. FUEL QUANTITY SENDER UNITS.
Each fuel cell contains a sender unit which is interconnected with the other units of its particular system
to provide the gauge with a combined calibrated resistance.
The resistances of these units (1.0 ohm maximum at the empty position and 45 ± 2 ohms at the full
position) should be checked before installation and if any unit is assumed to be faulty. Full travel of the
unit should be 95° ± 2°.
9-29. FUEL QUANTITY SENDER/ GAUGE CHECK (INSTALLED).
Fuel quantity sender units and fuel quantity gauges can be checked while mounted in the airplane by
using the following procedure:
a. Put the fuel selector levers in the “OFF” position. Completely drain fuel tanks that relate to the fuel
quantity senders and gauge to be checked. (Refer to Draining Fuel System, Section II.)
b. Level airplane laterally (refer to Leveling, Section II) and position the aircraft with a 1° nose up
attitude.
NOTE: The electrical system should supply 12 to 14-volts to the gauge.
c. With the master switch in the “OFF” position, the gauge needle should be centered on the white dot
to the left of the “O” radial mark, with a maximum deviation of 1/4 needle width. If not within this
tolerance, the gauge should be replaced.
d. With the master switch in the “ON” position and no fuel in the tanks, the gauge needle should be
centered on the white dot to the left of the “O” radial mark with a maximum deviation of 1/4 needle
width. If not within this tolerance, the gauge should be replaced.
e. Place 2-1/2 gallons of fuel in the wing fuel tank that relates to the gauge and sender unit being
checked.
f. With 12 to 14-volts DC supplied to the electrical system and the master switch in the “ON”
position, the needle should be centered on the “O” radial mark: plus O, minus 1 needle width.
g. If the needle does not read within the above tolerance, remove the sender wire from the rear of the
gauge and check the resistance to ground through the sender circuit. If the resistance is not within
6.5 ± 0.5 ohms, replace the inboard sender. Then, recheck as specified above.
h. Add fuel to the tanks in accordance with the information given in Table IX-I until tanks are full.
Observe the gauge reading at each 10 gallon increment.

2D18A

2D18B
i. With the tanks full and master switch “ON,” the needle should be centered on the “F” radial mark
within ± 1 needle width. If not within this tolerance, adjust the electrical adjustment (refer to Figure
9-3) adjust sufficiently to bring it within tolerance; do not center the needle.
NOTE: All adjustments required on gauges shall be accomplished using a non-magnetic
screwdriver.
9-29a. FUEL QUANTITY SENDER REMOVAL
a. Remove access covers as required to gain access to the rear of the fuel tank containing the sender to
be removed.
b. Remove electrical lead from fuel sender.
c. Remove (5) AN3 bolts holding sender to fuel tank and remove sender.
9-29b. FUEL QUANTITY SENDER INSTALLATION
a. Ensure that fuel tank and sender contact surfaces are clean and dry.
b. Insert fuel sender into tank with gasket installed.
c. Align bolt holes in sender to bolt holes in tank.
d. Apply SAE-AMS-2518 anti-seize compound, graphite petrolatum, very sparingly to bolt threads
only.
e. Insert five bolts and torque to 20–25 in. lbs.
f. Remove electrical lead from fuel sender.
g. Remove access covers as required to gain access to the rear of the fuel tank containing the sender to
be removed.

2D19
WITH STANDARD
255
FUEL TANKS INSTALLED
2 I
3
II
AL
NT 12
OLE
14
1
15
I6
7
TORQUE 60 T IN POUNDS
1. BODY, FILTER 10. SEAT, RELIEF
2. O-RING SEAL 11. DISCS, FILTER
3. TUBE. OUTER 12. WASHERS
4. NUT 13. CUP, RETAINER
5. STUD 14. NUT, CHECK
6. DRAIN, FILTER, FITTING 15. BOWL, FILTER
7. NUT 16. WASHER
WITH OPTIONAL FUEL TANKS INSTALLED 8. SPRING 17. SAFETY WIRE
9. BALL, RELIEF
Figure 9-3. Fuel Gauugs Figure 9-4. Fuel Filter

I
TABLE IX-I. FUEL QUANTITY SENDER/GAUGE TOLERANCES
STANDARD FUEL. SYSTEM OPTIONAL FUEL SYSTEM
Actual Fuel Total Resistance Actual Fuel Total Resistance

Within Tanks Gauge Reading Of Senders Within Tanks Gauge Reading Of Senders
U.S. Gallons) (U.S. Gallons) (Ohms) (U.S. Gallons) (U.S. Gallons) (Ohms)
10 26 10 10 (+l) 26
20 20 (+2) 44 20 20 (+2) 39
40 40 +2) 80 50 50 (+2) 74
NOTE: Value in parentheses are needle-width tolerances.

2D20
9-30. FUEL FILTERS.

9-31. REMOVAL OF FUEL FILTER. (Refer to Figure 9-4.) The instructions givenare for the removal of
the complete filter from the airplane. For cleaning and servicing purposes, only Steps a and b of this
paragraph are necessary;then proceed to Paragraph 9-32.
a. Position the fuel selector valve to the OFF position.
b. Remove the accesspanel forward of the main spar, at wing station 91.00, on the bottom of the
wing panel.
c. Disconnect the filter drain line and fuel lines from the filter assembly. Cap the line ends to
prevent contamination.
d. Remove the bolts that secure the filter to its mounting bracket and remove the filter from the
aircraft.
9-32. DISASSEMBLY OF FUEL FILTER. (Refer to Figure 9-4.)

a. Cut safety wire (17) and remove cap nut (7) from the bottom of the filter bowl (15).
b. Removethe bowl from the filter body (1).
c. The O-ringseal (2) may be removedfrom the body.
d. Loosen and remove both the check nut (14) and nut (4) from the stud (5) that holds the filter
cartridgesubassembly.
e. Slide the filter cartridge from the stud. The filter discs (11) and washers (12) need not be
separated from the element outer tube (3) for normal cleaning.
f. If necessary to disassemblethe filter cartridge, removethe retainer cup (13) from the outer tube
(3) and slide discs (11) and washers (12) from the outer tube. Do not use a screwdriveror sharp tool that
may damage the discs.
g. The filter bypass assembly may be removed by using the proper size screwdriverand turning out
the relief seat (10). Removerelief ball (9) and spring (8).
9-33. CLEANING, INSPECTION AND REPAIR OF FUEL FILTER.

a. Carefully remove the filter pack from the housingand remove all O-rings,valves,springs,etc. Do
not disassemblethe filter pack from the center tube at this time.
b. Plug the open ends of the filter and immerse in oil solvent such as Stoddard solvent. Let soak for
30 to 60 minutes.
c. Metal valveparts may also be soaked in this cleaner.
d. Remove filter and parts (if any) from the cleaner and rinse thoroughly in clean hot flowingtap
water.
e. Drain or blow off with filtered low pressure air to dry.
f. Inspect the filter discs for damage and/or broken screens.
g. Check condition of bowl O-ringseal (2) and washer (6).
h. Check for corrosion of filter parts.
i. Check movementof bypass valve.
j. Normal repairs necessary for the filter are replacement of bowl gasketsand damaged filter discs.

2D21
9-34. ASSEMBLY OF FUEL FILTER. (Refer to Figure 9-4.)

a. If removed, install bypass valve spring (8), relief ball (9) and seat (10).
b. Place the filter pack (assembled) on the housing stud (5). Ascertain that the end of the outer tube (3)
has positioned itself in the filter body (1).
c. Secure the filter pack with nut (4). Torque nut 10 to 15 inch-pounds. Torque check nut (14) against
nut (4) 40 to 60 inch-pounds.
d. Place the O-ring packing (2) and the housing and install bowl (15), washer (16) and cap nut (7).
Torque cap nut 60 to 80 inch-pounds and safety.
e. Install the filter in the aircraft. If the filter was not removed, proceed to Step c of Paragraph 9-35.
9-35. INSTALLATION OF FUEL FILTER.
a. Position the filter assembly into the wing. Ascertain that it is positioned properly and secure to its
mounting bracket with two bolts.
b. Connect the drain line to the filter bowl.
c. Connect the fuel lines to the filter assembly.
d. Turn the fuel selector to the ON position and check for any fuel leaks.
e. Install the access plate.
9-36. FUEL SELECTOR VALVE.
CAUTION: NO FIELD DISASSEMBLY OR REPAIR OF FUEL SELECTOR VALVES IS
AUTHORIZED. MAINTENANCE IS LIMITED TO REMOVAL AND REPLACEMENT
OF THE WHOLE UNIT.
9-37. REMOVAL OF FUEL SELECTOR VALVE.
a. The fuel selector valve need not be removed unless any of the following conditions exist:
1. Failure of selector lever to seat in detent.
2. Signs of leakage.
3. Difficulty in moving fuel selector lever.
b. In the event it is necessary to remove the fuel selector valve, remove access plate located forward of
the main spar on the underside of the wing and outboard of the nacelle.
c. Drain appropriate fuel tank. (Refer to Draining Fuel Tank, Section II.)
d. Disconnect control cable from valve selector lever. Disconnect fuel lines and mounting hardware
and remove fuel selector valve.
NOTE: Except for replacement of O-rings, the fuel selector valve should be overhauled only when
necessary. To remove and replace O-rings, follow instructions in Paragraphs 9-37 and 9-40.
9-38. NOT USED.
9-39. NOT USED.
9-40. NOT USED.

2D22
9-41. LEAK TEST OF SELECTOR VALVE.

a. Connect the inlet port of the valve assembly to a 25 psi air source.
b. Plug the right-hand port and close the left-hand port by placing the control lever to the right.
c. Apply pressure to 25 psi. There shall be no evidence of leakage either through the port or around
the fitting and lever when submerged in kerosene or a similar petroleum base fluid for 30 seconds.
d. Depressurize; remove the plug from the right-hand port; place on left-hand port and close right-
hand port by placing the lever to left.
e. Repeat Step c.
f. Disconnect and wipe fluid from exterior.
9-42. INSTALLATION OF FUEL SELECTOR VALVE.
a. Position the selector valve in the wing with control lever down and center port forward. Secure to
mounting bracket with four screws and nuts.
b. Connect fuel lines to valve and control cable to selector lever.
c. Refer to Paragraph 9-43 for rigging of selector valve. Install access panel.

2D23
9-43. RIGGING OF SELECTOR VALVE.

a. Remove the access panel located on the underside of the wing, forward of the main spar, outboard
of the nacelle.
b. Ascertain that the control cable is connected to the selector valve and that the valve is in its center
OFF position. Lubricate the external parts of the selector valve sprocket and control cable
attachment ends with ESSO “Beacon 325” grease or equivalent (MIL-PRF-23827C).
c. Place the fuel selector handle in the cockpit in its OFF position. (The levers centered on the OFF
position of the cover placard.) Adjust and connect the cable end to the cockpit lever.
d. Actuate the selector to ascertain that the valve moves into its three detent positions and the control
levers have a positive clearance between the lever and cover assembly.
e. Reinstall the access panel.
9-44. CLEANING FUEL SYSTEM.
a. To flush fuel tank and selector valve, disconnect the fuel line from the injector.
b. Select a fuel tank; turn on the electric pump and flush fuel through the system until the tank is
empty. Agitation of the fuel within the tank during this operation will help pick up and remove dirt
and other foreign matter from the fuel tank and selector valve.
c. Repeat this procedure for each fuel tank.
d. When all tanks are flushed, clean filter and fuel tank finger screens.
9-45. ELECTRIC FUEL PUMP.
9-46. REMOVAL AND INSTALLATION OF ELECTRIC FUEL PUMP.
There is one electric rotary vane type fuel pump for each engine. The pump is mounted in a bracket on
the aft side of the firewall. To remove pump, proceed as follows:
a. Remove rectangular hatch assembly located on the top of the nacelle, aft of the fire wall.
b. Remove fuel lines from the pump and disconnect the electrical leads.
c. Remove straps holding pump in position and withdraw pump through hatch opening.

2D24
d. Do not attempt disassembly or repair of the fuel pump. If fuel pump proves to be defective, it should
be replaced.
e. Reinstall pump in reverse order of removal.
SLIDERS
RESISTOR
LOW MED
Figure 9-6. Slider Resistor Terminal, Right or Left (Looking Aft)
9-47. AUXILIARY FUEL SYSTEM ADJUSTMENT. Adjustment of the auxiliary fuelsystem if installed is
accomplished as follows for each engine:
a. Remove the access panels from the top of each engine nacelle to gain access to the slider resistor
mounted on the nacelle bulkhead.
b. Install a calibrated pressure gauge (31 to 37 psi) in the fuel line forward of the firewall.
c. Pull the circuit protector (for the auxiliary fuel pump which is to be adjusted) to the off position and
insure that the aircraft master switch is in the off position also.
d. Connect the negative lead from an external DC power source to ground on the aircraft and the
positive lead to the slider resistor high position. (Refer to Figure 9-6.)
e. Using a calibrated voltmeter, adjust the external power source to indicate 12.0 to 12.5 volts DC at
the auxiliary fuel pump. Note the voltage reading on the external power source voltmeter.
f. The calibrated pressure gauge should indicate 31 to 37 psi.
g. Connect the positive lead from the external power source to the slider resistor low position. (Refer
to Figure 9-6.) Adjust the power supply voltage level to the same voltage obtained in Step e.
h. Adjust the slider on the variable resistor to obtain a pump pressure of 8 to 10psi. Readjust the power
supply and slider to insure a pump pressure of 8 to 10 psi, at the power supply voltage noted in Step e. then
secure the slider in position on the resistor.
i. Disconnect the manifold pressure switch located on the firewall, and connect the positive lead from
the power supply to the slider resistor medium position.
j. Adjust the power supply voltage level to the same voltage obtained in Step e.
k. Adjust the slider on the variable resistor to obtain a pump pressure of 23.5 to 24.5 psi. Readjust the
power supply and slider to insure a pump pressure of 23.5 to 24.5 psi, at the power supply voltage noted in Step
e, then secure the slider in position on the resistor and reconnect the manifold pressure switch.
1. Perform Steps a thru k on the opposite engine, then reinstall the access panels.

2El
m. If the aircraft is equipped with an optional fuel diverter valve, operate the primer switch and insure
that the diverter valve is being energized. Release the primer switch and operate the fuel pump switch in the Hi-
Boost position and insure that the fuel pump operates and that the diverter valve does not.
n. Remove calibrated pressure gauge unless auxiliary fuel system operational check (in following
paragraph) is to be performed.
o. Refer to Section VII, Paragraph 8-60, Engine Setup Procedures, for additional adjustments
relating to the power plant fuel control system.
9-48. AUXILIARY FUEL SYSTEM OPERATIONAL CHECK

a. Disconnect the external power source from the aircraft.
b. Disconnect the electrical leads from the manifold pressure switch located on the firewall.
c. Insure that all cockpit controllable electrical equipment switches are in the off position, except as
directed in the following steps.
d. Turn the aircraft master switch on.
e. Place the electric fuel pump switch in the "low" position.
f. The calibrated fuel pressure gauge (should indicate a pressure increase which would indicate that the
pump is operating. This pressure should not exceed 10 psi.
g. Place the electric fuel pump switch in the "hi" position.
h. The calibrated fuel pressure gauge should indicate a pressure above that noted in step f. This
pressure should not exceed 24.5 psi.
i. Place the aircraft master switch in the off position.
j. Reconnect the leads to the manifold pressure switch.
k. With the fuel pump switch still in the "high" position. return the master switch to the on position.
1. The calibrated pressure gauge should indicate a pressure above the pressure noted in step h. This
pressure should exceed 37 psi.
m. Place the fuel pump switch in the off position and depress the prime switch. The calibrated pressure
gauge shall indicate a pressure above that noted in step h. This pressure should ot exceed 37 psi.
n. Repeat these tests on other engine.
o. Remove calibrated fuel gauge.
9-49. CALIBRATION AND TEST OF FUEL QUANTITY GAUGES.

a. Before placing the gauge in the cluster housing, place it in an upright level position and adjust the
needle to point to the dot to the left of the "O"line, using the mechanical adjustment provided on the rear of the
gauge.
NOTE
Use a non-magnetic screwdriver to accomplish all adjustments to

the gauge.
b. Install the gauge in the cluster housing. (This will ground the gauge to the cluster housing, through
the ground clip.)
c. Fabricate a tester as shown in Figure 9-6a. Hook it up to the gauge as shown.
d. With the selector switch in the "B" position (corresponding to the highest numbered radial mark).
Center the gauge needle on that mark using the electrical adjustment located behind the adjustment hole in the
face of the instrument.
e. Place the selector switch in the zero resistance position. The gauge needle should be centered on the
dot at the left of the "O" mark ± 1/2needle width.

2E2
C276
90 OHMS
CLUSTER HOUSING
(REAR VIEW) SWITCH M
61.5 OHMS
14 VOC OHMS
TEST SET-UP, GAUGES96899 AND 38224-0

FIGURE I
CLUSTER HOUSING SWITCH A B 74 OHMS

(REAR VIEW)
63 OHMS
D 54 OHMS
14 VOC
39 OHMS
M
f 26OH S
G 6 5 OHMS
TEST SET-UP, GAUGE 38224-2
Figure 9-6a. Resistor Set-up, Test for Fuel Quantity Gauge
Added: 3/16/81 FUEL SYSTEM

2E3
C277
-1/2 NEEDLE WIDTH
RADIAL MARK OR DOT,

AS APPLICABLE
MAXIMUM DEVIATION FROM

CENTERED POSITION
NEEDLE
Figure 9-6b. Maximum Deviation of Fuel Quantity Gauge Needle

f. Place the selector switch in the 6.5 ohms resistance position. The gauge needle should be centered on
the "O" radial mark +0 -1/2needle width.
g. Sequentially place the selector switch in the positions shown in Table IX-II. The gauge needle
should center on the radial mark indicated within the given tolerance.
TABLE IX-II. FUEL GAUGE READING TOLERANCES
I Switch Position
GAUGE P/N 38224-0
Radial Mark Tolerance
GAUGE P/N 38224-2
Radial Mark Tolerance
(Needlewidths) (Needlewidths)
F 10 ±_
E 10 + 20 +1
D 20 1 30 ±1
C 30 ± 40
B 40 1 50
A F ±1 F
h. Drain aircraft fuel system, if not previously accomplished.

i. Add sufficient fuel to left and right wing tank system to allow verification that all fuel trap cavities
are filled. Drain excess fuel.
j. gallons of fuel in the right wing fuel tank.
Add 21/2gallons of fuel in the left wing fuel tank and 2 1/2
k. With 12-14 VDC supplied to the electrical system, the needle shall be centered on the "O" radial
mark. +0 -1 needle width. If the needle does not read within this tolerance, replace the gauge. If replacing the
gauge does not remedy the problem. check the sender. Recheck as specified above.

2E4
TABLE IX-III. GAUGE READINGS/RESISTANCE WITH FUEL IN TANKS
Model Total Fuel in Tanks Required Gauge Tolerance Resistance (Reference)

(Each Side) Reading +Needlewidths (Ohms, Both Senders)
(Gallons)
Without Bladder 10 10 26
Tanks 20 20 2 44
40 40 2 80
With Bladder 10 10 1 26
I Tanks 20 20 2 39
50 50 2 74
1. With 14 VDC supplied to the electrical system. master switch in the off position and fuel already in
the tanks as specified in step j add fuel to the left and right tanks to total quantities shown in Table IX-Ill. The
fuel quantity readings should be as specified at each increment. If the readings are not within the stated
tolerances, check the resistance of the senders, referring to Table IX-III.
m. If it is necessary to adjust the gauge at the 30,40 or 50 gallon position, recheck the gauge as in steps k
and 1. To insure that the gauge is still within tolerance as shown in Table IX-III.

2E5
TABLE IX-IV. TROUBLESHOOTING CHART (FUEL SYSTEM)
Failure of fuel to flow. Fuel line blocked. Flush fuel system.
Fuel vent cap blocked. Check and clean vent

hole in cap.
Mechanicalor electrical Check and replace if

fuel pump failure. necessary.
Fuel selector valve Reposition as re-

in improper position. quired.
Check for obstructions
in the fuel selector
leveragemechanism.
Check fuel selector
cable for freedom of
movement.
Damagedfuel selector Replace fuel selector

valve. valve.
Fuel quantity gauge Broken wire. Check and repair.

fails to operate.
Gauge inoperative. Replace gauge.
Fuel sender float Replace sender.

partially or completely
filled with fuel.
Circuit breaker open. Check and reset.
Float and arm assembly Check.

of fuel sender sticking.
Bad ground. Check for good contact
at ground lip or rear
of gauge.
Reissued:10/11/79 FUEL SYSTEM

2E6
TABLE IX-IV. TROUBLESHOOTING CHART (FUEL SYSTEM) (cont.)
No fuel pressure Fuel selector valve Check fuel selector

indication. stuck. valve.
Fuel tanks empty. Check fuel tanks
and fill.
Defectivegauge. Replacegauge.
Fuel selector valve Reposition fuel se-
in improper position. lector valvelever.
Low pressureor Obstruction in inlet Trace lines and

pressure surges. side of pump. locate obstruction.
Air in line to Bleed line.
pressure gauge.
NOTE
Refer to Table VIII-VII for additional Fuel System

Troubleshooting.
Reissued: 10/11/79 FUEL SYSTEM

2E7
END OF SECTION

2E8
SECTION
X
INSTRUMENTS
2E8A
2E8B
SECTION X - INSTRUMENTS
TABLE OF CONTENTS
Paragraph Grid No.
10-1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E11

10-1a. Replacement Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E11
10-2. Non-Electrical Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E11
10-3. Gyro Pressure System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E11
10-4. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E11
10-4a. Hoses and Clamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E11
10-5. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E12
10-6. Gyro Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E12
10-7. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E12
10-9. Pressure Regulating Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E12
10-10. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E12
10-12. Adjustments to Pressure Regulator . . . . . . . . . . . . . . . . . . . . . . . . 2E12
10-13. Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E13
10-14. Pneumatic Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E14C
10-15. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E14C
10-16. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E14C
10-16a. Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E14C
10-17. Removal and lnstallation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E14E
10-17a. Replacing Pump Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E14F
10-18. Pitot-Static System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E15
10-18a. Pitot-Static System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E15
10-19. Directional Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E19
10-20. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E19
10-22. Removal and Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E20
10-23. Gyro Horizon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E20
10-24. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E20
10-27. Rate Of Climb Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E22
10-28. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E22
10-31. Sensitive Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E23
10-32. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E23
01/01/09 X - TABLE OF CONTENTS

2E8C
Paragraph Grid No.
10-35. Airspeed Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F1

10-36. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F1
10-37. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F1
10-38. Removal and Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F1
10-39. Magnetic Compass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F2
10-40. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F2
10-41. Adjustment of Compass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F2
10-42a. Replacing Engine Gauges and Senders . . . . . . . . . . . . . . . . . . . . . 2F4
10-43. Manifold Pressure Gauge System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F4
10-44. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F4
10-47. Tachometer Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F5
10-48. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F5
10-51. Engine Oil Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F6
10-52. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F6
10-55. Electrical Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F8
10-56. Turn and Bank Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F8
10-57. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F8
10-60. Fuel Quantity Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F8
10-61. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F8
10-64. Oil Temperature Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F9
10-65. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F9
X - TABLE OF CONTENTS 01/01/09

2E8D
Paragraph Grid No.
10-68. Ammeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F10

10-69. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F10
10-72. Removal and Replacement of Face Mounted Instruments . . . . . . 2F10
10-73. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F10
10-74. Removal and Replacement of Cluster Mounted Instruments . . . . 2F12
10-75. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F12
10-76. Exhaust Gas Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F12
10-77. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F12
10-78. Removal of EGT Probe and Gauge . . . . . . . . . . . . . . . . . . . . . . . . 2F12
10-78a. Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F12
10-78b. Installation of EGT Probe and Gauge . . . . . . . . . . . . . . . . . . . . . . 2F12
10-80. Cylinder Head Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F13
10-81. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F13
10-84. Fuel Flow Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F14
10-85. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F14
10-88. Piper Auto Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F15
10-89. Annunciator Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F15
10-90. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F15
01/01/09 X - TABLE OF CONTENTS

2E9
X - TABLE OF CONTENTS 01/01/09

2E10
SECTION X
INSTRUMENTS
10-1. GENERAL.
The instrumentation in the Seneca II is designed to give a quick and actual indication of the attitude,
performance and condition of the airplane. Maintenance, other than described in these sections, shall be
done by the instrument manufacturer or an authorized repair station.
The two types of instruments have been classified in this section as non-electrical and electrical. The first
part of this section will pertain to maintenance and troubleshooting of all the instruments and their
systems which depend on non-electrical sources for their operation. The remaining portion of this
section is directed to maintenance and troubleshooting of all the electrically operated instruments.
10-1a. REPLACEMENT GAUGES
See Piper Service Spares Letter No. 406 when ordering replacements for the original equipment Stewart
Warner and A.C. Spark Plug Co. gauges.
10-2. NON-ELECTRICAL INSTRUMENTS.
10-3. GYRO PRESSURE SYSTEM.
10-4. GENERAL.
The gyro pressure system is a dry pneumatic engine driven pump system that produces sufficient air
pressure which is regulated to operate the attitude and directional gyros. The system consists of two
engine driven pneumatic pumps, pressure regulators, in line filters, manifold assembly, pressure gauge,
and the necessary tubing and hoses. The system operates at a preset pressure which is monitored at the
pressure gauge mounted in the right side of the instrument panel.
10-4a. HOSES AND CLAMPS
a. These items should be examined periodically and inspected carefully whenever maintenance
activities cause hose disconnections.
b. Ends of hoses should be examined for rubber separation and slivers of rubber on inside
diameter of hoses. These slivers can and do become detached. If this happens, the loose particles
will migrate throughout the system and may eventually contribute to a failure.
c. Replace old, hard, cracked or brittle hose. Sections of the inner layers may separate.
d. Ensure hoses are clear and clean by blowing them out with shop air. Remove from aircraft as
required.
CAUTION: DO NOT WIGGLE HOSE FROM SIDE TO SIDE DURING INSTALLATION.
WIGGLING COULD CAUSE PARTICLES TO BE CUT FROM INNER WALL OF
HOSE WHICH CAN LEAD TO DAMAGE OF OTHER COMPONENTS.
e. Where hose clearance is tight, making it difficult to reinstall it onto a fitting or barb, spray the
fitting or barb with silicone. Let dry, then install hose by pushing it straight on.
CAUTION: WHEN REPLACING ANY THREADED FITTING, DO NOT USE PIPE DOPE,
THREADLUBE, OR TAPE. USE ONLY SILICONE SPRAY, LETTING IT DRY
BEFORE ASSEMBLY.
f. Hose clamps and fittings should be replaced when broken, damaged or corroded.
01/01/09 X - INSTRUMENTS
2E11
See Table X-I.
10-6. GYRO PRESSURE GAUGE.
10-7. GENERAL.
The gyro pressure gauge monitors the regulated gyro system pressure. The gauge is mounted in the
lower right side of the instrument panel and is calibrated in inches of mercury. The gauge has two red
malfunction indicator buttons.
See Table X-I.
10-9. PRESSURE REGULATING VALVE.
10-10. GENERAL.
The pressure regulating valves regulate gyro system pressure at 4.8 to 5.1 inches of mercury for S/N up
to 34-8170091 inclusive or 4.8 to 5.2 inches for S/N 34-8170092 and up. The regulating valves are
mounted on the aft side of the firewall, and are adjustable to provide the correct system pressure.
Incorporated in each valve is an electrical switch that completes a circuit to provide a visual display on
the annunciator panel whenever gyro air pressure is insufficient.
10-11. TROUBLESHOOTING. (Refer to Table X-I.)
10-12. ADJUSTMENTS TO PRESSURE REGULATOR. (Refer to Figure 10-1.)
a. Remove nacelle cover to gain access to the pressure regulator.
b. For S/N up to 34-8170091 inclusive:
Operate both engines at 2575 RPM; the gyro pressure gauge reading should be 4.8 to 5.l inches of
mercury.
NOTE: The pressure indicator with one engine at a time running at 2000 RPM should be within .1
inches of mercury of each other. With both engines operating at 2575 RPM, the reading
should not exceed 5.2 inches of mercury.
c. For S/N 34-8170092 and up:
1. Set pressure regulator for one engine at 4.8 to 5.2 inches of mercury with that engine operating
at magneto check RPM and other engine at idle or off.
2. Repeat setting procedure for other engine.
3. After settings are made on both engines, check the pressure readings to be sure that it is within
limits when both engines are operating at mag check RPM.
d. To adjust the regulator, bend the locking tabs on the adjustment screw and adjust the screw as
required to obtain correct gyro pressure.
e. After adjustment is complete, bend tabs to lock screw in place and recheck pressure. Reinstall
nacelle cover.
X - INSTRUMENTS 01/01/09
2E12
10-13. REMOVAL AND INSTALLATION.

a. Remove the nacelle access cover.
b. Loosen the hose clamps on the regulating valve and disconnect the hoses.
c. Disconnect the two electrical leads.
d. Remove the nut and flat washer securing the regulator to the fire wall and withdraw the regulator.
e. Reinstall the regulator in reverse order of removal.
2E13
1982
1. PUMP
2. AIR FILTER
3. INLINE FILTER
4. ATTITUDE GYRO. COPILOT
5. DIRECTIONAL GYRO, COPILOT
6. PRESSURE GAUGE
7. ATTITUDE GYRO
8. DIRECTIONAL GYRO
9. PRESSURE REGULATING VALVE
10. PRESSURE SWITCH
ADJUSTMENT
NOTE
INLINE FILTERS (3) MAY BE LOCATED, EITHER

BEHIND THE INSTRUMENT PANEL OR THE FIRE
WALL FOR SERVICE INFORMATION REFER TO
SECTION XIV, PARAGRAPH 14-43.
Figure 10-1. Gyro PressureSystem
Reissued: 10/11/79 INSTRUMENTS

2E14
TABLE X-I. TROUBLESHOOTING GYRO PRESSURE SYSTEM

No pressure indication Filter clogged or Clean or replace filter.
at instrument. dirty.
Line from pump to filter Check line.
restricted or leaking.
Faulty gauge or Replace gauge.
malfunctioning pump. Replace pump.
Low system pressure. Filter dirty. Clean or replace filter.
Pressure regulator valve Adjust regulator valve
incorrectly adjusted. in accordance with
adjustments in this
section.
Line from pump to filter Repair line.
restricted or leaking.
Line from pump to Check all lines and
manifold leaking. fittings.
Pressure correct on Pump malfunctioning. Replace pump.
ground but will not
maintain pressure at Dirty filter. Replace filter.
altitude.
Regulator sticky. Clean regulator.
Pressure correct but Regulator sticky. Clean regulator.
pilot reports pressure
erratic or shows Oil in pump due to Replace pump.
complete loss in flight. leaky engine seal
or cleaning fluid
blown into pump
while cleaning engine.
Pressure can only be Leak in system. Repair or replace lines.
maintained at full
throttle on ground. Worn pump. Replace pump.
Stuck regulator. Clean or replace
regulator.
Normal pressure indication Faulty flight instrument. Replace instrument.
but sluggish
operation of instruments.
High system pressure. Regulator incorrectly Adjust regulator.
adjusted.
Regulator sticking. Clean and check operation
of regulator.
2E14A
TABLE X-I. TROUBLESHOOTING GYRO PRESSURE SYSTEM (CONT.)

Regulator cannot be Lines leaking. Check lines and fittings.
adjusted to produce
correct pressure. Dirty filter. Replace filter.
Pump malfunctioning. Replace pump.
2E14B
10-14. PNEUMATIC PUMP.

10-15. GENERAL.
The pneumatic pump is a rotary vane, positive displacement dry type pump. The pump is mounted on
the accessory section of each engine and rotates counterclockwise on the left engine and clockwise on
the right engine. The drive ratio to the crankshaft is 1.545:1.
10-16. TROUBLESHOOTING. (Refer to Table X-I.)
10-16a. INSPECTION.
a. Aero Accessories Tempest 215/216 (3215/3216) Series Pumps only. (Figure 10-1a.)
The Aero Accessories Tempest 215/216 (3215/3216) Series Dry-Air pump(s) are direct
replacements for the original equipment Parker / Airborne pumps. The Aero Accessories pumps
feature a wear indicator inspection port on the back cover which allows direct observation of pump
vane wear. Beginning at 500 hours time-in-service, and each 100 hours thereafter, remove the
inspection port plug and observe vane wear as shown in Figure 10-1a.
1. As the vanes wear, they slide outboard in the vane slots in the rotor.
2. When the portion of the vane that can be observed in the inspection hole covers approximately
1/8 of the inspection hole, replace the pump.
Figure 10-1a. Dry-Air Pump Vane Wear Inspection (Aero Accessories 215/216 Series)
2E14C
b. Aero Accessories Tempest 400 series Pumps only. (Figure 10-1b.)

The Aero Accessories Tempest 400 Series Dry-Air pump(s) are direct replacements for the original
equipment Parker / Airborne pumps. The Aero Accessories pumps feature a wear indicator
inspection port which allows direct observation of pump vane wear.
For airplanes with frequent de-ice cycles, beginning at 200 hours time-in-service, and each 100
hours thereafter;
For airplanes with normal de-ice cycles, beginning at 300 hours time-in-service, and each 100
hours thereafter;
inspect the vacuum pumps as follows:
1. Remove engine cowling.
2. Ground magnetos and turn the fuel selector to OFF.
CAUTION: DIRT, GREASE, OR DEBRIS IN THE AREA OF THE INSPECTION
PORT PLUG COULD CONTAMINATE THE PUMP IF THE PLUG IS
REMOVED PRIOR TO CLEANING.
3. Ensure the area around the inspection port plug is clean.
Figure 10-1b. Vane Wear Measurement
2E14D
CAUTION: IF THE STAR WASHER IS NOT REMOVED WITH THE PLUG, THE
SUBSEQUENT WEAR INDICATION READING WILL BE
ERRONEOUS.
4. Remove the inspection port plug and star washer (View A).
5. While looking into the inspection port, have an assistant slowly turn the propeller by hand
in the normal direction of rotation until a vane slot is centered in the port (View B).
NOTE: If you go too far, just keep turning the propeller until the next vane slot appears.
DO NOT turn the propeller backwards.
CAUTION: DO NOT ROTATE PROPELLER OR PUMP SHAFT WITH THE

INDICATING TOOL INSERTED INTO THE INSPECTION PORT. IF THE
PUMP IS INADVERTENTLY ROTATED WHILE THE INDICATING
TOOL IS INSERTED INTO THE INSPECTION PORT, PUMP
REPLACEMENT IS REQUIRED - EVEN IF YOU CAN DETECT NO
DAMAGE.
6. Insert the vane wear indicating tool into the inspection port as illustrated in View C.
a. Hold the barrel securely and squarely against the pump body.
b. With your finger tip, gently push the plunger into the pump. When the plunger
touches the vane you may feel the vane move slightly if it is not at the bottom of its
slot.
NOTE: If the plunger does not slip easily into the slot, DO NOT force it. Remove
the indicating tool and check the alignment of the vane slot to the inspection
port.
7. Compare the relative positions of the plunger land and barrel top to the illustrations in
View D to determine vane wear.
a. If vane is “worn out,” replace pump.
b. If vane is “still good” or “new,” proceed to next step.
8. If vanes are within service limits and pump is otherwise serviceable, clean the threads on
the inspection port plug, install a new star washer and torque the port plug to 45–50 in.-lbs.
10-17. REMOVAL AND INSTALLATION.
a. Remove the top portion of the engine cowling.
b. Disconnect the two hoses at the pump.
c. Remove the four mounting nuts, lockwashers and plain washers, and withdraw the pump from the
engine.
2E14E
d. Reinstall the pump in reverse order of removal, noting the following:

CAUTION: THE ONLY DRY AIR PUMP MOUNTING GASKET AUTHORIZED AND
APPROVED FOR USE ON AIRBORNE DRY AIR PUMP IS THE AIRBORNE
GASKET B3-1-2, PIPER PART NUMBER 751-859. USE OF ANY OTHER
GASKET MAY RESULT IN OIL SEEPAGE OR LEAKAGE AT THE MOUNTING
SURFACE.
1. Place gasket in proper position.
2. Torque the four mounting nuts to 40–50 inch-pounds.
e. Check hose connections and mounting hardware for security.
10-17a. REPLACING PUMP FITTINGS.
CAUTION: WHEN REPLACING ANY OF THE THREADED FITTINGS, DO NOT USE PIPE
DOPE, THREADLUBE, OR TAPE. PIPE DOPE / TAPE PARTICLES INGESTED BY
THE VACUUM PUMP COULD CAUSE THE PUMP TO FAIL. USE ONLY SILICONE
SPRAY, LETTING IT DRY BEFORE ASSEMBLY.
1. Before installing any fittings on pump, check for any external damage. A pump that has been
damaged or dropped should not be installed.
CAUTION: DO NOT APPLY VISE PRESSURE TO OUTSIDE DIAMETER OR OVERALL
LENGTH OF PUMP.
2. When a vise is used to hold pump while installing fittings, suitable caution must be exercised to
avoid pump damage. Square mounting flange must be held between soft wood blocks and only at
right angles to vise jaws. Use only enough vise pressure to hold pump firmly.
3. The ports of AIRBORNE pumps have been treated with a dry film lubricant and AIRBORNE
fittings are cadmium plated thus eliminating any need for thread lubricants. If thread lubricant is
required, use only a silicone spray. Apply sparingly to external threads of fittings only and let dry
before assembly.
2E14F
10-18. PITOT-STATIC SYSTEM.

Pitot pressure for the airspeed indicator is sensed by the pitot mast mounted under the left wing. Static
pressure for the altimeter, vertical speed and airspeed indicators is sensed by two static pressure units,
one located on each side of the rear part of the fuselage.
An alternate static source control valve is located below the instrument panel to the right of the power
quadrant. If one or more of the pitot-static instruments malfunctions, these pressure systems should be
checked for leaks, dirt or water. If moisture is present, the static system can be drained by turning on the
alternate static system. The selector valve is located at the low point of the system. Another drain is
provided in the lower left front side panel to drain moisture from the pressure line running between the
pitot mast and the instrument panel. At any time an instrument, fitting, line, pitot head or static button is
disconnected, tests must be performed prior to the next flight. Refer to Advisory Circular 43.13-l, latest
revision, for the testing procedures.
10-18a. PITOT-STATIC SYSTEM TEST. (PIR-PPS60035, Rev. N.)
This test requires a pitot/static test fixture (i.e. - Aerosonic Air Data Test Set - Model 90000-0168 or
equivalent) and calibrated air source (i.e. - airspeed simulator) and should be performed at any time an
instrument, fitting, line, pitot head, or static button is disconnected. The test should be performed prior to
the next flight.
NOTE: Ensure the lines and fittings are free of any entrapped moisture or restrictions.
1. Attach the test fixture to the pitot head. Align the holes in the fixture with the holes in the head.
2. Attach the airspeed simulator hose to the pitot (pressure) port of the fixture.
3. Operate the simulator to obtain a reading of 75 knots on the airplane airspeed indicator(s).
4. Check that the airspeed indicator needle follows in the same direction as the simulator airspeed
indicator needle.
5. Raise airspeed to 195 knots and wait 15 seconds to allow the airplane airspeed indicators to
stabilize.
6. Observe the simulator and airplane airspeed indicators for 15 seconds. If a leak is present, the
indicator needles will move toward zero.
7. If a leak is present, check the fixture installation, hose connections, and pitot system lines and
fittings. Repair the leak when found, then repeat steps (1) - (6), above.
8. Attach static test fixture to the static port and pitot test port of the aircraft. Tape over the other static
button.
9. Set the aircraft altimeter needles to read zero altitude. Operate the static simulator to cause the
aircraft altimeter needles to read 1,000 feet altitude. Momentarily open the alternate static port.
There should be a decrease in altimeter indication. If no change occurs the system is blocked and
must be repaired prior to further testing.
10. Increase altitude to 1,050 feet.
11. Check that the aircraft altimeter shows an increase.
12. Observe the aircraft altimeter. Loss of indicated altitude shall not exceed 100 feet in one minute.
2E15
Figure 10-2. Pitot-Static System
(Serial Nos. 34-7570001 to 34-7670136 incl.)
13. If a leak exceeds the tolerances in step (12), check the fixture installation, plumbing and fittings.
Repair the leak when found and repeat the static system checks above.
14. Remove the test fixture and tape from the static button.
NOTE: If any connections in the pitot/static system are opened for maintenance, the entire system
must be rechecked per paragraph 18a.
2E16
2039
1. PILOT'S INSTRUMENTS 13. ELBOW
2. COPILOT'S INSTRUMENTS 14. CIRCUIT BREAKER
3. STATIC LINE 15. ALTERNATE STATICAIR VALVE
4. SWITCH PANEL
5. HEATED PITOTSWITCH
6. TEE
7. STATIC BUTTON
8. PITOT HEAD
9. PITOT LINE
10. SUMP ASSEMBLY (DRAIN VALVE)
11. CONNECTOR
12. GASKET
Figure 10-2a. Pitot-Static System

(Serial Nos. 34-7670137 and up)
Revised: 11/12/82 INSTRUMENTS

2E17
1972
16 II
1. STALL WARNING LIGHT 28. ATTITUDE GYRO (COPILOT'S)

2. CLOCK 29. VERTICAL SPEED INDICATOR (COPILOT'S)
3. ADF INDICATOR 30. ALTIMETER (COPILOTS)
4. TURN AND BANK INDICATOR 31. CIGAR LIGHTER
S. AIRSPEED INDICATOR 32. CLOCK (COPILOT'S)
6. DIRECTIONAL GYRO 33. MIKE AND PHONE JACKS
7. ATTITUDE GYRO 34. ALTIMATIC III C AUTOPILOT
8. GLIDE SLOPE COUPLER ENGAGED 35. LEFT ENGINE AND FUEL INSTRUMENT CLUSTER
9. GEAR IN TRANSIT LIGHT 36. OMNI COUPLER
10. VERTICAL SPEED INDICATOR 37. PITCH TRIM
11. ALTIMETER 38. LEFT ENGINE TACHOMETER
12. ANNUNCIATOR PANEL 39. DUAL MANIFOLD PRESSURE GAUGE
13. OMNI AND GLIDE SLOPE INDICATOR 40. RIGHT ENGINE AND FUEL INSTRUMENT CLUSTER
14. OMNI INDICATOR 41. RIGHT ENGINE TACHOMETER
I5. MARKER BEACON 42. LANDING GEAR DOWN LIGHTS
16. COMPASS 43. LANDING GEAR SELECTOR
17. AUDIO CONTROL PANEL 44. LANDING GEAR FREE FALL VALVE CONTROL
1. COMMUNICATIONS TRANSCEIVERS (NO. 1 ) 45. ALTERNATE AIR CONTROL
19. COMMUNICATIONS TRANSCEIVERS (NO. 2) 46. PROP DEICE AMMETER
20. TRANSPONDER 47. CONTROL QUADRANT
21. R.NAV 48. RADIO LIGHTS AND PANEL LIGHTS
22. ADF RECEIVER 49. LEFT ENGINE EGT GAUGE
23. NAVIGATION RECEIVER 5O. FUEL FLOW GAUGE
24. DME 51. RIGHT ENGINE EGT GAUGE
25. TURN AND BANK INDICATOR (COPILOT'S) 52. GYRO PRESSURE GAUGE
26. AI RSPEED INDICATOR (COPILOT-S) 53. CIRCUIT BREAKER PANEL
27. DIRECTIONAL GYRO (COPILOT'S) 54. MIKE AND PHONE JACKS (COPILOT-S)
Fiure 10-3. Instrument Panei

2E18
10-19. DIRECTIONAL GYRO.

10-20. GENERAL.
The directional gyro is a flight instrument incorporating an air driven gyro stabilized in the vertical
plane. The gyro is rotated at high speed by air pressure directed against the gyro buckets produced at the
engine driven pneumatic pump. Due to gyroscopic inertia, the spin axis continues to point in the same
direction even though the aircraft yaws to the right or left. This relative motion between the gyro and the
instrument case is shown on the instrument dial which is similar to a compass card. The dial, when set to
agree with the airplane magnetic compass, provides a positive indication free from swing and turning
error. However, the directional gyro has no sense of direction and must be set to the magnetic compass.
Since the magnetic compass is subject to errors due to magnetic fields, electric instruments, etc., the
directional gyro is only accurate for the heading it has been set for. If the gyro is set on 270°, for
instance, and the aircraft is turned to some other heading, there can be a large error between the gyro and
the magnetic compass due to the error in compass compensation; this will appear as gyro precession.
The gyro should only be checked on the heading on which it was first set; also due to internal friction,
spin axis error, air turbulence and airflow, the gyro should be set at least every 15 minutes for accurate
operation whether it has drifted or not.
2E19
TABLE X-II. DIRECTIONALGYRO INDICATOR
Excess drift in either Setting error. See Par. 10-19.

direction.
Defectiveinstrument. Replaceinstrument.
High or low pressure.
If pressureis not
correct, check for the
following:
a. Pressureregulator a. Adjust.
improperly adjusted.
b. Incorrrect gauge b. Replacegauge.
reading.
c. Pump failure. c. Repair or replace.
d. Line kinked or d. Check and repair.
leaking. Check for collapsed
inner wall of hose.
Dialspins during turn. Limits (55° bank) of Reset gyro in level

gimbal exceeded. flight.
Dial spinscontinuously. Defectiveinstrument. Replace instrument.
10-22. REMOVALAND REPLACEMENT. Refer to Paragraph 10-72of this section.
10-23. GYROHORIZON.
10-24. GENERAL. The gyro horizon is essentiallyan air driven gyroscope rotating in a horizontal plane
and is operated by the same principal as the directional gyro. Due to the gyroscopic inertia, the spin axis
continues to point in the vertical direction, providing a constant visual reference to the attitude of the
airplane relative to pitch and roll axis. 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 gyro horizon is
marked for different degreesof bank.

2E20
PIPER SENECA IISERVICEMANUAL
TABLE X-III. GYRO HORIZON INDICATOR
Bar fails to respond. Insufficient pressure. Check pump and tubing.
Filter dirty. Clean or replace filter.
Bar does not settle. Insufficient pressure. Check line and pump.
Adjust valve.
Incorrect instrument. Check part number.
Defective instrument. Replace.
Bar oscillates or Instrument loose in Tighten mounting screws.

shimmies continuously. panel.
Pressure too high. Adjust valve.
Defective instrument. Replace instrument.
Instrument does not Instrument not set properly.

indicate level flight.
' Instrument not level Loosen screws and level
in panel. instrument.
Aircraft out of trim. Trim aircraft.
Bar high after 180 Normal,if it does not

turn. exceed 1/16 inch.
Instrument tumbles in Low pressure. Reset regulator.

flight.
Dirty filter. Clean or replace filter.
Line to filter restricted. Replace line.
Plug missing or loose Replace or tighten plug.

in instrument.
Bank or Pitch Limits

exceeded

2E21
10-26. REMOVALAND REPLACEMENT.Refer to Paragraph 10-72of this section.
10-27. RATE OF CLIMBINDICATOR.

10-28. GENERAL. The rate of climb indicator measures the rate of change in static pressure when the
airplane is climbing or descending. By means of a pointer and dial, this instrument will indicatethe rate of
ascent or descent of the airplane in feet per minute. Due to the lag of the instrument, the aircraft will be
climbingor descending before the instrument gives the correct rate. The instrument will continue to read
after the aircraft has assumed level flight. In rough air this should not be considered a malfunction.
TABLE X-IV. RATE OF CLIMBINDICATOR
Pointer does not set Agingof diaphragm. Reset pointer to zero

on zero. by means of setting
screw.Tap instrument
whileresetting.
Pointer fails to Obstruction in static Disconnectall instru-

respond. line. ments connectedto the
static line. Clearline.
Pitot-Static head frozen over.

Water in static line. Check individualinstru-
ments for obstruction
in lines.
Obstruction in pitot Clean linesand head.

head.
Pointer oscillates. Leaksin static lines. Disconnectall instru-

ments connected to the
static line. Check
individualinstruments
for leaks. Reconnect
instruments to static
line and test installa-
tion for leaks.
Defectivemechanism. Replaceinstrument.
Rate of climb indi- Water in static line. Disconnectstatic lines

cates when aircraft and blow out lines from
is banked. cockpit out to pitot
head.

2E22
TABLEX-IV. RATE OF CLIMBINDICATOR(cont)
Pointer has to be Temperature compen- Replace instrument.

set before every sator inoperative.
flight.
Pointer cannot be Diaphragmdistorted. Replace instrument.
reset to zero.
Instrument reads very Case of instrument or line Replaceinstrument.
low during climb or broken or leaking.
descent.
10-30. REMOVALAND REPLACEMENT.Refer to Paragraph 10-72of this section.

10-31. SENSITIVEALTIMETER.
10-32. GENERAL. The altimeter indicatesaltitude in feet above sea level.The indicator has three pointers
and a dial scale; the long pointer is read in hundredths of feet; the middle pointer in thousandths of feet,
and the short pointer in ten thousandths of feet. A barometric pressure window is located on the right side
of the indicator dial and is set by the knob located on the lower left corner of the instrument. The altimeter
consists of a sealed diaphragm that is connected to the pointers through a mechanical linkage. The
instrument case is vented to the static air system and as static air pressure decreases, the diaphragm
expands, causingthe pointers to movethrough the mechanicallinkage to indicate a higher altitude.
TABLEX-V. ALTIMETER
Excessivescaleerror. Improper calibration Replace instrument.

adjustment.
Excessivepointer Defective mechanism. Replace instrument.

oscillation.
High or low reading. Improper venting. Eliminate leak in
static pressure system
and check alignment of
sensor.
Setting knob is hard Wronglubrication or Replace instrument.

to turn. lack of lubrication.

2E23
TABLE X-V. ALTIMETER (cont.)

Altimeter sticks at Water or restriction in Remove static lines
altitude or does not static line. from all instruments,
change with change of blow line clear from
altitude. cockpit to sensor.
Altimeter changes Water in static line. Remove static lines
reading as aircraft from all instruments,
is banked. and blow line clear from
cockpit to sensor.
Altimeter requires Temperature compensator Change instrument.
resetting frequently. inoperative.
Inner reference marker Out of engagement. Replace instrument.
fails to move when
setting knob is rotated .
Setting knob set screw Not tight when Tighten instrument
loose or missing. altimeter was reset. screw, if loose. Replace
screw, if missing.
Cracked or loose Case gasket hardened. Replace or repair
cover glass. instrument.
Dull or discolored Age. Replace or repair
markings. instrument.
Barometric scale and Drift in mechanism. Reset pointers, per
reference markers out AC 43.13-1.
of synchronism with
pointers.
NOTE: If any connections in the pitot / static system are opened for maintenance, the entire system
must be rechecked per Pitot / Static System, Test, above.
10-34. REMOVAL AND REPLACEMENT. Refer to Paragraph 10-72 of this section.
2E24
10-35. AIRSPEED INDICATOR.

10-36. GENERAL.
The airspeed indicator provides a means of indicating the speed of the airplane passing through the air.
The airspeed indication depends on the differential pressure between pitot air pressure and static air
pressure. This instrument has the diaphragm vented to the pitot air source and the case is vented to the
static air system. As the airplane increases speed, the pitot air pressure increases, causing the diaphragm
to expand. A mechanical linkage picks up this motion and moves the instrument pointer to the indicated
speed. The instrument dial is calibrated in knots and miles per hour, and also has the necessary operating
range markings for safe operation of the airplane.
TABLE X-VI. AIRSPEED TUBES AND INDICATOR

Pointers of static Leak in instrument case Check for leak and seal.
instruments do not or in static lines.
indicate properly.
Pointer of instrument Defective mechanism. Replace instrument.
oscillates.
Instrument reads high. Pointer not on zero. Replace instrument.
Leaking static system. Find leak and correct.

Instrument reads low. Pointer not on zero. Replace instrument.
Leaking static system. Find leak and correct.
Pitot-Static head not Realign pitot-static head

aligned correctly.
Airspeed changes as Water in static line. Remove lines from static
aircraft is banked. instruments and blow
out lines from cockpit
to pitot-static head.
NOTE: If any connections in the pitot / static system are opened for maintenance, the entire system
must be rechecked per Pitot / Static System, Test, above.
2F1
10-39. MAGNETICCOMPASS.
10-40. GENERAL. The magnetic compass is a self-containedinstrument. This instrument has an individual
light which is connected to the instrument lighting circuit. The compass correction card is located in the
card holder mounted on the instrument. The compassshould be swung wheneverinstruments or radios are
changed and at least once a year.
10-41. ADJUSTMENTOF COMPASS. Before attempting to compensate compass, every effort should be
made to place the aircraft in simulated flight conditions; check to see that the doors are closed, flaps in
retracted position, engines running, throttles set at cruise position and aircraft in level flight attitude.
Aircraft master switch, alternator, and radios should be on. All other cockpit controlled electrical switches
should be in the off position.
a. Set adjustment screws of compensator on zero. Zero position of adjusting screwsis when the dot
of the screw is lined up with the dot of the frame.
b. Head aircraft on a magnetic North heading. Adjust N-S adjustment screw until compass reads
exactly North.
c. Head aircraft on a magnetic East heading and do the same as Step b, adjusting E-W adjusting
screw.
d. Head aircraft on a magnetic South heading and note resulting South error. Adjust N-S adjusting
screw until one-half of this error has been compensated. No compensation adjustments shallbe made with
the combustion heater operating.
e. Head aircraft on magnetic Westand do same as Step d, adjusting E-Wadjustment screw.
f. Head aircraft in successive magnetic 30° degree headings and record compass readings on
appropriate deviation card. Deviationsmust not exceed ± 10 on any heading. An additional deviation card
will have to be made out for aircraft with combustion heater installed. This second deviationcard shall be
accomplished under the above conditions, except the combustion heater shall be operating.
TABLEX-VII. MAGNETICCOMPASS
Excessivecard error. Compassnot properly Compensateinstrument.

compensated. (Refer to Para. 10-41)
External magnetic Locate magnetic inter-
interference. ference and eliminate
if possible.
Excessivecard Insufficient liquid. Replaceor repair instrument.

oscillation.
Card sluggish. Weak card magnet. Replaceor repair instrument
Excessivepivot fric- Replaceor repair instrument.

tion or broken jewel. I

2F2
2F3
TABLE X-VII. MAGNETIC COMPASS (cont.)

Card sluggish (cont.) Excessive pivot friction Replace or repair
or broken jewel. instrument
Liquid leakage. Loose bezel screws. Replace or repair
instrument.
Broken cover glass. Replace or repair
instrument.
Defective sealing Replace or repair
gaskets instrument.
Discolored markings. Age. Replace or repair
instrument.
Defective light. Burned out lamp or Check lamp or continuity-
broken circuit. of wiring.
Card sticks. Altitude compensating Replace or repair
diaphragm collapsed. instrument.
Card does not move The gears that turn Replace or repair
when compensating compensating magnets instrument.
screws are turned. may be stripped.
Compass swings Normal.
erratically when radio
transmitter is keyed.
10-42a. REPLACING ENGINE GAUGES AND SENDERS

Original equipment A.C. Sparkplug and Stewart Warner engine gauges and senders are no longer
available. Rochester gauges and senders have been identified for service replacement. See the Seneca II
Parts Catalog, P/N 761-589, or Service Spares Letter No. 406.
10-43. MANIFOLD PRESSURE GAUGE SYSTEM.
10-44. GENERAL.
The dual manifold pressure gauge is a vapor proof, absolute pressure type instrument calibrated from 10
to 50 inches of mercury. Incorporated in the gauge are switches that complete the annunciator panel
circuit whenever engine manifold pressure exceeds 39.5 inches of mercury. The manifold pressure lines
have drain valves located behind and below the fuel manifold pressure gauge. This allows any moisture
which may have collected from condensation to be pulled into the engines. This is accomplished by
depressing the two valves for 5 seconds while operating the engines at 1000 RPM.
NOTE: Do not depress the valves when manifold pressure exceeds 2.5 inches Hg.
2F4
TABLE X-VIII. MANIFOLDPRESSURE INDICATOR

Excessiveerror at Pointer shifted. Replaceinstrument.
existingbarometric
pressure.
Excessiveerror when Line leaking. Tighten line con-
engineis running. nections.
Sluggishor jerky Defectiveinstrument. Replaceinstrument.
pointer movement.
Dull or discolored Age. Replaceinstrument.
marking.
Incorrect reading. Moistureor oil in Depressline valvesand/or
line. disconnectlines at in-
strument and blow out.
10-46. REMOVALAND REPLACEMENT.Refer to Paragraph 10-72 of this section.

10-47. TACHOMETERINDICATOR.
10-48. GENERAL. Each tachometer is connected to the engine accessorycover by a flexible cable and
provides an indication of crankshaft speed in revolutions per minute. The instrument has a recording
mechanism for recording the time that the engine is in actual operation. The right-hand tachometer has a
reversingdrive to correct for the counter rotation of the right-hand engine.

2F5
TABLE X-IX. TACHOMETER
No reading on indica- Broken drive cable. Replace cable.

tor, either permanent
or intermittent.
Loose cable connections. Tighten cable.
Pointer oscillates Rough spot on, or Repair or replace.

excessively. sharp bend in cable.
Excessivefriction in Replace instrument.
instrument.
Indicator changesin Excessiveclearance in Replace instrument.

climb. speed cup.
Pointer goes all the Excessivelubricant in Replace instruments.
way to stop, more instruments.
noticeable in cold
weather.
Pointer jumps at idle. Speed cup hitting Replaceinstrument.
rotating magnet.
Tachometer cable breaks. Cable bent too sharply. Reroute cable. replace shaft.
10-50. REMOVALAND REPLACEMENT.Refer to Paragraph10-72 of this section.

10-51. ENGINEOIL PRESSUREGAUGE.
10-52. GENERAL. The oil pressure gauge is mounted in the cluster on the instrument panel. This gauge
will indicate the amount of oil pressure availableat the pressurizedengine oil passage in psi.
Reissued:10/11/79 INSTRUMENTS
2F6
TABLE X-X. ENGINEOIL PRESSUREGAUGE

Excessiveerror at Pointer loose on shaft. Replace instrument.
zero. Overpressureor
seasoningof bourdon
tube.
Excessivescale error. Improper calibration Replace instrument.
adjustment.
Excessivepointer Air in line or rough Disconnectline and
oscillation. enginerelief. fill with light oil.
Check for leaks. If
trouble persists, clean
and adjust relief valve.
Sluggishoperation of Enginerelief valve Cleanand check.
pointer or pressure open.
failsto build up.
NOTE
Line restriction to Clean and check.
Gaugewill take longer to instrument.
indicate in cold weather.
Lossof oil in engine or Shut down engine
other engine failure. refer to Table VIII-III.
10-54. REMOVALAND REPLACEMENT.Refer to Paragraph 10-78 of this section.
Reissued:10/11/79 INSTRUMENTS
2F7
10-55. ELECTRICAL INSTRUMENTS.
10-56. TURN AND BANK INDICATOR.
10-57. GENERAL. The turn and bank indicator is an electrical instrument. The turn portion of the
indicator is driven by a permanent magnet D.C. governor controlled gyro motor. The pointer is designed to
deflect in the direction of turn at a rate proportional to the rate of aircraft turn. The bank portion of the
indicator is a ball sealed in a curved glass tube filled with damping fluid. In an improperly coordinated turn
the ball is forced from the center of the tube thus indicating error.
TABLE X-XI. TURN AND BANK INDICATOR
Instrument will not No power to instrument. Reset circuit breaker.

operate.
Check circuit and repair.
Instrument malfunction. Repair instrument.
Foreign matter lodged Replace instrument.

in instrument.
Incorrect sensitivity. Out of calibration. Replace instrument.
Incorrect turn rate. Out of calibration. Replace instrument.
Ball sticky. Flat spot on ball. Replace instrument.
Ball not in center Instrument not level Level instrument.

when aircraft is in panel.
correctly trimmed.
10-60. FUEL QUANTITY INDICATOR.
10-61. GENERAL. The two fuel quantity gauges are mounted in the clusters on the instrument panel.
These instruments are calibrated in U.S. gallons. Two transmitter units are installed in each fuel tank. Each
unit contains a resistance stnp and a movable control arm. The position of this arm is controlled by a float
and this position is transmitted electrically to the indicator gauge to show the amount of fuel in the tank.
The two transmitters in each tank are connected in senes: the outboard sender must be insulated from
airframe ground.
INSTRUMENTS
Reissued: 10/11/79 2F8
TABLE X-XII. FUEL QUANTITY INDICATORS
Fuel gauge fails to Broken wiring. Check and repair.

indicate.
Gauge not operating. Replace.
Fuel gauge indicates Incomplete ground. Check ground con-

empty when tanks nections at inboard
are full. transmitter in wings.
Fuel gauge indicates Partial short to Check wiring.

full with tanks empty. ground.
Float arm stuck. Replace fuel transmitter.
Fuel gauge indicates Intermittent electrical Check ground at inboard

incorrectly. connection. transmitter and electrical
connections.
Faulty transmitter. Replace fuel transmitter.
10-64. OIL TEMPERATURE INDICATOR.
10-65. GENERAL. The oil temperature indicator is mounted in the instrument cluster on the instrument
panel. This instrument will provide a temperature indication of the engine oil in degrees Fahrenheit. The
instrument has a temperature bulb located on the left side of the engine.

2F9
TABLE X-XIII. OIL TEMPERATURE INDICATORS

Instrument fails to Broken or damaged bulb. Check engine unit and
show any reading. Wiring open. wiring to instrument.
Excessive error. Improper calibration Replace instrument.
adjustment.
Pointer fails to move Broken or damaged bulb Check engine unit and
as engine is warmed up. or open wiring. wiring.
Dull or discolored Age. Replace instrument.
marking.
10-68. AMMETER.
10-69. GENERAL.
The ammeters are mounted in the instrument cluster. This instrument measures the current going into the
entire electrical system including the battery charging demand.
10-70. TROUBLESHOOTING. Refer to Section XI (Alternator Section).
10-72. REMOVAL AND REPLACEMENT OF FACE MOUNTED INSTRUMENTS.
NOTE: If any connections in the pitot/static system are opened for maintenance, the entire system must
be rechecked per paragraph 10-18a.
10-73. GENERAL.
Since all instruments are mounted in a similar manner, a description of a typical removal and installation
is provided as a guide for the removal and installation of the instruments. Special care should be taken
when any operation pertaining to the instruments is performed.
a. Remove the face panel.
b. With the face panel removed, the mounting screws for the individual instruments will be exposed.
Remove the connections to the instrument prior to removing the mounting screws of the instrument
to be removed.
NOTE: Tag instrument connections for ease of installation.
c. Installation of the instruments will be in the reverse given for removal (Refer to step ‘d’ for gyro
fitting installation).
2F10
CAUTION
DO NOT use thread lube on fittings or in ports of gyros. The use of

thread lube can cause contamination which shortens the life
expectancy of the gyro and can cause premature failures. Any
evidence of thread lube will create a WARRANTY VOID
CONDITION. Make sure that all air lines are clean and free of oil,
grease, pipe compound or any foreign material and/or residue
before connecting lines to gyro.
d. The use of 3M-48x¼ teflon pipe thread sealant tape on gyro fitting threads is recommended and
should be installed in the following manner.
1. Carefully lay teflon tape on the threads, allowing one to two lead-in threads to be visible from
the end of the fitting. Hold in place and wrap in the direction of the threads, so tape will remain tight when
fitting is installed.
2. Apply sufficient tension while winding, to assure that the tape forms into thread grooves. One
full wrap plus '/" overlap is sufficient.
3. After wrap is complete, maintain tension and tear tape by pulling in direction of wrap. The
ragged end is the key to the tape staying in place. (If sheared or cut tape may loosen.)
4. Press tape well into threads.
5. Screw fitting into port being careful not to exceed torque requirements as noted on decal
located on cover of gyro.
e. After the installation is completed and before replacing the instrument face panel, check all
components for security and clearance of the control column.
INSTRUMENTS Reissued: 10/11/79

2F11
10-74. REMOVAL AND REPLACEMENT OF CLUSTER MOUNTED INSTRUMENTS.

10-75. GENERAL.
a. Remove the face panel by springing the plastic material from the channels.
b. With the face panel held in a vertical position, the screwssecuringthe clusters are accessible.Re-
move the screws and the lens of the cluster to be repaired.
c. Remove the plastic light seals adjacent to the instrument to be replaced.
d. Remove the wires or tube to the instrument. Tag wires so they can be returned to the sameterminal
on the replacement instrument.
e. Remove nuts and insulating washers on electrical instruments; then move instrument aft. Me-
chanical instruments have only one large nut and lock washer.
f. Replace instrument in the reverse order of removal. Check all mountings and connections for
security.
10-76. EXHAUST GAS TEMPERATURE GAUGE.

10-77. GENERAL. This instrument, which is commonly referred to as EGT, is used to aid the pilot in setting
the economical fuel-air mixture for cruising flight at a power setting of 75% or less. It is a sensing device to
monitor the temperature of exhaust gases leavingthe engine cylinders. If it is found defectiveafter checking
with troubleshooting chart, it should be replaced. If the leads to the gauge are defectivein any way, they must
be replaced. When replacing leads, it is necessaryto use the same typeand length of wire becausethe resistance
of the leads is critical for the proper operation of this gauge.
10-78. REMOVAL OF EGT PROBE AND GAUGE.
a. Disconnect wires from the EGT gauge at the instrument panel.
b. Remove four bolts which secure the gauge to the instrument panel and remove the gauge.
c. Remove wires from the wire harness going to the engine.
d. Loosen the nut which secures the EGT probe to the exhaust transition area of the exhaust system
and remove the probe.
10-78a. CLEANING AND INSPECTION. Unlessmechanicaldamage such as broken glass,bent or broken
pointer, or broken case, the following checks should be performed before removing the instrument:
a. Remove probe from exhaust transition area and checkfor broken weld (at tip end) or burnt offend.
Measured resistance of probe should be .8 ohms. Clean the connections with steel wool before reassembly.
b. Disconnect lead wires at instrument and measure length and diameter. Resistancewith lead wires
connected to probe should be 3.3 ohms. Clean connections with steel wool before reassembly.
c. With leads connected to instrument, heat probe with propane torch to dull red. The meter should
read up to the fourth graduation or approximately 1500°F. Beforemaking this check,make sure that the ad-
justment screw,which is locatedin the rear of the instrument case, is in the center of itstravel. If this screwhas
been turned to either end of full travel, it willshut the instrument off and no indication will be shown on the
pointer. If meter still does not read, replace it.
CAUTION
Do not connect ohmmeter across meter; it will burn out the move-
ment of the meter.
()-78b. INSTALLATION OF EGT PROBE AND GAL GE.
a. Lubricate the probe fitting with Fel-Pro C5A Anti-Seize Lube PT 51005 and install the probe into
the hole in the transition area of the exhaust system and secure with locknut.
b. Route the thermocouple wires along with the existing wire harness to the instrument panel.
c. Install the EGT gauge into the instrument panel and secure with four bolts.
d. Connect the thermocouple wires to the rear of the EGT gauge.
Revised: 12/08/83 2F12 INSTRUMENTS

2F12
TABLE X-XIV. EXHAUSTGAS TEMPERATUREGAUGE
Gauge inoperative. Master Switch OFF. Turn switch ON.

Circuit BreakerOUT. Push breaker IN.
Defectivegauge,probe Check probe and lead
or wiring. wiresfor chafing,
breaks or shorting
between wiresand/or
metal structure.
Adjustingpotentio- Reset potentiometer.
meter turned off scale.
Fluctuating reading. Loose, frayed or broken Cleanand tighten
electricalleads or connections. Repair
faulty connections. or replacedefective
leads.
10-80. CYLINDERHEAD TEMPERATUREGAUGE.

1081.- GENERAL. The cylinder head temperature gauge is in the instrument cluster, located on the
instrument panel. This instrument measures the cylinder head temperature using a sender located in a
cylinder head. The cylinder head used is determined by the engine manufacturer. This gaugeis an electrical
instrument and is wired through the instrument's circuit breaker.

2F13
TABLE X-XV. CYLINDERHEAD TEMPERATUREGAUGE
Instrument shows no Engine is cold. Warmup engine.

indication.
Power supply wire open. Repair wire.
Defectivesender. Replace sender.
Defectiveinstrument. Replace instrument.
Open circuit breaker. Troubleshoot for fault.
Instrument goes all Wire grounded between Repair wire.

the way to upper stop. sender and gauge.
Defectivesender. Replace sender.
10-83. REMOVALAND REPLACEMENT.Refer to Paragraph-10-72of this section.

10-84. FUEL FLOWGAUGE.
10-85. GENERAL. The fuel flow gauge is a non-electric differential pressure gaugemounted in the bottom
of the instrument panel.
This instrument measures flow by reading the pressure drop across a fixed orifice located in the fuel
divider. With a constant fuel pressure being supplied by the engine driven pump and putting a fixed orifice
in the fuel divider head and then measuring the pressure drop downstream of the orifice againstmanifold
pressure, the resultant pressure can be calibrated in gallonsper hour flow.
TABLEX-XVI. FUEL FLOWGAUGE
Pointer oscillates. Air in fuel line. Purge line.
Gauge reads low at Vent line restricted. Check line and fittings.
altitude.
Pointer does not Fuel in diaphragm of Replace gauge.
return to zero. gauge.

2F14
10-88. PIPER AUTOCONTROL SYSTEM. (See AutoControl Service Manual).
TABLEX-XVII. INSTRUMENTMARKINGS
Fuel Flow:
Green Arc (Normal Operating Range) 0 to 20.0 GPH
Red Line 3.5 and 20.0 PSI
Manifold Pressure:
Radial Red Line 10 in. Hg. and 40 in. Hg.
Tachometer:
Green Arc (Normal Operating Range) 500 RPM to 2000 RPM
and 2200 RPM to 2575 RPM
Radial Red Line (Maximum) 2575 RPM
Cylinder Head Temperature:
Green Arc (Normal Operating Range) 360 to 460°F
Radial Red Line (Never Exceed) 460°F
Oil Pressure:
Green Arc (Normal Operating Range) 30 PSI to 80 PSI
Yellow Arc (Caution) 10 to 30 PSI and 80 to 100 PSI
Radial Red Line:
Minimum 10 PSI
Maximum 100 PSI
Oil Temperature:
Green Arc (Normal Operating Range) 75 to 240°F
Radial Red Line (Never Exceed) 240 F
Airspeed Indicator:
Green Arc (Normal Operating Range) 76 MPH to 190 MPH
Yellow Arc (Caution Range - Smooth Air) 190 MPH to 224 MPH
White Arc (Flaps Extended Range) 69 MPH to 125 MPH
Radial Red Line (Never Exceed - Smooth Air) 224 MPH
Radial Red Line (Minimum Control Speed - Single Engine) 80 MPH
Radial Blue Line (Best R/C Speed Single Engine) 105 MPH
10-89. ANNUNCIATOR PANEL.
10-90. GENERAL. The annunciator panel is a light cluster mounted in the upper left instrument panel
that provides a visual indication of individual system malfunctions. A press-to-test switch on the left side of
the annunciator will illuminate the entire display to check the condition of each display lamp when the
engine is running. The lamps will light when the engine is not running with the master switch ON. Sensors
located in the individual systems monitored activate to complete the annunciator circuit whenever a system
malfunctions.
10-91. TROUBLESHOOTING. (Refer to Section XI.)
10-92. REMOVAL AND REPLACEMENT. (Refer to Paragraph 10-72.)

2F15
END OF SECTION
2F16
SECTION
XI
ELECTRICAL
SYSTEM
2F16A
2F16B
SECTION XI - ELECTRICAL SYSTEM
TABLE OF CONTENTS
Paragraph Grid No.
11-1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F17

11-2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F17
11-3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F17
11-4. Alternator System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F17
11-5. Alternator and Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F23
11-6. Description of Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F23
11-7. Checking Alternator System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F24
11-8. Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G1
11-9. Overhaul of Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G2
11-10. Disassembly of Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G2
11-11. Inspection and Testing of Components . . . . . . . . . . . . . . . . . . . . . 2G4
11-12. Assembly of Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G5
11-13. Testing Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G6
11-14. Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G7
11-15. Alternator Service Test Specifications . . . . . . . . . . . . . . . . . . . . . . 2G8
11-16. Alternator Nomenclature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G8
11-17. Voltage Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G8
11-18. Regulator Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G9
11-19. Operation of Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G9
11-20. Balancing Circuit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G10
11-21. Preparation for Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G11
11-22. Testing Regulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G12
11-23. Adjusting Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G13
11-24. Overvoltage Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G14
11-25. Checking Overvoltage Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G14
11-26. Starting Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G16
11-27. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G16
11-28. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G16
11-29. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G16
11-30. Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G17
11-31. Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G17
11-32. Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G17
11-33. Brushes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G18
11-34. Armature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G18
11-35. Field Coils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G19
11-36. Brush Holders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G19
11-37. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G19
11-38. Bench Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G20
11-39. Starting Motor Control Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G20
11-40. Starting Motor Service Test Specifications . . . . . . . . . . . . . . . . . . 2G21
01/01/09 XI - TABLE OF CONTENTS

2F16C
SECTION XI - ELECTRICAL SYSTEM
TABLE OF CONTENTS (cont)
Paragraph Grid No.
11-41. Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G21

11-42. Servicing Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G21
11-43. Removal of Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G21
11-44. Installation of Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G22
11-45. Charging Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G23
11-46. Battery Box Corrosion Prevention . . . . . . . . . . . . . . . . . . . . . . . . . 2G23
11-47. Starting Through External Power Receptacle With Airplane’s
Battery Nearly Depleted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G23
11-48. Landing and Taxi Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G24
11-49. Removal of Landing and Taxi Lights . . . . . . . . . . . . . . . . . . . . . . 2G24
11-50. Installation of Landing and Taxi Lights . . . . . . . . . . . . . . . . . . . . . 2G24
11-51. Stall Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H1
11-52. Removal of Lift Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H2
11-53. Installation of Lift Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H3
11-54. Navigation Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H3
11-55. Removal of Wing Navigation Light . . . . . . . . . . . . . . . . . . . . . . . . 2H3
11-56. Installation of Wing Navigation Light . . . . . . . . . . . . . . . . . . . . . . 2H3
11-57. Removal of Tail Navigation Light . . . . . . . . . . . . . . . . . . . . . . . . . 2H3
11-58. Installation of Tail Navigation Light . . . . . . . . . . . . . . . . . . . . . . . 2H3
11-58a. Anti-Collision Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H3
11-59. Removal of Lamp in Anti-Collision Wing Tip Strobe Light . . . . . 2H3
11-60. Installation of Lamp in Anti-Collision Wing Tip Strobe Light . . . 2H4
11-61. Removal of Lamp in Anti-Collision Light . . . . . . . . . . . . . . . . . . . 2H4
11-62. Troubleshooting Procedure for Anti-Collision and Wing Tip
Strobe Light Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H4
11-63. Installation of Anti-Collision Light . . . . . . . . . . . . . . . . . . . . . . . . 2H5
11-63a. Reading Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H5
11-64. Removal of Lamp in Overhead Reading Lights . . . . . . . . . . . . . . 2H5
11-65. Installation of Lamp in Overhead Reading Lights . . . . . . . . . . . . 2H6
11-66. Instrument and Panel Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H6
11-67. Removal of Dimmer Control Assembly . . . . . . . . . . . . . . . . . . . . 2H6
11-68. Installation of Dimmer Control Assembly . . . . . . . . . . . . . . . . . . . 2H6
11-69. Annunciator Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H6
11-70. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H6
11-71. Annunciator Lights Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H7
11-72. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H7
XI - TABLE OF CONTENTS 01/01/09

2F16D
SECTION XI
ELECTRICAL SYSTEM
11-1. INTRODUCTION.
This section contains instructions and schematics for correcting difficulties which may arise in the
operation of the electrical system.
The instructions are organized so the mechanic can refer to: Description and Principles of Operation, for
a basic understanding of the various electrical systems; Troubleshooting, for a methodical approach in
locating the difficulty; Corrective Maintenance, for removal, repair and installation of components; and
Adjustments and Tests, for operation of the repaired system. Schematics for the individual systems are
located at the end of this section, see Table XI-I. For information concerning electronic equipment, refer
to Section XII, Electronics.
11-2. DESCRIPTION.
Electrical power is supplied by a 14-volt, direct current, negative ground electrical system. A 12-volt, 35
ampere hour battery is incorporated in the system to furnish power for starting and as a reserve power
source in case of alternator failure; it is located in the nose section of the airplane.
The electrical generating system consists of two engine driven 65 ampere alternators. Two solid state
regulators maintain effective alternator load sharing while regulating the system bus voltage at 14.0-
volts. Also incorporated in the system are overvoltage relays, one for each alternator circuit which
prevents damage to electrical and avionic equipment in case of regulator malfunction. A warning light on
the annunciator panel will illuminate if either alternator fails to produce current, accompanied by a zero
indication on the individual ammeter. The loads from the electrical bus system are protected by manual
reset type circuit breakers mounted on the lower right-hand instrument panel.
Troubles peculiar to the electrical system are listed in Table XI-V at the back of this section, along with
their probable causes and suggested remedies. The wiring diagrams included at the end of this section
will give a physical breakdown of the different electrical circuits used in this airplane.
After the trouble has been corrected, check the entire electrical system for security and operation of its
components.
11-4. ALTERNATOR SYSTEM.
The alternators are mounted on the accessory case of each engine. Many advantages both in operation
and maintenance are derived from this system.
The altemators have no armature or commutator and only a small pair of carbon brushes which make
contact with a pair of copper slip rings. The rotating member of the alternator, known as the rotor, is
actually the field windings. The rotor draws only 1/20th of the current output. Therefore, there is very
little friction and negligible wear and heat in this area. The alternating current is converted to direct
current by diodes pressed into the end bell housing of the alternator. The diodes are highly reliable solid
state devices but are easily damaged if current flow is reversed through them.
The alternator system does not require a reverse current relay because of the high back resistance of the
diodes and the inability of the alternator to draw current or motorize. A current regulator is unnecessary
because the windings have been designed to limit the maximum current available. Therefore the voltage
control is the only control needed.
01/01/09 XI - ELECTRICAL SYSTEM

2F17
TABLE XI-I. INDEX - ELECTRICAL SYSTEMS SCHEMATICS
FIGURE NO. SCHEMATIC GRID NO.
ANNUNCIATOR SYSTEMS
11-35 Annunciator Panel 219
COMFORT SYSTEM
I -32b Cigar Lighter 217
DEICE SYSTEMS
11-40 Defroster 2112
I -32b Pitot Heat 217
11-42 Stall Warning Sensor Heaters 2113
ELECTRICAL POWER SYSTEMS

Alternators External Power (Left Right)
11-23 S N: 34-7570001 to 7570337 2H24
11-24 S N: 34-7670001 to 7670393 211
11-25 S N: 34-7770001 and up 212
Radio Bus Power
11-33 S N: 34-7570001 to 7570337 218
11-33a S N: 34-7670001 to 8070001 218
l-33b S N: 34-8070002 and up 218
ENGINE SYSTEMS
Engine Gauges
11-29 Early Models 216
11-30 Later Models 216
11-37 Magnetos 2111
11-26 Starters 213
ENVIRONMENTAL SYSTEMS
11-49 Air Conditioning 2111
11-40 Heater 2112
11-38 Ventilation - Air Blower 2111
FUEL SYSTEMS
11-45 Fuel Pumps - Electric (Left Right) 2115
Fuel Pumps - Auxiliary Electric (Left Right)
11-43 S N: 34-7670057 to 7670097
(Piper Kit No. 760 926V) 2114
11-44 S N: 34-7670098 and up 2114
Revised:11/12/82
2F18
PIPER SENECA 11 SERVICE MANUAL
TABLE XI-I. INDEX - ELECTRICAL SYSTEMS SCHEMATICS (cont.)
FIGURE NO. SCHEMATIC GRID NO.
INDICATORS
11-47 Clock Hour Meter 2116
Engine Gauges
11-29 Early Models 216
11-30 Later Models 216
11-46 Turn and Bank Pictorial Rate 2115
11-52 Turn and Bank Pictorial Rate Alternate 2119
LANDING GEAR SYSTEM

11-27 Landing Gear 214
LIGHTING SYSTEMS - EXTERNAL

11-32 Anti-Collision - (Strobe-Fin) 217
I -32a Anti-Collision - (Strobe-Wing and Fin) 217
I -31 Landing Lights 217
11-39 Position Lights 2111
11-53 Tail Flood (Logo) Optional 2119
LIGHTING SYSTEMS - INTERNAL

Baggage
11-34 S N: 34-7570001 and up 219
11-51 S N: 34-7970105 and up 2118
Courtesy Lighting (Optional)
11-50 S N: 34-7970105 and up 2118
11-28 Panel Lighting 215
Reading
11-48 S N: 34-7570001 to 7770441 2116
11-34 S N: 34-7570001 and up 219
WARNING SYSTEMS
Annunciator - (See Annunciator System)
11-40 Heater Overheat Warning 2112
11-27 Landing Gear - Warning Light & Horn 214
11-41 Stall Warning 2113
Revised: 11/12/82
2F19
XI - ELECTRICAL SYSTEM 01/01/09

2F20
Figure 11-1. Switch Panel - Without Primer Switches
Reissued: 10/11/79 ELECTRICAL SYSTEM
2F21
Figure 11-la. Switch Panel - With Primer Switches
Reissued: 10/11/79 ELECTRICALSYSTEM

2F22
The circuit breaker panel contains two 5 ampere circuit breakers marked ALT FIELD left and right. If
the field circuit breakers trip, it will result in a complete shutdown of power from the particular generating
system. After a one or two minute cool-down period, the breakers can be reset manually. If tripping
reoccurs and holding the breakers down will not prevent continual tripping, then a short exists in the
alternator field.
Unlike previous systems, the ammeters do not indicate battery discharge but displays the load in
amperes placed on the particular generating system. With all electrical equipment off (except master), the
ammeters will indicate the amount of charging current demanded by the battery. This amount will vary,
depending on the percentage of charge in the battery at the time. As the battery becomes charged, the
amount of current displayed on the ammeters will reduce to approximately two amperes. The amount of
current shown on the ammeters will tell immediately whether or not the alternator systems are operating
normally if the following principles are kept in mind.
NOTE
The amount of current shown on the ammeter is the load in

amperes that is demanded by the electrical system from the
alternator. As a check, take for example a condition where the
battery is demanding 10 amperes charging current; then switch on
the anti-collision light. Note, the value in amperes placarded on
the panel for the anti-collision light circuit breaker (10 amps) and
multiply this by 80 percent; you will arrive at a current of 8
amperes. This is the approximate current drawn by the
anti-collision light. Therefore, when the anti-collision light is
switched on, there will be an increase of current from 10 to 18
amperes displayed on the ammeter. As each unit of electrical
equipment is switched on, the currents will add up and the total,
including the battery, will appear on the ammeter.
11-5. ALTERNATOR AND COMPONENTS.
11-6. DESCRIPTION OF ALTERNATOR. The principal components of the alternator are the brush
holder assembly, the slip ring end head, the rectifiers, the stator, the rotor and the drive end head.
a. The brush and holder assembly contains two brushes, two brush springs, a brush holder and
insulators. Each brush is connected to a separate terminal stud and is insulated from ground. The brush and
holder assembly can easily be removed for inspection or brush replacement purposes.
b. The slip ring end head provides the mounting for the rectifiers and rectifier mounting plate,
output and auxiliary terminal studs, and the brush and holder assembly. The slip ring end head contains a
roller bearing and outer race assembly and a grease seal.
c. The rectifiers used in these units are rated at 150 peak inverse voltage (PIV) minimum for
transient voltage protection. Three positive rectifiers are mounted in the rectifier mounting plate while the
three negative rectifiers are mounted in the slip ring end head. Each pair of rectifiers is connected to a
stator lead with high temperature solder. The stator leads are anchored to the rectifier mounting plate with
epoxy cement for vibration protection.

2F23
d. The stator contains a special lead which is connected to the center of the three phase windings. The
stator has been treated with a special epoxy varnish for high temperature resistance.
e. The rotor contains the slip ring end bearing inner race and spacer on the slip ring end of the shaft. The
rotor winding and winding leads have been specially treated with a high temperature epoxy cement to
provide vibration and temperature resistance characteristics. High temperature solder is used to secure
the winding leads to the slip rings.
f. The drive end head supports a sealed, prelubricated ball bearing in which the drive end of the rotor
shaft rotates, and a blast tube connection for ventilation.
11-7. CHECKING ALTERNATOR SYSTEM. Two ammeters are used which enable an independent output
check of each alternator, as well as the electrical output-input of the battery. Should either alternator show no
output on its ammeter, check the appropriate circuit breakers. If a further check of the ammeters show no
output from both alternators, check the alternator system. (Refer to Combined Schematic Figure 11-23.)
a. Ascertain that the ammeters are operating properly.
b. Disconnect the battery lead (+) at the alternator.
c. Disconnect field leads at the alternator.
d. Ascertain that all electrical units are off and battery is full charged.
e. Turn on the master switch.
f. To check the alternator output circuit, connect a voltmeter or 12-volt test light to the battery lead and to
ground. If a reading of approximately 12-volts registers on the voltmeter or the test lights, the battery
circuit is operational.
g. Should there be no indication of voltage, trace back through the output circuit until voltage is
indicated. A component that allows no voltage to pass through it should be replaced.
Revised: 3/16/81 ELECTRICAL SYSTEM

2F24
Figure 1 1-2. Removal of Slip Ring End Bearing Figure 1 1-3. Removal of Rectifier
h. . Check the field circuit by the following procedure:

1. On lead connected to (F ) terminal, connect a voltmeter to the field lead and to ground. If
voltmeter indicates any voltage, the circuit is operational.
i. If voltage is indicated at both the battery lead and field lead. the alternator should be checked for
possible malfunction. (Refer to Paragraph 11-9.)
11-8. SERVICE PROCEDURES. Since the alternator and regulator are designed for use on only one
polarity system, the following procedures must be observed when working on the charging circuit. Failure
to observe these service procedures will result in serious damage to the electrical equipment.
a. When installing a battery, always make absolutely sure the ground polarity of the battery and the
ground polarity of the alternator are the same.
b. When connecting a booster battery, make certain to connect the negative battery terminals
together and the positive battery terminals together.
c. When connecting a charger to the battery, connect the charger positive lead to the battery
positive terminal and the charger negative lead to the battery negative terminal.
d. Never operate the alternator on open circuit. Make absolutely certain all connections in the
circuit are secure.
e. Do not short across or ground any of the terminals on the alternator or regulator.
f. Do not attempt to polarize the alternator.
11-9. OVERHAUL OF ALTERNATOR. When repairing the alternator. complete disassembly may not be
required. In some cases, it will only be necessary to perform those operations which are required to effect
the repair. However, in this section. the complete overhaul is covered step-by-step to provide detailed
information on each operation. In actual service practice. these operations may be used as required.

2G1
1 1-10. DISASSEMBLY OF ALTERNATOR.

a. Remove the two Number 10-24 screws holding the brush holder assembly in the slip ring end
head. Remove the brush and holder assembly from the end head.
b. Remove the safety wire from the thru bolts and remove the thru bolts.
c. Tap the drive end head lightly and separate the drive end head and rotor, as a unit from the stator
and slip ring end head.
d. Remove the nuts, lock washers, flat washers, and insulators from the output and auxiliary
terminal studs. Note carefully the correct assembly of the insulator washers and bushings. Using the special
tools shown in Figure 11-3, support the end head and press out the three negative rectifiers. The end head
can now be separated from the stator assembly.
e. To remove the slip ring end bearing and grease seal, it will be necessary to have a hook type or
impact type bearing puller as shown in Figure 11-2. Do not remove the bearing unless replacement is
necessary.
NOTE
The inner race of the slip ring end bearing is pressed onto the rotor
shaft. When bearing replacement is necessary, always replace the
complete bearing assembly including the inner race.
f. Clamp the rotor in a vise and remove the cotter pin, nut, drive gear assembly and woodruff key.
NOTE
The drive assembly used on these alternators are not manufactured

or serviced by Prestolite, but are available from the engine
manufacturer.
g. Support the drive end head and carefully press out the rotor assembly. Remove the retainer plate
screws and retainer plate. Support the drive end head and press .out the bearing. Remove the oil seal by
pressing from inside of the housing.
2G2
2G3
BATTERY
VOLTMETER
Figure 1 1-4. Testing Rotor for Ground Figure 11-5. Testing Rotor for Shorts
11-11. INSPECTION AND TESTING OF COMPONENTS. Upon completion of the disassembly, all parts
should be cleaned and visually inspected for cracks, wear or distortion, and any signs of overheating or
mechanical interference.
a. Rotor: The rotor should be tested for grounded or shorted windings. The ground test can be
made with test probes, connected in series with a 110-volt test lamp, an ohmmeter, or any type of
continuity tester. (Refer to Figure 11-4.) There must not be any continuity between the slip rings and the
rotor shaft or poles. To test for shorted turns in the rotor winding, connect a voltmeter, ammeter, and
rheostat as shown in Figure 11-5 or use an ohmmeter. Rotor current draw and resistance are listed in the
Alternator Service Test Specifications paragraph. Excessive current draw or low ohmmeter reading indicates
shorted windings. No current draw or infinite ohmmeter reading would indicate an open winding.
b. Rectifiers: A diode rectifier tester will detect and pinpoint open or shorted rectifiers without
going through the operation of disconnecting the stator leads. However, if a tester is not available, test
probes and a Number 57 bulb, connected in series with a 12-volt battery, can be used in the following
manner: 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; then reverse the position of the leads. The test bulb should light in one direction
and not light in the other direction. If the test bulb lights in both directions, one or more of the rectifiers in
that heat sink is shorted. To pinpoint the defective rectifier, the stator leads must be disconnected and the
above test repeated on each rectifier. Open rectifiers can only be detected, when using the test bulb, by
disconnecting the stator leads. The test bulb will fail to light in either direction if the rectifier is open.
c. Stator: The stator can be tested for open or grounded windings with a 12-volt test bulb,
described in the rectifier section, or an ohmmeter in the following manner: Separate the stator from the slip
ring end head just far enough to insert a fold of rags or blocks of wood. In other words, insulate the stator
from the end head. To test for grounded windings, touch one test bulb or ohmmeter probe to the auxiliary
terminal or any stator lead, and the other test bulb or ohmmeter probe to the stator frame. If the test bulb
lights, or ohmmeter indicates continuity, the stator is grounded. To test for open windings, connect one
test probe to the auxiliary terminal or the stator winding center connection and touch each of the three

2G4
Figure 11-6. Installation of Rectifier
stator leads. The test bulb must light or the ohmmeter must show continuity. Due to the low resistancein
the stator windings,shorted windingsare almost impossibleto locate. However, shorted stator windingswill
usually cause the alternator to "growl" or be noisy during operation and will usually show some signs of
overheating. If all other electrical checks are normal and alternator fails to supply its rated output, the
stator should be replaced to determine whether or not it is the faulty component.
d. Bearings and Seals: Whenever the alternator is overhauled, new bearings and oil or grease seals
are recommended even though the bearings and seals appear to be in good condition. A faulty seal can
causean alternator to fail within a very short period of time.
11-12. ASSEMBLYOF ALTERNATOR.
a. Reinstall the oil seal and end head bearingand retainer plate in the drive end head.
b. Carefully install the rectifiers in the slip ring end head or rectifier mounting plate by supporting
the unit and using the special tools illustrated in Figure 11-6.
CAUTION
Use an arbor press, do not hammer. Reconnect the stator leads to

the rectifiers. When soldering these connections, use pliers as a
heat dam on the lead between the solder joint and the rectifier.
Too much heat will damage the rectifiers.
c. Reassemble the rectifier mounting plate studs and insulators, making sure they are in the correct
order. (Refer to Figure 11-7.)

2G5
NUT
LOCKWASHER
FLATWASHER
FIBERWASHER
INSULATOR
RECTIFIER MOUNTINGPLATE
TERMINAL STUD
OUTPUT (+)
TERMINAL
AUXILIARY
TERMINAL
Figure 11-7. Terminal Assembly
d. After the slip ring end head is completely assembled, the stator and rectifier leads must be
secured to the rectifier mounting plate with epoxy. Make sure the stator leads are positioned so that they
do not interfere with the rotor.
e. Install the slip ring end bearing and oil seal. Make sure the lip of the oil seal is toward the bearing.
Stake the seal in place. Correct assembly of bearing, seal, inner race and spacer as shown in Figure 11-8.
f. Assemble the alternator and install the through bolts. Spin the rotor to make sure there is no
mechanical interference. Torque the through bolts to 30 to 35 inch-pounds. Safety wire should be installed
after the unit has been bench tested for output.
g. Install the brush and holder assembly and retaining screws. Spin the rotor and check for
interference between the brush holder and rotor. Check across the field terminals with an ohmmeter.
The ohmmeter must indicate the amount of rotor resistance listed in Table XI-II.
11-13. TESTING ALTERNATOR. The alternator should be tested to determine if it is capable of

delivering its full rated output.
CAUTION
The flange mounted alternator requires a source of ventilation. Do

not test these alternators at full rated output for more than 30
seconds unless adequate air pressure for cooling is supplied.
a. Wiring connections for bench testing the alternator are shown in Figure 11-9. Output test
specifications are given in Table XI-II. Adjust the carbon pile if necessary to obtain the specified voltage.
b. After bench testing the alternator, install the alternator on the engine, making sure all mounting
surfaces are free of corrosion or foreign materials. Torque the alternator retaining bolts to the specifications
listed in the engine manufacturer's manual.

2G6
SEAL-INSTALL SEAL
WITH LIP
TOWARD BEARING
INNER RACE
SPACER
Figure 1 1-8. Slip Ring End Figure 11-9. Testing Alternator

Bearing Assembly
11-14. PRECAUTIONS. The following precautions are to be observed when testing or servicing the
electrical system:
a. Disconnect the battery before connecting or disconnecting test instruments (except voltmeter) or
before removing or replacing any unit or wiring. Accidental grounding or shorting at the regulator,
alternator, ammeter, or accessories will cause severe damage to the units and/or wiring.
b. The alternator output lead must not be removed from the alternator with the field circuit
energized and the alternator operating.
c. Do not attempt to polarize the alternator. No polarization is required. Any attempt to do so may
result in damage to the alternator, regulator or circuits.
d. Grounding of the alternator output terminal may damage the alternator and/or circuit and
components.
e. Reversed battery connections may damage the rectifiers. aircraft wiring, or other components of
the charging system. Battery polarity should be checked with a voltmeter before connecting the battery.
The Seneca 11has a negative ground.
f. If a booster battery or fast charger is used, its polarity must be connected correctly to prevent
damage to the electrical system components.
g. When using an auxiliary power unit, make sure the voltage and polarity are set to correspond
with the aircraft system voltage and polarity.

2G7
11-15. ALTERNATOR SERVICE TEST SPECIFICATIONS. Prestolite specifications for the 14-volt
alternators installed as standard equipment on PA-34-200T airplanes are as follows:
TABLE XI-II. ALTERNATOR SPECIFICATIONS
Alternator Model ALY 9402
Voltage 12 volts
Rated Output 65 amperes
Ground Polarity Negative
Rotation Bi-Directional
Rotor:
Current Draw (77 ° F) 3.2A nominal 4.0 max
Resistance (77° F) 4 ohm nominal 3 ohm min.
Output Test (77 ° F)

Volts 14.0 ± .2
Amperes Output 65
Field Amperes 3.2A nominal
Alternator RPM 5167
11-16. ALTERNATOR NOMENCLATURE.

a. Bearings: These units have a sealed ball bearing at the drive end and a two-piece roller bearing at
the slip ring end. The inner race is pressed onto the rotor shaft and the rest of the bearing is in the slip ring
end head. When the unit is assembled, the inner race aligns with the bearing. When the bearing is replaced,
the new inner race must be installed on the rotor shaft.
b. Lubrication: The slip ring end bearing should be lubricated whenever the alternator is
disassembled. The bearing should be thoroughly cleaned and repacked with Shell Alvania No. 2 or an
equivalent bearing lubricant. The cavity behind the bearing should be packed one-third to one-half full with
the same lubricant.
c. Brushes: These units have a separate brush holder assembly that is installed after the alternator
has been assembled. The brush holder has a small hole that intersects the brush cavities. Use a pin or a piece
of wire to hold the brushes in the holder during assembly. Remove the pin after the brush holder retaining
screws have been tightened. Make a continuity check to be sure the brushes are seated against the slip rings.

2G8
11-17. VOLTAGE REGULATOR.
11-18. REGULATOR COMPONENTS. Alternator output voltage can within limits of the design capability
of the alternator be controlled by properly varying the average level of current flow in the rotor winding.
The solid state electronic regulator is well suited for this purpose. The alternator, due to its design. has
self-limiting current characteristics and therefore needs no current limiting element in the regulator.
a. Transistor: The transistor (Symbol "Q") is an electronic device which can control the flow of
current in an electric circuit. It has no mechanical or moving parts to wear out.
b. Rectifier Diode: The rectifier diode (Symbol "D") will pass current in only one direction
(forward direction), and in this respect. it may be compared to a check valve.
c. Zener Diode: The zener diode (Symbol "Z") in addition to passing current in the forward
direction will also pass current in the reverse direction when a particular value of reverse voltage is applied.
This property makes it useful as a voltage reference device in the regulator.
d. Capacitor: The capacitor (Symbol "C") is a device which will store electrical energy for short
periods of time. This property makes it useful as a filter element to smooth variations of voltage.
e. Resistor: The resistor (Symbol "R") is a device which is used to limit current flow.
11-19. OPERATION OF REGULATOR. (Refer to Figure 11-10.)

a. When the alternator is turned on, battery voltage is applied to the "BUS" terminal of the
regulator and via Q4 through the "FIELD" terminal of the regulator to the alternator field terminal F2.
The amount of voltage applied to the field of the alternator is controlled automatically by action of the
regulator in response to alternator output as described below.
b. Current flow through R6 and Z1 establishes a reference voltage across Z 1.
c. Resistors RI and R2/R3 comprise a voltage divider which is adjustable by means of the variable
portion R3. Voltage at the junction of RI and R2 and the reference voltage across Z1 are applied to
comparison transistor Q1. R3 is adjusted so that these voltages are balanced with the desired alternator
output voltage present on the "BUS" terminal of the regulator.
d. Thereafter. whenever alternator output voltage (as applied to the "BUS" terminal) falls below the
desired regulation value, the comparison transistor Q will supply increased current to driver transistors
Q2/Q3. which in turn will drive power transistor Q4 to a higher value of field current. This will result in
alternator output voltage increasing to a value which will restore balance between the two voltages applied
to Q1.
e. Conversely, if alternator output voltage (as applied to the "BUS" terminal) increases due to a
greater engine speed or reduced loading of the electrical system, the comparison transistor Q1 will act to
reduce current flow to the driver transistors Q2/Q3. and thus reduce the drive to power transistor Q4. This
will result in a reduction of alternator field current and automatically restore balance between the two
voltages applied to comparison transistor Q1.
f. Capacitors C1 and C2 function together with their related transistors in a way to smooth
alternator output ripple and voltage spikes so that the alternator field current is controlled at a steady
value.
g. The solid state regulator controls alternator field current to a steady value as required by the
electrical load conditions and engine speed. It does not continuously switch field current between high and
low values as do mechanical regulators and the switching type of electronic regulators.
h. The design of this unit is such as to provide an alternator output voltage that does not vary with
ambient temperature.

2G9
PIPERSENECA II SERVICE MANUAL
BUS FIELDC
ENCAPSULATED
CONTROL ASSY.
R 12
6 R17 02 03
CW
GND
Figure 1 1-10. Regulator Diagram
11-20. BALANCING CIRCUIT OPERATION. (Considering two identical alternators and regulators having
the "PAR" terminals of the regulators connected.)
a. Balancing circuit operation is initiated within one regulator whenever individual field voltages
delivered by the regulator units to their related alternators are not equal.
b. When a difference in individual field voltages occurs, one-half the difference is impressed across
R 12 within each regulator and is thus applied to the input of Q5.
c. In that regulator which is delivering the lower field voltage, the polarity of R 2 voltage drop
causes Q5 collector current flow.
d. Q5 collector current flow results in conduction occurring in the collector circuit of Q6.
e. Q6 collector current flows from regulator divider R1/R2+R3 through limiting resist., R 17 to
ground.
f. Conduction through R17 effectively alters the ratio of the regulator divider RI/R2+R3 in the
direction to increase Q1 collector current flow.
g. As described above under REGULATING CIRCUIT OPERATION, increased Q I current results
in increased output from the regulator to the field of its related alternator.
h. Feedback action results in Q6 collector current stabilizing at a value that results in nearly equal
field voltage being delivered by the two regulators to their respective alternator fields.
i. The balancing circuit will thus automatically maintain, at a low value, the difference voltage
applied to the alternator fields. In a parallel system having identical alternators operating at the same RPM.
the output currents of the alternators will thus be maintained nearly equal.
j. In whichever regulator of a pair is set to deliver the highest voltage, the balancing circuits are
inactive. Thus. system voltage is determined by the regulator of a pair which is set to higher voltage. The
lower set regulator will adjust itself automatically as described above to deliver the same field voltage as the
one which is set higher within the limitsof its design capability.

2G10
k. The balancing regulator system as described provides for automatic load balancing of parallel
operated alternators having independent field excitation circuits. The pilot can while in flight remove either
alternator system completely from the aircraft system and maintain operation of the other system.
11-21. PREPARATION FOR TESTING. (Regulators may be tested using the aircraft's alternator or an
alternator test stand.)
CAUTION
Do not interchange regulator leads. This will destroy regulator and

void warranty.
a. The aircraft technician or other electrical system's specialist must disconnect the battery ground
cable at the battery before connecting or disconnecting a test ammeter or other test equipment or before
making wiring changes in the electrical system.
b. Voltmeters with test probes or clips are not recommended. Fully insulated bolted terminal
connections are best and these should be attached when all power is removed as described above.
c. When installing a battery in an aircraft, be sure that the battery negative terminal is in a position
so that this terminal can be connected to the battery ground cable for negative ground systems.
d. The regulator under test is to be mounted on a grounded metallic surface using three No. 8
screws pulled up tight. For extended test periods the heat transfer from regulator to the mounting surface is
significant.
e. A ground wire between the regulator "GND" terminal and the aircraft or test stand structure is
essential for proper operation. The alternator frame must also be solidly bonded to the system ground.
f. The alternator does not need to be polarized; therefore, never connect ground even momentarily
to either the regulator field terminal or to the alternator field terminals. Do not interchange leads to
regulator as this will destroy the regulator.
CAUTION
Never under any circumstance permit a ground to contact the field

circuit even for an instant while power is applied to the system.
g. The alternator should be in good condition and capable of producing full output. and the
alternator drive belt must be adjusted tight enough to prevent slippage.
h. The battery must be in good condition and should be fully charged.
i. The voltmeter and ammeter should be of the best quality and should be accurate.
j. A carbon pile connected across the battery may be used to load the charging circuit while testing
the regulator.

2G11
PAR FIELD
REGULATOR
UNDER TEST 5
GND BUS
PRECISION 1/2W PRESS-TO-TEST BATTERY

V/M 2,200 OHM NORMALLY OPEN
Figure 11-11. TestingRegulator
11-22. TESTING REGULATOR.

a. The procedure for testing the regulator whether on the airplaneor on the test bench remains the
same. Connect the test meters and regulator wiring as shown in Figure 11-11.
b. All circuit connections should be clean and tight. This includes the test instrument connections
which must not come loose or open the chargingcircuit at any time while the system is operating.
c. The voltmeter will not indicate the true regulator setting until the regulator has been operating in
the charging system or on the test bench for at least five minutes, at a charge rate of from 10 to 15
amperes.
d. With the connections made as shown in Figure 11-11, start the engine and adjust its speed to
approximately 920 to 1250 RPM to obtain 3,000 to 4,000 alternator RPM.Turn on accessoriesas needed
to establish a 10 to 15 ampere load value. Note that the battery charge current is indicated by the ammeter.
Therefore, the current value may change downward at the beginningof a test run. This will be especially
true if the battery wasused for engine starting.
e. After one minute operating time, check the regulator operating voltage as indicated by the
voltmeter. Refer to Alternator Service Test Specifications, Paragraph 11-15 for the correct operating
voltage. The operating voltage is shown for the ambient temperature in which the regulator is operating.
f. If the voltmeter reading indicates that the operating voltage is not within limits, lift the plastic
plug from top of regulator and adjust the voltage to the desired value. Replace the plug after adjustment.
Before condemning the regulator, recheck the alternator and the battery. making sure that they are in good
condition. Recheck all circuit connections and all wiring for unwanted resistance (voltage drop test).
Recheck the voltmeter for accuracy and repeat the entire operating test.
Reissued: 10/11/79 , ELECTRICAL SYSTEM

2G12
D.C. BUS
PRECIS ION
V/M
CAUTION:
FIELD V/M CIRCUIT MUST NOT
TOUCHGROUND.
NOTE:
THIS DIAGRAM SHOWSONLYBASIC
CONNECTIONSFOR THE PURPOSEOF
EXPLAINING ADJUSTMENT PROCEDURE.
Figure 11-12. Adjusting Regulator
11-23. ADJUSTING REGULATOR. These regulators are normally used in parallel alternator systems of
multi-engine aircraft. Their final adjustment should be made in actual operation in the aircraft system with
test equipment connected as shown in Figure 11-12. The balance adjustment is made while operating only
one engine, either left or right. The engine to be operated must be selected so as to permit the technician
a completely safe access to both of the regulators, so that they may be adjusted while the engine is
operative without danger.
CAUTION
Extra caution must be exercised due to the proximity of the
regulators to the propellers. It is necessary to operate only one
engine for this procedure.
a. Gain access to the regulators by removing the right rear closeout cover in the nose baggage
compartment aft of the nose gear. Remove the plugs from the regulator adjustment holes.
b. Open the paralleling circuit by removingthe wire from the "PAR" terminal of either regulator
and insulate the free end so it will not contact other circuits or ground during the adjustment procedure.

2G13
Breakingthis circuit disablesthe balancingcircuits in both regulators.

c. Operate the "RIGHT" engine at approximately 1750 RPM and at a load of 15 to 30 amperesfor
approximately 5 minutes for warm-up;then turn the "LEFT" alternator switch "OFF" and set the RIGHT
voltage regulator (to the left while facing aft) to 14.0-volts;then replace its plug button. This regulator
should require no further adjustment.
d. Connect a voltmeter between the two "FIELD" terminals, turn the LEFT alternator switch ON,
and adjust for minimum voltage; however, the voltage should not exceed 8-volts. This adjustment will be
"touchy," and polarity will reverseas zero is passed.
e. Reconnect the PAR wire and note that the voltage as observedin Step 4 drops to lessthan .5-volt
and becomes steady.Check that bus voltage is still 14.0-volts;then shutdown engine.
f. Replace the plug in the regulator; remove all voltmeter leads and test equipment and install the
closeout panel in the baggagecompartment.
11-24. OVERVOLTAGERELAY.
11-25. CHECKINGOVERVOLTAGE RELAY. The relay may be tested with the use of a good quality,
accurate voltmeter, with a scale of at least 20-volts and a suitable power supply, with an output of at least
20-volts, or sufficient batteries with a voltage divider to regulate voltage. The test equipment may be
connected by the followingprocedure:
a. B+ is connected to "Bat" of the overvoltagecontrol.
b. B- is connected to the frame of the overvoltagecontrol.
c. Be sure both connections are secure and connected to a clean bright surface.
d. Connect the positive lead of the voltmeter to the "Bat" terminal of the overvoltagecontrol.
e. Connect the negativelead of the voltmeter to the frame of the overvoltagecontrol.
f. The overvoltage control is set to operate between 16.5-volts to 17.5-volts. By adjusting the
voltage an audible "click" may be heard when the relay operates.
g. If the overvoltagecontrol does not operate between 16.5 and 17.5-volts,it must be replaced.

2G14
REGULATOR
YELLOW
ALTERNATOR
AMMETER
OVER
VOLTAGE
CONTROL
OFF ON +
BATTERY
ALTERNATOROR
IGNITION SWITCH
Figure 1 1-13. Application of Overvoltage Control
OVER
VOLTAGE VOLTMETER
CONTROL
OFF ON
Figure 1 1-14. Testing Overvoltage Control
2G15
11-26. STARTING MOTORS.
11-27. DESCRIPTION. The starting motor consists of five major components: the commutator end head
assembly, the brush set and plate assembly, the frame and field assembly, the armature, and the drive end
head assembly. (Refer to Figure 11-15.)
11-28. OPERATION. When the starting circuit is energized, battery current is applied to the starting
motor terminal. Current flows through the field coils creating a strong magnetic field. At the same time,
current flows through the brushes to the commutator through the armature windings to ground. The
magnetic force created in the armature combined with that created in the field windings begins to turn the
armature.
11-29. MAINTENANCE. The starting circuit should be inspected at regular intervals; the frequency of
which should be determined by the amount of service and the condition under which the aircraft is
operated. It is recommended that such inspection be made at each 100 hours and include the following:
a. The battery should be checked with a hydrometer to be sure it is fully charged and filled to the
proper level with approved water. A load test should be made to determine battery condition. If dirt and
corrosion have accumulated on the battery, it should be cleaned with a solution of baking soda and water.
Be sure none of the solution enters the battery cells.
b. The starting circuit wiring should be inspected to be sure that all connections are clean and tight
and that the insulation is sound. A voltage loss test should be made to locate any high resistance
connections that would affect starting motor efficiency. This test is made with a low reading voltmeter
while cranking the engine or at approximately 100 amperes and the following limits should be used:
1. Voltage loss from insulated battery post to starting motor terminal - 0.3-volt maximum.
2. Voltage loss from battery ground post to starter frame - 0.1-volt maximum.
NOTE
If voltage loss is greater than the above limits, additional tests

should be made over each part of the circuit to locate the high
resistance connections.
NOTE
If a solderless terminal on an aluminum cable is loose, corroded or

otherwise unsatisfactory, it is recommended that the complete cable
assembly be replaced instead of replacing or repainng the solderless
terminal.
Should replacement of the complete assembly not be practical, it is
permissable to replace the aluminum cable assembly with a copper
cable assembly which is two sizes smaller (Ex: an AL-I Aluminum
Cable Assembly is replaced with an AN-3 copper cable assembly).
The new cable should be installed in accordance with AC-43-13-2A.
c. No lubrication is required on the starting motor except at the time of overhaul. Soak new
absorbent bronze bearings in SAE 20 oil before installation. Saturate the felt oiling pad in the commutator
end head with SAE 20 oil. Allow excess oil to drain out before installing end head on motor. Put a light
film of Lubriplate 777 on the drive end of the armature shaft before and after installing the drive end head.
Revised: 3/16/81 ELECTRICALSYSTEM

2G16
1. OIL SEAL
2. DRIVE END HEAD ASSEMBLY
3. DRIVE END BEARING
4. THRUST WASHER
. ARMATURE
6. THRU BOLT
7. FRAME & FIELD ASSEMBLY
8. BRUSH SET
9. BRUSH SPRING
10. THRUST WASHER
11. COMMUTATOR END HEAD
ASSEMBLY
Figure I 1-15. Exploded View of Starting Motor
d. The starting motor should be operated for a few seconds with the ignition switch off. This is to
determine that the starterengages properly and that it turns freely without binding or excessive noise. Start
the engine two or three times to check the starterdrive assembly.
NOTE
Refer to the engine manufacturer'sservice information concerning

the starter drive mechanism.
11-30. OVERHAUL. If during the above inspection any indication of starting motor difficulty is noted,
the starting motor should be removed from the engine for cleaning and repair.
11-31. REMOVAL. To remove the starting motor from the engine first disconnect the ground cable from
the battery post to prevent short circuiting. Disconnect the lead from the starting motor terminal: then take
out the mounting bolts. The motor can then be lifted off and taken to the bench for overhaul.
11-32. DISASSEMBLY.
a. Remove the safety wire and thru bolts from the commutator end and pull the end head from the
frame.
b. Pull the drive end head and armature from the frame and separate the drive end head from the
armature.
c. The drive end bearing may be removed by pressing out of the drive end head.
d. Each part should be cleaned and inspected for excessive wear or damage. Bearing should be
checked for proper clearance and evidence of roughness or galling. Oil and dirt should be removed from
insulation and the condition of the insulation checked.

2G17
PIPER SENECA II ERVICEMANUAL
Figure 11-16. Turning Motor Commutator Figure 11-17. Testing Motor

Armature for Shorts
11-33. BRUSHES. Check the brushes to see that they slide freely in their holders and make full contact on
the commutator. If worn to half their original length or less. they should be replaced.
11-34. ARMATURE.
a. Check the commutator for uneven wear. excessive glazing, or evidence of excessive arcing. If only
slightly dirty, glazed or discolored, the commutator can be cleaned with 00 or 000 sandpaper. If the
commutator is rough or worn. it should be turned in a lathe. (Refer to Figure 11-16.)The armature shaft
should be inspected for rough bearing surfaces and rough or damaged splines.
b. To test the armature for grounds, a set of test probes connected in series with a 110-volt light
should be used. Touch one probe to a commutator segment and the other to the armature core. If the test
lamp lights, the armature is grounded and should be replaced.
c. To test for shorted armature coils. a growler is used. (Refer to Figure 11-17.) The armature is
placed on the 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. the steel strip will vibrate.
d. A quick check for opens can be made by inspecting the trailing edge (in direction of rotation) of
the commutator segments for excessive discoloration. This condition indicates an open circuit.
11-35 FIELD COILS.

a. Check the field coils for grounds (refer to Figure 11-18) by placing one test probe on the frame
and the other on the starter terminal. Be sure the brushes are not accidentally touching the frame. If the
lamp lights, the fields are grounded. Repair or replace.
b. Inspect all connections to make sure they are clean and tight and inspect insulation for
deterioration.

2G18
TYPICAL TEST SET-UP
Figure 1 1-18. Testing Motor Figure 11-19. No-Load Test Hookup

Fields for Grounds
11-36. BRUSHHOLDERS.
a. To test brush holders. touch one test probe to the brush plate and the other to each brush holder.
b. The test lamp should light when the grounded brush holders are touched and should not light
when the insulated brush holders are touched.
11-37. ASSEMBLY.
a. When assembling the starting motor always use an arbor press and the proper bearing arbor for
installing graphitized bronze bearings.
b. Soak new absorbent bronze bearings in SAE 20 oil before installation. Saturate the felt oiling pad
in the commutator end head with SAE 20 oil. Allow excess oil to drain out before installing end head on
motor. Put a light film of Lubriplate 777 on the drive end of the armature shaft before and after installing
the drive end head.
c. New brushes should be properly seated when installing by wrapping a strip of 00 sandpaper
around the commutator (with the sanding side out) 1-1/4 to 1-1/2 times maximum. Drop brushes on
sandpaper covered commutator and turn the armature slowly in the direction of rotation. Dust should be
blown out of the motor after sanding.
NOTE
The spring tension is 32 to 40 ounces with new brushes. This

tension is measured with the scale hooked under the brush spring
near the brush and the reading is taken at right angles to the line
of force exerted by the brush spring.

2G19
CARBONPILE
KNIFE SWITCH
AMMETER VOLTMETER
BATTERY
GROUND
TYPICAL TEST SET-UP
Figure 11-20. Stall Torque Hookup
11-38. BENCH TESTS.

a. After the starting motor is reassembled, it should be tested to see that the no-load current at a
certain voltage is within specifications as given in Paragraph 1140. To make this test, connect as shown in
Figure 11-19. If current is too high, check the bearing alignment and end play to make sure there is no
binding or interference. Two or three sharp raps on the frame with a rawhide hammer will often help to
align the bearings and free the armature.
b. If no difficulty is indicated in the above test, a stall torque test may be made to see if the starting
motor is producing its rated cranking power. Make test connections as shown in Figure 11-20.
c. If torque and current are not within specifications, check the seating of the brushes and internal
connections for high resistance. If these checks are made and found to be in good order, replace frame and
field assembly and retest starter.
11-39. STARTING MOTOR CONTROL CIRCUIT.

a. Inspect the control circuit wiring between the battery, solenoid and manual starting switches for
breaks, poor connections and faulty insulation. Tighten all connections and make sure solenoid is firmly
mounted and makes a good ground connection.
b. Check the voltage loss across the switch contacts during normal starting. If loss is in excess of 0.2
volts per 100 amperes, the solenoid should be replaced.
c. If solenoid fails to operate when the manual starting switch is turned on or if it fails to release
when the manual starting switch is released, it should be removed and tested to specifications. If either
opening or closing voltages are not within specifications. replace the solenoid.

2G20
11-40. STARTING MOTOR SERVICE TEST SPECIFICATIONS. Prestolite specifications for 12-volt
cranking motors installed as standard equipment on the PA-34-200T are as follows:
TABLE XI-III. STARTING MOTOR SPECIFICATIONS
Motor Model MCL-6501
Min. Brush Tension 32 oz. (With New

Max. Brush Tension 40 oz. Brushes)
No-Load Test (75°F):

Volt 5
Max. Amps 65
Min. RPM 4900
Stall Torque:
Max. Amps 410
Min. Torque, Ft.-Lbs. 8
Approx. Volts 2
11-41. BATTERY.
11-42. SERVICING BATTERY. The battery is located in the left forward portion of the nose section. It is
enclosed in a fiberglass box with a vent system and a drain. The vents allow fresh air to enter the box and
draw off fumes that may accumulate due to the charging process of the battery. The drain is clamped off
from the bottom of the fuselage and should be opened occasionally to drain any accumulation of liquid or
during cleaning of the box. The battery should be checked for fluid level but must not be filled above the
baffle plates. A hydrometer check should be performed to determine the percent of charge in the battery.
All connections must be clean and tight.
NOTE
Refer to note under paragraph 11-29"Maintenance"when replacing

cables in battery circuit.
11-43. REMOVAL OF BATTERY.

a. Remove the access cover over nose wheel and battery in the nose baggage compartment.
b. Disconnect the battery cables.
NOTE
Always remove the ground cable first and install last to prevent
accidental short circuiting or arcing.
c. Lift the battery from the box.
Revised: 12/08/83 2G21 ELECTRICAL SYSTEM

2G21
*PIPER SENECA II SERVICE MANUAL
11-44. INSTALLATION OF BATTERY.

a. Ascertain that the battery and battery box have been cleaned and are free of acid.
b. Install the battery in box.
c. Connect the positive lead to the positive battery terminal and secure.
d. Connect the ground cable to the negative battery terminal and secure.
e. Install access panel.

2G22
11-45. CHARGING BATTERY. If the battery is not up to normal charge, remove the battery and
recharge starting with a charging rate of 4 amperes and finishing with 2 amperes. A fast charge is not
recommended.
TABLE XI-IV. HYDROMETERREADINGAND BATTERYCHARGEPERCENT
Hydrometer Reading Percent of Charge
1280 100
1250 75
1220 50
1190 25
1160 Very little useful capacity
1130 or below discharged
11-46. BATTERY BOX CORROSION PREVENTION. The battery should be checked for spilled
electrolyte or corrosion at least each 50 hour inspection or at least every 30 days, whichevercomes first.
Should this be found in the box, on the terminalsor around the battery, the battery should be removed and
both the box and battery cleaned by the followingprocedure:
a. Remove the box drain cap from the under side of the fuselageand drain off any electrolyte that
may have overflowed into the box.
b. Clean the battery and the box. Corrosion effects may be neutralized by applying a solution of
baking soda and water mixed to a consistency of thin cream. The application of this mixture should be
applied until all bubbling action has ceased.
CAUTION
Do not allowsoda solution to enter battery.
c. Rinse the battery and box with clean water and dry.
d. As necessary, paint the battery box with an acid resistant paint. Allow paint to dry thoroughly.
e. Place the cap over the battery box drain.
f. Reinstall the battery.
11-47. STARTING THROUGH EXTERNAL POWER RECEPTACLE WITH AIRPLANE'S BATTERY

NEARLY DEPLETED. The external power receptacle is built-in and located on the left side of the nose
section on early models. On the later ones it can be installed per Piper ServiceKit No. 761 085v.
NOTE
Should the hydrometer reading indicate less than 1190, the

battery should be removedand recharged or replaced.

2G23
a. When using a 12-volt battery for external power starting and the airplane's battery is nearly
depleted, the followingprocedure should be used:
1. Disconnect the airplane's battery at the negativeterminal to prevent excessiveloading of the
external starting battery.
2. Checkthat all of the airplane's electrical equipment and master switch are turned off.
3. Connect the external battery to the external power receptacle and start RIGHT ENGINE
ONLY using normal starting procedures.
4. Removeexternal battery and then reconnect airplane's battery at the negativeterminal.
5. Turn master switch on and check ammeter for battery chargingcurrent.
b. When starting with a power cart and the airplane's battery is nearly depleted, the procedure in
Step (a) need not be followed. The capacity of a power cart is sufficient to start an aircraft with a low
battery. If a six-voltbattery is available, it can be connected in series with the 12-voltexternal battery to
supply 18-voltsfor starting. In this case, use the same starting procedure as used with a power cart.
CAUTION
If aircraft battery is weak, chargingcurrent will be high. Do not
take off until chargingcurrent falls below 20 amps.
Never use a 12 or 24-volt battery in place of a six-volt battery
since electrical damagemay result.
11-48. LANDINGANDTAXI LIGHTS. These lights consist of two 250 watt lamps which are located on a
mounting fixture securedto the nose gear oleo strut housing. Both lamps are used for landing and one lamp
is used while taxiing. Each lamp is controlled by a separate switch mounted on the switch panel. (Refer to
Figure 11-1.) The lamps are wired to separate 10 amp circuit protectors mounted in the circuit protector
panel. There is a safety switch mounted on the nose gear strut which will break the circuit to the lights
when the nose gearis retracted in case the pilot forgets to turn the switches off.
11-49. REMOVALOF LANDINGAND TAXI LIGHTS. (Refer to Figure 11-21.)

a. Ascertain the master switch is off prior to doing any work on the landing lights.
b. Removal of either lamp from the landinglight mounting fixture is accomplishedby removingthe
screwssecuring the front lamp attachment plate and removingthe attachment plate.
CAUTION
When removing the attachment plate, use caution not to drop the
lamps.
c. Disconnectthe electrical leads from the lamp being removed.
d. To remove the complete assembly from the gear strut, disconnect the electrical leads from both
lamps and release the clampsthat secure the assemblyto the strut housing.
11-50. INSTALLATIONOF LANDINGAND TAXI LIGHTS. (Refer to Figure 11-21.)

a. To install the landinglamps, attach the electrical leads to the lamp or lamps.
b. Place the lamp or lamps against the mounting pad and position the attachment plate on the
mounting fixture and secure with appropriate screws.

2G24
A291
ADJUSTMENTSCREW
CLAMP
GEARDOOR
LANDING LIGHT ASS'Y-
STRUT
Figure 11-21. Landing Light Adjustment
CAUTION
Tighten the screws just enough to allow the lamps to fit snug in
the mounting fixture.
c. To install the landing light assembly to the strut, position the assembly against the strut housing
with the bottom of the mounting fixture 2.9 inches up from the bottom of the strut housing. (Refer to
Figure 11-21.)
d. Align the bracket longitudinally and secure in place with clamps.
e. The light beam angle may be adjusted by the adjustment screws at the sides of the bracket and
tilting the mounting fixture as desired.
11-51. STALL WARNINGSYSTEM. This system consists of an inboard and outboard lift detector, both
of which are electrically connected to a stall warning horn located behind the instrument panel. The 1975
models also included a stall warning light with electrical connection per Figure 11-36.As stalling conditions
are approached with the wing flaps up, the outboard lift detector will activate the warningsystem. As the
flaps are lowered to the 25 and 40 ° position, a micro switch deactivates the outboard lift detector and
activates the inboard lift detector which will now control the warningsystem should stall conditions exist.
The electrical circuit for this system is protected by a 5 amp circuit protector located in the circuit
protector panel. The stall warning system may be checked for proper operation by performing the
following:

2H1
A366
FIG
MICRO
SWITCH
FIH
Figure 11-22. Adjusting Lift Detector Micro Switch
NOTE
To check the dual stall warning system, insert microswitch key

under the leaf of the squat switch on the Left Main Gear.
a. Put the flaps in the full up position and turn on the master switch. Using finger pressure, gently
raise the sensor blade of the outboard lift detector. The warning system should activate. Gently lowering
the sensor blade should make the system deactivate. If light and horn are installed, ascertain that both
operate.
b. With the flaps in the 25 and 40 ° down position and the master switch on, raise the sensor blade
of the inboard lift detector. The warning system should activate. Gently lowering the sensor blade should
make the system deactivate.
c. With the flaps in the 25 ° and 40 ° down position and the master switch on, raise the sensor blade
of the outboard lift detector. The warning system should NOT activate. In the event the warning system
does activate, the micro switch is in need of adjustment as follows:
NOTE
The master switch must be off prior to performing any work on

the lift detector, warning light and horn or micro switch.

2H2
1. Refer to Section V, Paragraph5-36 and proceed to the extent necessaryto gain accessto the
micro switch mounted on a bracket adjacent to the left end of the wing flap torque tube. (Refer to Figure
11-22.)
2. Put the flaps in the full up position and determine that the wheel of the micro switch
actuator is in contact with the torque tube fitting. Loosen, but do not remove the screwssecuringthe micro
switch in position. Move the flaps towards the full down position while moving the micro switch in the
direction necessary to hear it actuate as the flaps assume the 25 down position. Tighten the micro switch
mounting screws and repeat Steps a thru c.
11-52. REMOVALOF LIFT DETECTOR.

a. Remove four screws holding the unit in place and remove the unit from the wing.
b. Identify the electrical leads to facilitate reinstallationand disconnect the electricalleads.
11-53 INSTALLATIONOF LIFT DETECTOR.
a. Attach electrical leads to the appropriate terminals of the lift detector.
b. Position the unit on the wing, determining that the sensor blade of the unit drops down freely,
and secure in position with four screwspreviouslyremoved.
11-54. NAVIGATIONLIGHTS.
11-55. REMOVALOF WINGNAVIGATIONLIGHT.
a. Remove screwsecuring the lens retainer.
b. Remove lens and bulb.
NOTE
To remove the complete lamp assembly, the wing tip must be

removed.
11-56. INSTALLATIONOF WINGNAVIGATIONLIGHT.

a. Install bulb, lens and lens retainer.
b. Secure with appropriate screws.
11-57. REMOVALOF TAIL NAVIGATIONLIGHT.
a. To remove bulb, remove the screws securing the light assemblyto the rudder tip and remove the
lens.
b. Remove the bulb.
NOTE
To remove the complete light assembly, unsolder the electrical

lead from the base of the light assembly and disconnect the
remainingelectrical lead at the connector.
11-58. INSTALLATIONOF TAIL NAVIGATIONLIGHT.

a. Install bulb and lens in light assembly.
b. Place light assemblyin position on rudder tip and secure with appropriate screw.
11-58a.ANTI-COLLISION LIGHT.
Revised: 12/08/83 2H3 ELECTRICAL SYSTEM

2H3
11-59. REMOVAL OF LAMP IN ANTI-COLLISION WING TIP STROBE LIGHT. The lights are located
in both wing tips next to the navigational lights.
a. Remove the screw securing the navigational light cover and remove cover.
b. Remove the three screws securing navigational light bracket assembly and remove light assembly.
c. Remove the strobe lamp by cutting the wires on the lamp beneath the mounting bracket.
d. Remove the defective lamp.
e. Remove and discard the plug with the cut wires from the electrical socket.
11-60. INSTALLATION OF LAMP IN ANTI-COLLISION WING TIP STROBE LIGHT.

a. Route the wires from the new lamp down through the hole in the navigational light bracket.
b. Insert the wire terminals in the plastic plug supplied with the new lamp. Wire according to the
schematic diagram located at the back of this section.
c. Position strobe lamp on navigational light bracket.
d. Secure navigational light assembly and bracket with appropriate screws.
e. Install navigational light cover and secure with appropriate screws.
11-61. REMOVAL OF LAMP IN ANTI-COLLISION LIGHT. The light is located on the upper section of
the vertical fin.
a. Loosen the screw in the clamp securing the light cover.
b. Remove the light cover.
c. Remove the defective lamp from the socket.
11-62. TROUBLESHOOTING PROCEDURE FOR ANTI-COLLISION AND WING TIP STROBE LIGHT
SYSTEMS. The strobe light assembly functions as a condenser discharge system. A condenser in the power
supply is charged to approximately 450-voltsD.C.; then dischargedacross the Xenon flash tube at intervals
approximately 45 flashes per minute. The condenser is parallel across the Xenon flash tube which is
designed to hold off the 450-volts D.C. applied until the flash tube is triggered by an external pulse. This
pulse is generated by a solid state timing circuit in the power supply.
When troubleshooting the strobe light system, it must first be determined if the trouble is in the flash
tube or the power supply. Replacement of the flash tube will confirm if the tube is defective. A normal
operating power system will emit an audible tone of I to 1.5 KHz. If there is no sound emitted, check the
system according to the following instructions. When troubleshooting the system, utilize the appropriate
schematic at the back of this section.
a. Ascertain the input voltage at the power supply is 14-volts.
CAUTION
When disconnecting and connecting the power supply input

connections, do not get the connection reversed. Reversed polarity
of the input voltage for just an instant will permanently damage
the power supply. The reversed polarity destroys a protective
diode in the power supply, causing self-destruction from
overheating of the power supply. This damage is sometimes not
immediately apparent, but will cause failure of the system in time.
b. Check for malfunction in interconnecting cables.

1. Ascertain pins 1 and 3 of interconnecting cable are not reversed.
2. Using an ohmmeter, check continuity between pin I and 3 of interconnecting cable. If you
obtain a reading on the meter, the cable is shorted and should be replaced.
Reissued: 10/11/79
ELECTRICA
SYSTE
ELECTRICALSYSTEM
2H4
NOTE
A short of the type described in Steps I and 2 will not cause

permanent damage to the power supply but the system will be
inoperative if such a short exists. Avoid any connection between
pins I and 3 of the interconnecting cable as this will discharge the
condenser in the power supply and destroy the trigger circuit.
CAUTION
When disconnecting the power supply, allow five minutes of bleed

down time prior to handling the unit.
c. Check interconnecting cables for shorts.

I. Disconnect the output cables from the power supply outlets.
2. The following continuity checks can be made with an ohmmeter.
3. Check for continuity between the connectors of each interconnecting cable by checking
from pin I to pin 1. pin 2 to pin 2. and pin 3 to pin 3. When making these checks if no continuity exists, the
cable is broken and should be replaced.
4. Check continuity between pins I and 2. 1 and 3. and 2 and 3 of the interconnect cable. If
continuity exists between any of these connections, the cable is shorted and should be replaced.
5. Check for continuity from pins 1, 2 and 3 to airplane ground. If continuity exists. the cable
is shorted and should be replaced.
d. Check the tube socket assembly for shorts.
1. Disconnect the tube socket assembly of the anti-collision light from the interconnecting
cable.
2. The following continuity checks can be made with an ohmmeter.
3. Check for continuity between pin I of AMP connector to pin I of tube socket. pin 2 of
AMP connector to pins 6 and 7 of tube socket and pin 3 of AMP connector to pin 4 of tube socket. When
making these tests if no continuity exists, the tube socket assembly is broken and should be replaced.
11-63. INSTALLATION OF ANTI-COLLISION LIGHT.

a. Plug in new lamp using correct number.
b. Replace light cover.
c. Tighten screw in clamp to secure light cover.
11-63a. READING LIGHTS.
11-64. REMOVAL OF LAMP IN OVERHEAD READING LIGHTS. The lights are located in the center
and rear overhead panels.
a. Grasp the protruding section of the light assembly and turn to remove from its socket.
b. Remove the lamp from the light assembly mounting fixture.
11-65. INSTALLATION OF LAMP IN OVERHEAD READING LIGHTS.

a. Insert the new lamp using the proper number in the light assembly mounting fixture.
b. Install the mounting fixture in the light assembly and turn to secure.
Revised: 12/08/83 2H5 ELECTRICAL SYSTEM

2H5
11-66. INSTRUMENT AND PANEL LIGHTS. The instrument and panel lights are broken up into six
groups: Main Panel Lights. Copilot Panel Lights, Lower Panel Lights. Overhead Panel Flood Lights. Middle
Panel Lights and the Engine Instrument Cluster Lights. The instrument lights are controlled by a 5 amp
circuit breaker through a transistorized dimmer. The dimmer control is located in the middle of the instrument
panel just above the pedestal. In earlier model airplanes. there is one control knob connected to a variable
resistor that controls the intensity of the instrument lights. There is a second control knob connected to a
variable resistor which controls the light intensity for all the avionic equipment. The overboost warning
lights on the annunciator panel are dimmed when the instrument lights are dimmed. It may be necessary to
gain access to the Dimmer Control Assembly, if so, follow the instructions given below.
11-67. REMOVAL OF DIMMER CONTROL ASSEMBLY.

a. Access to the Dimmer Control Assembly is from beneath the instrument panel.
b. Disconnect the electrical connection from the assembly.
c. Remove the knob from panel front.
d. Remove the two screws securing the assembly to the instrument panel.
e. Remove assembly from the airplane.
11-68. INSTALLATION OF DIMMER CONTROL ASSEMBLY.

a. Position the assembly in the instrument panel with the control knobs inserted into their
appropriate slots.
b. Secure the assembly to the instrument panel with the two screws previously removed.
c. Connect the electrical connection to the assembly.
d. Check operation of Dimmer Control Assembly.
11-69. ANNUNCIATOR PANEL.
11-70. DESCRIPTION. The annunciator panel is a light cluster mounted in the upper left instrument
panel that provides a visual indication of individual system malfunctions by the illumination of a warning
light. A push-to-test switch on the left side of the annunciator is used to illuminate the entire display to
check the condition of the lights when the engine is running. The gyro air, alt and oil lights will work when
the engine is not running with the master switch on. Power to the annunciator is supplied from the bus bar
through a 5 amp fuse located behind the left exhaust gas temperature gauge.
The left and right OVER BST. lights are activated whenever the left or right engine manifold pressure
exceeds 39.5 inches of mercury. The manifold pressure sensor is incorporated in the manifold pressure gauge.
The OIL warning light is activated by a pressure sensor in the oil pressure line to the oil pressure gauge
whenever the engine oil pressure drops below 30 psi. The sensor is mounted in a special bulkhead T fitting
on the aft side of the fire wall.
The GYRO AIR warning light is activated by a pressure sensor mounted in the gyro pressure regulator
on the aft side of the fire wall. The switch will activate when the gyro air pressure is below 4.5 inches of
mercury.
The ALT warning light is activated whenever one or both alternator output circuits fail.

2H6
11-71. ANNUNCIATOR LIGHTS TEST
NOTE
The sequence of the following tests may be varied at the option of the
mechanic.
a. Press the annunciator test button to insure that all annunciators illuminate.
b. Start the right engine. operate at 700-1000 RPM and note that the oil and air pressure are normal.
c. Start the left engine and note that the GYRO Al R light goes out as the engine starts. Note that the oil
pressure is normal and that the alternator has output.
d. Idle one engine at a time while carefully observing its oil pressure gauge to insure that the OIL
annunciator light comes on at 15 psi.
NOTE
The mixture control can be moved to cut-off, then to rich in order to

get lower then normal idle speeds.
e. With both engines at approximately 900 RPM place one alternator in the off position at a time.
Check that either or both alternator switches in the off position causes the ALT annunciator to illuminate.
f. Use proper caution to insure that the propellers are over hard surface and that the propeller blast
will do no damage. then run up the engines one at a time to check that each OVERBST annunciator comes on
at 39.5 + 0.5 inches of mercury manifold pressure.
g. Shut down the right engine first and check that the GYRO AIR illuminates just as the engine slows
to approximately 300 RPM. Check that the other annunciator lights are on.
h. Shut down left engine.
11-72. TROUBLESHOOTING (Refer to Table XI-V.)
Added: 3/16/81 ELECTRICAL SYSTEM

2H7
TABLEXI-V. TROUBLESHOOTINGCHART(ELECTRICALSYSTEM)
ANNUNCIATORPANEL
All the warninglights Blown fuse. Replace the 5 amp fuse

fail to operate. behind instrument panel.
No current from bus. Check all wire segments,
connections, and the
receptacle at the left
side of the annunciator
panel.
All the warning lights Test switch grounded Check terminalsand

fail to extinguish out. replace switch if
after engine is running. necessary.
Oil or gyro air Sensor activatesat Replace.

warning light fails too high a setting.
to extinguish.
Sensor terminals Remove material between
bridged. terminals.
Defectivesensor. Replace.
Oil or gyro air Lamp burned out. Replace.

warninglight failsto
operate. No current to sensor. Check all wire segments
and connections.
Sensor activatesat Replace.

too low a setting.
Defectivesensor. Replace.

2H8
TABLE XI-V. TROUBLESHOOTINGCHART(ELECTRICALSYSTEM)(cont.)
ANNUNCIATORPANEL(cont.)
Overboost warning light Manifoldpressure gauge Check sensor activation.

fails to extinguish. sensors set too low. Sensors should activate
at 39.5 inches of
mercury.
Overboost warning light Lamp burned out. Replace.

fails to activate.
Defectivesensor Check and replace if
switches. necessary.
Alternator warning Lamp burned out. Replace.

light fails to operate.
Alternator warning Blown fuse or fuses. Replace one or both 5 amp

light fails to fuses behind instrument
extinguish. panel.
Defectivealternator Check and repair.
output circuit.
Test switch fails to Bad switch or connections. Check wires and replace
activate warning lights. switch if necessary.
Reissued: 10/11/79 2H9 ELECTRICAL SYSTEM

TABLE XI-V. TROUBLESHOOTING CHART (ELECTRICAL SYSTEM) (cont.)
ALTERNATOR
Zero output indicated Open field circuit. With master switch

on ammeter regardless turned on check for
of RPM (refer to alter- battery voltage (12V)
nator system test from ship's main bus
procedure). through entire field
circuit to alternator
field terminal. Measure
voltage from ground
(-) to the following
points (+) in sequence:
bus bar, output circuit
diodes, field
circuit breaker (5A),
field terminals of
master switch, voltage
regulator and alternator
field terminal.
Interruption of voltage
through any of these
points isolates the
faulty component or
wire which must be
replaced. (See Figure
11-23.)
Open output circuit. With master switch

turned on check for
battery voltage (12V)
from ship's main bus
through entire output
circuit to alternator
battery post. Measure
voltage from ground (-)
to the following points
(+) in sequence: bus
bar. output circuit
diodes, am-
meter, and alternator
battery post.
2H10
ALTERNATOR(cont)
Zero output indicated Open output circuit. Interruption of voltage

on ammeter regardless (cont) through any of these
of RPM (refer to alter- points isolates the
nator system test faulty component or
procedure). (cont) wire which must be
replaced. (See Figure
11-23.)
Open field winding in Disconnect field terminal
alternator. of alternator from field
wiring and check for
continuity from field
terminal to ground with
ohmmeter (20-100 ohms)
dependingon brush
contact resistance.(Pull
propeller slowly by
hand turning alternator
rotor through 360' of
travel.)
CAUTION
Turn magneto switch to

off before turning prop.
If resistance is high check

brushes for spring tension
and excessivewear and
replace if necessary.If
brushes are okay and
field reads open, re-
place alternator.

2H11
TABLEXI-V. TROUBLESHOOTINGCHART(ELECTRICALSYSTEM)(cont.)
ALTERNATOR(cont)
Output indicated on Faulty voltage regulator. Start engine,turn on
ammeter does not load (ref. alternator
meet minimumvalues test procedure), set
specified in alternator throttle at 2300 RPM.
system test procedure. Checkvoltage at bus
bar (convenientcheck
point, removecigar
lighter and check from
center contact (+) to
ground (-). Voltage
should be 13.5 volts
minimum.If voltage is
below this value replace
regulator.
High resistance connec- Checkvisuallyfor loose

tions in field or output binding posts at the
circuit. variousjunction points
in system, alternator
battery post, lugs on
ammeter, connections at
voltage regulator, circuit
breaker, etc., (See
Figure11-23.)Examine
crimped terminal ends
for signsof deterioration
at crimp or strands of
broken wire at crimp.
Tighten any loose binding
posts or replacebad
wire terminals.
Open rectifier. If any of the six recti-

fiers pressedinto the
rear bell housingof the
alternator open up in-
ternally it will result
in a definite limitation
on the current that can
be drawn from the
alternator. After having
checked the previous

2H12

ALTERNATOR(cont)
Output indicated on Open rectifier. causes of low output it
ammeter does not can be assumedthat a
meet minimum values faulty rectifier exists
specified in alternator and replacementof the
system test procedure. (cont) rectifier is recommended.
Field circuit breaker Short circuit in field Disconnect field wiring

trips. circuit. at terminal of alternator.
Turn on master switch.
If breaker continues to
trip, proceed to dis-
connect each legof
field circuit, working
from the alternator
towards the circuit
breaker until breaker
can be reset and will
hold. Replacecomponent
or wire which was
isolated as defective.
(See Figure 11-23.)
Short circuit in field Disconnect field wiring

winding of alternator. at terminal of alternator.
Turn on master switch.
Reset breaker and if
breaker fails to retrip,
this isolates short
circuit to field of
alternator itself. Check
brush holders for shorting
against frame. If there
are no obvioussigns
of a physical short
circuit at field terminal
or brush holder, replace
alternator. (Note: Inter-
mittent short circuit.)
Internal short circuiting
of the field can occur
at various positions of
the rotor, therefore, re-

2H13
ALTERNATOR (cont)
Field circuit breaker Short circuit in field connect field, reset

trips. (cont) winding of alternator. breaker, pull propeller
slowly by hand turning
alternator rotor through
360° of travel. Observe
circuit breaker for
signs of tripping.
CAUTION
Turn magneto switch to

off before turning pro-
peller.
Output circuit defective. Short circuit in output Disconnect wiring at

circuit. battery post of alter-
nator. Turn on master
switch. Disconnect
each leg of output
circuit, working from
the alternator towards
the bus bar. Replace
component or wire
which was isolated as
defective. (See Figure
11-23.)
Reissued: 10/11,'79 2H14 ELECTRICAL SYSTEM

ALTERNATOR (cont)
Output circuit defective. Battery installed with Remove battery and

(cont.) reversed polarity. reinstall with correct
polarity.
Battery charged back- Remove battery. Connect

wards. load such as landing
light lamp or similar
load and discharge
battery. Recharge with
correct polarity and
test each cell for
signs of damage due
to reversed charging.
NOTE
This type of condition

can only occur in a
case where a discharged
battery has been re-
moved from the airplane
and put on a charger
with the polarity re-
versed. This reversal
in polarity cannot
occur in the airplane
due to any fault in
the alternator system.
Excessive ammeter Defective voltage Replace voltage regu-

fluctuation. regulator. lator.
Excessive resistance Check all connections

in field circuit. and wire terminals in
field circuit for dete-
rioration such as loose
binding posts, broken
wire strands at ter-
minals, etc. Tighten all
connections and replace
faulty terminals.

2H15
TABLEXI-V. TROUBLESHOOTINGCHART(ELECTRICALSYSTEM)(cont.)

STARTER
Starter failsto operate. Low battery charge. Checkand recharge if

necessary.
Defectiveor improper Refer to electrical
wiring or loose wiring diagramand
connections. check all wiring.
Defectivestarter solenoid Replacefaulty unit.
or control switch.
Binding,worn, or im- Brushesshould be a
properly seated brush, free fit in the brush
or brushes with ex- boxes without excessive
cessiveside play. side play. Binding
brushesand brush
boxes should be wiped
clean with a gasoline
(undoped) moistened
cloth. A new brush
should be run in until
at least 50 percent
seated; however,if
facilitiesare not
availablefor running
in brushes,then the
brush should be prop-
erly seated by in-
serting a strip of
number 000 sandpaper
between the brush and
commutator, with the
sanded side next to
the brush. Pull sand-
paper in the direction
of rotation, being
careful to keep it in
the samecontour as
the commutator.

2H16
STARTER (cont.)
Starter fails to operate. Binding worn, or im- CAUTION

(cont) properly seated brush
or brushes with ex- Do not use coarse
cessive side play. 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 par-
ticles.
Dirty commutator. If commutator is rough

or dirty, smooth and
polish with number
0000 sandpaper. If too
rough and pitted. re-
move and turn down.
Blow out all particles.
Shorted. grounded. or Remove and replace with

open armature. an armature known to be
in good condition.
Grounded or open field Test, repair if possible

circuit. or replace with a new
part.
Low motor and crank- Worn. rough. or im- Disassemble. clean. in-
ing speed. properly lubricated spect. and relubricate.
motor or starter replacing ball bearings
gearing. if worn.
Same electrical causes Same remedies listed

as listed under "Motor for these troubles.
fails to operate."
Excessive arcing of Binding, worn. or im- See information above

motor brushes. properly seated brush dealing with this
or brushes with ex- trouble.
cessive side play.

2H17

STARTER(cont)
Excessivearcing of Dirty commutator, rough, Clean as outlined

motor brushes.(cont) pitted or scored. above.
Excessivewear and Rough or scored com- Remove and turn com-

arcingof motor brushes. mutator. mutator down on a
lathe.
Armature assemblynot Reface commutator.

concentric.
BATTERY
Discharged battery. Battery worn out. Replace battery.
Low electricalsystem Check voltage regulator

voltage. voltage.
Standing too long. Remove and recharge

battery if left in
unused airplane 3
weeks or more.
Equipment left on Remove and recharge.

accidentally.
Impurities in elec- Replace.
trolyte.
Short circuit (ground) Check wiring.

in wiring.
Broken cell partitions. Replace.
Battery life is short. Overcharge due to level Maintain electrolyte.

of electrolyte being
below top of plates.
Sulfation due to disuse. Replace.
Impurities in electro- Replace battery.

lyte.
Low charging rate. Check voltage regulator

voltage.
Reissued: 10/11/79
ELECTRICAL SYSTEM
2H18
BATTERY (cont)
Cracked cell jars. Hold-downbracket loose. Replace battery and

tighten.
Frozen battery. Replace.
Compound on top of Chargingrate too high. Reduce charging rate.

battery melts. Check voltage regulator
voltage.
Electrolyte runs out Too much water added Drain and keep at-proper
of vent plugs. to battery and charging level and check voltage
rate too high. regulator voltage.
Excessive corrosion Spillagefrom over- Use care in adding
inside container. filling. water.
Vent lines leaking or Repair or clean.

clogged.
Chargingrate too high. Adjust voltage regulator.
Battery freezes. Dischargedbattery. Replace.
Water added and battery Alwaysrecharge battery

not charged immediately. for 1/2 hour following
addition of water in
freezingweather.
Leaking battery jar. Frozen. Replace.
Battery polarity re- Connected backwards on Battery should be slowly

versed. airplane or charger. dischargedcompletely
and then chargedcor-
rectly and tested.
Battery consumes ex- Charging rate too high Correct charging rate.
cessive water. (if in all cells).
Cracked jar (one cell Replace battery.

only).

2H19
TABLE XI-VI. LAMP REPLACEMENT GUIDE
Location Piper Part No. Lamp No.
Wing Tips 751 381 1512
Taillight 753 431 1073
Anti-Collision 757 635 A406
Landing Light 472 661 4509
Reading Light 93
Compass Light 472 054 330
Forward Baggage 472 036 89
Stall Warning 572 054 330
Instrument Cluster 53
Gear - Down 472 054 330
Gear- Up 472 054 330
Annunciator Panel 472 054 330
Instrument Panel 472 072 26

2H20
TABLE XI-VII. ELECTRICAL WIRING CODING (PPS-55006, Rev. Y.)
Circuit Function
Code Circuit
A AUTOPILOT
C CONTROL SURFACE
E ENGINE INSTRUMENTS
F FLIGHT INSTRUMENTS
G LANDING GEAR
H HEATER - VENTILATING & DEICING
L LIGHTING
P DC POWER
Q FUEL & OIL QUANTITY
RP RADIO POWER
RG RADIO GROUND
RZ RADIO AUDIO & INTERPHONE
J IGNITION
W WARNING
K ENGINE CONTROL, STARTER
Harness Connector Number Location
100 – 199 Left Wing and Nacelle
200 – 299 Right Wing and Nacelle
300 – 399 Fuselage (Inside Cabin)
400 – 499 Fuselage (Outside Cabin)

2H21
TABLEXI-VIII. ELECTRICAL SYMBOLS

C643
BATTERY KNIFE CONNECTORS BUS BAR
SWITCH UPUSH PUSH - PULL

TYPE YPE TYPE
ALTERNATOR BEACON
THERMAL SWITCH ELECTRICAL CLUTCH
SOLENOID PNUEMATIC PNUEMATIC

SWITCH TERMINALBLOCK POTENTIOMETER
SWITCH
O O
O O O
O O
O O
PRESS.- N.C. PRESS.- N.O.

OR OR
VACUUM - N.O. VACUUM - N.C
ZENER
DIODE DIODE FUSE RESISTOR
GROUND
BUTT CONNECTORS
NOISE
FILTER
PUSH-BUTTON
SWITCH SWITCH
CONDUCTORS
SHIELDED CONNECTOR
SHIELDED CONDUCTORS
'CONDUCTORS. CROSSINGSAND JUNCTIONS OF CONDUCTORS SOLENOID

THE DOT AT THE INTERSECTION INDICATES A JOINING OF VALVE
CONDUCTORS.

2H22
TABLE XI-IX. ELECTRICALSYSTEMCOMPONENTLOADS
Duty Cycle Circuit Load

Cont. Inter. Equipment Breaker (Amps) Optional
X Alternator Field (2) 5 5.0

Anti-Collision(Strobe) 10 4.4
X Cabin Lights (4) 10 4.0
Cigar Lighter 10 8.0
X 13.0
CombustionHeater 15
X Defroster Blower 10 3.0
X Electric Pitch Trim 5 5.0
X
X Fuel Pump (2) 5 10.0
X Heated Windshield 15 13.8 X
X Hydraulic Pump 25 25.0
X Instrument Lights 5 3.0
X Landing Lights(2) 10 8.0
X MasterContactor 0.6
X Pitot Heat 15 13.2
X Position Lights 5 4.0
X Prop Deice 20.0 X
Red Flood Lights 5 5.0
X Stall WarningCluster 5 1.0
X Stall WarningHeat 7.5 X

X Starter 175.0
X Starter Solenoid 10 10.0
X Turn & Bank 5 0.5

2H23
EL 18O
37067
ALTERNATOR LTETETATR
ALTERNATOR ALTERATOR
SWITCH RIGHT
ALTERNATOR
1a P2BRP2CR
OVERVOLT.
RELAY
R..
OLTAGE
GULATO
— ALTERNATOR
SA
w3 A)—( TO ANNUNCIATOR
EXTERNAL W 4ON USTRE

RECEPT.C-E
EXTERNAL E
TO STARTER
EXTERNAL POwER
Figure 11-23. Alternator, S/N 34-7570001 to 34-7570337
I ELECTRICAL SYSTEM Revised: 11/12/82
2H24
EL1802
37067
LEFT
ALTERNATOR
RIGHT
ALTERNATOR
ANNUNCIATOR
I MAIN BUS
EXTERNAL PWR
RECEPTICLE EXTERNAL
POWER I
-.
EXTERNAL POWER
TO STARTER
EXTERNAL POWER
Figure 11-24. Alternator, S/N 34-7670001 to 34-7670393
Revised: 11/12/82 211 ELECTRICAL SYSTEM

Figure 11-25. Alternator, S/N 34-7770001 and up

2I2
EL1604
37067
STARTER
ACCESSORY
STARTER
SWITCH
LEFT RIGHT
STARTER STARTER
MOTOR MOTOR
LEFT STARTER
SOLENOID
Figure 11-26. Starters, S/N 34-7570001 and up

213
Figure 11-27. Landing Gear

214
Figure 11-28. Panel Lighting

2I5
LEFT S AMP
ENGINE GAUGES
RIGHT 5 AMP
Figure 11-29. Engine Gauges (Early Models)
EL1808
LEFT 5 AMP
ENGINE GAUGES
RIGHT 5 AMP
Figure 11-30. Engine Gauges (Later Models)
ELECTRICALSYSTEM
216
EL1I0S EL1B19
10 AMP
ANTI- COLL
LANDING FIN STROBE
LIGHTS 10 AMP
10 AMP
Figure 11-31. Landing Lights Figure 11-32. Anti-Collision Fin Strobe
EL1 0 EL 811
ANTI-COLL'N TO STARTER SWITCH STARTER a
10 AMP ACC. 10 AMP
PITOT HEAT
15 AMP
HIA
CIGAR LIGHTER
WING TIPS FIN

(OPTIONAL)
Figure 11-32a. Anti-Collision Strobes Figure 11-32b. Pitot Heat and Cigar Lighter
Revised:11/12/82 ELECTRICAL SYSTEM

217
Figure 11-33. Radio Bus Power S/N 34-7570001 to 34-7570337
Figure 11-33a. Radio Bus Power S/N 34-7670001 to 34-8070001
Figure 11-33b. Radio Bus Power S/N 34-8070002 and up

2I8
Figure 11-34. Reading and Baggage Lights S/N 34-7570001 and up
Figure 11-35. Annunciator Panel

2I9
THIS PAGE INTENTIONALLY LEFT BLANK

2110
ELECTRICAL SYSTEM
LEFT ENGINE RIGHT ENGINE
RIGHT LEFT
MAGNETO MAGNETO
STARTER
SWITCH
Figure 11-37. Magnetos
NAV LIGHTS
5 AMP
F/A
MAIN
US
WHITE
OPTIONAL
Figure 11-38. Ventilation Air Blower Figure 11-39. Position Lights

2111
EL1B13
FLIGHT SWITCH ] HEATER 8
DEFROST
- IS AMP
AIR VALVE SWITCH

FAN (SHOWN NOT CLOSED)
MASTER VENT
SWITCH
I BLOWER
FUEL
VALVE
IGNITION
FUEL
PUMP UNIT
DEFROST
BLOWER
COMBUSTION
BT BLOWER
__ _ _ _HEATER UNIT
Figure 11-40. Heater and Defroster

2112
STALLWARN
LIGHT(SEENOTE2)
STALL
WARNING
S AMP
MAIN BUS
NOTES:
I. GROUNDSTALL WARNPREVENTIONSWITCH
IS USED ON SERIAL NOS. 34-7670001 AND UP
2. STALL WARN LIGHT NOT USED ON SERIAL
NOS 34-7670001 AND UP
Figure 11-41. Stall Warning
3-WAY
SPLICE
STALL WARN. STALL WARN.

HTR., INBOARD OUTBOARD
HTR..
Figure 11-42. Stall Warning (Sensor Heaters)
Reissued: 10/11/79 2 ELECTRICAL SYSTEM

2113
EL1814
37067
Figure 11-43. Fuel Pumps (Auxiliary System)

SERIALNOS. 34-7670057TO 34-7670097 AND
AIRCRAFTMODIFIEDBYPIPERMOD.KIT760 926V.
Figure 11-44. Fuel Pumps (Auxiliary System)

SERIAL NOS. 34-7670098 AND UP

2114
LEFT FUEL PUMP

8 AMP
RIGHT FUEL PUMP

8 AMP
Figure 11-45. Left and Right Fuel Pump
EL1818
LEFT T URN RIGHT TURN LEFT TURN RIGHT TURN
AND BANK AND BANK AND BANK AND BANK
5A
TURN
BAI
STANDARD INSTALLATION
ALL MODELS
TI
TO PANEL LIGHTING TO PANEL LIGH NG
TURN AND BANK
LIGHTED TURN COORDINATOR
INSTALLATIONS
INSTALLATION (S/N'S 34-8070178 SWP )
Figure 11-46. Turn and Bank Schematics

2115
TO OPTIONAL
COURTESY LIGHTS
SPLICE SEE INSTRUMENT

PANEL LIGHTS
CONTROL
WHEEL
CLOCK
I Figure 11-47. Electric Clock and Hourmeter (Optional)
ACCESSORY
10 AMP
PASSENGER READING LIGHTS
Figure 11-48. Reading Lights S N 34-7570001 to 34-7770441

2116
1. A.C. - PWR. OFF

2. AIRCRAFT ON GROUND
EL 3. A.C. DOOR FULL CLOSED20
FLIGHT LIMIT
SWITCHES SHOWN IN
IN-FLIGHT POSITION
FLT. CLOSE
LIMIT SW. PRESS. SW.
I Figure 11-49. Air Conditioning
Revised: 11/12/82 2117 ELECTRICALSYSTEM

2I17
EL1810
HOURMETER OPTION
CLOCK OPTION MASTER

FORWARD CABIN SOLENOID
INTEGRATED SEE
LIGHT/SWITCH ALTERNATOR
AUTOMATIC
SWITCH
AFT CABIN
BAG. COMPT.
INTEGRATED
LIGHT/SWITCH
LIGHT
Figure 11-50. Courtesy Lights (Optional)

(Serial Nos. 34-7970105and up)
EL81O
MASTER
FORWARD BAG.
SOLENOID
INTEGRATED SEE
LIGHT/SWITCH ALTERNATOR
Figure 11-51. Forward Baggage Compartment Lights (Optional)

I (Serial Nos. 34-7970105 and up)

2I18
I LEFT
5-
RIGHT
I
Figure 11-52. Alternate Turn and Bank
TAIL FLOOD
LIGHTS
L.H.
Figure 11-53. Tail Flood (Logo) (Optional)

I

2119
END OF SECTION

2I20
SECTION
XII
ELECTRONICS
2I20A
2I20B
SECTION XII - ELECTRONICS
TABLE OF CONTENTS
Paragraph Grid No.
12-1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2I21

12-2. Emergency Locator Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2I21
12-3. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2I21
12-4. Battery Removal and Installation. (Garrett Mfg. Ltd.) (2 Year Magnesium) 2I21
12-5. Not used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12-6. Battery Removal and Installation (Communications Components Corp.) 2I23
12-7. Battery Removal and Installation (Narco) . . . . . . . . . . . . . . . . . . . . . . 2I24
12-8. Description, Operation and Testing of Pilot’s Remote Switch . . . . . . . 2J2
12-9. Testing Emergency Locator Transmitter . . . . . . . . . . . . . . . . . . . . . . . 2J2
12-9a. EMI and RFI check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J4
12-10. Avionics Master and Emergency Switch Circuit . . . . . . . . . . . . . . . . . 2J4
12-11. Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J4A
12-11a. Rack-mounted Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J4A
12-11b. Linear Modular Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J4B
12-12. Autoflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2J4B
12-13. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J4B
12-14. Non-Piper A.F.C.S. Equipment Contacts . . . . . . . . . . . . . . . . . . . . . . . 2J4B
12-15. Piper A.F.C.S. Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J5
01/01/09 XII - TABLE OF CONTENTS

2I20C
XII - TABLE OF CONTENTS 01/01/09

2I20D
SECTIONXII
ELECTRONICS
12-1. INTRODUCTION. This section of the manual 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 installation instructions to facilitate battery replacement.
12-2. EMERGENCY LOCATOR TRANSMITTER
12-3. DESCRIPTION. The electrical power for the ELT is totally supplied by its own self-contained battery.
The battery should be replaced on the date marked on the battery. If the transmitter has been used in an
emergency situation during this 2 or 5 year period or it has more than one hour of accumulated test time. the
battery must be replaced according to FAA regulations. To replace battery pack in the transmitter, it is
necessary to remove the transmitter from the aircraft.
12-4. BATTERY REMOVAL AND INSTALLTION (GARRETT MFG. LTD.). (2 year, magnesium
battery, refer to Figure 12-1.) The ELT is located on mounting brackets on the right side of the fuselage aft of
sta. 259.31.
a. Remove the access plate on the right side of the fuselage aft of sta. 259.3 1.
b. Set the ON/ARM/OFF switch on the transmitter to the OFF position.
c. Disconnect the antenna coax from the transmitter.
d. Disconnect the harness to the pilot's remote switch.
e. Remove the rear mounting bracket by pulling the plastic knob out. Remove the transmitter from
the airplane.
f. Remove the two long or four short screws securing the transmitter plain end cap. Remove the
plain end cap.
g. Disconnect the battery connector from the board terminals.
h. Withdraw the battery pack from-the transmitter case.
i. Before installing the new battery pack, check the replacement date printed on the battery.
Transfer this date onto the outside of the ELT.
j. Slide the new battery pack, plain end first, into transmitter. It may be necessary to rotate the
battery slightly to get it seated properly in the transmitter case and to achieve correct orientation of the
battery connector.
k. Connect the battery connector to board terminals.
1. Insure O-ring is fitted in plain end cap and correctly seated.
m. Refit end cap and secure with the screws previously removed.
NOTE
Do not overtighten the end cap screws.
n. Place transmitter into its mounting bracket; replace rear mounting bracket by pushing plastic
knob into place.
o. Connect the pilot's remote switch harness to the transmitter.
p. Connect the antenna coax to the transmitter.
Revised: 3/16/81 ELECTRONICS

2121
LONG
SCREWS
ENSURE THAT
BATTERY LEADS
ARE LOCATED
IN VEE OF
TRANSMITER PLAIN BATTERY
BOARD END PACK
CAP
Figure 12-1. Two Year, Magnesium Battery Connections
NOTE
Before installing access plate ascertain that transmitter switch is in

the ARM position. It may also be advisable to test the unit
operation before installing the access panel. (Refer to Paragraph
12-9.)
q. Install the access plate on the right side of the fuselage aft of sta. 259.31. Make an entry in the
aircraft logbook, including the new battery run out date.
12-5. NOT USED
Revised: 3/16/81
2122 ELECTRONICS
GARRETT MFG. LTD.
7 ON/RESET
4 I I I
ELT
ARMED
TRANSMITTER N0.627674-1
MAG. BATT.
SERIAL NUMBERS: 34-7570001 TO 34-7670303 INCLUSIVE
Figure 12-2. Garrett ELT Schematic
12-6. BATTERY REMOVAL AND INSTALLATION (COMMUNICATIONS COMPONENTS CORP.).

The ELT is located on the right side of the airplane tail section, ahead of the stabilator.
a. Remove the access plate on the right side of fuselage aft of sta. 259.31.
b. Rotate the ON/ARM/OFF switch to the OFF position.
c. Disconnect the antenna coax cable (twist left, then pull outward).
d. Disconnect the harness to the pilot's remote switch.

2123
e. Remove the forward mounting bracket by pulling the black plastic knob out. Remove the trans-
F mitter from the airplane.
f. Remove the six Phillips-head screws securing the transmitter cover. Remove the cover.
g. Lift out the old battery pack.
h. Copy the expiration date on the battery into the space provided on the external ELT name and date
plate.
i. Disconnect and replace with a new battery pack. The nylon battery connector is a friction fit and is
easily removed by pulling on the exposed end.
j. Insert transmitter into airplane and fit into place. Replace mounting bracket by pushing the black
plastic knob into place.
k. Reconnect the pilot's remote switch harness and the antenna coax cable to the transmitter.
1. Set the ON/ARM/OFF switch to the ARM position.
m. Reinstall the access plate previously removed.
n. Make an entry in the aircraft logbook, including new battery runout date.
NOTE
It may be advisable to test the unit operation before installing the

access plate. (See Testing Emergency Locator Transmitter.)
Inspect the external whip antenna for any damage. Avoid bending
the whip. Any sharply bent or kinked whip should be replaced.
Antenna damage may cause structural failure of whip in flight.
12-7. BATTERY REMOVAL AND INSTALLATION (NARCO). (Refer to Figures 12-3 and 12-4.)
a. Set the ON/OFF/ARM switch on the transmitter to OFF.
b. Disconnect antenna coaxial cable from E.L.T.
c. Remove ELT from its mounting bracket by releasing the latch on the strap and sliding the ELT off
the bracket.
d. Extend the portable antenna.
e. Unscrew the four screws that hold the control head to the battery casing and slide apart.
f. Disconnect the battery by unsnapping the snap-off battery pigtail terminals from the bottom of the
transmitter printed circuit board.
g. 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.
h. Connect new battery pack terminals to the bottom of the circuit board.
i. Reinsert the control head section into the battery pack being careful not to pinch any wires, and
replace the four screws. If the four holes do not line up, rotate the battery pack 180° and reinsert.
j. Slide the portable antenna back into the stowed position.
k. Place transmitter into its mounting bracket and fasten the strap latch.
1. 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 12-4.)
Revised:8/10/80 ELECTRONICS
2124
198
COMMUNICATIONSCOMPONENTSCORP. SWITCH POSITIONS
OFF/RESET NORMAL
REMOTE AUTO/ARM- FLIGHT
"RESET" ON POSITION
SHIELD
ELT A
WHT
REMOTE
"ON" +14 VOLT DC KEYWAY
(TEST) TO OVERHEAD BLK -
FLOOD LIGHT SHLD . WHT
TRANSMITTER NO. CIR-11-2 CIRCUITPROTECTOR
- RED
SERIAL NUMBERS: 34-7670304 AND UP
VIEW A
NOTE: AIRCRAFT POWER USED TO SHUT OFF THE ELT WITH REMOTE SWITCH.
Figure 12-3. Communications Components ELT Schematic
B126
WHT WHITE
REDWHT. ARMED
ELT I
' ' o ON/RESET
SHIED SHIELD BLACK
BLACK SHIELD 4 SHIELD
Figure 12-4. Emergency Locator Transmitter Schematic (Narco)

2J1
m. Press RESET button and set ON/OFF ARM switch to ARM.

n. Make an entry in the aircraft logbook. including the new battery expiration date.
o. 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. Avoid bending
the whip. Any sharply bent or kinked whip should be replaced.
Antenna damage may cause structural failure of whip in flight.
12-8. DESCRIPTION. OPERATION AND TESTING OF PILOT'S REMOTE SWITCH. (Refer to

Pilot's Operating Handbook.)
12-9. TESTING EMERGENCY LOCATOR TRANSMITTER. Thetransmitteroperatesontheemergency

frequencies of 121.5and 243 MHz: both of these frequencies are monitored by the various FAA installations.
Before performing any operational test of the ELT. the following precautions should be observed:
CAUTION
Testing of an ELT should be conducted in a screen room or metal

enclosure to ensure that electromagnetic energy is not radiated dur-
ing testing. If a shielded enclosure is not available. testing may be
performed in accordance with the following procedures:
1. Test should be no longer than three audio sweeps.
2. If the antenna is removed, a dummy load should be sub-
stituted during the test.
3. Test should be conducted only within the time period made
up of the first five minutes after any hour.
4. If the operational tests must be made at a time not included
within the first five minutes after the hour. the test should be
coordinated with the closest FAA Tower or Flight Service
Station.
Consult FAA Advisory Circular AC 20-81 for detailed infor-
mation concerning above cautions.
a. Remove the access plate on the right side of the fuselage aft of sta. 259.31.
b. Tune the aircraft communications receiver to 121.5 M Hz and switch the receiver ON; deactivate the
squelch. and turn the receiver volume up until a slight background noise is heard.
NOTE
If the aircraft is not fitted with a communications receiver. request

that the tower listen for your test.
c. On the transmitter. set the ON ARM OFF switch to the ON position. Keep the switch in this posi-
tion for only a few seconds: then set to the OFF position. Return to the ARM position.
Revised:8/10/80 ELECTRONICS
2J2
NOTCH PIN PORTABLE

STOP ANTENNA
/ OPERATIVE ANTENNA
ANTENNA BLADE
/ BUTSTORED EXTENSION
TOUCHES
PORTABLE TAB
FINGER CONTACT
SET
VIEW
A ON-OFF-ARM
SWITCH
ANTENN ANTENNA TO
EXTENSION POPSOUT "ON"
TAB OF
LATCH
CHANNEL
VIEW
r AND DOWN
PIN
PULL TAB STOP
TO EXTEND TO FULL LENGTH VIEW

C
Figure 12-5. ELT Portable Folding Antenna (Narco)
B965
CONTACT ORTABLE ANTENNA BLADE
NOT
MAKING CONTACT
Figure 12-6. ELT Using Fixed Aircraft Antenna (Narco)
Reissued: 10/11/79 ELECTRONICS

2J3
NOTE: The test transmission should have been picked up by the aircraft communications receiver
and/or control tower. During cold weather, there may be a slight delay before transmission
occurs.
d. A transmitter which is functioning properly should emit a characteristic downward swept tone.
WARNING: WHENEVER THE UNIT IS CHECKED BY MOVING THE TRANSMITTER
ON/ARM/OFF SWITCH FROM THE ARM TO THE ON POSITION, IT MUST
THEN BE MOVED TO THE OFF POSITION BEFORE REVERTING TO THE ARM
POSITION AGAIN.
CAUTION: UNDER NORMAL CONDITIONS, THE TRANSMITTER SWITCH MUST BE SET
TO ARM.
e. When test is completed, ascertain the transmitter ON/ARM/OFF switch is in the ARM position.
f. Place the access panel on the right side of the fuselage aft of sta. 259.31.
12-9a. EMI AND RFI CHECK (PIR-PPS65119, Rev A.)
a. Background
ElectroMagnetic Interference (EMI) and Radio Frequency Interference (RFI) are a growing concern with
the installation of advanced digital avionics. The following test procedure is recommended before return-
to-service each time any electrical / avionics work is performed.
b. Procedure
1. Position the aircraft at least 50 yards from buildings or any other large structures.
2. Ensure all aircraft closeout panels (excluding interior trim panels) and engine cowling are
installed on the aircraft being tested.
3. With the aircraft running and all avionics, exterior lights and equipment ON, verify that:
a. There are no unusual needle or display fluctuations on any display or gauge.
b. There is no objectionable background noise in the headsets.
c. For troubleshooting purposes, if either is present, systematically turn OFF equipment until
the offending system is identified.
4. RFI interference is typically generated by energy from the aircraft communication radios
bouncing around the airframe. Verify that transmitting on the communication system does not
cause RFI interference by performing the following test on each communication system.
a. On each of the following frequencies key the microphone for 3 to 5 seconds:
121.150 MHZ 127.000 MHZ
131.250 MHZ 121.175 MHZ
121.200 MHZ 131.275 MHZ
123.000 MHZ 131.300 MHZ
b. Verify that this does not cause any unusual needle or display fluctuations on any display
or gauge.
12-10. AVIONICS MASTER AND EMERGENCY SWITCH CIRCUIT. (Refer to Chapter 11, Figures 11-25
and 11-26.)
XII - ELECTRONICS 01/01/09

2J4
12-11. DESCRIPTION AND OPERATION.

Electrical power for the various avionics components is controlled by the Avionics Master Switch
located near the top of the instrument panel between the radio stacks. It controls the power to all radios
through the aircraft master switch.
An emergency bus switch is also provided to provide auxiliary power to the avionics bus in the event of
a radio master switch circuit failure. The emergency bus switch is located between the lower right shin
guard left of the circuit breaker panel.
12-11a. RACK-MOUNTED AVIONICS
For airplanes with modern upgraded instrument / avionics panels, some avionics may be rack-mounted,
front-removable units generally secured to the instrument panel tray/rack by a single jackscrew located
in the center of their faceplate.
1. Removal
a. Insert an appropriate size (generally 3/32 inch) allen wrench into the jackscrew access
hole in the faceplate.
b. Unscrew the jackscrew in a counterclockwise direction.
c. Slide the avionics unit aft and out of the instrument panel tray/rack.
2. Installation
NOTE: Inspect the front of the panel-mounted avionics tray/rack to verify it is not
significantly inset from the panel. If so, correct the tray/rack installation before
proceeding.
NOTE: The high insertion forces required to seat a unit with “high density” connectors tend to
limit the effectiveness of the first seating attempt. Accordingly, the following
procedure requires sequential applications of force, and subsequent tightening of the
jackscrew, to ensure all connectors seat properly.
a. Slide the avionics unit into the instrument panel rack and forward, applying a moderate
insertion force.
b. Insert an appropriate size (generally 3/32 inch) allen wrench into the jackscrew access
hole in the faceplate and tighten to remove any slack, but do not try to “pull” unit into
place with the jackscrew.
c. Apply additional insertion force to front of unit.
d. Tighten jackscrew again.
e. Apply additional insertion force to front of unit.
f. Finish tightening jackscrew.
g. Ensure that unit bezel is “tight” against panel.
01/01/09 XII - ELECTRONICS

2J4A
12-11b. LINEAR MODULAR CONNECTORS (LMD/LMS)

For airplanes with modern upgraded instrument / avionics panels, Linear Modular Connectors
(LMD/LMS) may be used to simplify assembly and reduce production costs. Special tools are needed to
remove some modules in some installations. See Amphenol / Pyle publication LM-300 (LM-300-1)
available from: http://www.amphenol-aerospace.com/ServiceInstructions.asp
12-12. AUTOFLIGHT.
12-13. GENERAL.
Due to the wide variety of A.F.C.S. (Automated Flight Control System) options, it is mandatory to
follow the service literature published by the individual manufacturer of the A.F.C.S. equipment installed
in any particular airplane. This includes mechanical service such as adjusting bridle cable tension, servo
removal & installation, servo clutch adjustments, etc ...
12-14. NON-PIPER A.F.C.S. EQUIPMENT CONTACTS.
Refer to the following list of Autopilot/Flight Director manufacturers to obtain service direction, parts
support, and service literature.
Bendix Avionics Division
2100 N. W. 62nd Street
Fort Lauderdale, Fla. 33310
(305) 776-4100/TWX 5109559884
Collins General Aviation Division

Rockwell International
Cedar Rapids, lowa, 52406
(319) 395-3625 Telex: 464-421

2J4B
Edo Corporation - Avionics Division

Box 610
Municipal Airport
Mineral Wells, Texas, 76067
(817) 325-2517 Telex: 76067
King Radio Corporation

400 North Rodgers Road
Olathe, Kansas, 66061
(913) 782-0400 Telex: 4-2299-Kingrad
Sperry Flight Systems/Avionics Div.

8500 Balboa Blvrd.
P.O. Box 9028
VanNuys, CA, 91409
(213) 894-8111 Telex: 65-1367
Global Navigation
2144 Michelson Drive
Irvine, CA. 92715
(714) 851-0119
12-15. PIPER A.F.C.S. EQUIPMENT. In the case of early models. Piper Autopilot equipment bears the
Piper name, and the appropriate Piper Autopiloti Flight Director Service Manual shall be used.
NOTE
If a Roll Axis-only Autopilot is installed, or if no Autopilot is

installed, consult the Piper Pitch Trim Service Manual - 753 771 for
manual electric pitch trim service information.
The following is a complete listing of Piper A.F.C.S. equipment service literature. It is imperative to correctly
identify the Autopilot system by "faceplate" model name, in order to consult the appropriate service manual.
Each manual identifies the revision level and revision status as called out on the Master Parts Price List -
Aerofiche published monthly by Piper. Consult the aircrafts parts catalog for replacement parts.
NAME PIPER PART NO.
AutoControl 1/11 & AltiMatic 1/I1 753 798

AutoControl III and AltiMatic III and IIIB 753 723
AutoControl IIIB and AltiMatic IIIB-1 761 502
AltiMatic IIIC 761 602
AltiMatic V and V-1 761 525
AltiMatic V F/D and V F/D-I 761 526
AltiMatic X F.D./A.P. & X.A.P. 761 668
AutoFlite 753 720
AutoFlite II 761 481
Piper Pitch Trim (Manual-Electric) 757 771
Added: 11/12/82 ELECTRONICS

2J5
END OF SECTION

2J6
SECTION
XIII
HEATING
AND
VENTILATING
2J6A
2J6B
SECTION XIII - HEATING AND VENTILATING SYSTEM
TABLE OF CONTENTS
Paragraph Grid No.
13-1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J8

13-2. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J8
13-3. Description and Principles of Operation . . . . . . . . . . . . . . . . . . . . . . . 2J8
13-4. Combustion Heater (Janitrol) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J10
13-5. Heater System - Operational Test . . . . . . . . . . . . . . . . . . . . . . . . . 2J10
13-6. Description of Heater and Basic Components . . . . . . . . . . . . . . . . . . . 2J11
13-7. Spark-Spray Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J11
13-8. Fuel Regulator and Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . 2J11
13-9. Duct Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J14
13-10. Combustion Air Blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J14
13-11. Ventilating Air Blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J14
13-12. Operating Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J14
13-13. Operating Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J15
13-14. Maintenance Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J15
13-15. Inspection of Heater and Heater Components . . . . . . . . . . . . . . . . . . . 2J15
13-16. Daily Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J15
13-17. 100 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J17
13-17a. Overhaul Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J17
13-18. Removal of Heater (30.000 BTU) . . . . . . . . . . . . . . . . . . . . . . . . . 2J18
13-19. Installation of Heater (30.000 BTU) . . . . . . . . . . . . . . . . . . . . . . . 2J18
13-20. Removal of Heater (45.000 BTU) . . . . . . . . . . . . . . . . . . . . . . . . . 2J19
13-21. Installation of Heater (45.000 BTU) . . . . . . . . . . . . . . . . . . . . . . . 2J19
13-22. Heater Electrical System Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J20
13-23. Electrical Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J20
13-24. Vent Blower Power Circuit Check . . . . . . . . . . . . . . . . . . . . . . . . . 2J21
13-25. Heater Power Circuit Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J21
13-26. General Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J23
13-27. Combustion Air Blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J23
13-28. Spark Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J24
13-29. Ignition Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K3
13-30. Ignition Unit Removal and Installation (30.000 BTU) . . . . . . . . . 2K3
13-31. Ignition Unit Removal and Installation (45.000 BTU) . . . . . . . . . 2K3
13-32. Testing Ignition Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K4
13-33. Operational Test of Ignition Unit . . . . . . . . . . . . . . . . . . . . . . . . . . 2K4
13-34. Vibrator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K4
13-35. Vibrator Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . 2K4
13-36. Inspection of Ignition Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K5
13-37. Cycling Switch and Limit (Overheat) Switch (30.000 BTU) . . . . . . . 2K6
13-38. Cyclin S Switch and Limit (Overheat) Switch (45.000 BTU) . . . . . . . 2K6
01/01/09 XIII - TABLE OF CONTENTS

2J6C
XIII - TABLE OF CONTENTS 01/01/09

2J6D
Aerofi
Paragraph Grid N
13-39. Combustion Air Pressure Switch ................................ 2K7
13-40. Fuel Regulator and Shutoff Valve ..... . . ........ . . 2K7
13-41. Removal of Fuel Regulator ............................. 2K7
13-42. Adjustment of Fuel Regulator .......... ................. . 2K7
13-43. Installation of Fuel Regulator ............................ 2K8
13-44. Heater Fuel Pump Maintenance ................................. 2K8
13-45. Removal of Heater Fuel Pump ............................ 2K8
13-46. Disassembly of Pump ................................. 2K9
13-47. Cleaning of Pump ................................... 2K9
13-48. Inspection and Repair of Pump ............. 2K9
13-49. Assembly of Pump ................................... 2K10
13-50. Installation of Heater Fuel Pump .......................... 2K 10
13-51. Duct Switch ............................................ 2K 10
13-52. Overhaul Instructions ....................................... 2K10
13-53. Disassembly (30.000 BTU Heater) .......................... 2K11
13-54. Disassembly of Combustion Air Blower Assembly
(30.000 BTU) ................................... 2K 12
13-55. Cleaning .......................................... 2K 12
13-56. Cleaning and Inspecting the Combustion Tube Assembly
(30.000 BTU) .. ........... . 2K13
13-57. Inspection of Remaining Components (30,000 BTU) ............... 2K13
13-58. Disassembly (45,000 BTU Heater) .......................... 2K15
13-59. Disassembly of Combustion Air Blower Assembly
(45,000 BTU) ................................... 2K16
13-60. Cleaning .......................... ............... 2K 16
13- 61. Cleaning and Inspecting the Combustion Tube Assembly
(45,000 BTU) ................................... 2K 18
13-62. Inspection of Remaining Components (45,000 BTU) ............... 2K 18
13-63. Testing ... .............. .2K 19
13-64. Repair of Combustion Tube Assembly ......................... 2K23
13-65. Reassembly (30,000 BTU) .............................. 2K24
13-66. Reassembly of Combustion Air Blower Assembly
(30.000 BTU) .................................. 2L1
13-67. Reassembly (45,000 BTU) .............................. 2L2
13-68. Reassembly of Combustion Air Blower Assembly
(45.000 BTU) . . . . . . . . . . . . . . ..... .. . 2L5
13-69. Test Procedure .......................... ..... ............ 2L5
13-70. General Information .................................. 2L5
13-71. Equipment Required ............ ................... 2L7
13-72. Operation Test (On Test Bench) ........... .. 2L7
13-73. Inspection of Fuel Nozzle Orifice .......................... 2L8
13-74. Defroster Blower Removal and Installation ..................... 2L8
Revised: 8/10/80
2J7
SECTION XIII
HEATING AND VENTILATING SYSTEM
13-1. INTRODUCTION. This section contains instructions for operating, servicing, inspecting and
repairing the heater, defroster, and ventilating system installed in the PA-34-200T Seneca II. Particular
attention should be given to ascertain that the particular heater being serviced is either the 30.000 BTU or
45,000 BTU unit. Most of the service information is basic to both units. Areas which differ have been
clarified by the inclusion of the heater size in the particular subject headings.
13-2. TROUBLESHOOTING. A troubleshooting chart is located at the end of this section. The service
troubles and suggested remedies found in this chart are provided to assist in locating and correcting possible
malfunctions in the system.
13-3. DESCRIPTION AND PRINCIPLES OF OPERATION. Heated air for the cabin and defroster
operation is obtained from the combustion heater located in the tail section of the airplane. Fresh air is
supplied to the heater from an intake located in the dorsal fin and routed through the heater and into the
cabin through six adjustable outlets. Operation of the heater is controlled by a three-position switch located
on the heater control console between the pilot's and copilot's seats and labeled FAN. OFF and HEATER.
The FAN position will operate the ventilation blower on the heater and may be used for cabin ventilation
or windshield defogging on the ground when heat is not desired. There is a defroster blower in the same
distribution system to provide additional defrost capability when required. The defroster control switch
must be in the ON position to energize the defroster blower.
For cabin heat, the air intake lever located on the heater control console must be partially or fully
open and the three-position switch set to HEATER. This will start the fuel flow and ignite the burner
simultaneously. With instant starting and no need for priming, heat should be felt within a few seconds.
There are two safety switches installed at the intake valve located aft of the heater unit which are activated
by the intake valve and wired to prevent both fan and heater operation unless the air intake valve is moved
off the closed position.
Regulating the heater and airflow is accomplished by adjusting the levers on the heater control
console. The right-hand lever regulates the air intake valve, while the left-hand lever regulates cabin
temperature. Cabin temperature and air circulation can be varied to suit individual requirements by various
combinations of lever settings.
Heat may be supplied before starting the engines by turning on the master switch, opening the air
intake valve, and placing the heater switch in the HEATER position.
An overheat limit switch is located in the forward outboard end of the heater vent jacket. which acts
as a safety device to render the heater inoperative if a malfunction should occur. A red reset button on the
switch can be reached through the bulkhead access panel into the aft fuselage; operation of this switch
results in illumination of the overheat light located on the heater control console. To prevent activation of
the overheat limit switch upon normal heater shutdown during ground operation, turn the switch to the
FAN position for two minutes, while leaving the air intake lever in the open position, before turning the
switch to the OFF position.
There are six overhead fresh air vents which are supplied by a separate inlet in the dorsal fin. This
system can be supplemented by an optional blower.
An optional heater hourmeter is available on S/ N 8170001 and up. It is located on the right hand side of
the ignition unit.
Revised: 3/16/81 HEATING AND VENTILATING
2J8
1953
1. HEATER INLET
2. FRESH AIR INLET
3. OVERHEAD VENT BLOWER - OPTIONAL
4. COMBUSTION AIR BLOWER INLET
5. COMBUSTION HEATER ASSEMBLY
6. FRESH AIR OUTLETS
7. HEATER OUTLETS
8. DEFROSTER OUTLETS
9. DEFROSTER BLOWER
10. HEATER AND DEFROSTER CONTROL ASSEMBLY
ON S/N'S 34-807260 AND UP

8
/
/
Figure 13-1. Cabin Heater, Defroster and Fresh Air Installation
Revised: 8/10/80 HEATINGAND VENTILATINGSYSTEM

2J9
13-4. COMBUSTION HEATER (JANITROL).
a. Check all fittings and connections for condition and security of mounting. Check all ducts, inlets
and outlets for freedom from obstruction.
b. Disconnect wire (H IOA) from the heater terminal No. 2; this will remove electrical power to the fuel
valve and pump.
c. Turn the master switch and "HEATER" switch on and open the air intake valve. Both blowers
(combustion air and ventilating air) should operate. Check at heater exhaust and ventilating air outlets to
insure airflow. The heater should not ignite.
d. With the aircraft on jacks, the ventilation blower shall stop operating with the gear in the gear up
position. (This step may be accomplished during normal gear retraction tests provided steps a through d have
been complied with first.)
e. Press the overheat indicator light. It should illuminate.
f. Place the air inlet lever in the open position and place the heater switch in the fan position for two
minutes. Then place the heater switch in the off position.
g. Place the master switch in the off position.
h. Install a 0-10 psi pressure gauge at the fuel drain aft of the heater fuel pump, in the line from the fuel
pump.
i. Reconnect wire (H IOA) to the heater terminal strip.
j. Place the air intake lever in the open position and the temperature control lever in the center of its
travel limits.
k. Turn the master switch and the heater switch on. The heater should ignite and continue to operate
until the thermostat causes it to stop operating. Cycling in this manner should continue until the heater switch
is turned off.
1. The pressure shown on the pressure gauge should be 7.5 + 0.5 psi.
m. Place the heater switch in the fan position. The heater should stop operating and the ventilation
blower should continue to operate. Allow the blower to continue to operate for two minutes minimum. Then
place the air intake lever in the closed position. The blower should stop operating.
n. Turn the heater switch and master switch off.
o. Remove the 0-10 psi pressure gauge and reconnect the fuel lines.
p. Repeat steps i, j and e.

2J10
13-6. DESCRIPTION OF HEATER AND BASIC COMPONENTS.
13-7. SPARK-SPRAY IGNITION. (Refer to Figure 13-4.) The controlled atomized spray from a specially
designed spray nozzle, coupled with high voltage spark plug ignition, insures instant firing and continuous
burning under all flight conditions.
Heat is produced by burning a fuel-air mixture in the combustion chamber of the heater. Aviation
gasoline is injected into the combustion chamber through the spray nozzle. The resulting cone-shaped fuel
spray mixes with combustion air and is ignited by a spark from the spark plug. Electric current for ignition
is supplied by an ignition unit which converts 14-volts to high voltage oscillating current to provide a
continuous spark across the spark plug gap. A shielded, high voltage lead connects the ignition assembly to
the spark plug. Combustion air enters the combustion chamber tangent to its surface and imparts a whirling
or spinning action to the air. This produces a whirling flame that is stable and sustains combustion under
the most adverse conditions because it is whirled around itself many times. Therefore, ignition is
continuous and the combustion process is self-piloting. The burning gases travel the length of the
combustion tube. flow around the inside of the inner tube, pass through crossover passages into an outer
radiating area. then travel the length of this surface and out the exhaust.
Ventilating air passes through the heater between the jacket and combustion tube assembly outer
surface and through an inner passage in the assembly. Consequently, ventilating air comes into contact with
two or more heated cylindrical surfaces.
13-8. FUEL REGULATOR AND SHUTOFF VALVE. (Refer to Figure 13-5.) This unit provides preset.
regulated fuel pressure as well as remove shutoff to the heater, regardless of fuel inlet pressure variations. It
is set for 7.5 ± .5 psi. The shutoff valve is operated by a solenoid.
Reissued: 10/11/79 HEATING AND VENTILATING

2J11
PIPERSENECA IISERVICEMANUAL
A310 I 1939
I
I
I
I I
1. HEATER OUTPUT DUCT

2. IGNITION VIBRATOR
3. IGNITION COIL
4. IGNITION UNIT
5. TERMINAL STRIP
6. PRESSURE SWITCH
7. ELBOW ADAPTER
8. COMBUSTION AIR BLOWER AND MOTOR
9. AIR INLET TUBE
10. AIR DUCT HOSE
11. WATER DRAIN TUBE
12. HEATER CLAMP
13. SPARK PLUG
14. HEATER FUEL DRAIN TUBE (HOT FUEL DRAIN)
15. FUEL DRAIN TUBE (COLD FUEL DRAIN)
16. ADJUSTABLE DUCT SWITCH
17. EXHAUST SHROUD
1. HEAT OUTLET DUCT
19. DUCT SWITCH CONTROL CABLE
Figure 13-2. Heater and Combustion Air Blower Assembly(30,000 BTU)
Reissued: 10/11/79 HEATINGANDVENTILATINGSYSTEM

2J12
PIPER SENECA IISERVICEMANUAL
1969
1. HEATER OUTPUT DUCT

2. IGNITION VIBRATOR
3. IGNITION COIL
4. IGNITION UNIT
S. TERMINAL STRIP
6. PRESSURE SWITCH
7. ELBOW ADAPTER
9. AIRINLETTUBE
10. AIR DUCT HOSE
11. WATER DRAIN TUBE
12. HEATER CLAMP
13. SPARK PLUG
14. HEATER FUEL DRAIN TUBE (HOT FUEL DRAIN)
NOTE 15. FUEL DRAIN TUBE (COLD FUEL DRAIN)
16. ADJUSTABLE DUCT SWITCH
HEATERHOURMETER (OPTIONAL ON S/N 8170001 AND UP)LOCATED 17. EXHAUST SHROUD
ON RIGHT HAND SIDE OF IGNITION UNIT. 18. HEAT OUTLET DUCT
19. DUCT SWITCH CONTROL CABLE
Figure13-3. Heater and Combustion Air BlowerAssembly(45,000 BTU)
Revised: 3/16/81 HEATINGANDVENTILATINGSYSTEM

2J13
HEATED AIR
INLET
EXHAUST GASES
FRESH AIR
FROM BLOWER
Figure 13-4. Diagramatic Cutaway of Heater to Show Whirling Flame Action
13-9. DUCT SWITCH. (Refer to Figure 13-6.) This switch is installed in the ventilating air duct
downstream from the heater to sense the ventilating air outlet temperature. To select the desired cabin
temperature, the switch may be adjusted manually from a high of 250 F ± 10° downward through a range
of 146°F ± 6°. The switch has a differential of 15"F ± 5 ° at any given setting.
13-10. COMBUSTION AIR BLOWER. This centrifugal type blower supplies combustion air to the
combustion chamber of the heater.
13-11. VENTILATING AIR BLOWER. This blower is attached to the inlet end of the heater assembly and
provides a source of ventilating air through the heater. Ram air from the ventilating air intake scoop is used
during flight.
13-12. OPERATING CONTROLS. (Refer to Figure 13-7.)
NOTE
The schematic diagram (Figure 13-7) shows the heater circuit,

including the electrical wiring in the airplane.
a. The HEATER SWITCH is connected in the line that supplied electrical power to all heater
equipment and controls. When this switch is in the OFF position, the entire heater system is inoperative.
This switch has a FAN position which permits use of the ventilating air blower to circulate cool air through
the system for summer ground operation. With the switch in FAN position, the heater is inoperative and
only the ventilating air blower is energized.
Reissued:10/11/79 HEATINGAND VENTILATINGSYSTEM
2J14
13-13. OPERATING PROCEDURE

a. Place the master and heater switches in their ON position and place the air intake lever in the OPEN
position. The ventilating air and combustion air blowers will operate and the heater will ignite.
NOTE: The blowers will not operate and the heater will not ignite with the air intake lever in the
CLOSED position.
b. Set the temperature control lever to the desired temperature setting. This controls the duct switch.
NOTE: If this control is set for ground operating comfort, it may be necessary to reposition it after
being airborne, since ram air will increase the ventilating airflow and heater output.
c. To stop the heater operation, turn the heater switch to the FAN position. The heater will shut off and
the ventilating air blower will continue to operate. Allow the blower to operate for two minutes; this
will cool down the heater before turning the heater switch off and closing the air intake valve. Refer
to Paragraph 13-5 for complete operational test of the system. Turn off master switch.
13-14. MAINTENANCE SERVICE
Instructions contained in this section consist of periodic inspection, adjustments, and minor corrections
required at normal designated intervals for the purpose of maintaining the heating system in peak
operating condition. These inspections assume that a heating system includes accessory components
mentioned in preceding paragraphs.
13-15. INSPECTION OF HEATER AND HEATER COMPONENTS.
a. Inspect all fuel lines and fittings for fuel stains indicating leakage and replace lines or tighten
fittings as necessary.
b. Check heater for loose bolts, screws and wiring.
c. Inspect all electrical connections for corrosion. If corrosion is evident, clean affected components
and wipe with a lightly oiled cloth.
13-16. DAILY INSPECTION.
a. Inspect the ventilating air inlet scoop, combusion air inlet scoop, exhaust outlet and fuel drain for
possible obstructions. Make sure that all of these openings are clear of any restrictions and that no
damage has occurred to air scoop protrusions.
b. Look in the area of the combustion heater exhaust tube for large or unusual accumulation of soot on
the aircraft skin. Soot accumulations indicate that the heater is operating at a “fuel rich” condition.
A “fuel rich” condition may be caused by incorrect fuel pressure to the heater restriction in the
combustion air inlet line, loss of performance by the combustion air blower, or partially clogged
fuel nozzle.
c. Perform an operational check as follows:
1. Place the HEATER SWITCH in the ON (or HEAT) position. The ventilating air blower and
combustion air blower should operate and the heater OVER TEMP light should not illuminate.
2. Operate both the combustion air blower and ventilating air blower and check each for unusual
current draw, noise or vibrations.
01/01/09 XIII - HEATING AND VENTILATING SYSTEM

2J15
ADJUSTMENT SCREW
Figure 13-5. Fuel Regulator and Shutoff Valve Figure 13-6. Top View - Duct Switch
Revised: 12/08/83 HEATING AND VENTILATING SYSTEM

2J16
NOTE
To proceed with the operational check. follow paragraph entitled
Operating Procedures. steps a through c. The above procedure
should be repeated one or more times.
13-17. 100-HOUR INSPECTION. The mandatory 100-Hour Inspection shall be conducted on new heaters
or overhauled heaters with a new combustion tube assembly upon accumulation of 500-heater operating
hours or twenty-four months. whichever occurs first. and thereafter at intervals not to exceed 100-heater
operating hours or twenty-four months. whichever occurs first. If an hourmeter is used on the heater assembly.
it should be connected across terminals number 2 and 5 on the heater terminal strip. If an hourmeter is not
used. count one heater operating hour for each two flight hours for normal aircraft operation. Consideration
should be given for any excessive ground operation of the heating system.
NOTE
The 100-Hour Inspection consists of the functional checks and

inspections listed below and the Pressure Decay Test.
a. Inspect ventilating air and combustion air inlets and exhaust outlet for restrictions and security at
the airplane skin line.
b. Inspect the drain line to make sure it is free of obstructions. Run a wire through it if necessary to
clear an obstruction.
c. Check all fuel lines for security at joints and shrouds. making sure that no evidence of leaks exists.
Also check for security of attachment of fuel lines at the various points in the airplane.
d. Inspect electrical wiring at the heater terminal block and components for loose connections
possible chafing of insulation. and security of attachment points.
e. Inspect the high-voltage cable connection at the spark plug to make sure it is tight. Also. examine
the cable sheath for any possible indications of arcing. which would be evidenced by burning or discoloration
of the sheath.
f. Inspect the combustion air blower assembly for security of mounting and security of connecting
tubing and wiring. Tighten any loose electrical terminals and air tube connections.
g. Operate both the combustion and ventilating air blowers and check for unusual noise or vibrations.
h. It is recommended that the condition of the spark plug be checked for operation as described in
paragraph titled "Spark Plug."
i. Evaluate the condition of the combustion chamber by performing a "Pressure Decay Test" as
described in the latest revision of Janitrol Maintenance and Overhaul Manual P N 24E25-1.
j. Following the 100-hour inspection, perform the "Preflight and or Daily Inspection."
NOTE
Janitrol Maintenance and Overhaul Manual P'N 24E25-1 can be

obtained from the Midland-Ross Corp.. Janitrol Aero Division.
4200 Surface Road. Columbus, Ohio 43228. (Phone: 614-276-3561)
13-17a. OVERHAUL INSTRUCTIONS. The heater assembly shall be overhauled after 1000 hours or
whenever the pressure decay test requirement cannot be met. The heater should be removed from the aircraft.
disassembled. all parts thoroughly inspected and necessary repairs and or replacements made prior to
reassembly. Detailed step-by-step instructions are included for a complete heater overhaul. In some
instances. however. inspections may reveal that it is unnecessary to remove certain parts. If so. those portions
of the overhaul procedures may be eliminated.

2J17
13-18. REMOVALOF HEATER (30,000 BTU). (Refer to Figure 13-2.)

a. Ascertain that all heater controls are off.
b. Removethe accesspanel to the aft section of the fuselage.
c. Disconnect the heater outlet hose from the heater air distribution box by releasing the hose
attachment clamp.
d. Disconnect the duct switch control cable from the left side of the air distribution box.
e. Note the hookup of the electrical leads to facilitate reinstallation.Disconnect the leads from the
heater terminal block.
f. Disconnect the fuel supply line at the heater by removing the cover of the fuel line connection
shroud and disconnectingthe line from the solenoidvalve.
g. Disconnect the fuel and water drains from the bottom of the heater and allow them to slide
down.
h. Disconnect the air inlet hose from the inlet end of the heater by releasing the hose attachment
clamp.
i. Disconnect the combustion air blower inlet hose from the blower assembly by removing the
cotter key and clevispin at the blower.
j. Loosen the clamps from around the heater and remove the heater from the airplane. The exhaust
shroud should remain in the airplane.
k. With the heater removed, the necessarymaintenancemay be performed as required.
13-19. INSTALLATIONOF HEATER (30,000 BTU). (Refer to Figure 13-2.)
a. Ascertain that all the heater components are on the heater. Position the exhaust tube shroud on
the tube mounting flange located in the fuselage.
b. Position the heater over its mounting brackets and ascertain that the exhaust tube extends into
the exhaust shroud. Lower the heater to its mounting brackets. The exhaust tube should extend out the
bottom of the fuselage.
c. Move the heater slightly to obtain the best fit of the exhaust tube shroud and heater. Place the
heater clamps around the heater and mounting bracket flangesand secure.
d. Connect the combustion air blower inlet hose to the combustion air blower assemblyon the
heater and secure in place with the clevispin and cotter key.
e. Connect the air inlet hose to the inlet end of the heater and secure with clamp.
f. Connect the fuel and water drain lines to the bottom of the heater.
g. Connect the fuel supply line to the heater and cover over the fuel shroud and secure with four
screws.
Reissued: 10/11/79 HEATINGAND VENTILATINGSYSTEM

2J18
1
h. Attach the duct switch control cable to the switch; refer to Paragraph 13-9 for complete rigging
instructions.
i. Connect the electrical leads to the heater terminal block on the heater as shown in Figure 13-2.
j. Check the operation of the heater per instructions givenin Paragraph 13-4.
k. Install the access panel to the aft section of the fuselage.
13-20. REMOVALOF HEATER (45,000 BTU). (Refer to Figure 13-3.)

a. Ascertain that all heater controls are off.
b. Remove the access panel to the aft section of the fuselage.
c. Disconnect the heater outlet hose from the heater air distribution box by releasing the hose
attachment clamp.
d. Disconnect the duct switch control cable from the left side of the air distribution box.
e. Note the hookup of the electrical leads to facilitate reinstallation. Disconnectthe leads from the
heater terminal block.
f. Disconnect the fuel supply line at the heater by removing the cover of the fuel line connection
shroud and disconnecting the line from the solenoidvalve.
g. Disconnect the fuel and water drains from the bottom of the heater and allow them to slide
down.
h. Disconnect the air inlet hose from the inlet end of the heater by releasing the hose attachment
clamp.
i. Disconnect the combustion air blower inlet hose from the blower assembly by removing the
cotter key and clevispin at the blower.
j. Loosen the clamps from around the heater and remove the heater from the airplane.The exhaust
shroud should remain in the airplane.
k. With the heater removed, the necessarymaintenancemay be performed as required.
13-21. INSTALLATIONOF HEATER (45,000 BTU). (Refer to Figure 13-3.)
a. Ascertain that all the heater components are on the heater. Position the exhaust tube shroud on
the tube mounting flange located in the fuselage.
b. Position the heater over its mounting brackets and ascertain that the exhaust tube extends into
the exhaust shroud. Lower the heater to its mounting brackets. The exhaust tube should extend out the
bottom of the fuselage.
c. Move the heater slightly to obtain the best fit of the exhaust tube shroud and heater. Place the
heater clamps around the heater and mounting bracket flangesand secure.
d. Connect the combustion air blower inlet hose to the combustion air blower assembly on the
heater and secure in place with the clevispin and cotter key.
e. Connect the air inlet hose to the inlet end of the heater and securewith clamp.
f. Connect the fuel and water drain lines to the bottom of the heater.
g. Connect the fuel supply line to the heater and cover over the fuel shroud and secure with two
screws.
h. Attach the duct switch control cable to the switch. Refer to Paragraph 13-9for complete rigging
instructions.
i. Connect the electrical leads to the heater terminal block on the heater as shown in Figure 13-3.
j. Check the operation of the heater per instructions givenin Paragraph 13-4.
k. Install the access panel to the aft section of the fuselage.

2J19
FLIGHT SWITCH
AIR VALVE SWITCH

MASTER
SWITCH
FUEL
VALVE
FUEL
PUMP
DEFROST
BLOWER
l RADIO NOISE
COMBUSTION
FILTER
Figure 13-7. Wiring Diagram
13-22. HEATER ELECTRICAL SYSTEM CHECKS.
13-23. ELECTRICAL CHECK. These tests are listed as an aid in isolating open circuited or inoperative
components.
NOTE
The schematic wiring diagram (Figures 13-7, 13-8 and 13-9)

shows, in addition to the heater circuitry, the aircraft control
circuit. For the purposes of this manual, the circuitry shown in
these illustrations will be utilized to describe voltage checks.
It must be assumed that power, which is furnished through the heater circuit breaker, is present at the
HEATER SWITCH at all times. Always check the circuit breaker before performing voltage checks.
Reissued: 10/11/79 HEATING AND VENTILATING SYSTEM
2J20
DEFROST
IR VALVE SWITCH
FAN (SHOWN NOT CLOSED
MASTER
SWITCH VENT
FUEL
VALVE
RADIO NOISE
FILTER COMBUSTION
Figure 13-8. Primary Power Circuit
13-24. VENT BLOWERPOWERCIRCUITCHECK.

a. With the HEATER SWITCHin the FAN position, voltage (14-volts nominal) should be present at
the followinglocations: (Refer to Figure 13-8.)
1. Terminal No. 6 on the heater terminal strip if the air valveis open.
2. From terminal No. 6 of the heater terminal strip through the radio noise filter to the
ventilating air motor.
3. Electrical ground circuit for the ventilating air motor is provided from terminal No. 5 of the
heater terminal strip. Ventilating air motor is inoperative when the landing gear is up or air valve is closed.
13-25. HEATER POWERCIRCUITCHECK.

a. With the HEATER SWITCHin the HEAT position, voltage should be present at the following
locations: (Refer to Figure 13-9.)

2J21
FLIGHT SWITCH HEATER

DEFROST
AIR VALVE SWITCH

MASTER
SWITCH VENT
BLOWER
FUEL
VALVE
FUEL IGNITION
PUMP UNIT
DEFROST
BLOWER
RADIO NOISE
FILTER
HEAT UNIT
HEATER UNIT
Figure 13-9. Starting Power Circuit
NOTE
Power for the ventilating air blower is the same as described above
except that power is now supplied through the HEAT side of the
HEATER SWITCH.
1. Terminal No. 1 of the heater terminal strip if the air valve is open.
2. From terminal No. 1 of the heater terminal strip through the radio noise filter to the
combustion air motor and to terminal No. 1 of the overheat switch.
3. From terminal No. 3 of the overheat switch through the combustion air pressure switch to
terminal No. 2 of the heater terminal strip.
4. From terminal No. 2 of the heater terminal strip to the ignition unit to the fuel regulator
and shutoff valve and fuel pump through the adjustable duct switch to terminal No. 3 of the heater
terminal strip.
Reissued: 10/11/79 2J22 HEATING AND VENTILATING SYSTEM

2J22
5. From terminal No. 3 of the heater terminal strip through the cycling switch to the fuel
solenoid valve.
In the event that voltage is not present at one or more of the above listed points, the wiring must be
traced back to the power source. If components are still inoperative after the wiring inspection, check the
individual inoperative components for voltage and, if necessary,replace them.
13-26. GENERAL MAINTENANCE.Instructions in this paragraph pertain to maintenance of the basic

heater and components while the heater is installed in the airplane. Instructions for removal of components
are included provided the installation permits accessibility.
NOTE
No special service tools are required for normal periodic
maintenance.
13-27. COMBUSTIONAIR BLOWER.
a. Removal:
1. Disconnect wire at quick-disconnectterminal.
2. Disconnect the inlet tubing from the inlet air adapter.
3. Loosen the clamps that hold the combustion air blower assemblyin the support bracket and
slide the motor out of the bracket.
b. ReplacingMotor Brushes: (Refer to Figure 13-20or 13-21.)
1. Remove the brush cap at one of the brush locations. Note position of brush inside the guide
and carefully lift the brush and brush spring out of the guide. Be sure to hold the brush so that it can be
reinstalled in precisely the same position if no brush replacement is required.
2. Inspect the brush for wear. If brushes are worn to a length of .187 of an inch, they must be
replaced.
3. Looking through the brush guide, inspect the commutator which should be smooth and
medium brown to dark brown in color. Remove all dust from commutator with compressedair. If the
commutator is grooved in the brush track, gouged, scored or shows signsof having burned spots, replace the
complete motor assembly. If the commutator is in good condition, install new motor brushes and tighten
brush caps into place. Make sure each brush is oriented so that the curved end fits the curvature of the
commutator.
4. After installing new brushes, it is advisable to run in the brushes as follows: Connect the
motor to a controlled voltage supply (rheostat in a 14-volt line). Operate the motor at approximately 1/2
its normal speed for the first hour; then gradually increase the speed until it is rotating at approximately
normal speed. Continue the run in operation for at least two hours to properly seat the brushes before
installing the blower in the aircraft.
c. Installation:
1. Prior to installing the combustion air blower, inspect all parts of the assembly for loose
screws, loose nuts, and poor ground connection on the blower housing. Make sure the blower wheel is tight
on the shaft and properly located in the housing. It should havejust enough clearance to rotate at full speed
without binding against the inlet housing. Blowerperformance is based upon this close-toleranceclearance.
It is recommended that correct voltage be applied for this clearance check.
2. Install the blower inlet adapter in the same orientation as before removal.
3. Place the combustion air blower assembly in position in the attaching clamp so the air
tubing can be connected and slide the tubing into position at the point where it was disconnected during
removal. Do not tighten until after tightening the motor in the attaching strap.
4. Tighten the blower motor mounting strap securely making certain the air tubing is in proper
alignment.

2J23
MOMENTARY
SWITCH BATTERY
EXTERN
TEST
CIRCUIT AMMETER
VOLTMETER
VIBRATOR
INTERNAL
TEST
CIRCUIT
.M.
TOTAL RESISTANCE A TO B MUST NOT

EXCEED 0.3 OHMS.
Figure 13-10. Spark Plug Fixture Figure 13-11. Wiring - Test Setup
5. Secure the air tubing by tightening the clamp or installing the sheet metal attaching screws.
6. Connect the wire lead at the quick-disconnect terminal.
7. Connect the ground lead securely to the mounting bracket.
8. Check motor operation. By disconnecting the wire at the No. 3 terminal on heater terminal
strip, blower can be operated without fuel flow to the heater.
13-28. SPARK PLUG.

a. Removal: (Refer to Figure 13-18 or 13-19.)
1. Remove the necessary access panels to expose the spark plug area of the heater assembly.
NOTE
Insure that heater electrical circuits are de-energized.
2. Unscrew and remove the high voltage lead connector at the spark plug. Exercise care to
avoid fouling or damaging the connector.
3. Remove the grommet (39).
4. Using a 7/8 inch deep hex socket, unscrew and remove the spark plug (32). Make sure the
spark plug gasket is removed with the spark plug. It will normally stick on the spark plug threads, but if
gasket should drop into the ventilating air passages of the heater, remove with a wire hook.

2J24
1. SPARK PLUG
2. SEATING SURFACE
3. COMBUSTION TUBE ASSEMBLY
2 4. GROUND ELECTRODE
5. JACKET ASSEMBLY
6. COMBUSTION HEAD ASSEMBLY
7. MEASURE
3 8. GASKET
4
6
Figure 13-12. Spark Plug Gap Adjustment
b. Inspection and Servicing(Spark Plug):

1. If the spark plug appears to be in good condition, except for a mild coating of oxide on the
porcelain and electrodes,it may be cleaned and reused. Cleaningis accomplishedon a conventional airplane
type spark plug cleaner, except that it will be necessary to use two or more adapters in order to raise the
long extension of the plug far enough out of the cleaner nozzle opening to perform an effectivejob. Plug
the ceramic insert cavity at the terminal end of the plug with a piece of paper or cloth to keep out any of
the cleaning sand. Wipe this cavity out thoroughly with a cloth wet with carbon tetrachloride. If after
cleaning the spark plug porcelain is white and the electrodes are not eroded, proceed to check the ground
electrode in the heater and adjust the spark gap in accordancewith Step c of this paragraph.
NOTE
If the spark plug fails to clean up properly and/or if the electrodes
are badly eroded, it should be replaced.
c. Spark Gap Check and Adjustment: (See Figure 13-12.) A spark gap of 0.156 to 0.188 inches
must be maintained on the P/N 39D 18 spark plug. This gap should be checked any time a plug is replaced
or at the time of heater overhaul. A spark gap greater than that specifiedcan shorten the life of the ignition
assembly. There are several methods in which the spark gap of this heater may be checked. Method I is
recommended when the heater is being overhauled and before the installation of the fuel nozzle. Methods II
and III are suitable for checking the gap through the spark plug well when the heater is not disassembled.

2K1
Method I:
1. Usinga 5/32 inch drill (0.156) or a piece of 5/32 rod, reach down through the small opening
in the combustion head and find the ground electrode. (It is welded inside the head.)
2. Move the drill along the side of the electrode on the spark plug side. (Movementshould be
from the outer edge towards the center.) The drill should just pass through the spark plug gap opening.
Should the drill fail to pass through this opening,the gap is too narrow. If it passesthrough too freely, the
gap is too wide. In either case, it will be necessary to bend the ground electrode in the direction required.
This may be done by removing the spark plug and reaching through the opening.
3. Recheck the gap after repositioning of the ground electrode.
Method II:
1. Measure the distance between the seating surface of the spark plug with a new gasket
installed to the end of the plug electrode.
2. Using a depth gauge, measure the distance between the ground electrode in the heater to the
spark plug seating surface in the heater jacket and check this measurement against the measurement
obtained in Step 1. The difference should be between 0.156 to 0.188 of an inch.
3. The ground electrode can be bent to obtain the required gap.
Method III:
1. Fabricate or purchase from Piper the special tool from dimensionsgivenin Figure 13-24.
2. Install the threaded end of the tool into the spark plug hole.
3. Slide the rod of the tool into the combustion head until it contacts the ground electrode.
4. Check that the indicator ring on the rod lines up with the end of the tool. The ground
electrode may be bent to obtain the required gap.
NOTE
Inspect the ground electrode for erosion. If it is eroded to

approximately half of its original 1/8 inch diameter, it should be
replaced. This can be done as follows:
(a) Grind off the head of the rivet where it projects through the
combustion head and remove the electrode.
(b) Install a new CRES rivet AN125452 which is 1.500 inchesin
length.
(c) Heliarc tack weld the rivet head to hold it in place.
(d) Check spark gap as noted in Methods I or II.
d. Installation: (Refer to Figure 13-12.)

1. If a new spark plug is beinginstalled, be sure to adjust the spark gap as outlined in Step c of
this paragraph. Do not bend the electrode on the spark plug.
2. Place a new spark plug gasketon the threads. If the gasket does not hold on the threads and
would be likely to fall off during installation, place a small drop of Aviation Permatex or similar material on
the gasket to stick it temporarily to the plug shell.
3. Screw the spark plug into the heater with a deep socket wrench. Tighten to a torque of 28
foot-pounds.
4. Install the grommet (39, Figure 13-18or 13-19) in the heater jacket opening.
5. Carefully insert the spring connector on the high voltage lead into the spark plug shell; press
down gently and start the nut on the threads. Tighten the nut to 20 foot-pounds.
6. Operate the heater to check dependability and closeall accessopenings.

2K2
13-29. IGNITION UNIT. This unit converts 14-volt DC to high voltage, oscillating current capable of
producing a continuous spark in the combustion chamber of the heater. This unit remains energized and
produces a continuous spark during heater operation. It contains a condenser, resistor, radio noise filter and
vibrator socket. It also has an externally mounted vibrator and ignition coil.
13-30. IGNITION UNIT REMOVAL AND INSTALLATION (30,000 BTU).

a. Removal: (Refer to Figure 13-18.)
NOTE
Make sure heater electrical circuits are de-energized.
1. Disconnect the primary wire from the primary terminal of the ignition assembly (2).
2. Carefully unscrew and disconnect the high voltage ignition cable at the spark plug. Exercise
care to avoid fouling or damaging the connector.
3. Remove the four attaching screws and lock washers and lift the ignition assembly (2) off the
mounting brackets on heater jacket.
b. Installation: (Refer to Figure 13-18.)
1. Place the ignition assembly in position on the brackets attached to the heater jacket with
the high voltage cable facing the spark plug end of the heater.
2. Install the four screws and lock washers. Tighten the screws securely.
3. Carefully connect the high voltage lead to the spark plug. (Refer to Paragraph 13-28, c.)
4. Connect the primary lead to the primary terminal on the ignition unit (2) and tighten the
nut securely.
5. Check for proper heater operation.
13-31. IGNITION UNIT REMOVAL AND INSTALLATION (45,000 BTU).

a. Removal: (Refer to Figure 13-19.)
NOTE
Make sure heater electrical circuits are de-energized.
1. Disconnect the primary wire from the primary terminal of the ignition assembly (2).
2. Carefully unscrew and disconnect the high voltage ignition cable at the spark plug. Exercise
care to avoid fouling or damaging the connector.
3. Remove the four attaching screws and lift the ignition assembly (2) off the heater jacket.
1. Place the ignition assembly in position on the heater jacket with the high voltage cable
facing the spark plug end of the heater.
2. Install the four screws. Tighten the screws securely.
3. Carefully connect the high voltage lead to the spark plug. (Refer to Paragraph 13-28, c.)
4. Connect the primary lead to the primary terminal on the ignition unit (2) and tighten the
nut securely.

2K3
13-32. TESTING IGNITION UNIT. The ignition unit does not require complete overhaul. The following
test will indicate whether or not the unit is operational and whether the vibrator should be replaced before
reinstallation in the aircraft. The followingequipment is required to test the components:
a. A battery that will supply power at approximately 14-voltsDC.
b. A voltmeter with a range of 0-15-volts.
c. A lead from the battery to the test fixture in which is included an ammeter with a rangeof 0-3
amperes and a normally open, momentary-closed switch. The total resistance of the lead including the
ammeter and switch must not exceed 0.3 ohms.
d. A spark gap of 0.187 inch (plus 0, minus .030). A convenient means of arranging the correct
spark gap is to install a spark plug, P/N 39D18, in a test fixture arrangedto provide a ground electrode and
a .187 inch spark gap. (Refer to Figure 13-10 for information on fabricatingthis fixture.)
NOTE
Any one of several spark plugs may be used with the spark plug
fixture detailed in Figure 13-10. However, the "A" dimension in
that sketch must be varied with the length of spark plug electrode
to provide a gap of .187 inch for all spark plugs.
CAUTION
When testing an ignition unit, do not use a screwdriver as a
substitute for a spark plug and spark plug fixture.
e. The high tension shielded ignition lead between the ignition unit and the spark plug is a part of
the cover assembly.
f. Arrange the test equipment as shown in Figure 13-11.
13-33. OPERATIONALTEST OF IGNITIONUNIT.
a. Close the momentary switch and read the voltmeter and ammeter. Release the momentary switch
immediately.
b. The amperagereading at 14-voltsDC must be 1.50 + 0.25 amperes.
13-34. VIBRATOR. The vibrators should be replaced after 250 hours of operation. This schedule applies
equally to vibrators installed in new units as well as new vibratorsinstalled in ignition units that have been
in service.
13-35. VIBRATORREMOVALAND INSTALLATION. (Refer to Figure 13-13.)

a. Remove the clamp.
b. Remove the vibrator (5) from the ignition unit; it may require a slight back-and-forth movement
to remove it from the unit. A piece of maskingor friction tape around the exposed portion of the vibrator
will help to grip the vibrator for removal.
c. Install the new vibrator with the index marks aligned.The connector pins on the vibrator can be
felt entering the pin sockets in the vibrator socket; then press the vibrator fully and firmly into position.
Secure with the clamp.
NOTE
If replacement of vibrator fails to correct operational failure,

further disassemblyand inspection may be required.

2K4
C174
1 2 3 4
1. COVERASSEMBLY
2. IGNITION BOX
3. CLAMP
4. IGNITION COIL
5. VIBRATOR
6. HEATER HOURMETER
(OPTIONAL ON S/N 817001 AND UP)
Figure 13-13. Ignition Unit Assembly
TABLEXIII-I. INSPECTION(See Figure 13-13)
Index No. Nomenclature Inspection
1 Cover Assembly Inspect for security of lead assemblyto cover.

Ignition cable, grommet, terminal and connector
for carbon tracks, cracks or distortion. Repair
or replace for any of above conditions.
4 Ignition Coil Inspect for broken bakelite, carbon tracks, oil
leaks, and dents in coil cover. Replacefor any
of the above conditions.
13-36. INSPECTIONOF IGNITION UNIT. Inspect components as directed in Table XIII-I and Figure
13-13.
NOTE
Replace any component that fails to meet checks listed in Table

XIII-I.

2K5
13-37. CYCLING SWITCH AND LIMIT (OVERHEAT) SWITCH(30,000 BTU HEATER). (Refer to
Figure 13-18.)
a. Removal:
1. If the limit switch (25) is damaged or defective, disconnect the three electrical leads from
the switch terminals. Be sure to mark the leads for proper reassembly.(The switch terminals are identified
by numbers "1," "2," and "3.")
2. Remove the two attaching screws, lock washers and plain washers, and lift the limit switch
(25) and spacers (gaskets) (27) from the jacket opening.
3. If the cycling switch (24) is damaged or defective, disconnect the electrical leads being sure
to mark them for proper reassembly.
4. Remove the two screws, lock washers and plain washers,and lift the cycling switch (24)
from the jacket opening.
NOTE
No attempt should be made to repair either of these switches. If

they do not operate properly, they should be replaced. (Refer to
Paragraph 13-51, m and n for test instructions.)
1. Install the limit switch (25) and spacers (gaskets) (27) by placing them in position in the
heater jacket opening and installingtwo screws,lock washersand plain washers.
2. Tighten screws securely; then reconnect the electrical leads in accordance with markings
made during disassembly.(Refer to wiring diagram, Figure 13-7.)
3. Install the cycling switch (24, Figure 13-18) by placing it in position in the heater jacket
opening and securing it with the two screws,lock washersand plain washers.Tighten screwssecurely;then
reconnect the electrical leads to their respective terminals as marked during disassembly. (Refer to wiring
diagram, Figure 13-7.)
13-38. CYCLING SWITCH AND LIMIT (OVERHEAT) SWITCH (45,000 BTU HEATER). (Refer to
Figure 13-19.)
a. Removal:
1. If the limit switch (25) is damaged or defective, disconnect the three electrical leads from
the switch terminals. Be sure to mark the leads for proper reassembly.(The switch terminalsare identified
by numbers "1," "2" and "3.")
2. Remove the two attaching screws and lift the limit switch (25) and spacers (gaskets) (27)
from the jacket opening.
3. If the cycling switch (24) is damaged or defective, disconnect the electricalleads being sure
to mark them for proper reassembly.
4. Remove the two screwsand lift the cyclingswitch (24) from the jacket opening.
NOTE
No attempt should be made to repair either of these switches. If

they do not operate properly, they should be replaced. (Refer to
Paragraph 13-72,m and n for test instructions.)

2K6

1. Install the limit switch (25) and spacers (gaskets) (27) by placing them in position in the
heater jacket opening and installingtwo screws.
2. Tighten screws securely; then reconnect the electrical leads in accordance with markings
made during disassembly.(Refer to wiring diagram,Figure 13-7.)
3. Install the cycling switch (24, Figure 13-19) by placing it in position in the heater jacket
opening and securing it with the two screws.Tighten screwssecurely; then reconnect the electrical leads to
their respectiveterminals as marked during disassembly.(Refer to wiring diagram, Figure 13-7.)
13-39. COMBUSTIONAIR PRESSURESWITCH.(Refer to Figure 13-18 or 13-19.)

a. Removal:
1. Disconnect electrical leads from the terminals of the combustion air pressure switch (26),
being sure to mark them for proper reassembly.Disconnectthe tube from the switch cap. Exercise caution
not to exert excessivebending of the tube. (It is "tacked" to the combustion chamber inside the jacket.)
2. Unscrew and remove the combustion air pressure switch from the fitting on the combustion
air inlet tube.
b. Installation:
1. Install the combustion air pressure switch (26) by rotating it on the threaded fitting of the
combustion air inlet tube and tighten it securely. Exercise caution not to over-torque the switch as this
could change the setting.
2. Connect electrical leads to their respective terminals in accordance with markings made
during removal. If in doubt regardingproper connections, refer to the wiring diagram,Figure 13-6. Connect
the tube to the switch cap.
13-40 FUEL REGULATORAND SHUTOFF VALVE. (Refer to Figure 13-1.) The fuel regulator and
shutoff valve is located below the floor panel between the main and rear spar on the right side of the cabin.
It is enclosed in a special fiberglassbox with a removableaccesspanel.
13-41. REMOVALOF FUEL REGULATOR.
a. Ascertain that the left fuel tanks are empty and the fuel selector controls are in the OFF
position.
b. Gain access to the regulator and disconnect the electrical leadsfrom regulator and shutoff valve.
c. Disconnect the fuel line from the outlet port and remove the regulator from the heater fuel
pump. Cap all open fuel lines to prevent contamination.
13-42. ADJUSTMENTOF FUEL REGULATOR. The fuel regulator and shutoff valveused in this system
is adjustable but not repairable. The followingsteps cover the proper adjustment of this unit:
a. Install the regulator in a test stand similarto that shown in Figure 13-14.
b. Install a 2.0 gph nozzle (Janitrol Part No. C08D09). Gasolineor Stoddard solvent can be used for
testing.
c. Apply fluid pressure from fuel pump and energize the solenoid. Outlet pressureshould be 7.0 +
.5 psi, if not, correct accordingly.
d. Using a screwdriver,break the seal over the adjustment screw and adjust the regulated outlet
pressure to 7.0 ± .5 psi. (Turn clockwiseto increase pressure or counterclockwiseto decrease pressure.)
e. De-energize and energize the solenoid at least twice. The outlet pressure should be 6.5 to 7.5 psi
with the solenoid energized.When the solenoid is de-energized,the pressure should drop to zero and the
fuel flow from the nozzle should stop.
f. During the above test, observe for signsof external leakage.Any leakageis cause for rejection of
the regulator. After satisfactory adjustment has been made, apply Glyptol around the threads of the
adjustment screw and in the slot.

2K7
386
0-60 PSIG 0.15 PSIG

GAGE GAGE
SUPPLY
REGULATOR
FUEL FLOW
SUPPLY
REGULATOR FUEL
NOZZLE
ELECTRICAL
POWERSUPPLY
Figure 13-14. Test Setup for Fuel Regulator and Shutoff Valve
13-43. INSTALLATIONOF FUEL REGULATOR.

a. Position the regulator into position between the fuel line and fuel pump. Ascertain that the inlet
side of the regulator is towards the fuel pump.
b. Connect the regulator to the pump and the heater fuel line to the regulator outlet port.
c. Connect the electrical leads from the regulator.
d. Operate the heater to make sure the unit is functioning properly. (Refer to Paragraph 13-5,
Heater System - Operational Test.)
13-44. HEATER FUEL PUMP MAINTENANCE.(Refer to Figure 13-15.) The maintenance required for
this type of fuel pump is very limited, consistingof inspection and replacing parts that are worn or broken.
13-45. REMOVAL OF HEATER FUEL PUMP. The heater fuel pump is located below the cabin floor
panel between the main and rear spar on the right side of the cabin. It is enclosed in a fiberglass
compartment which has a removableaccesscover.
a. Ascertain that the left fuel tanks are empty and the fuel selector controls are in the OFF
position.
b. Disconnect the electrical lead from the pump.
c. Disconnect the fuel line from the inlet end of the pump and the regulator from the outlet end.
Cap all open fuel lines to prevent contamination.
d. Remove the bolts which secure the pump to its mounting bracket.

2K8
A932
6 7 8 9 10 11 12
BOTTOM
1. PUMP, BODY 7. O-RING

2. TUBE, PLUNGER 8. WASHER
3. FILTER 9. RETAINER
4. PLUNGER 10. MAGNET
5. SPRING 11. GASKET, COVER
6. CUP VALVE 12. COVER
Figure 13-15. Heater Fuel Pump
13-46. DISASSEMBLYOF PUMP. (Refer to Figure 13-15.)

a. Remove the safety wire that secures the bottom cover(12) to the pump.
b. Usinga 5/8 inch wrench, release the bottom cover(12) from the bayonet fittings. Twist the cover
by hand to remove it from the pump body (1).
c. Remove the filter (3), magnet (10) and cover gasket (11).
d. Remove the retainer spring (9) from the plunger tube (2) using thin nose pliers to spread and
remove ends of retainer from tube.
e. Remove washers (8), O-ring seal (7), cup valve (6), plunger spring (5) and plunger (4) from the
tube (2).
13-47. CLEANINGOF PUMP.
a. Wash all parts in cleaningsolvent and blow out with air pressure.
b. If plunger does not wash clean or if there are any rough spots, gently clean the surface with
crocus cloth.
c. Slosh the pump assemblyin cleaningsolventand blow out with air pressure.
d. Swab the inside of the tube with a cloth wrapped around a stick.
13-48. INSPECTIONAND REPAIR OF PUMP.
a. Disassemblethe pump according to Paragraph 13-46.
b. The filter usually comes off with the cover; it may stick inside the fuel pump. Carefully remove
the filter and replace it, if distorted.
c. Check covergasket and replace if deteriorated.
d. Check the O-ringseal and plunger spring and replace if worn.

2K9
1349. ASSEMBLYOF PUMP. (Refer to Figure 13-15.)

a. Insert the plunger (4) into the tube with the buffer spring end first. Check fit by slowly raising
and lowering the plunger in the tube. It should move fully without any tendency to stick. If a click cannot
be heard, the interrupter assembly is not functioning properly in which case the pump should be replaced.
b. Install the plunger spring (5), cup valve(6), O-ring seal (7) and washer (8).
c. Compress spring (5) and assemblyretainer (9) with ends of retainer in side holes of tube (4).
d. Place the cover gasket (11) and magnet (10) in the bottom cover (12) and assemblethe filter (3)
and coverassembly.
e. Twist the cover by hand to hold in position on pump housing. Using a 5/8 inch wrench, securely
tighten the bottom cover with the bayonet fittings on the pump body and install safety wire.
13-50. INSTALLATIONOF HEATER FUEL PUMP.

a. Position the fuel pump into the compartment and secure in place with bolts.
b. Connect the regulator to the pump outlet and the fuel line to the pump inlet.
c. Connect the electrical lead from the pump.
d. Operate the heater to make sure the unit is functioning properly. (Refer to Paragraph 13-5,
Heater System - Operational Test.)
e. Replace all accessCoversremoved to servicethe system.
13-51. DUCTSWITCH. (Refer to Figure 13-20or 13-21.)
a. Removal:
1. Disconnect the electrical leads from the terminals on the exposed face of the switch and
mark to facilitate installation.
2. Remove the two attaching screwsand washers from the duct switch bracket.
3. Carefully lift out the switch and gasket(if gasket is used).
b. Cleaningand Inspection:
1. Brush off any dust or lint from the switch operating mechanism (exposed inside the duct)
and wipe the external surfaces with a clean cloth.
c. Installation:
1. Insert the switch carefully with gasket (if used) into the ventilating duct opening and secure
with the two attaching screwsand washers.
2. Connect the two electrical leads to their respective terminals on the face of the switch as
marked during removal.
3. Operate the heater with the duct switch set above ambient temperature to check operation.
Refer to Paragraph 13-72, Step 1 for additional switch tests and setting instructions.
13-52. DELETED.
Revised: 12/08/83 HEATINGAND VENTILATINGSYSTEM

2K10
13-53. DISASSEMBLY(30,000 BTU HEATER). (Refer to Figure 13-18.)

a. Remove the screw and slide the elbow adapter (23) off the combustion air inlet tube.
b. Disconnect and remove electrical wiringand individualwires from the various components on the
heater. If wires appear to be in good condition, it may be desirableto remove wire harness assemblyintact.
First, disconnect wires at terminal strip and components. The ventilating air blower housing must be
removed so that the two motor wiresquick-disconnect may be released.
NOTE
It is advisableto label all wires,prior to removal, to insure correct

connections during reassembly. Cable straps and clips must be
replacedif removed, as they cannot be re-used.
c. Carefully disconnect the high voltage ignition lead at the spark plug. Handle the spring connector
on the end of this lead with care to prevent fouling or damage.
d. Remove the four screws,lock washers,and cable straps to free the ignition assembly(2) from the
heater jacket and remove the ignition assembly. The vibrator may be removed by exerting a firm pull
straightaway from the ignition assemblycase after releasing the nut and screw.
e. Remove the grommet (39) from the jacket (5) and remove the spark plug (32) with a 7/8 inch
deep socket. Make sure the spark plug gasketis removed.
f. Remove the two screws, lock washers and plain washers,and lift out the overheat (limit) switch
(25) and spacer gaskets (27).
g. Removethe two screws,lock washersand plain washers,and lift out the cycling switch (24).
h. Remove the four screws and lock washers to release the terminal strip (35) and insulator (36)
from the jacket (5).
i. Disconnect the tube fitting (33) at the cover of the combustion air pressure switch (26). (Refer
to Paragraph 13-39, a, Step 1 for precaution on tube bending.) Unscrew and remove the combustion air
pressure switch (26) from the combustion air inlet tube.
j. Remove vent air inlet adapter (16) from the blower housing by removing the three screws and
lock washers.
k. Loosen the four screws (20) and rotate the blower and motor housing (11) to disengagethe
notched end from the four screws in the end of the heater jacket. Disconnect the motor wiring
quick-disconnect.
1. Remove the upper fuel shroud box assembly(10) by removingthe screws.
m. Reach inside the inlet end of the jacket assembly(5) with a 3/4 inch open-endwrench and while
holding the fuel-tube fitting at the jacket, use a 3/4 inch deep socket to remove the nut (38), washer and
gasket (29).
n. Remove the combustion head assembly (6) and the gasket (30) from the combustion tube
assembly(7) by removingthe screwsand washers.
o. Remove the two screws and lock washers; then carefully withdraw the nozzle holder and valve
assemblyfrom the combustion head assembly(6).
p. Remove the screws,lock washersand remainingcable straps, if not previouslyremoved, from the
seam of the jacket assembly(5). Note positions of cable straps as they are removed.Spread the jacket (5) at
the seam and remove it from the combustion tube assembly (7). This will free the rope gasket (31), which
can be removed from the particular part to which it remains attached.
q. Carefully unscrew and remove the spray nozzle (21) from the nozzle holder (8). Remove the
gasket (28).

2K11
CAUTION
Handle the nozzle with care to avoid damage to the tip. The
material around the orifice is very thin and any sharp blow on the
face of the nozzle can distort the spray pattern and cause
malignition or improper combustion.
r. Remove the fuel solenoid assembly(22) by removingthe nipple (37) and elbow (34).
s. Loosen the nut and remove the screw, flat washer, and rubber grommet from blower housing
(12).
t. Remove the two screws,flat washers,and rubber grommets at the other two locations around the
blower motor housing (12).
u. Slide the ventilating air blower motor out of the blower housing (12) with the motor bracket
assembly (19) and blower wheel (17) attached. Loosen the set screw in the blower wheel(17) and slideit
off the end of the motor shaft. The flat washers and rubber washers will fall out when the bracket is
removed. Then remove the motor bracket assembly(19). If these parts are in good condition, they need not
be disassembledfurther.
v. Removethe screw and lock washer to free the capacitor assembly(18) with attached leads.
13-54. DISASSEMBLYOF COMBUSTIONAIR BLOWERASSEMBLY(30,000 BTU). (Refer to Figure

13-20.)
a. Remove the combustion air blower inlet adapter (2) by removing three screws,lock washers,
cover plate and gasket.
b. Remove the outlet adapter (5) by removingthe two screws(6) and lock washers(7).
c. Remove the inlet flange (8) by removingthe three screws (9) and lock washers(10).
d. Remove screws(12 and 16) and lock washers(13 and 17); then separate the back plate (20), with
motor (25) attached, from the blower housing (15) and free the motor leads and capacitor (11) from the
back plate (20).
e. Loosen the set screwin the blower wheel (19) and slide it off the motor shaft.
f. Remove the two hex nuts (21), lock washers (23) and flat washers(22), and slide the back plate
(20) off the motor through bolts. The spacer(24) will drop out.
g. Install new motor brushes as described in Paragraph 13-27, b. If the motor commutator is badly
worn or if the motor is defective in any respect, it must be replaced.
13-55. CLEANING. (Refer to Figure 13-18.)
a. Clean individualmetal parts (except those parts containing switches and electricalwiring) and the
combustion tube assembly by immersing them in dry-cleaning solvent, such as Stoddard solvent (Federal
Specification P-D-680). A bristle brush should be used to assist the cleaning process if foreign
accumulations are stubborn to remove.
CAUTION
Do not attempt to buff or scrape off any deposits on face of spray
nozzle. The face of the nozzle is very susceptible to damage from
mishandling. Carefully repeat cleaning process using only a bristle
brush and repeated applications of solvent to loosen any stubborn
deposits.
Reissued: 10/11/79 2K12 HEATINGANDVENTILATINGSYSTEM

b. Use compressedair or lintless cloth to dry the parts, unless sufficient time is availablefor them to
air dry.
c. Wipe electrical components with a clean, dry cloth. If foreign material is difficult to remove,
moisten the cloth in carbon tetrachloride or electrical contact cleaner and clean all exterior surfaces
thoroughly.
13-56. CLEANINGAND INSPECTINGTHE COMBUSTIONTUBEASSEMBLY(30,000 BTU). (Refer to
Figure 13-18.)
a. Slight scaling and discoloration of the combustion tube assembly (7) is a normal condition for
units that have been in service up to 1000 airplane hours. The slight scaling condition will appear to be
mottled and a small accumulation of blue-gray powder may be present on the surfacein certain areas.This
condition does not require replacement of the combustion tube assembly,unless severeoverheatinghas
produced soft spots in the metal.
NOTE
This assembly should be inspected prior to cleaning in order to

prevent the removal of visibleevidencesof damage.
b. Look inside the exhaust outlet to determine if the combustion tube appears to be heavily scaled
or mottled. Deformation is more difficult to detect visuallybut can usually be observedby lookingstraight
through the combustion tube assembly and sightingalong the outer surfaceof the inner combustion tube.
An assembly that has been obviously deformed should be replaced. Slight deformation will not affect
heater operation unless it is extensiveand localizedenough to reduce the flow of ventilating air through the
heater more than 10 percent.
c. The combustion tube assemblymay be cleanedby either of two methods:
1. One method is to soak the combustion tube assembly overnight in an Oakite M-SStripper
solution made by mixing one pound of Oakite salts with each gallon of water used. The solution should be
maintained at a temperature of between 190°F and 210°F. After soaking overnight,rinse the combustion
tube assembly thoroughly in water to remove all traces of the Oakite solution. In order to reach all areas of
the combustion tube assembly, it is advisable to let it stand in the rinsing water for as long as 1/2 hour,
while occasionallyagitating it to circulate the water. All openingsshould be left open during this operation.
Be sure to dry the combustion tube assemblythoroughly after cleaning.
2. A second method of cleaningis what is commonly known as hand "tumbling." Insert shot
or other metallic particles through the exhaust outlet opening; then close all openings and shake the
combustion tube assemblyvigorouslywhile rotating it and changingfrom end-to-endfrequently. Be sure to
pour out all of the particles and loosened material; then with all openings uncovered, direct a stream of
compressed air into the combustion tube assembly from first one opening, then the other. Make sure all
loose material is removed.
13-57. INSPECTIONOF REMAININGCOMPONENTS(30,000 BTU). (Refer to Figure 13-18.)

a. Discard all rubber parts such as grommets.gaskets, etc. These items should always be replacedat
overhaul.Also discard the rope gasket (31).
b. Inspect all wires and wiring harnesses for damage to insulation, damaged terminals, chafed or
cracked insulation and broken plastic bands. Individualwires can be replaced by makingup new wires from
No. 16 AWG stock and cut to correct length. It is advisableto use an acceptable crimpingtool for installing
terminals, rather than solder for all heater wiring connections. If wiring harness damage is visible,the entire
harness assemblyshould be replaced. If only one or more wires are damaged, cut the cable ties, make up
new wires, install them in the harnesses and restore all cable ties and clamps. If heater controls were
operating properly at the time of removal, reinstall them.

2K13
c. Inspect all hard parts consisting of bolts, screws, nuts, washers and lock washers. Replace
damaged parts.
d. The combustion air pressure switch (26) must respond to delicate pressure changesand should
always be checked and/or replaced at overhaul. (Refer to Paragraph 13-63, c and Figure 13-14.)
e. Replacethe vibrator in the ignition unit at each overhaul.
f. Inspect the ignition assembly (2, Figure 13-18) for dented case, loose or damaged primary
terminal insulator and broken or obviously damaged high voltage lead. Give particular attention to the
condition of the spring connector at the end of the lead. If the spring is burned off, visiblyeroded, or
carbon tracked, the ignition assemblyshould be replaced.
NOTE
Do not attempt a field repair of the ignition unit, as it is a sealed

assembly.
g. Inspect the terminal strip (35) for distortion and cracks,and replace it if either condition exists.
h. Inspect radio-noise filters for short circuits by checking from either terminal to ground with an
ohmmeter. An open-circuit reading should be obtained.
i. Inspect the spray nozzle (21) with a magnifying glass for any obstructions in the nozzle orifice
and any sign of damage to the slight conical protrusion at the nozzle tip. Use compressedair to remove
obstructions and re-examine the orifice to make sure it is open. Exercise care when handling the nozzle to
avoid pressing or rapping on the tip face. Do not buff or scrape off deposits on the tip face. After cleaning,
it is advisableto store the nozzle in a polyethylene bag until ready for reassembly.
j. Replace the nozzle at overhaul.
NOTE
The nozzle (21) can be spray tested by installingit in the holder

and connecting the fuel tube to a 7 psi fuel pressure source.
Connect the solenoid leads to a 12-volt battery to open the
solenoid valve. The conical angle spray pattern should be even and
dispersed the same in all directions. Exercise caution to keep
atomized fuel away from fire.
k. Inspect the nozzle holder and solenoid valveassemblyfor damaged threads at the fuel-tube fitting
and for crimped or cracked fuel line or distorted housing. The only part in this assembly that can be
replaced is the solenoid winding. Check the solenoid for continuity by connecting across each wire lead
with an ohmmeter. A reading of between 18 and 22 ohms should be obtained at room temperature. If not
within these limits, or if the solenoid winding showsany form of physical damage or overheating,it should
be replaced.
1. Remove the brushes, one at a time, from the ventilating air blower motor (13) by removing the
brush cap and carefully withdrawing the brush from its guide. Remove foreign material from the brush
guide and commutator with a stream of filtered compressed air. Check for brush wear (refer to Paragraph
13-27). Inspect the commutator for grooved brush track, pitting or burning. The commutator surface
should be smooth and medium brown in color. Replace the motor if the commutator or other parts show
damage.
m. Inspect the combustion air blower motor as describedin the preceding step.
n. Inspect the blower wheel for broken or bent vanes and replace it for either condition.
Reissued: 10/11/79 HEATING ANDVENTILATINGSYSTEM

2K14
13-58. DISASSEMBLY(45,000 BTU HEATER). (Refer to Figure 13-19.)

a. Remove the screw and slide the elbow adapter (23) off the combustion air inlet tube.
b. Disconnect and remove electrical wiringand individualwires from the various components on the
heater. If wires appear to be in good condition, it may be desirable to remove wire harness assemblyintact.
First disconnect wires at terminal strip and components.
NOTE
It is advisable to label all wires,prior to removal, to insure correct

connections during reassembly. Cable straps and clips must be
replaced if removed, as they cannot be reused.
c. Carefully disconnect the high voltage ignition lead at the spark plug. Handle the spring connector
on the end of this lead with care to prevent fouling or damage.
d. Remove the four screws and cable straps to free the ignition assembly (2) from the heater jacket
and remove the ignition assembly. The vibrator may be removed by releasingthe clamp and exerting a firm
pull straightawayfrom the ignition assembly case.
e. Remove the grommet (39) from the jacket (5) and remove the spark plug (32) with a 7/8 inch
deep socket. Makesure the spark plug gasket is removed.
f. Removethe two screwsand lift out the overheat (limit) switch (25) and spacergaskets (27).
g. Removethe two screwsand lift out the cycling switch (24).
h. Remove the four screws to release the terminal strip (35) and insulator (36) from the jacket (5).
i. Disconnect the tube fitting (33) at the cover of the combustion air pressure switch (26). Refer to
Paragraph 13-39, a, Step 1 for precaution on tube bending. Unscrew and remove the combustion air
pressure switch (26) from the combustion air inlet tube.
j. Removevent air inlet adapter (16) from the blower housing by removingthe three screws.
k. Loosen the four screws (20) and rotate the blower and motor housing (11) to disengagethe
notched end from the four screws in the end of the heater jacket. Disconnect the motor wiring
quick-disconnect.
1. Remove the upper fuel shroud box cover(10) by removingthe screws.
m. Remove the grommet from the fuel shroud (9) and carefully pull the fuel solenoidwires through
the hole in the shroud.
n. With an open end wrench, remove the fuel solenoid assembly being careful not to damage the
wires on the solenoid.
o. Reach inside the inlet end of the jacket assembly(5) with a 3/4 inch open-endwrench, and while
holding the fuel-tube fitting at the jacket, use a 3/4 inch deep socket to remove the elbow (34), nut (38),
washer (41), gasket(29) and fuel shroud (9).
p. Remove the two screws and carefully withdraw the nozzle holder (8) from the combustion head
assembly(6); remove gasket (28).
q. Remove the six screws and withdraw the combustion head assembly (6) from the combustion
tube assembly(7). Remove gasket (30).
r. Remove the screwsand remaining cable straps, if not previouslyremoved, from the seam of the
jacket assembly (5). Note the position of the cable straps as they are removed. Spread the jacket at the
seam and remove it from the combustion tube assembly (7). This will free the asbestosgasket (31) which
can be removed from the particular part to which it remains attached.
s. Carefully unscrew and remove the spray nozzle (21) from the nozzle holder (8). Remove the
gasket (28).

2K15
CAUTION
Handle the nozzle with care to avoid damage to the tip. The
material around the orifice is very thin and any sharp blow on the
face of the nozzle can distort the spray pattern and cause
malignition or improper combustion.
t. Remove the three screwsand rubber grommets from the blower housing (12).
u. Slide the ventilating air blower motor out of the blower housing with the motor bracket assembly
(19) and blower wheel (17) attached. Loosen the set screw in the blower wheel and slide it off the end of
the motor shaft. Then remove the motor bracket assembly(19), fasteners(43) and ground bracket (44).
v. Remove the screw and lock washer to free the capacitor assembly(18) with attached leads.
13-59. DISASSEMBLYOF COMBUSTIONAIR BLOWERASSEMBLY(45,000 BTU). (Refer to Figure

13-21.)
a. Remove the combustion air blower inlet adapter (2) by removing the screw (18).
b. Remove screws (18); then separate the outer housing(3) from the inner housing(8) and free the
motor leads and capacitor (10) from the inner housing.
c. Loosen the set screw (6) in the blower wheel (7) and slide it off the motor shaft.
d. Remove the two hex nuts (17), lock washers (00) and flat washers (16) and slide the inner
housing (8) off the motor through bolts. The spacer (15) will drop out.
e. Install new motor brushes as described in Paragraph 13-27, b. If the motor commutator is badly
worn or if the motor is defective in any respect, it must be replaced.
13-60. CLEANING. (Refer to Figure 13-19.)
a. Clean individualmetal parts (except those parts containing switches and electrical wiring) and the
combustion tube assembly by immersing them in dry-cleaningsolvent, such as Stoddard solvent (Federal
Specification P-D-680). A bristle brush should be used to assist the cleaning process if foreign
accumulations are stubborn to remove.
CAUTION
Do not attempt to buff or scrape off any deposits on face of spray
nozzle. The face of the nozzle is very susceptible to damage from
mishandling. Carefully repeat cleaningprocess using only a bristle
brush and repeated applications of solventto loosen any stubborn
deposits.
b. Use compressed air or lintless cloth to dry the parts, unless sufficient time is availablefor them to
air dry.
c. Wipe electrical components with a clean, dry cloth. If foreign material is difficult to remove,
moisten the cloth in carbon tetrachloride or electrical contact cleaner and clean all exterior surfaces
thoroughly.
2K16
PIPER SENECA 11SERVICE MANUAL
387
.19 DIA. HOLES

(6 EQUALLY SPACED)
4.20
RUBBER STOPPER
DIA.
.125 THICK STOCK DRILL OUT TO

DIA.
NECESSARY
COMBUSTION HEAD OPENING
I
WING NUT CLAMP
SEAL CAP
FLAT WASHER
RUBBER STOPPER
DRILL FOR BOLT

FLAT WASHER
BOLT
EXPANSION PLUG
Figure 13-16. Suggested Design for Seal Plates, Plugs, and Caps for Combustion
Tube Leakage Test
-2
1. WATER MANOMETER
2. OHMMETER
3. NEEDLE VALVE
4. TEE
S. PRESSURE TAP (OPEN)
6. ADJUSTING SCREW
7. COMBUSTION AIR PRESSURE
AIR SUPPLY 6
5
Figure 13-17. Test Setup for Combustion Air Pressure Switch

2K17
13-61. CLEANINGAND INSPECTINGTHE COMBUSTIONTUBE ASSEMBLY(45,000 BTU). (Refer to

Figure 13-19.)
a. Slight scaling and discoloration of the combustion tube assembly (7) is a normal condition for
units that have been in service up to 1000 airplane hours. The slight scaling condition will appear to be
mottled and a small accumulation of blue-gray powder may be present on the surface in certain areas. This
condition does not require replacement of the combustion tube assembly unless severe overheating has
produced soft spots in the metal.
NOTE
This assembly should be inspected prior to cleaning in order to
prevent the removal of visibleevidencesof damage.
b. Look inside the exhaust outlet to determine if the combustion tube appears to be heavily scaled
or mottled. Deformation is more difficult to detect visually but can usually be observed by looking straight
through the combustion tube assembly and sighting along the outer surface of the inner combustion tube.
An assembly that has been obviously deformed should be replaced. Slight deformation will not affect
heater operation unless it is extensive and localized enough to reduce the flow of ventilating air through the
heater more than 10 percent.
c. The combustion tube assemblymay be cleaned by either of two methods:
1. One method is to soak the combustion tube assembly overnight in an Oakite M-SStripper
solution made by mixing one pound of Oakite salts with each gallon of water used. The solution should be
maintained at a temperature of between 190°F and 210F. After soaking overnight,rinse the combustion
tube assembly thoroughly in water to remove all traces of the Oakite solution. In order to reach all areas of
the combustion tube assembly, it is advisable to let it stand in the rinsing water for as long as 1/2 hour
while occasionally agitating it to circulate the water. All openings should be left open during this operation.
Be sure to dry the combustion tube assembly thoroughly after cleaning.
2. A second method of cleaning is what is commonly known as hand "tumbling." Insert shot
or other metallic particles through the exhaust outlet opening; then close all openings and shake the
combustion tube assembly vigorously while rotating it and changingfrom end-to-end frequently. Be sure to
pour out all of the particles and loosened material; then with all openings uncovered, direct a stream of
compressed air into the combustion tube assembly from first one opening, then the other. Make sure all
loose material is removed.
13-62. INSPECTIONOF REMAININGCOMPONENTS(45,000 BTU). (Refer to Figure 13-19.)
a. Discard all rubber parts such as grommets, gaskets, etc. These items should always be replaced at
overhaul. Also discard the asbestos gasket (31).
b. Inspect all wires and wiring harnesses for damage to insulation, damaged terminals, chafed or
cracked insulation and broken plastic bands. Individual wires can be replaced by making up new wires from
No. 16 AWGstock and cut to correct length. It is advisableto use an acceptable crimpingtool for installing
terminals rather than solder for all heater wiring connections. If wiring harness damage is visible,the entire
harness assembly should be replaced. If only one or more wires are damaged, cut the cable ties, make up
new wires, install them in the harnesses and restore all cable ties and clamps. If heater controls were
operating properly at the time of removal, reinstall them.
c. Inspect all hard parts consisting of bolts, screws, nuts, washers and lock washers. Replace
damaged parts.
d. The combustion air pressure switch (26) must respond to delicate pressure changesand should
always be checked and/or replaced at overhaul. (Refer to Paragraph 13-63, c and Figure 13-17.)

2K18
e. Replace the vibrator in the ignition unit at each overhaul.

f. Inspect the ignition assembly (2, Figure 13-19) for dented case, loose or damaged primary
terminal insulator and broken or obviously damaged high voltage lead. Give particular attention to the
condition of the spring connector at the end of the lead. If the spring is burned off, visibly eroded or
carbon tracked, the ignition assembly should be replaced.
NOTE
Do not attempt a field repair of the ignition unit, as it is a sealed

assembly.
g. Inspect the terminal strip (35) for distortion and cracks and replace it if either condition exists.
h. Inspect radio-noise filters for short circuits by checking from either terminal to ground with an
ohmmeter. An open circuit reading should be obtained.
i. Inspect the spray nozzle (21) with a magnifying glass for any obstructions in the nozzle orifice
and any sign of damage to the slight conical protrusion at the nozzle tip. Use compressed air to remove
obstructions and re-examine the orifice to make sure it is open. Exercise care when handling the nozzle to
avoid pressing or rapping on the tip face. Do not buff or scrape off deposits on the tip face. After cleaning,
it is advisable to store the nozzle in a polyethylene bag until ready for reassembly.
j. Replace the nozzle at overhaul.
NOTE
The nozzle (21) can be spray tested by installing it in the holder

and connecting the fuel tube to a 7 psi fuel pressure source. The
conical angle spray pattern should be even and dispersed the same
in all directions. Exercise caution to keep atomized fuel away
from fire.
k. Inspect the nozzle holder assembly for damaged threads at the fuel-tube fitting and for crimped
or cracked fuel line or distorted housing. Check the solenoid for continuity by connecting across each wire
lead with an ohmmeter. A reading of between 15 and 40 ohms should be obtained at room temperature. If
not within these limits, the solenoid should be replaced.
1. Remove the brushes, one at a time, from the ventilating air blower motor (13) by removing the
brush cap and carefully withdrawing the brush from its guide. Remove foreign material from the brush
guide and commutator with a stream of filtered compressed air. Check for brush wear (refer to Paragraph
13-25). Inspect the commutator for grooved brush track, pitting or burning. The commutator surface
should be smooth and medium brown in color. Replace the motor if the commutator or other parts show
damage.
m. Inspect the combustion air blower motor as described in the preceding step.
n. Inspect the blower wheel for broken or bent vanes and replace it for either condition.
13-63. TESTING. The following tests should be performed as outlined in the succeeding paragraphs:
a. Check ventilating air and combustion air motors for correct RPM and current draw:
1. Connect motor to 12-volt DC power supply. Rotation should be counterclockwise when
viewed from the shaft end.
2. Both motors should rotate at approximately 7500 RPM at rated voltage. Current draw is
approximately five amperes.
3. If current draw is excessive or if speed is too low, replace the brushes. Recheck both current
draw and RPM after brushes are properly run in. (Refer to Paragraph 13-27, b.)
4. If after replacing brushes operation is still unsatisfactory, replace the motor.
2K19
NOTE
The motor checks described above should be made without the

blower housing attached. for both the ventilating air and
combustion air motors.
b. Test the combustion tube assembly (7) for leaks as follows:

1. . Fashion a sealing plate from approximately I 8 inch thick flat stock to seal the combustion
head opening in the combustion tube assembly. (Refer to Figure 13-16.) Use a rubber gasket under the
plate and attach the plate with six screws.
2. Make up seals for all remaining openings. except the one used to connect the air pressure
source. (Refer to Figure 13-16.) Use rubber stoppers as shown. The combustion air inlet tube can be sealed
best with a drilled stopper and clamp. Other openings should be sealed with expansion plugs. The seal used
in the exhaust tube should be formed so that it will not deform the air pressure switch tube which protrudes
into the exhaust.
3. Install plugs and caps in all openings except the one to which the combustion air pressure
switch is attached. (Any opening can be used to connect the air pressure source; however, the combustion
air pressure switch opening is usually the most convenient. The drain opening would normally be considered a
second choice.)
4. Connect a regulated air supply to the opening that has not been plugged and apply a pressure
of between three and five psi to the combustion tube assembly.
5. Submerge the combustion tube assembly in water for several minutes while watching for
bubbles which would indicate leaks. No air leakage is permitted from the combustion tube assembly. No weld
or braze repairs are permitted on a combustion tube assembly.
c. Test the combustion air pressure switch as follows:
I. Connect an adjustable air pressure line that can be controlled in a range of zero to 5.0 psi
(maximum) of water to the switch opening with a water manometer and needle valve in the line ahead of
switch. Switch must be tested in 45 degree position as shown in Figure 13-17.
2. Connect an ohmmeter across the switch terminals to determine the exact instant of switch
closing.
3. Apply air pressure allowing it to build up very slowly from zero. The switch contacts should
close at 0.5 0. I inches of water which will be indicated on the manometer.
NOTE
The switch cover has a differential pressure tap and this opening
must be left open to atmosphere during test.
4. Make several trials to insure switch reliability. Be sure to increase and decrease the air pressure
slowly in order to produce accurate indications.
5. If an adjustment is required, rotate the adjusting screw clockwise to increase settings and
counterclockwise to decrease settings.
d. Test the fuel line and fuel line shroud tube for leaks as follows:
I. Using filtered compressed air. apply 20 psi to the shroud drain port located on the surface near
the threaded nozzle cavity.
2. Immerse the fuel feed and nozzle holder assembly in clean water with the fuel inlet and nozzle
cavity left open.
Revised: 12/08/83 2K20 HEATING AND VENTILATING SYSTEM

2K20
A309
1. HEATER ASSEMBLY
2. IGNIGION ASSEMBLY
3. VIBRATOR - IGNITION
4. COIL - IGNITION
S. JACKET ASSEMBLY
6. HEAD ASSEMBLY COMBUSTION
7. TUBE ASSEMBLY -COMBUSTION
8. FUEL FEED AND NOZZLE HOLDER ASSEMBLY
9. BOX ASSEMBLY - FUEL SHROUD, LOWER
10. BOX ASSEMBLY - FUEL SHROUD, UPPER
11. BLOWER ASSEMBLY - VENT AIR
12. HOUSING -BLOWER
13. MOTOR ASSEMBLY -VENT AIR BLOWER

14. CAP - BRUSH ASSEMBLY
IS. BRUSH ASSEMBLY - MOTOR
16. ADAPTER
17. FAN - VENT AIR BLOWER
II. CAPACITOR ASSEMBLY
19. BRACKET ASSEMBLY -MOTOR 27. GASKET - LIMIT SWITCH
20. FASTENER 2 . GASKET 35. STRIP-TERMINAL
21. NOZZLE-FUEL 29. GASKET 36. INSULATOR - TERMINAL STRIP
22. SOLENOID ASSEMBLY - FUEL 30. GASKET 37. NIPPLE
23. ADAPTER - ELBOW 31. GASKET - ASBESTOS 38. NUT
24. SWITCH - CYCLING 32. PLUG -SPARK 39. GROMMET
25. SWITCH- LIMIT 33. ELBOW 40. GROMMET
26. SWITCH -PRESSURE 34. ELBOW 41. GROMMET
Figure 13-18. Exploded View of Heater Assembly (30,000 BTU)
2K21
1. HEATER ASSEMBLY 17. FAN - VENT AIR BLOWER 33. ELBOW

2. IGNITION ASSEMBLY 18. CAPACITOR ASSEMBLY 34. ELBOW
3. VIBRATOR - IGNITION 19. BRACKET ASSEMBLY - MOTOR 35. STRIP TERMINAL
4. COIL-IGNITION 20. FASTENER 36. INSULATOR
5. JACKET ASSEMBLY 21. NOZZLE- UEL TERMINAL STRIP
6. HEAD ASSEMBLY - COMBUSTION 22. SOLENOID ASSEMBLY - FUEL 37. NIPPLE
7. TUBE ASSEMBLY -COMBUSTION 23. ADAPTER -ELBOW 38. NUT
8. RUEL FEED AND NOZZLE HOLDER ASSEMBLY 24. SWITCH- CYCLING 39. GROMMET
9. BOX ASSEMBLY · FUEL SHROUD. LOWER 25. SWITCH LIMIT 40. GROMMET
10. BOX ASSEMBLY - FUEL SHROUD, UPPER 26. SWITCH PRESSURE 41. WASHER
11. BLOWER ASSEMBLY -VENT AIR 27. GASKET - LIMIT SWITCH 42. SCREWS
12. HOUSING- BLOWER 21. GASKET 43. FASTENERS
13. MOTOR ASSEMBLY - VENT AIR BLOWER 29. GASKET 44. BRACKET - ROUND
14. CAP · BRUSH ASSEMBLY 30. GASKET 4S. GROMMET
15. BRUSH ASSEMBLY -MOTOR 31. GASKET - ASBESTOS 46. GROMMET
16. ADAPTER 32. PLUG -SPARK 47. GROMMET
48. OPTIONAL HEATER
I HOURMETER
3068
Figure 13-19. Exploded View of Heater Assembly (45,000 BTU)

2K22
PIPERSENECA IISERVICEMANUAL
3. Observe for bubbles which would indicate leakage.If bubbles appear at either fuel fitting,
there is a leak in the fuel tube. If bubbles appear externally on the shroud tube or at either end of the
shroud tube juncture, the shroud tube is leaking.
4. In either of the above cases, the complete fuel feed and nozzle holder assemblymust be
replaced.
e. Spray test the nozzle (21, Figure 13-18or 13-19) as follows:
1. Install the nozzle in the fuel feed and nozzle holder assembly and connect the fuel tube to
the fuel solenoid.Connect the solenoidto a 7 psi fuel pressure source.
2. Connect the solenoid leads to a 12-voltbattery. Connect a switch in the line to open and
close the solenoid when desired.
3. With the switch closed (solenoid valve energized) and the fuel line connected, observe the
fuel spray pattern. It should be conical in shape with even dispersion in all directions.
WARNING
Be sure to keep the atomized spray away from fire.
4. Energize and de-energizethe solenoid severaltimes. The spray should shut off permanently
each time the solenoid is de-energized.There should be no sign of dribbling at the nozzle tip in excess of
one or two drops.
5. If the spray pattern is distorted, check for an obstruction and clean the nozzle as described
in Paragraph 13-57or 13-62,i. If this fails to providea normal spray pattern, replace the nozzle.
6. If the nozzle continues to dribble, the solenoidvalveis not closingproperly and the solenoid
valve must be replaced.
13-64. REPAIR OF COMBUSTION TUBE ASSEMBLY. No weld or braze repairs of the combustion tube
assembly are authorized.
Revised: 12/08/83 2K23 HEATING AND VENTILATING SYSTEM

13-65. REASSEMBLY(30,000 BTU). (Refer to Figure 13-18.)

a. If removed during disassembly,secure the nipple (37) and elbow (34) to the fuel solenoid(22).
b. Insert the ventilating air motor (13) into the motor bracket assembly(19); slidethe blower wheel
(17) on the end of motor shaft and rotate it until the set screw is aligned with the flat side of the motor
shaft. Tighten the set screwjust tight enough to hold it at this time.
c. Attach the capacitor and leads assembly(18) to the motor bracket (19) with the screwand lock
washer. Make sure a good electrical ground connection is made at this point.
d. Insert this assemblyinto the blower housing (12) and position it so the long screwis in alignment
with the gap on the inner ring of the motor bracket assembly (19). This is the screw used to secure and
align the motor in the bracket.
e. Slide the flat washer and rubber washer into position between the legsof the motor bracket (19)
and blower housing (12).
f. Make sure all wires are routed and grommeted as they were prior to disassemblyand install the
two screws, flat washers, and new grommets at the two lower edges securing the motor bracket assembly
(19). Then install the grommet, flat washer, nut, and screw in the remaining (upper) corner of the motor
bracket assembly(19).
g. Center the motor bracket (19) in the housing and tighten the screw to secure it. The motor (13)
should be positioned in the bracket (19) to locate the blower wheel (17) properly in the blower housing
(12). The blower wheel should be positioned so it will rotate freely and just clear the contoured spill plate
in the blower housing. Tighten the Allen-headset screwsand spin the blower wheel by hand for a clearance
check. Then apply appropriate voltage to run the motor as a final clearancecheck.
h. Attach the inlet adapter (16) to the end of blower housing (12) with three screws and lock
washers.
i. Place a new rope gasket (31) in position on the exhaust outlet; spring the jacket assembly (5)
open at the seam and insert the combustion tube assembly(7) carefully into the jacket. Exercise care to
clear the pressure switch tube in the exhaust outlet and see that the rope gasket (31) is properly located.
Close the gap on the jacket assembly and install screwsand lock washers to secure it at the seam. (Two
leads ground under these screws. See notations made during disassembly.)Make sure the tongue and
channel at the seam are in good condition and a tight fit is effected.
j. Install cable straps at locations noted during disassembly.
k. Remove the spray nozzle (21) from the polyethylene bag. Screw the nozzle into nozzle holder
and tighten to 75-100 inch-pounds. It is very important to torque the nozzle to this value as incorrect
tightening could causeimproper heater operation and "drooL"
CAUTION
The spray nozzle has a slight protrusion on the nozzle face. If this
area has been struck by any object which would make a dent or
destroy the original contour, the nozzle must be replaced. It
cannot be disassembledfor cleaning.
1. Install the gasket (30) and combustion head (6) in the combustion tube (7) and secure with the
screwsand washers.
m. Insert the fitting on end of nozzle fuel tube through the opening in jacket (5) and attach the
nozzle holder to the combustion head assembly (6) with the two screws and lock washers. It may be
necessary to place a slight bend in the shrouded fuel tube to permit alignmentof screw holes. Be sure to use
a new gasket (28).
n. Using a new spark plug gasket, install the spark plug (32) and tighten to a torque of 28
foot-pounds. Install the grommet (39) in the jacket around the spark plug.
Reissued:10/11/79 HEATING AND VENTILATING

2K24
o. Install the ignition assembly (2) on the jacket assembly (5) with the four screws and lock
washers. Connect the high voltage lead to the spark plug and tighten it to 20 foot-pounds.
p. Attach the overheat limit switch (25) and spacer gaskets (27) to the jacket assembly (5) with the
two screws, lock washers and flat washers. Tighten the screws securely.
q. Attach the cycling switch (24) to the jacket assembly (5) with the two screws, lock washers and
flat washers.
r. Place the terminal strip insulation (36) in position on the jacket (5), followed by the terminal
strip (35). Secure both parts by installing the two screws and lock washers. The two screws are located at
two diagonal corners of the terminal strip.
s. Center the fuel fitting in jacket opening. Position the fuel fitting shroud gasket (29) and washer;
then install the nut (38) finger tight. Insert a 3/4 inch open-end wrench inside the jacket and hold the
fuel-tube fitting while tightening the nut (38) with a 3/4 inch deep socket. Install the fuel solenoid elbow
(34).
t. Rotate the combustion air switch (26) onto the threaded fitting on the combustion air tube and
tighten it firmly.
u. Connect the tube to the elbow fitting (33) on the combustion air pressure switch (26).
v. Install the wiring harness and connect all wire leads to their respective terminals. (Refer to the
wiring diagram, Figure 13-7.) Place the grommet (41, Figure 13-18) in position in the jacket (5); locate the
ventilating air blower (11) at the end of the jacket. Thread the quick-disconnect on the wiring harness
through the grommet and connect it to the mating connector on the motor lead.
w. Place the blower housing in position on the jacket assembly (5) and secure it by installing the
four screws (20), if removed at disassembly. This operation is easier if the screws (20) are started into their
threads and the blower housing rotated into place, allowing the screws to enter the notched openings in
edge of blower housing. Tighten all screws securely.
x. Install the elbow adapter (23) with the screw.
y. Install the upper fuel shroud box (10) with the screws. Ascertain that the grommet (40) is
installed.
13-66. REASSEMBLY OF COMBUSTION AIR BLOWER ASSEMBLY (30,000 BTU). (Refer to Figure
13-20.)
a. Place the spacer (24) over the end of the motor shaft and attach the motor assembly (25) to the
back plate (20) with the two self-locking nuts (21), flat washers (22) and lock washers (23).
b. Slide the blower wheel (19) on the motor shaft and tighten the set screw lightly against the flat
portion of the motor shaft.
c. Place the blower housing (15) in position on the back plate (20) and install screws (16) and lock
washers (17).
d. Attach the radio-noise filter (11) at the point shown with the screw (12) and lock washer (13).
The motor ground lead terminal (28) can be grounded to the motor support bracket (3).
e. Attach the inlet flange (8) and blower inlet adapter (2) to blower housing (15) with three screws
(9) and lock washers (10).
f. Loosen the Allen-head set screw in the blower wheel (19) and shift the wheel on the motor shaft
until it is near the inlet in the blower housing. Tighten the set screw securely. The blower wheel should just
clear the inlet flange when rotated at full RPM. Spin the blower wheel by hand for clearance check; then
apply proper voltage to run motor and recheck for proper clearance.
g. Slide the blower outlet adapter (5) on the blower housing outlet (15) and install the two screws
(6) and lock washers (7).

2L1
13-67. REASSEMBLY(45,000 BTU). (Refer to Figure 13-19.)

a. If removed during disassembly,secure the nipple (37) and elbow (34) to the fuel solenoid (22).
b. Insert the ventilating air motor (13) into the motor bracket assembly (19); slide the blower wheel
(17) on the end of the motor shaft and rotate it until the set screw is aligned with the flat side of the motor
shaft. Tighten the set screwjust tight enough to hold it at this time.
c. Attach the capacitor and leads assembly (18) to the motor bracket (19) with screw and lock
washer. Make sure a good electrical ground connection is made at this point. Install ground bracket (44)
and three new fasteners (43).
d. Insert this assemblyinto the blower housing (12).
e. Make sure all wires are routed and grommetedas they were prior to disassemblyand then secure
the assemblyin the housing with three screws(45).
f. The motor (13) should be positioned in the bracket (19) to locate the blower wheel (17)
properly in the blower housing (12). The blower wheel should be positioned so it will rotate freely and just
clear the contoured spill plate in the blower housing. Tighten the Allen-head set screw and spin the blower
wheel by hand for a clearance check. Then apply the appropriate voltage to run the motor as a final
clearance check.
g. Attach the inlet adapter (16) to the end of the blower housing (12) with three screwsand lock
washers.
h. Place a new asbestos gasket (31) in position on the exhaust outlet; spring the jacket assembly(5)
open at the seam and insert the combustion tube assembly (7) carefully into the jacket. Exercise care to
clear the pressure switch tube in the exhaust outlet and see that the asbestos gasket (31) is properly located.
Close the gap on the jacket assembly and install screws to secure it at the seam. (Solenoid lead wire is
grounded under one of these screws.See notations made during disassembly.)Make sure the seam is in good
condition and a tight fit is effected.
i. Install cable straps at locations noted during disassembly.
j. Remove the spray nozzle (21) from the polyethylene bag. Screw the nozzle into the nozzle
holder and tighten to 75-100 inch-pounds. It is very important to torque the nozzle to this value as
incorrect tightening could cause improper heater operation and nozzle "drool."
CAUTION
The spray nozzle has a slight protrusion on the nozzle face. If this
area has been struck by any object which would make a dent or
destroy the original contour, the nozzle must be replaced.
k. Install a new gasket (30) and the combustion head (6) in the combustion tube (7) and secure
with the six screws.
1. Insert the fitting on end of nozzle fuel tube through the opening in jacket (5) and attach the
nozzle holder to the combustion head assembly(6) with the two screws. It may be necessary to place a
slight bend in the shrouded fuel tube to permit alignmentof screwholes. Be sure to use a new gasket (28).
m. Using a new spark plug gasket, install the spark plug (32) and tighten to a torque of 28
foot-pounds. Install the grommet (39) in the jacket around the spark plug.
n. Install the ignition assembly (2) on the jacket assembly (5) with the four screws. Connect the
high voltage lead to the spark plug and tighten it to 20 foot-pounds.
o. Attach the overheat limit switch (25) and two spacergaskets (27) to the jacket assembly(5) with
the two screws.Tighten the screwssecurely.
p. Attach the cycling switch (24) to the jacket assembly(5) with the two screws.
q. Place the terminal strip insulation (36) in position on the jacket (5), followed by the terminal
strip (35). Secureboth parts by installing the two screws.
Reissued: 10/11/79 HEATING AND VENTILATINGSYSTEM
2L2
, PIPER SENECA U SERVICE MANUAL
1. COMBUSTION AIR BLOWER AND MOTOR ASSEMBLY

2. ADAPTER ASSEMBLY - BLOWER INLET
3. MOUNT -COMBUSTION AIR BLOWER SUPPORT
5. ADAPTER - OUTLET
6. SCREW -ANS304R6
- 7. WASHER- AN936A6
. FLANGE- INLET
9. SCREW - AN530-6R6
10. WASHER - AN936A6
11. CAPACITOR
12. SCREW -AN530-6R6
13. WASHER -AN936A6
14. SLEEVE - HIGH TEMPERATURE
IS. HOUSING -BLOWER
16. SCREW-AN530-6R6
17. WASHER -AN936A6
18. GASKET - BACK PLATE
19. FAN - COMBUSTION AIR BLOWER
20. PLATE-BACK
21. NUT - AN345-10
22. WASHER-AN960-IOL
23. WASHER AN936-310
24. SPACER
25. MOTOR ASSEMBLY -COMBUSTION AIR BLOWER
26. BRUSH ASSEMBLY
28. TERMINAL - PREINSULATED
29. STRAP-CABLE
30. SWITCH ASSEMBLY - ADJUSTABLE DUCT
31. LEVER ASSEMBLY -SWITCH
32. SCREW- AN565D8H3
33. COVER - SWITCH
34. SWITCH - ADJUSTABLE DUCT
35. SPACER
Figure 13-20. Exploded View - Combustion Air Blower and Motor Assembly (30,000 BTU)
2L3
1971
1. COMBUSTION AIR BLOWER AND MOTOR ASSEMBLY 13. MOUNT - COMBUSTION AIR BLOWER SUPPORT
2. ADAPTER ASSEMBLY -BLOWER INLET 14. ELECTRICAL LEAD
3. HOUSING - BLOWER OUTER HALF IS. SPACER
4. COMBUSTION AIR BLOWER AND MOTOR 16. WASHER
5. MOTOR ASSEMBLY - COMBUSTION AIR BLOWER 17. LOCK NUT - AN345-10
6. SET SCREW . BLOWER FAN I. SCREWS
7. FAN - COMBUSTION AIR BLOWER 19. SPACER
8. HOUSING - BLOWER INNER HALF 20. SWITCH - ADJUSTABLE DUCT
9. STRAP-CABLE 21. COVER - SWITCH
10. CAPACITOR 22. SCREW-ANS65 08 H3
11. BRUSH ASSEMBLY 23. LEVER ASSEMBLY - SWITCH
Figure 13-21. Exploded View - Combustion Air Blower and Motor Assembly (45.000 BTU)
2L4
r. Center the fuel fitting in jacket opening.Position the fuel fitting shroud gasket(29), washer (41)
and shroud (9); then install the nut (38) finger tight. Insert a 3/4 inch open-end wrench inside the jacket
and hold the fuel-tube fitting while tightening the nut (38) with a 3/4 inch deep socket. Install the fuel
solenoid elbow (34) and solenoid (22). Avoid twisting or damaginglead. Install wires through grommet in
lower shroud (9).
s. Rotate the combustion air switch (26) onto the threaded fitting on the combustion air tube and
tighten it firmly.
t. Install grommet (47) over pressure switch line. Connect the tube to the elbow fitting (33) on the
combustion air pressure switch (26).
u. Install the wiring harness and connect all wire leads to their respective terminals. (Refer to the
wiring diagram, Figure 13-7.) Place the grommet (45, Figure 13-19)in position in the jacket (5); locate the
ventilating air blower (11) at the end of the jacket. Thread the quick-disconnect on the motor leads through
the grommet and connect it to the mating connector on the wiringharness.
v. Place the blower housing in position on the jacket assembly(5) and secure it by installing the
four screws (20), if removed at disassembly.This operation is easier if the screws(20) are started into their
threads and the blower housing rotated into place allowingthe screwsto enter the notched openings in edge
of blower housing.Tighten all screwssecurely.
w. Install the elbow adapter (23) with the screw.
x. After heater is installed in the aircraft and the fuel line is connected, install the upper fuel shroud
box (10) with the screws.Ascertain that the grommet (40) is installed.
13-68. REASSEMBLYOF COMBUSTIONAIR BLOWERASSEMBLY(45,000 BTU). (Refer to Figure

13-21.)
a. Place the spacer (15) over the end of the motor shaft and attach the motor assembly(5) to the
inner housing (8) with the two self-lockingnuts (17), flat washers(16) and lock washers(00).
b. Slide the blower wheel (7) on the motor shaft and tighten the set screw (6) lightly against the flat
portion of the motor shaft.
c. Place the outer blower housing (3) in position on the inner housing (8) and install screws(18).
d. Attach the radio-noise filter (10) at the point shown with the screw. The motor ground lead
terminal can be grounded to the motor support bracket (13).
e. Loosen the Allen-head set screw in the blower wheel (7) and shift the wheel on the motor shaft
until it is near the inlet in the blower housing. Tighten the set screwsecurely. The blower wheel should just
clear the inlet flange when rotated at full RPM. Spin the blower wheel by hand for clearance check; then
apply proper voltage to run motor and recheck for proper clearance.
f. Attach the blower inlet adapter (2) to blower housing (3) with screw (18).
13-69. TEST PROCEDURE.

13-70. GENERAL INFORMATION. A test of all components should have been made after overhaul to
insure proper operation. Some shops may not have complete testing facilities for measuring airflows,
pressure drops, and other factors which would be accomplished in a laboratory-type test. If such a test
cannot be made, install the heater and check operation on the ground and in the air to determine if
operation is normal. In shops where complete test equipment is availableand a complete functional test can
be performed, the test routine described in subsequent paragraphsshould be made.
2L5
391
VENTILATING
COMUSON COMBUSTION AIR BLOWER AIR
AIR MANOMETER
MIN.
COMBUSTION AIR
PRESSURESWITCH
FUEL IN ITCH
(FROM PUMP)
CYCLIN SWITCH
EXHAUSTOUTLET / 2.25 DIA. ORIFICE

VENT. AIR BLOWER TERMIAL
STRIP DUCT
DUCT SWITCH
12V DC
Figure 13-22. SuggestedSetup of Heater Operation Test
- VENT
I
FUEL
VALVE
EXTERNAL WIRING __ _ ___ _ _ _ EATER UNIT

REQUIRED FOR BENCH TEST
Figure 13-23. WiringConnections for Heater Operation Test
2L6
13-71. EQUIPMENTREQUIRED. (Refer to Figure 13-22.)

a. An improvised stand to hold the heater during test. The heater should be located far enough
away from any combustible material or atmosphere to avoid hazard. A location should be chosen where
exhaust can be dispelled. Do not add an excessiveextension to the heater exhaust.
b. A source of fuel capable of beingregulated at sevenpsi.
c. The combustion air blower to be used with the heater should be used for the test.
d. A 12-volt current supply which may be a DC generator with a rheostat, ammeter, and voltmeter
in the line to control and indicate the current draw and voltageoutput.
e. Two water manometers (zero to 5.0 inch water column) for measuring the pressure in the
ventilating air duct and in the combustion air stream.
f. A piece of duct to be attached to the downstreamend of the heater. It should have a minimum
length of 24 inches and the same diameter as the heater being tested. A 2.25 inch diameter orifice should be
centrally located at the outlet end. An aperature should be providedfor the thermometer and duct switch
and a static tap should be attached as shown in Figure 13-22.
g. A thermometer with 500°F scale.
h. A fuel-pressuregauge.
i. A controlled source of compressedair for final leakagetest.
13-72. OPERATIONTEST (ON TEST BENCH). (Refer to Figures 13-22 and 13-23.)
a. Connect the heater to the test setup as shown in Figure 13-22. Make sure the combustion air
blower is mounted securely and that the heater is clampedto its supporting stand.
b. Insert the duct switch in the sheet metal extension tube at the location shown in Figure 13-22.
c. Connect components and heater as outlined in the wiring connection diagram,Figure 13-23.The
power supply switch should be open.
d. Connect the power source to the heater.
e. Disconnect wire lead from terminal No. 3 on the heater side of heater terminal strip to prevent
the heater from lighting and close the power source switch to check operation of blowers.The combustion
air blower and ventilating air blower should operate at full speed with no blower wheel interference. If
either blower fails to run, locate and correct the trouble before proceedingwith the test.
f. Connect a voltmeter from open side of combustion air pressure switch terminal to ground to
determine if the switch is closed, which would be indicated by a full voltage reading on the meter. If a full
voltage reading is not obtained, the combustion air supply is either inadequate or the switch is defective or
improperly adjusted. Make necessarycorrections.
g. Observe the manometer connected to the ventilating air pressure tap, which should show a
reading of 1.1 inches of water (minimum) at rated voltage.
h. Observe the manometer connected to the combustion air tube tap, which should show a reading
of 1.5 inches of water (minimum) at rated voltage.
i. Open the power supply switch and reconnect the terminal lead disconnected in preceding Step e.
j. Close the power supply switch and turn on the fuel supply. The heater should light within five
seconds (may require slightlylonger for air to be purged from fuel lines on the first trial).
k. Observe operation of duct switch, which should control heater operation accordingto the switch
setting.
1. If the duct switch fails to control the temperature accordingto the setting, place the control lever
in high "H" position and notice the control variation. A high reading of 250°F ± 10° should be obtained
(reading will vary in different applications).
2L7
m. Connect a jumper across the terminals of the duct switch to make it inoperative and observe
action of the cycling switch. The cycling switch should cycle to control the outlet air temperature at
approximately 250°F (nominal). This is a function of ambient temperature and airflow conditions. If
operation is within a range of 190°F to 290'F, the switch is operating normally. If the switch is out of
range, it can be reset in the same manner as described for the duct switch, except that no control lever or
indicator stop are used. If adjustment fails to restore proper temperature range, replace the switch.
n. With duct switch still jumped,:place a jumper across the cycling switch terminals to check
operation of the overheat switch. Blockthe ventilating air outlet and notice if the overheat switch shuts off
the heater. It should open at between 300°F and 400F. (This is also a function of ambient temperature
and airflow.) After the switch shuts off, remove ventilating air restriction; removejumpers from cycling and
duct switches and press firmly on the overheat switch reset button until it "clicks." The heater should light
and operate.
o. Shut down the heater and check all components visually to make sure no damage has occurred to
any of them.
p. Removeheater and other components from the test setup and install it in the airplane.
13-73. INSPECTIONOF FUEL NOZZLE ORIFICE. (Refer to Figure 13-18or 13-19.)

a. Loosen the four screws (20) and rotate the blower and motor housing (12) to disengagethe
ventilating air blower from the end of the heater jacket. It is not necessaryto disconnect the electrical
connections to remove the nozzle (21).
b. Removethe fuel shroud cover (10) by removingthe screws.Removesolenoid and elbow.
c. Reach inside the inlet end of the jacket assembly with a 3/4 inch open-end wrench and, while
holding the fuel-tube fitting of the jacket, use a 3/4 inch deep socket to remove the nut (38), washerand
gasket (29) and lower fuel shroud box.
d. Remove the two screwsand carefully withdraw the nozzle holder and valveassembly(21) from
the combustion head assembly(6).
e. Carefully unscrew and remove the spray nozzle (21) from the nozzle holder. Removethe gasket
(28).
f. After cleaning the nozzle, reinstall the parts removed in essentially the reverse order from
removal. Be sure to hold the fuel-tube fitting when tightening the nut (38) to avoid damage to the fuel
tube.
13-74. DEFROSTER BLOWERREMOVAL AND INSTALLATION.The defroster blower is located on

the upper right forward side of fuselage bulkhead station 49.50. It is covered by a removabletrim panel in
the nose baggage compartment. Access to the blower and motor is accomplished by the removal of the
baggage compartment trim panel and removal of the close out panel on the upper right side of bulkhead
station 49.50, which the blower assembly is attached. Disconnect the electrical leads to the blower motor;
loosen the clamps which secure the hoses to the blower housing and disconnect the hoses; then remove the
two bolts which secure the blower assembly to the close out panel. Installation of the assembly is
accomplished in the reverseorder of removal.
2L8
GAUGE FOR LOCATING GROUND ELECTRODE IN JANITROL HEATERS
6.00
1.50 .38
SLIP FIT (.255

DIA. HOLE
-- I I- -
18 MM THREAD
.875 HEX STOCK
.250 DIA. ROD 3444

UNDER CUT .010
MARK WITH 3.387
BLACK PAINT
MATERIAL CAN BE SAE TYPE 303. 321 OR 347 ST. ST. OR ALUMINUM - CASE HARDENED
NOTE
This tool can be purchasedfrom Piper

Aircraft Corporation under Piper Part
Number 55998-2.
Figure 13-24. Spark Plug Gap Adjustment Tool

2L9
TABLEXIII-II. TROUBLESHOOTINGCHART(JANITROL HEATER)
Heater fails to light. Heater switch or circuit Turn on heater switch or

breaker off. close circuit breaker.
Low voltage supply. Apply external power

supply. Attempt to start
heater. (Refer to Paragraph
13-12.)
Fuel cut off from tank. Turn on heater switch.
Regulator not operating Check for low pressure or

properly. replace regulator. (Refer
to Paragraph 13-40.)
NOTE
When making the fuel pressure check, be sure fuel is flowing
through the nozzle. The fuel regulator can be adjusted. Turn the
adjusting screw clockwise to increase fuel pressure and
counterclockwise to decrease it.
Restriction in fuel Remove the nozzle and

nozzle orifice. clean or replaceit.
(Refer to Paragraph13-73.)
Fuel heater solenoid Remove and check solenoid.

not operating. Replace if faulty. (Refer
to Paragraphs 13-53or
13-58, q; 13-57or 13-62,k;
and 13-65or 13-67, a.)
Fuel lines cloggedor Inspect all lines and

broken. connections. It may be
necessary to disconnect
lines at variouspoints
to determine where the
restriction is located.

2L10
TABLEXIII-II. TROUBLESHOOTINGCHART(JANITROLHEATER)(cont.)
Heater fails to light. Ignition vibrator inop- Replacevibrator. (Refer

(cont.) erative. to Paragraphs 13-35and
13-57 or 13-62.)
Manualreset limit Press reset button firmly

(overheat) switch open. (overheat light willil-
luminate when heater switch
is on) and recheck to de-
termine reason for switch
opening.
Combustion air pressure Check for low blower
switch open. (Defective output due to low voltage
switch or low combustion and correct it. If switch
air blower output.) is defective,replace it.
(Refer to Paragraphs
13-17,a and 13-39.)
Cyclingswitch open. Replaceif defective.(Re-

fer to Paragraph13-38.)
Duct switch open. Operate control to see if

switch willcome on. Re-
place switch if defective.
(Refer to Paragraph 13-51.)
Ventilating air blower. Heaterswitch"OFF." Energizethe heater switch.

fails to run. Brokenor loose wiring Check and repair wiring.
to motor.
Circuit breaker open. Close circuit breaker.
Worn motor brushes. Replacemotor brushes.

(Refer to Paragraph
13-27, b.)
2Lll
TABLE XIII-II. TROUBLESHOOTINGCHART (JANITROL HEATER)(cont.)
Ventilating air blower Blower wheeljammed. Remove and check the

failsto run. (cont.) ventilating air blower
wheel and realignif
necessary.(Refer to Para-
graphs 13-65 or 13-67,g.)
Motor burned out. Remove blower assembly
and replacemotor. (Re-
fer to Paragraphs 13-53
or 13-58,1and r thru u;
13-65or 13-67,b thru g.)
Defectiveradio-noise Replace filter.
filter.
Combustion air blower Faulty wiring to motor. Inspect and replace

fails to run. faulty wiring.
Poor ground connection. Tighten ground screw.

Worn motor brushes. Replace motor brushes.
(Refer to Paragraph
13-27,b.)
Blowerwheeljammed. Overhaulthe combustion

(Usually indicated by air blower. (Refer to
hot motor housing.) Paragraphs 13-53 or
13-58 and 13-65or 13-67.)
Defectiveradio-noise Replace filter. (Refer

filter. to Paragraphs 13-53or
13-58 and 13-65or 13-67.)
Faulty or burned-out Remove combustion air

motor. motor for overhaul or
replacement of motor.
13-27, 13-54or 13-59
and 13-66or 13-68.)
2L12
TABLE XIII-II. TROUBLESHOOTING CHART (JANITROL HEATER) (cont.)
Heater fires but burns Insufficient fuel supply. Inspect fuel supply to
unsteadily. heater, includingshutoff
valve, solenoidvalveand
fuel lines. Make nec-
essary repairs.
Spark plug partially Replace spark plug. (Re-

fouled. fer to Paragraph 13-28.)
See Caution.
CAUTION
Do not create a spark gap by holding the lead to the heater jacket.
This can result in damage to the lead and ignition unit and the
operator may receivean electrical shock.
Loose primary connection Tighten the connection.

at ignition assembly.
Faulty vibrator. Replace the vibrator. (Re-

fer to Paragraph 13-35.)
Combustion air blower Remove and overhaul the

speed fluctuates. (Can combustion air blower
be caused by low voltage, assembly as required or
loose blower wheel, worn correct low voltage con-
brushes or motor. dition. (Refer to Para-
graphs 13-27, 13-54 or
13-59, 13-63 and 13-65
or 13-68.)

2L13
TABLEXIII-II. TROUBLESHOOTINGCHART(JANITROL HEATER) (cont.)
Heater fires but burns Highvoltage leak in Replaceignition assembly.

unsteadily. (cont.) lead between ignition (Refer to Paragraphs
assemblyand spark plug. 13-30 or 13-31.)
Inoperative ignition If vibrator is in good
assembly. condition, replace ig-
nition assemblyonly.
13-30 or 13-31.)
Restriction in fuel noz- Remove nozzle for clean-
zle orifice. ing or replacement.(Re-
fer to Paragraph 13-73.)
Nozzle loose in retainer Tighten or replacethe

or improper spray angle. nozzle as required. (Re-
fer to Paragraphs 13-56
or 13-61, e; 13-65or
13-67, k.)
0
Heater starts then goes Lack of fuel at heater. Check fuel supply through
out. all components from the
tank to the heater. Make
necessarycorrections.
Inoperative or chattering Adjust or replaceswitch.

combustion air pressure (Refer to Paragraph
switch. 13-39.)
Inoperativeoverheat Replaceswitch. (Refer to
switch. Paragraphs 13-38and
13-72.)

2L14
TABLEXIII-II. TROUBLESHOOTINGCHART(JANITROL HEATER) (cont.)
Heater starts then goes Inoperative cycling Adjust or replace the

out. (cont.) switch. switch. (Refer to Para-
graphs 13-38and 13-72.)
Low voltage. Attach external power.
Heater fails to shut off. Fuel solenoidvalvein Removeand replace sole-

heater stuck open. noid assembly.(Refer to
Paragraphs 13-53or 13-58,
q; 13-57 or 13-62,k; and
13-65or 13-67,a.)
Inoperative duct and Check and repair. (Refer

cycling switch. to Paragraphs 13-38 and
13-51.)
Defectiveheater switch. Replacethe heater switch.
2L15
GRIDS 2L16 THRU 3A2

INTENTIONALLY BLANK
XIII - HEATING AND VENTILATING 01/01/09

2L16
SECTION
XIV
ACCESSORIES
AND
UTILITIES
3A3
3A4
SECTION XIV - ACCESSORIES AND UTILITIES
TABLE OF CONTENTS
Paragraph Grid No.
14-1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A9

14-2. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A9
14-3. Propeller Deicing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A9
14-4. Description and Principles of Operation . . . . . . . . . . . . . . . . . . . . 3A9
14-5. Deicer System Operational Check . . . . . . . . . . . . . . . . . . . . . . . . . 3A10
14-6. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A10
14-7. Using the Ammeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A10
14-8. Helpful Tips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A11
14-9. Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A15
14-10. 50 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A15
14-11. 100 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A15
14-12. Repair Procedures for Individual Components . . . . . . . . . . . . . . . . . . 3A17
14-13. Brush Retainer Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A17
14-14. Individual Brush Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A18
14-15. Alignment of New Brushes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A18
14-16. Slip Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A18
14-17. Alignment of Slip Ring Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 3A18
14-18. Replacement of Slip Ring Assemblies . . . . . . . . . . . . . . . . . . . . . . 3A18
14-18a. Replacement of Brush Block with Modular Brush Assemblies . . 3A21
14-18b. Brush Module Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A21
14-19. Deicer Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A21
14-20. Resistance Check of Deicer Blade . . . . . . . . . . . . . . . . . . . . . . . . . 3A21
14-21. Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A21
14-22. Removal of Deicer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B2
14-23. Blade Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B2
14-24. Cement Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B4
14-25. Installation of Deicer and Required Materials . . . . . . . . . . . . . . . . 3B4
14-26. Preparation and Application of Sealer . . . . . . . . . . . . . . . . . . . . . . 3B5
14-27. Wrinkled Deicers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B6
14-28. Electrical Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B6
14-29. Installation of Deicer Wiring Harness . . . . . . . . . . . . . . . . . . . . . . 3B8
14-30. Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B8
14-31. Final Electric Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B8
14-32. Other Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B8
14-33. Timer Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B8
14-34. Pneumatic Deicing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B17
14-35. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B17
14-36. Description and Principles of Operation . . . . . . . . . . . . . . . . . . . . 3B17
14-37. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B17
14-38. Operational Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B17
14-39. Electrical Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B17
01/01/09 XIV - TABLE OF CONTENTS

3A5
Paragraph Grid No.
14-40. Pressure Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B19

14-41. Pneumatic Regulator Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . 3B19
14-42. Component Maintenance and Replacement . . . . . . . . . . . . . . . . . . . . . 3B20
14-43. Filter Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B20
14-44. Control Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B20
14-45. Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B20
14-46. Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B21
14-47. Ground Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B21
14-48. 100 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B21
14-49. Removal of Boots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B22
14-50. Repair of Boots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B23
14-51. Cold Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B23
14-52. Vulcanized Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C2
14-53. Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C2
14-54. Preparation of Leading Edges . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C2
14-55. Preparation of Deicer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C2A
14-56. Mounting Deicer on Leading Edge . . . . . . . . . . . . . . . . . . . . . . . . 3C2A
14-57. Adhesion Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C4
14-58. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C4
14-59. Icex Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C5
14-60. Resurfacing Conductive Cement . . . . . . . . . . . . . . . . . . . . . . . . . . 3C5
14-61. Ice Detection Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C9
14-62. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C9
14-63. Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C9
14-64. Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C9
14-65. Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C9
14-66. Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C9
14-67. Heated Windshield Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C10
14-68. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C10
14-69. Removal and Installation of Heated Panel . . . . . . . . . . . . . . . . . . . 3C10
14-70. Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C11
14-71. Description and Principle of Operation . . . . . . . . . . . . . . . . . . . . . 3C11
14-72. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C12
14-73. Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C12
14-74. Inspection and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C12
14-74a. Swageloc Fitting Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C18
14-74b. Teflon Tape Thread Sealant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C18
14-75. Testing for Leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C20
14-76. Not Used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C20
14-77. Oxygen Systems Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C21
14-78. Cleaning and Purging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C21
XIV - TABLE OF CONTENTS 01/01/09

3A6
Paragraph Grid No.
14-79. Removal of Portable Oxygen Unit . . . . . . . . . . . . . . . . . . . . . . . . . 3C22

14-80. Oxygen Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C22
14-81. Pressure gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C22B
14-82. Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C22B
14-83. Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C22B
14-84. Filler valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C22C
14-85. Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C22C
14-86. Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C22C
14-87. Outlets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C22D
14-88. Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C22D
14-89. Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C22D
14-90. Face Masks (Portable System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C22D
14-91. Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C22D
14-92. Face Masks (Fixed System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C22E
14-92a. Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C22E
14-92b. Refilling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C22E
14-93. Air Conditioning Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C23
14-94. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C23
14-95. Air Conditioning System Operation . . . . . . . . . . . . . . . . . . . . . . . 3C23
14-96. Malfunction Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D2
14-97. Special Servicing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D3
14-98. Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D4
14-99. Test Gauge and Manifold Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D5
14-100. Checking the System for Leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D7
14-101. Leak Check - Method I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D7
14-102. Leak Check - Method II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D8
14-103. Discharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D8
14-104. Evacuating the System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D8
14-105. Charging the System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D10
14-106. With a Charging Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D10
14-107. Using the Airplane Compressor to Charge the System . . . . . . . . . 3D11
14-108. Addition of Partial Charge to System . . . . . . . . . . . . . . . . . . . . . . 3D13
14-109. Compressor Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D13
14-110. Compressor Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D14
14-111. Compressor Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D14
14-112. Check Compressor Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D14
14-113. Adjustment of Drive Belt Tension . . . . . . . . . . . . . . . . . . . . . . . . . 3D16
14-114. Refrigerant Lines and Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D16
14-115. Receiver - Dehydrator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D16
14-116. Receiver - Dehydrator Removal . . . . . . . . . . . . . . . . . . . . . . . . . . 3D16
14-117. Receiver - Dehydrator Installation . . . . . . . . . . . . . . . . . . . . . . . . . 3D17
01/01/09 XIV - TABLE OF CONTENTS

3A7
Paragraph Grid No.
14-118. Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D17

14-119. Condenser Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D17
14-120. Condenser Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D17
14-121. Condenser Scoop Rigging Instructions . . . . . . . . . . . . . . . . . . . . . 3D18
14-122. Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D20
14-123. Expansion Valve Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D20
14-124. Expansion Valve Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D20
14-125. Evaporator Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D21
14-126. Evaporator Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D21
14-127. Evaporator Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . 3D21
14-128. Pressure Relief Switch (Texas Instruments) . . . . . . . . . . . . . . . . . 3D22
14-129. Electrical Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D22
14-130. Fuse Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D22
14-131. Overhead Vent Blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D23
14-132. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D23
14-133. Removal of Blower Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D23
14-134. Disassembly of Blower Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 3D23
14-135. Reassembly of Blower Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 3D23
14-136. Installation of Blower Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . 3D23
14-137. Shoulder Harness Inertia Reel Adjustment . . . . . . . . . . . . . . . . . . 3D24
14-138. Engine Synchrophaser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E9
14-139. Description of Synchrophaser Systems . . . . . . . . . . . . . . . . . . . . . 3E9
14-140. System Operating Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E9
14-140a. Inductor and Kit Installations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E10
14-141. Synchrophaser System Check and Adjustment . . . . . . . . . . . . . . . 3E10
14-142. Ground Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E10
14-143. Flight Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E14
14-144. Removal of Computer Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . 3E14
14-145. Installation of Computer Assembly . . . . . . . . . . . . . . . . . . . . . . . . 3E14
14-146. Removal of Pulse Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E15
14-147. Installation of Pulse Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E15
14-148 Portable Fire Extinguisher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E16
XIV - TABLE OF CONTENTS 01/01/09

3A8
SECTION XIV
ACCESSORIES AND UTILITIES
14-1. INTRODUCTION.
This section covers accessories which are available for this airplane and not covered in other sections of
this Service Manual. This information provides instructions for remedying difficulties which may arise
in any of the accessories, and the instructions are organized so the mechanic may refer to whichever
component or system he must service.
A troubleshooting chart is located at the end of each accessory covered in this section. The various
troubles and suggested remedies found in the tables are provided to assist in locating and correcting
malfunctions in the particular system.
14-3. PROPELLER DEICING SYSTEM.
NOTE: For Two (2) blade (aluminum) propeller installations, see latest revision of Hartzell Propeller
Electrical De-ice Boot Removal and Installation Manual, Manual No. 182 (61-12-82).
14-4. DESCRIPTION AND PRINCIPLES OF OPERATION. (Refer to Figure 14-1.)
The Propeller Deicing System consists of an electrically heated deicer (1) bonded to each propeller
blade, a slip ring assembly (2) with a brush block assembly (3) to transfer electrical power to the rotating
deicers, a timer (4), an ammeter (5), a control switch circuit breaker (7), shunt (6), together with wiring
harnesses (8) to complete the circuit. Power is drawn from the aircraft electrical system (10).
Dual element deicers are utilized on the two blade propeller installation. Each deicer has two separate
heaters; one for the outer half and one for the inner half. By heating all outer or inner heaters on only
one propeller at a time, rotational balance is held during deicing. Current is drawn from the airplane
electrical system through the switch, ammeter and timer. The timer successively delivers current via the
slip ring and brush block arrangement to (phase 1) the outer heaters on the right propeller, (phase 2) the
inner heaters on the same propeller, (phase 3) the outer heaters of the left propeller and (phase 4) the
inner heaters on the left propeller. The timer energizes each of these four phases in turn for about 34
seconds and then repeats the cycle as long as the control switch is on. The cycling sequence given is vital
so that outboard heaters on each propeller operate before the inboard heaters. See cycle sequence. (Refer
to Figures 14-2 thru 14-5.) The system may be used continuously in flight if needed. To conserve
electrical power, current is cycled to the deicer heaters at timed intervals rather than continuously.
NOTE: Heating may begin at any phase in the cycle depending on the timer position when the switch
was turned off from previous use.
The optional McCauley three bladed propeller installation utilizes single element deicers. When the
switch is turned on power is directed through the brush block and slip ring to all the heating elements on
one propeller for approximately 34 seconds. The timer then directs the power to the other propeller for
approximately 34 seconds. This cycle continues until the switch is turned off.
01/01/09 XIV - ACCESSORIES AND UTILITIES

3A9
a. Deicers: The deicers contain special heater wires protected by fabric plies and by oil and abrasion-
resistant rubber. The side of the deicer cemented to the propeller has a dull finish whereas the air
side finish is “glossy.”
Dual element deicers have a separate lead for the inboard and outboard heater and a third lead
which is a common ground. These leads are so marked. An unmarked ground can be identified by
using an ohmmeter across the three possible pairs of leads. One pair will show twice the resistance
of the other pairs. The latter are the “hot” leads and the lead excluded from the pair that shows
twice the resistance of the other pairs is the ground lead.
Single element deicers have only two leads; one input and one ground.
b. Slip Rings, Brushes and Brush Blocks: To transfer electrical power to the rotating deicers, a brush
block assembly is mounted to the engine by means of a bracket and has brushes which are spring-
loaded to press against the revolving slip rings.
c. Timer: The timer is a sealed unit. If found inoperative, it must be replaced as an assembly - no field
repairs are authorized
d. Ammeter: The ammeter is designed for each particular system and it is therefore important that the
correct replacement part number be used if replacement should be required. In the event of low
aircraft battery voltage (very possible in ground checks), the ammeter readings will be lower than at
full voltage. Provided the ammeter needle reads in the shaded range on the scale (full aircraft
voltage), current flow is considered as normal.
e. Switch: The switch-circuit breaker is mounted in the switch and circuit breaker control panel.
14-5. DEICER SYSTEM OPERATIONAL CHECK.
a. Chock the wheels and operate the engine at near takeoff power.
b. Turn deicer system switch ON and observe deicer ammeter for at least two minutes.
c. The ammeter needle must “flicker” approximately every 34 seconds as the step switch of the timer
operates.
d. With engines stopped, turn deicer switch ON and feel deicers on propellers for proper sequence of
heater operation.
e. The starting point is not important but the sequence is vital and must be: Right Outboard, Right
Inboard, Left Outboard, Left Inboard Heaters, in that order.
f. Temperature rise should be noticeable and each heater should warm for about 34 seconds.
g. Local hot spots indicate surface damage of deicer heaters and should be repaired.
Troubles peculiar to the deicing system are listed in Table XIV-IV at the end of these instructions, along
with their probable causes and suggested remedies.
XIV - ACCESSORIES AND UTILITIES 01/01/09

3A10
14-7. USING THE AMMETER.

Whether in flight or during ground testing, the ammeter can be used to indicate the general nature of
most electrical problems. The troubleshooting chart is primarily based on this use of the ammeter and
assumes that the user does understand all normal operating modes of the system as given in Paragraph
14-4.
NOTE: When troubleshooting, first use the “ammeter test” and “heat test” to determine which circuits
are involved. Use circuit diagram, Figure 14-8, for assistance to check voltages or continuity.
14-8. HELPFUL TIPS.
a. If the ammeter reading drops to one-third normal current, this indicates that one heater circuit is
open or, on the dual element deicer, possibly improper connections are allowing both inboard and
outboard units to heat at the same time.
b. Excess current reading on the ammeter always indicates a power lead is shorted to ground. Thus,
when trouble of this nature is found, it is vital that the grounded power lead be located and
corrected.
c. A considerable number of timers that have been returned for repair proved to be fully workable
when tested. Accomplish the test described in Paragraph 14-33 before concluding that the timer is
defective.

3A11
2029
RREWALL
2
CONNECTOR
3
1. DE.ICER
2. SLIP RING
3. BRUSH BLOCK
4. TIMER
S. AMMETER
6. SHUNT
7. SWITCH
8. WIRING
9. CIRCUIT BREAKER
10. AIRCRAFT POWERSOURCE
Figure 14-1. Propeller Deicing Installation
Reissued: 10/11/79 ACCESSORIES AND UTILITIES

3A12
ELECTRICAL DIAGRAM
SNOWINGCYCLE SEQUENCE
Figure 14-2. Electrical DiagramShowingCycle Sequence - Phase I
ELECTRICAL DIAGAM
SHOWINGCYCLE SEQUENCE
Figure 14-3. Electrical DiagramShowingCycle Sequence - Phase II
3A13
PIPER SENECA SERVICE MANUAL
ELECTRICAL DIAGRAM DE-ICER

SOWING CYCLE SEQUENCE
PIN'A' FOR 14 VOLT SYSTEM I
RUSH bLOCK
/ SLIP RINGS
TO POWERSOUCE
PHASE3
Figure 14-4. Electrical DiagramShowingCycle Sequence- Phase III
r -- --
ELECTRICAL DIAGRAM
SNOWING CYCLE SEQUENCE I
PIN 'A FOR 14 VOLT SYSTEM
BRUSH BLOCK
SLIP RINGS
TO POWERSOURCE
PHASE4
Figure 14-5. ElectricalDiagram ShowingCycle Sequence- Phase IV
Reissued: 10/11/79 ACCESSORIESAND UTILITIES
3A14
14-9. INSPECTION.
14-10. 50 HOUR INSPECTION.
a. Lock brakes and operate engines at near takeoff power. Turn deicer system switch ON and
observe deicer ammeter for at least two minutes. Ammeter needle must rest within the shaded band except
for a "flicker," approximately every 34 seconds, as the step switch of the timer operates. If not, refer to the
appropriate entry of the troubleshooting chart.
b. With enginesstopped, turn deicer switch ON and feel deicers on propellers for proper sequence of
heater operation. The starting point is not important but sequence is vital and must be: Right Outboard,
Right Inboard, Left Outboard and Left Inboard Heaters, in that order. Temperature rise should be
noticeable and each heater should warm for about 34 seconds. Local hot spots indicate surface damageof
deicer heaters; inspect and repair in accordance with Paragraphs 14-21to 14-24.
c. Remove spinner dome and engine cowling. With assistant observing deicer ammeter and with
deicer switch ON, flex all accessiblewiring, particularly the deicer lead straps, leads from slip ring assembly,
and the fire wall electrical connectors and their wiring. Any movement of the ammeter needle other than
the "34 second flicker" of cycling indicates a short or open that must be located and corrected.
14-11. 100 HOUR INSPECTION.
a. Removecowlingin accordance with Removalof Engine Cowling, Section VIII.
b. Conduct 50 hour inspection.
c. Check for radio noise or radio compass interference by operating the engine at near takeoff
power and with radio gear ON whileturning deicer switch ON and OFF. If noise or interference occurs with
deicer switch ON and disappearswhen switch is OFF, see troubleshooting chart.
d. Ascertain that all clamps, clips, mountings and electrical connections are tight. Check for loose,
broken or missingsafety wire.
e. Deicers: Closelycheck deicers for wrinkled, loose or torn areas, particularly around the outboard
end and where the strap passes under the strap retainer. Look for abrasion or cuts, especially along the
leading edge and the flat or thrust face. If heater wires are exposed in damaged areas or if rubber is found to
be tacky, swollen or deteriorated (as from oil or solvent contact), replace the damaged deicer in accordance
with Paragraphs 14-24to 14-29.
NOTE
Check the strap restrainers are correctly located and secure. Look
for cracks or other damage.Operate propeller from "full pitch" to
"feathering" and check that deicer lead straps do not come under
tension or are pinched by propeller blade. (Refer to Figure 14-11.)
3A15
Figure 14-6. Typical Use of Dial Indicator
f. Slip Rings: Check slip rings for gouges, roughened surface, cracks, burned or discolored areas, and
for deposits of oil, grease or dirt.
1. Clean greasy or contaminated slip rings with CRC 2-26 solvent. (This solvent is available from
C.R.C. Chemical Division, Webb Inc., C-J10 Limekiln Pike, Dreshner, Penna. 19025.)
2. If uneven wear is found or if wobble is noticed, set up dial indicator as shown in Figure 14-6 to
check alignment of slip rings to propeller shaft per Paragraph 14-17.
g. Brush Block - Brushes: Examine mounting brackets and housing for cracks, deformation or other
physical damage.
1. Test that each brush rides fully on its slip ring over 360°. Figure 14-7 shows the wear pattern if
this condition is not corrected. If alignment is off, shim where brush block is mounted to
bracket or adjust mounting bracket support arm.
NOTE: The shim is a series of laminates and may be peeled for proper alignment of brushes
to slip ring.
2. Check for proper clearance of brush block to slip rings as shown in Figure 14-10d. If not
correct, loosen mounting screws and move in elongated holes to correct block position before
tightening securely.
3. Visually check brush block for approximately 2° angle of attack. (Refer to Figures 14-10d and
14-10e.) If not, loosen mounting screws and twist block, but be sure to hold clearance limits
shown when tightening.
h. System Wiring: With deicer system operating, have assistant observe ammeter while visually
inspecting and physically flexing wiring from brush blocks through fire wall, to timer, to ammeter,
to switch and to aircraft power supply. The ammeter will flicker as the timer switches
approximately every 34 seconds in the cycle. Jumps or flickers at other times indicates loose or
broken wiring in the area under examination at that moment. In such case, check continuity through
affected harness, while flexing and prodding each wire in the area that gave initial indication of
trouble. Use the wiring diagram in Figure 14-8 to trace circuitry.

3A16
BRUSHLOCATED
SLIP RING INCORRECTLYON
SLIP RING
NOTCHWORNIN BRUSH
DUE TO MISALIGNMENT
Figure 14-7. Centering of Brusheson Slip Rings

14-12. REPAIRPROCEDURESFOR INDIVIDUALCOMPONENTS.
14-13. BRUSH RETAINER REPLACEMENT. Brushes should be replaced when .375 inch of brush
material remains; brushes must be replaced when .250 inch remains. Measurethe brushes as shown in Figure
14-9. Replacethe brush retainer as follows:
a. Remove the brush block assemblyfrom the mounting bracket by removingattachment hardware.
b. Remove screws and separate brush retainer assembly from guide block. Note orientation of
terminals.
NOTE
When separating brush retainer block, guide block and brush
retainer assembly; move guide block laterally to disengagedowel
pin grooves.
c. Discard old brush retainer assembly.
d. Determine correct orientation of brushes to receptacle (refer to Figure 14-9) and carefullyinsert
brushes into brush guide block slots. When reassemblingbrush retainer assembly,align receptacle as shown
in Figure 14-9.
CAUTION
Avoid side loads on brushes; brushesare extremely fragile.
e. Reinstall brush retainer attachment screws.
f. Install brush block on mounting bracket with attachment hardware. Safety all bolts and check
alignment of brushes to slip ring.
Reissued: 10/11/79 3A17 ACCESSORIES AND UTILITIES

14-14. INDIVIDUAL BRUSH REPLACEMENT.

a. Remove brush retainer assembly per Paragraph 14-13.
b. Mark receptacle flange and brush retainer block to permit reinstallation in the same position.
c. Unsolder brush leads from receptacle pins and discard old brushes and springs.
d. Install insulating tubing over brush leads and solder brush leads to receptacle pins; follow pin
identification as shown on Figure 14-9.
e. Assemble brushes and springs to brush guide block.
f. Align marks and reinstall brush retainer as described in Paragraph 14-13.
g. Check freedom of movement of each brush by pressing it into the brush guide block and allowing
the spring to force it back out slowly.
CAUTION: DO NOT ALLOW BRUSH TO SNAP BACK.
h. Check resistance from each brush face to the respective receptacle pin with low range ohmmeter.
Resistance must not exceed 0.013 ohms. Probe contacting brush should have an area of .062 square
inch to provide an accurate measurement.
i. Check insulation resistance between brushes and from brushes to receptacle housing with 500
VDC, 1000 megohm range “Megger” (“Meg” Type Insulation Tester, James G. Biddle Company,
Plymouth Meeting, Penna., or equivalent). Resistance should not be less than 10 megohms for one
minute.
j. Install assembly on aircraft and check alignment. Safety all bolts.
14-15. ALIGNMENT OF NEW BRUSHES.
Any time the brush block assembly is dismounted, the alignment at reinstallation must be checked as
described in Paragraph 14-11 and Figure 14-7.
NOTE: A brush alignment template may be fabricated per Figure 14-10e.
14-16. SLIP RINGS.
14-17. ALIGNMENT OF SLIP RING ASSEMBLY.
Excessive slip ring run-out will result in severe arcing between the slip ring and brushes and cause rapid
brush wear. If the run-out is not corrected, rapid deterioration of the slip ring and brush contact surfaces
will result and lead to eventual failure of the Deicing System. Check the slip ring run-out with a dial
indicator securely attached to the engine with the pointer resting on the slip ring. (Refer to Figure 14-6.)
Rotate the propeller slowly noting the run-out indicated on the gauge. The total run-out must not exceed
0.005 inch ± 0.0025 inch and 0.002 inch in any 4 inch interval of slip ring travel.
NOTE: Some error may be induced in the readings by pushing in or pulling out on the propeller. Care
must be taken to exert a uniform push or pull.
Small amounts of run-out may be corrected by varying the torque on the slip ring mounting bolts (AN-
47A) between 40 to 100 inch-pounds to obtain the required flatness.
14-18. REPLACEMENT OF SLIP RING ASSEMBLIES.
Slip ring assemblies that are open or shorted electrically, cracked or damaged structurally, or which have
damaged surfaces beyond the scope of minor repair to clean up, should be replaced.

3A18
2009
PROPELLERS
25 AMP
METER 5 AMP
SHUNT
5 AMP
LEFT
PROPELLER
PROP C C
TIMER
C
RIGHT
( PROPELLER
TWO BLADE PROPELLER
2979
PROPELLERS
I METER
35AMP
SAMP
SHUNT
F
LEFT
PROP PROPELLER
A
TIMER
RIGHT
PROPELLER
SERIALNUMBER34-7900001 AND UP WITH

OPTIONALTHREEBLADEPROPELLER
Figure 14-8. Wiring Schematic - Electrical Prop Deicing System
Revised:8/10/80 ACCESSORIESAND UTILITIES

3A19
Figure 14-9. Brush Block Assembly

3A20
14-18a. REPLACEMENT OF BRUSH BLOCK WITH MODULAR BRUSH ASSEMBLIES.

Modular brush block assembly, part number 3E2042-1, is a direct replacement for brush block
assemblies part numbers 4E1837-3 and 4E1837-5. Instructions concerning replacement of brush block
assemblies with modular brush assemblies are given in B.F. Goodrich Service Bulletin E-77-54.
14-18b. BRUSH MODULE REPLACEMENT.
Brush modules should be replaced when .375 inch of brush material remains; brush modules must be
replaced when .250 inch remains. Measure the brushes as shown in Figure 14-9. Replace brush modules
as follows:
NOTE: Brushes are not offered individually as replacements; When a brush wears out, the module
containing it should be replaced.
a. Remove the modular brush assembly from the aircraft, by removing the attachment hardware, and
disconnect the engine wire harness.
b. Remove assembly screws and separate modules and spacers.
NOTE: The part number of each module is etched into the surface of the plastic housing; replace
with the same part number module.
c. Restack modules and spacers as shown in Figure 14-10b. If there is interference between adjacent
ring terminals, reorient center module as shown in Figure 14-10a.
NOTE: Ascertain flat washer is positioned between star washer and housing.
d. Reconnect aircraft wire harness and ensure adjacent ring terminals are not touching.
e. Install assembly on aircraft and check adjustment.
14-19. DEICER BLADES.
NOTE: For airplanes equipped with Hartzell propellers, see latest revision of Hartzell Propeller
Electrical De-ice Boot Removal and Installation Manual, Manual No. 182 (61-12-82).
14-20. RESISTANCE CHECK OF DEICER BLADE.
To determine incorrect resistance, short or open at the brush-to-slip ring contact, disconnect harness at
the timer and use low range ohmmeter to read resistance from each deicer circuit lead (Pins C, D, E and
F of harness plug) to ground; it should read .47 to .58. If this reading is not obtained, disconnect the
deicer lead harness to measure heater resistances individually. Individual heater should be 0.95 to 1.15.
If first check is off limits but second check is satisfactory, trouble is probably in the brush-to-slip ring
area; if the second check is off limits, the deicer is damaged and must be replaced.
14-21. REPLACEMENT.
If tests show the blade deicer to have an open circuit, to be the wrong resistance or to be visibly damaged
beyond repair as outlined in Paragraph 14-11 of this section, replace the deicer as directed in Paragraphs
14-24 thru 14-30.

3A21
A485
Figure 14-10. Brush Module Assembly 3E2011. Figure 14-10a. Alternate Module
Stacking Arrangement.
Reissued: 10/11/79 3A22 ACCESSORIESAND UTILITIES

3A22
1. Brush Module Assembly 3E2011-1

4. Spacer
5. Spacer
6. Screw
7. Washer
8. Lockwasher
9. Nut
I Figure 14-10b. Modular Brush Assembly 3E2042-1 (2 Bladed Prop)
4
2
1

3. Spacer 4E2218-3
4. Spacer 4E2218-4
5. Screw MS 24693-S32
6. Washer AN960C6
7. Lockwasher MS 35333-37
8. Nut MS 35649-262
Figure 14-1Oc. Modular Brush Assembly 3E2062-2 (3 Bladed Prop)
Revised: 3/16/81 ACCESSORIES AND UTILITIES
3A23
14-10d. Angle of Contact Brushes to Slip Rings
Figure 14-10e. Align Tool

3A24
2031
HARTZELL2 BLADE PROPELLER

INSTALLATION
1. PROPELLERDEICERBOOT
2. ENGINE FLANGE
3 SLIP RING MOUNTING BOLT
4. SLIP RING
5. SPACERWASHER
6. MOUNTING PLATE
7. BRUSH BLOCK
. BRUSH BLOCK ADJUSTMENT
9. STRAP BUCKLE
10. MOUNTING STRAP
11 WIRE COVER TUBING
12 WINDOW SPLICETERMINALS
13 TIE STRAP
14 HARNESS
15 SHUNT McCAULEY 3 BLADE PROPELLER
16. MODULAR BRUSH ASSEMBLY INSTALLATION(OPTIONAL)
Figure 14-11. Propeller Deicer Installation

3B1
14-22. REMOVAL OF DEICER.

a. Disconnect terminals of propeller deicer from studs on the spinner bulkhead.
b. Use MEK or Toluol to soften the adhesion line between the deicer and the propeller blade.
CAUTION: DO NOT ALLOW SOLVENTS TO LEAK INTO PROPELLER HUBS AND CAUSE
DAMAGE TO SEALS.
c. Starting at one corner of the deicer, loosen enough of the deicer to grasp in the jaws of vise grip
pliers or similar tool.
d. Apply a steady pull on the deicer to pull it off the propeller surface. Continue using MEK or Toluol
to soften the adhesion lines. Unless the deicer being removed is damaged and is to be scrapped,
cushion the jaws of any pulling tool used to prevent damage to the deicer surface. Remove very
slowly and carefully. If deicer has failed and is to be returned under request for warranty, extreme
care should be exercised so that no additional damage is incurred to the deicer during and after
removal.
e. Remove residual cement from blade. Use Turco No. 3 or equivalent to help with dried cements.
14-23. BLADE PREPARATION.
a. Mark and cut from masking tape a pattern the size of the propeller deicer. (Refer to Figure 14-12.)
b. Place a mark at the hub end of the blade in line with the blade leading edge. The location for this
mark can be determined by sighting along the leading edge. Starting at the hub (see Note below),
center the pattern on this mark and stick the pattern to the leading edge. Mark the position of the
deicer harness.
NOTE: All deicers on a single propeller must be located the same distance from the hub for
rotational balance.
c. Remove the pattern and clean the area thoroughly with MEK or acetone. For final cleaning, wipe
the solvent off quickly with a clean, dry, lint-free cloth to avoid leaving a film.
CAUTION: CLEANLINESS OF METAL AND RUBBER PARTS CANNOT BE TOO HIGHLY
STRESSED. ONLY PERFECTLY CLEAN SURFACES WILL ASSURE MAXIMUM
ADHESION.
d. Using a pencil or pen, mark a centerline at the hub of the propeller blade and on the tape at the
outboard edge of the masked area.
NOTE: MEK may be used instead of Toluol to tackify cement, but it provides approximately 10
seconds working time for deicer applications, whereas Toluol provides approximately 40
seconds working time.

3B2
*' -J
/
TAPE
1/2
Figure 14-12. Installation of Deicer Boot
TABLE XIV-I. REQUIRED MATERIALS FOR REPAIR OF PROPELLER DEICER
The materials and tools listed below are commercially available

and are not supplied by B.F. Goodrich in kit form:
Cement 1300L or EC 1403 (Minnesota Mining & Mfg. Co.)

Sealer 82-076-1 and -2 (B.F. Goodrich, Akron, Ohio. or
Sealer C-19861. C-21871 and C-16176 (Lowe Bros., Dayton,
Ohio)
Cleaning Solvent - MEK (MethylEthylKetone) or Acetone
Tackifying Solvent - Toluol or MEK (See Note)
Cleaning Cloth - any clean, lint-free cloth
I inch paint brushes
2 inch rubber hand roller
1./4 inch hand stitcher
Masking tape
NOTE
MEK may be used instead of Toluol to tackify cement, but it

provides approximately 10 seconds working time for deicer
applications, whereas Toluol provides approximately 40 seconds
working time.
Reissued:10/11/79 ACCESSORIESAND UTILITIES

3B3
14-24. CEMENTAPPLICATION.
a. Using a silverpencil, mark a centerline on the glossy side of the deicer.
b. Moisten a clean cloth with MEK or acetone and clean the unglazed surface of the deicer, changing
cloth frequently to avoid contamination of the clean area.
c. Thoroughly mix the 1300L cement. Apply one even brush coat of cement to the unglazed back
surface of the deicer. Cement one inch of the deicer lead strap. Allow to air dry for a minimum of one hour
at 40' F or above, when the relative humidity is less than 75%. If the humidity is 75% to 90, allow two
hours drying time. Do not apply cement if the relative humidity is higher than 90%. After allowing the
proper amount of drying time, apply a second even brush coat of 1300L cement.
NOTE
If curling of the deicer edges is a problem, apply maskingtape to

the edges of the glazed side before applying cement to the
unglazed side. Remove the tape before starting to install the
deicer.
d. Apply an even brush coat of #1300Lcement on the cleaned surface of the propeller blade,
immediately after the second coat of cement has been applied to the deicer. This timing is important for
the cement on both surfaces to reach the tack stage at the same time.
14-25. INSTALLATIONOF DEICER AND REQUIREDMATERIALS. It is imperative that the following

instructions be followed exactly to insure maximum adhesion to the propeller blades:
a. When the cement coats are tacky (slightly sticky to the touch-like masking tape), dry on both the
propeller surface and deicer surface, position deicer on blade leading edge. Start at hub end, usin
centerlines as a guide. (Refer to Figure 14-12.)
b. Make sure that the harness will fall in the previously marked position.
c. Working outward toward the tip, tack the deicer centerline to the leading edge of the propeller
blade.
d. Use the tackifying solvent as necessary.If deicer is allowed to get off course, pull up with a quick
motion and re-apply deicer.
e. If cement is removed from either surface, completely remove the deicer and re-apply cement per
Paragraph 14-24.
f. When the deicer is correctly positioned, roll firmly along the centerline with a rubber roller.
g. Gradually tilt the rubber roller and carefully work the deicer over either side of the blade contour
to avoid trapping air. Roll outwardly from centerline to edges. Be especially careful to work out excess
material at outboard edge of deicer before other edges are completely rolled down. If excess material at
edges tends to pucker, work out puckers smoothly and carefully with fingers.
h. Roll the tapered edges, especiallyinboard edge of the deicer with the metal stitcher.
CAUTION
To avoid damage to deicer resistance wires, do not use metal
stitcher on body of deicer. Area where metal stitcher is permitted
not to exceed 3/16" alongdeicer edge.

3B4
14-26. PREPARATION AND APPLICATION OF SEALER. Deicers loosened due to destruction of

adhesive bond by lubricants do not respond well to recementing. Therefore, removal, cleaning, and
reinstallationof the deicers are recommended. (Refer to Paragraphs 14-22 and 14-25.)
a. Clean an area .500 of an inch wide around the circumference of the deicer down to the bare
metal. UseMEKor Acetone and clean thoroughly.
b. Clean outer .500 of an inch of all deicer edges and back under deicer about .250 of an inch on all
sides past loosened areas with MEK or Acetone. For final cleaning, quickly wipe off solvent with a clean,
dry lint-freecloth to avoid leavinga film.
c. Recement loosened areas of deicers in accordance with Paragraph 14-24.
d. Mix the filler, sealer, or paint thoroughly and in the proper proportions by weight, as given in
Table XIV-II.
e. Locate masking tape approximately .125 of an inch beyond the cemented area around the deicer
to permit filler material to contact bare metal.
f. Apply one even coat of filler to area around the inboard end and sides of the deicer. (Refer to
Figure 14-14.)Immediately remove the maskingtape and allow the filler to dry for six hours.
g. Apply maskingtape about .125 of an inch beyond filler or .250 of an inch beyond cemented area
when no filler is used, to permit sealer to contact bare metal. Apply one even brush coat of sealer to the
area around the deicer. (Refer to Figure 14-14.) Remove maskingtape immediately and allowsealer to dry.
Allow 12 hours cement curing time before starting engine, allow 24 hours cement curing time before
operating the deicers.
TABLEXIV-II. MIXINGOF MATERIALS
Material Manufacturer& No. MixingProportions
Filler 3M EC1031 and EC801 Twelveparts EC1031 with one hundred parts
EC801.
Sealer BFG 82-076-1 & -2 Twelve parts -1 with one part -2.
or
Lowe Brothers V66V27, F63B8, One part V66V27 with seven parts F63B8
& R7K69 (and up to two and two-thirds parts
R7K69 thinner as needed).
Reissued:10/11/79 ACCESSORIESANDUTILITIES
3B5
Figure 14-13. Wrinkled Deicers
14-27. WRINKLEDDEICERS. (Refer to Figure 14-13.) If edge of deicer is found wrinkled or loose, try
recementing. Use MEK or Toluol to loosen the bond for an additional 1/4 inch beyond the loose or
wrinkled area. Apply one coat of 1300L cement to the deicer and propeller bonding surfaces and allow to
air dry for one hour. Then apply a second coat of 1300L cement to both the deicer and bonding surface.
Allow to dry. Retackify with MEK or Acetone and press with fingers to work out wrinkles or to secure
loose edges. If material has stretched and willnot cement flat, replace the deicer.
14-28. ELECTRICALCHECK.
a. Check the electrical resistance of each of the two elements within the deicer. (Refer to
Schematic, Figure 14-8 and Resistance Readings.)(Refer to Table XIV-III.)
b. Check for intermittent open circuits by tensioning the deicer strap slightly while measuring the
resistance. Also, press lightly on the deicer surface in the area adjacent to the harness. Resistance must not
vary.
c. Identification of the circuits within the element may be confirmed by referring to the resistance
values and schematic diagram. Proper identification is necessaryin order to make the system cycle properly
and to obtain the correct amperagevaluesduring system operation. Minimumand maximum ohms between
common ground and either of the other terminalsis .095 to 1.15.
NOTE
These resistances apply only to deicers that are not connected to
terminal studs.

3B6
82-076-1/-2 SEALER
OR C-19661/21871/16176 PAINT
OE-ICER
CEMENTED AREA
FILLER 82-075 A/B OR
SEALER EC-801
Figure 14-14. Sealer Application (Boot)
TABLE XIV-III. ELECTRICAL RESISTANCE
Resistance Check Max. Min.
1 Blade each Element 1.15 0.95

2 Blades in Parallel 0.58 0.47
Reissued: 10/11/79 3 ACCESSORIES AND UTILITIES

3B7
14-29. INSTALLATION OF DEICER WIRING HARNESS. (Refer to Figure 14-11.) The deicer wiring
harness must be installed to the propeller counterweight as follows:
a. Place the wires in a configuration as shown in Figure 14-11.
b. Slide the 5/8 inch I.D. tubing over the wire configuration.
c. Feed the wire harness through the hole in the counterweight as shown in Figure 14-11.
d. Position the wire bundle on the counterweight and install tie straps with the buckle on the side of
the counterweight as shown in Figure 14-11.
e. Route the wire harness and protective tubing under the first tie strap and tighten both tie straps.
f. Install terminals of harness to screwson spinner bulkhead and tighten lead clip over harness.
1430. BALANCING.To assure balance of the propeller assembly, the original balancingweights or their
equivalents must be reinstalled. The weights must be left in the original position on the propeller hub. The
restrainer and weights should not interfere with any part of the propeller assemblyunder any condition. If
for any reason balance weights were removed, reinstall safety wire on screws.The deicer wire harness must
be installed on the propeller as described in Paragraph 14-29.
14-31. FINAL ELECTRICCHECK.
a. Make certain that all terminals are tight. Do not over torque.
b. Check the electrical resistance between the deicer terminals or between the slip rings. The reading
should be per Table XIV-III.
14-32. OTHER COMPONENTS. Do not attempt internal repairs of the timer, ammeter or switch. If
inoperative, these components must be replaced with one of the correct part numbers. For any other repair
or maintenance problems not covered in this manual, inquire at Aerospace and DefenseProducts Division
of the B.F. Goodrich Company, Akron, Ohio 44318.
14-33. TIMER TEST. Field experience indicates that too often the timer is considered at fault when the
true trouble lies elsewhere. Before removinga timer as defective, perform this test:
a. Disconnect wire harness at timer and with deicer switch ON, check voltage from Pin B of harness
plug to ground. If system voltage is not present, the fault is not in the timer. If system voltage is present at
Pin B, check ground circuit using ohmmeter from Pin G to ground. If no circuit is shown, the fault is in
ground lead, not in timer. If ground connection is open, the timer step switch will not change position.
b. When power and ground circuits have been checked, connect a jumper wire from Pin B of harness
to B contact of timer socket to power timer. Connect a jumper wire from Pin G of harness to G contact of
timer socket to complete the power circuit. Now use voltmeter from ground to the timer socket and check
that timer is cycling to deliver system voltage to C, D, E, and F contacts in that order. (The starting point is
not important but sequence must be as given.) Each of these four contacts must deliver voltage for
approximately 34 seconds, in turn, and there must be zero voltage on the three contacts not energized.
c. If the timer meets these requirements, it is not the cause of the trouble. If it fails to perform as
indicated, the trouble does lie in the timer and it should be replaced.
Reissued:10/11/79 AND UTILITIES

ACCESSORIES
3B8
TABLE XIV-IV. TROUBLESHOOTING CHART

(PROPELLER DEICER SYSTEM)
Ammeter shows zero cur- Tripped circuit breaker Locate and correct short
rent. (All 4 phases of switch. before setting circuit
the 2 minute cycle.) breaker.
No power from airplane. If no voltage into switch.

locate and correct open.
Circuit breaker switch If no voltage at switch

faulty. output with voltage at
switch input, replace
the switch. If voltage is
satisfactory at switch
output, go to next step.
Ammeter faulty. (If Test for voltage up to

some or all deicers heat and out of ammeter. If
with ammeter at zero, re- low or zero output and
place the ammeter.) input satisfactory, re-
place ammeter. If no
voltage to ammeter, lo-
cate and fix open between
switch and ammeter.
Open ammeter to timer. Disconnect harness at

timer and check voltage
at Pin B (of harness) to
ground. If none, locate
and correct open.

3B9

(PROPELLER DEICER SYSTEM) (cont.)
Ammeter shows normal cur- Open in wiring between Use heat test to find de-
rent part of cycle, zero timer and brush block icers not heating and test
current rest of cycle. assembly. for voltage on that con-
tact of wire harness plug.
(At brush block assembly.)
If zero over 2 minutes,
locate and fix open in
wiring from timer to wire
harness plug.
Open between brush If there is voltage to

block assemblyand brush block wire harness
deicer lead straps. plug, try voltage at
junction to deicer lead
and slip ring lead. If no
voltage, find and correct
open in wiring within
brush block or no contact
of brush to slip ring.
No ground circuit, one If voltage is found at

engine. deicer leads, locate and
fix open from deicer to
ground.
Ammeter shows normal cur- Inner and outer deicers Locate and repair in-
rent part of cycle, low heating samephase. correct connections.
current rest of cycle.
Open in deicer or slip Disconnect deicer harness
ring leads. to check heater resistance
as in Paragraph 14-28. If
satisfactory, locate and
fix open in slip ring
leads.

3B10
TABLE XIV-IV. TROUBLESHOOTINGCHART

(PROPELLER DEICER SYSTEM)(cont.)
Ammeter showsnormal cur- High resistancein cir- If not in contact of brush

rent part of cycle, low cuit with low current. to slip ring (including
current rest of cycle. ground brush), trace
(cont.) wiring to deicer and to
timer to fix partially
broken wire, loose or
corroded connection.
Ammeter showslow cur- Aircraft voltage low. Check voltage into switch.
rent over entire cycle.
Ammeter faulty. Test for voltage up to and
out of ammeter. If low or
zero output and input sat-
isfactory, replace am-
meter. If no voltage to
ammeter, locate and fix
open between switch and
ammeter.
High resistance up to Check for partially broken
timer. wire, loose or corroded
connection in wiring from
aircraft supply to timer
input.
Ammeter showsexcess cur- Ammeter faulty. Test for voltage up to and

rent over entire cycle. out of ammeter. If low or
zero output and input sat-
isfactory, replace am-
meter. If no voltage to
ammeter, locate and fix
open between switch and
ammeter.
Reissued: 10/11/79 ACCESSORIESANDUTILITIES
3B11
TABLE XIV-IV. TROUBLESHOOTINGCHART

Ammeter shows excess cur- Ground between ammeter Disconnectharness at

rent over entire cycle. and timer. timer and with ohmmeter
(cont.) check from Pin B (of
harness) to ground. If
ground is indicated, lo-
cate and correct.
Ammeter shows normal cur- Ground between timer and Disconnect leads at brush
rent part of cycle, excess brush block. block and with ohmmeter
current rest of cycle. check from power leads to
ground. If ground is in-
dicated, locate and cor-
rect.
Ground between brush If no short exists at
block and deicers. (Ex- brush-slipring contact,
cluding ground brush check for ground from slip
circuit.) ring lead to propeller
assembly while flexing
slip ring and deicer leads.
If a ground is indicated,
locate and correct.
Short between two ad- Check for cuts or low re-

jacent circuits. sistance between circuits.
If any, locate and correct.
Timer faulty. Test timer as in Para-

graph 14-33.

3B12

(PROPELLER DEICER SYSTEM) (cont.)
Ammeter does not "flick" Timer ground open. Disconnectharness at

approximately every 34 timer and check with
seconds. ohmmeter from Pin G (of
harness) to ground. If no
circuit, fix open per
schematic diagram.
Timer contacts are Test timer as in Para-
welded (causedby short graph 14-33. If timer
circuit in system). does not cycle with
voltage at Pin B, re-
place timer but be sure
short causingoriginal
failure has been located
and corrected.
Ammeter flicksbetween Loose connection between If trouble occurs over

34 second phase periods. aircraft power supply and entire cycle, trace wiring
timer input. from power source to timer
input to locate and
tighten loose connection.
Loose or poor connection If trouble occurs in part
timer to deicers. of cycle, find which de-
icers are affected and
check for rough or dirty
slip rings causingbrush
to "skip." If not this,
trace circuits to locate
and fix loose or poor
connection. (If all de-
icers on one propeller
are affected, check the
ground circuit.) Flex de-
icer straps for break in
deicer straps.

3B13
TABLEXIV-IV. TROUBLESHOOTINGCHART
Ammeter flicks between Timer cycles erratically. Test timer as in Para-

34 second phase periods. graph 14-33.
(cont.)
Radio noise or inter- Brushes"arcing." Check brush alignment as

ference with deicers shown in Figures 14-7and
on. 14-10. Look for rough or
dirty slip rings. If this
is the cause, clean ma-
chine or replace slip ring
assembly,as required.
Check slip ring alignment.
(Refer to Paragraph 14-17.)
Loose connection. Refer to "Ammeter flicks
between 34 second phase
period."
Switch faulty. Try jumper wire across
switch. If radio noise
disappears,replace the
switch.
Wiringlocated within Relocate at least 8 inches

8 inches of radio away from input wiring to
equipment wiring. radio equipment.
Cyclingsequence not Crossedconnections. Check system wiring cir-

correct. cuit diagram for improper
connections. (Refer to
Figure 14-8.)
Rapid brush wear or Brush block out of Check brush alignment.

frequent breakage. alignment. (Refer to Paragraph
14-15.)
Slip ring wobbles. Check slip ring alignment

with dial indicator as
3B14
1981
12
-14
16-
17
1. WING DEICER BOOTS

2. AIR FILTER
3. AIR PUMP
4. PILOT GYRO INSTRUMENT
5. IN LINE FILTER
6. OVERBOARD
7. MANIFOLD
8. CHECK VALVES
9. REGULATOR
10. COPILOT GYRO INSTRUMENT
11. PRESSURE GAUGE
12. DUAL STAGE PRESSURE REGULATING VALVE
13. TIME MODULE
14. EJECTOR FLOW CONTROL VALVE
15. PRESSURE SWITCH
16. TAIL DEICER BOOTS
17. STABILATOR DEICER BOOTS
Figure 14-15. Pneumatic Deicer System Installation

I (Serial Nos. up to 34-8070144)

3B15
3022
-12
1. WING DEICER BOOTS

2. AIR FILTER
3. AIR PUMP
4. PILOT GYRO INSTRUMENT
5. IN LINE FILTER
6. OVERBOARD
7. MANIFOLD
8. CHECK VALVES
9. REGULATOR
10. COPILOT GYRO INSTRUMENT
11. PRESSURE GAUGE
12. DUAL STAGE PRESSURE REGULATING VALVE
13. TIME MODULE
14. EJECTOR FLOW CONTROL VALVE
15. PRESSURE SWITCH
16. TAIL DEICER BOOTS
17 STABILATOR DEICER BOOTS
Figure 14-15a. Pneumatic Deicer System Installation

(Serial Nos. 34-8070144 and up)
Added: 8/10/80 ACCESSORIES AND UTILITIES

3B16
14-34. PNEUMATIC DEICING SYSTEM.
14-35. INTRODUCTION. This portion of Section XIV provides service and maintenance procedures for
the pneumatic deicing system. This information is current as of the time of this issue.
14-36. DESCRIPTION AND PRINCIPLES OF OPERATION. The deicer is essentially a fabric reinforced
rubber sheet containing built-in inflation tubes. The type used in this installation have spanwise inflation
tubes. Deicers are attached by means of a cement to the leading edges of the surfaces being protected.
There are either aluminum or flexible rubber air connections on the backside of the deicer boots called "air
connection stems." Each stem projects from the underside of the boot into the leading edge, through a
round hole provided in the metal skin, for connection to the airplane's pneumatic air supply system.
Through an ejector valve, the system willnormally apply vacuum to the deicer boots at all times, except
when the boots are being inflated. Deicer inflation is effected by the deicer system control switch. This is a
momentary ON type switch which returns to the OFF position when released. Through actuation of the
momentary ON type switch, the timer energizes the pneumatic pressure control valves for six seconds. The
boot solenoid valves are energized and air pressure from the engine driven pumps is supplied to the inflatable
tubes in the boots. Inflation sequence is controlled by the timer and solenoid operated valves located near the
deicer air inlets. The deicer pressure, normally 18 psig. is regulated by the high stage of the pneumatic pressure
control valves. Upon automatic de-energization of the control valves by the timer, the deicer solenoid valves
permit the deicer pressurizing air to return to the solenoid valves and be exhausted overboard. System vacuum
is then reapplied to the boots to hold them close to the surface skin. Should reactivation of the boots be
required, the momentary ON type switch is moved to the ON position again and released. The boots inflation
cycle will again take place, with all boots inflating simultaneously.
A ply of conductive neoprene is provided on the surface to dissipate static electric charges. These
charges, if allowed to accumulate, would eventually discharge through the boot to the metal skin beneath,
causing static interference with the radio equipment and possible punctures in the rubber. Also, such static
charges would constitute a temporary fire hazard after each flight.
14-37. TROUBLESHOOTING. In the utilization of the troubleshooting charts at the end of these
instructions, it must be assumed that the engine driven pneumatic pumps and the airplane electrical system
are operational. It is further assumed that the deicer system installation was made in an approved manner.
14-38. OPERATIONAL CHECK. The pneumatic deicing system should be checked at least every 100
hours. This check can be done on the ground. A visual inspection should be performed to determine the
condition of the deicer boots, and any areas in need of repair should be taken care of before continuing
with the operational check of the system.
With one engine operating, activate the deicing system switch. Observe the operation of the deicers
carefully for evidence of malfunctioning. Look for tubes which leak or fail to inflate and deflate properly.
Repeat the procedure for the other engine.
14-39. ELECTRICAL TEST. With engines off, turn airplane battery switch to ON position.
a. Timer: Activate the deicer system switch. The timer should begin to operate immediately and
complete one full cycle of the system. If the timer does not function:
1. Reset circuit breaker and recheck.
2. Check circuit from power source, through circuit breaker, to switch, to timer, to ground.
3. Replace timer.
Revised: 3/16/81 3B7 ACCESSORIES AND UTILITIES

3B17
ALL
Figure 14-16. Pneumatic Deicer Boots Operation
OE-ICER
BOOTS
10 AMP
PRESSURE
SWITCH
Figure 14-17. Pneumatic Deicer System Schematic
3B18
b. Solenoid Valves: Check both solenoid valves, one in each nacelle. Activate system switch to ON
position. Solenoid valve should be actuated immediately for 6 seconds, as evidenced by an audible "click"
that can be felt if hand is placed on a solenoid. If solenoid valve does not function:
1. Unplug electrical connector at solenoid. Attach test light or other suitable test equipment to
connector and re-actuate system switch. If test equipment does not indicate complete circuit:
(a) Check circuit from timer, to solenoid connector, to ground.
(b) Replace timer.
2. Use ohmmeter to check solenoid for open circuit. If solenoid circuit is open, replace
solenoid valve.
3. Remove solenoid safety wire and unscrew solenoid.
CAUTION
Do not lose steel hex actuator pin or valve poppet.
4. Reattach connector to solenoid, insert hex actuator pin into solenoid, and reactuate system
switch. If pin is not ejected from solenoid, replace control valve.
14-40. PRESSURE LEAKAGE TEST.

a. This test can be performed in either the left or right nacelles.
b. Cap the overboard ports of the control valve.
c. Connect a source of clean air to the inlet port of the control valve. It is necessary that the inlet
pressure be a minimum of 18-20 psig to perform this test.
d. Apply 18 psig pressure to the system by means of a hand operated valve, trip the pressure in the
deicer system. Observe the system for leakage. The leakage rate should not exceed a pressure drop of 3.0
psig per minute.
e. Remove test equipment, lubricate all threads, and replace all system components.
14-41. PNEUMATIC REGULATOR ADJUSTMENT.
a. Remove the left and right pressure lines to the gyro pressure gauge.
b. Install a 0 to 25 pounds per square inch (psi) pressure gauge in each line.
c. Start the left engine. Operate the left engine at 2400 RPM.
CAUTION
During all engine operation specified herein, exercise caution to

avoid harm or damage to personnel and equipment by propeller
and propeller blast.
d. Cycle the deicer boot system.

e. Adjust the high pressure stage (rear section) of the dual stage pressure regulator which is located
at the fire wall to maintain 18 ± 0.2 psi on the 0 to 25 psi pressure gauge while cycling. Recycle the deicer
boot system as required to obtain and check this pressure setting.
f. With the deicer boot system not being cycled (engine at 2400 RPM), adjust the low pressure stage
(front section) of the dual stage pressure regulator to maintain 6 + 0.2 psi on the 0 to 25 psi pressure gauge.
g. With the engine at 2400 R PM. adjust the gyro pressure regulator located on the manifold forward of
the right gyro to maintain 5 + 0.2 -0.1 inches of mercury on the gyro pressure indicator in the instrument panel.
h. Shutdown the left engine. Repeat Steps c through g on the right engine. Further adjustment of the
gyro pressure regulator (Step g) should not be required.
i. With both engines operating at 2400 RPM. recheck pressure regulator stage cycling pressure (Step
e. 18 + 0.2 psi). low pressure regulator stage non-cycling pressure (Step f. 6 ± 0.2 psi). and gyro pressure
indicator pressure (Step g 5 + 0.2 -0.1 inches of mercury).
Revised: 9/24/81 ACCESSORIESAND UTILITIES
3B19
j. Visually check all boots for operation. All cells shall inflate fully. The boot cycle time shall be 6 ± 2
seconds; (Cycle time is defined as the length of time the boots are fully inflated and does not
include inflation and deflation time.)
14-42. COMPONENT MAINTENANCE AND REPLACEMENT.
NOTE: Goodrich Black Standard Pneumatic De-Icer Installation, Maintenance & Repair Manual, ATA
Report No. 30-10-31, provides approved, alternate procedures for removing and installing
Goodrich deice boots. Reference to it is highly recommended. It can be obtained online at
http://www.goodrich.com/TechPubs.
14-43. FILTER REPLACEMENT.
The pneumatic system contains two in line filters (1J46) and two fire wall mounted pump inlet filters
(1J1-2).
a. Remove the in line filters (1J4-6) as follows:
1. If filters are located behind the instrument panel on the right and left side of the fuselage,
remove the access panel from the aft wall of the nose baggage compartment. If the filters are
located in the engine nacelle, remove the hatch cover from the top of the nacelle.
2. Disconnect the hoses from the filter and remove the filter.
NOTE: The 1J4-6 filters should be replaced at each 500 hours of operation.
3. Reinstall the filter in reverse order of removal with the flow indicator toward the hose from the
manifold assembly. (Refer to Figure 14-20.)
b. Replace the fire wall mounted air filter 1J1-2 as follows:
1. Remove hatch cover from top of nacelle to gain access to the filter, which is mounted on the
aft side of the fire wall and connected to the pneumatic pump with a length of flexible hose.
2. Remove the filter by disconnecting the hose and removing the nut and washer attaching the
filter to the fire wall.
3. Reinstall the replacement filter in reverse order of removal.
NOTE: The 1J1-2 filter should be cleaned or replaced at each 100 hour inspection.
14-44. CONTROL VALVES.
After 100 hours of engine operation, the valve poppet and internal lining of the control valve can become
coated with a film of dried oil causing the valve to stick. To determine if valve poppet is sticking,
perform electrical test. If solenoid checks satisfactory, remove valve poppet and clean control valve bore
and poppet. To clean:
a. Remove safety wire and electrical connector. Unscrew solenoid.
CAUTION: DO NOT LOSE STEEL HEX ACTUATOR PIN.
b. Remove valve poppet. It may be necessary to apply slim nose pliers to pin projection to pull poppet
from valve.
c. Thoroughly clean valve bore and poppet with commercial hydrocarbon type solvent.
d. Reassembly valve and resafety wire solenoid.
14-45. TIMER.
No field maintenance is recommended. For repair or replacement, contact your B.F. Goodrich dealer or
distributor.

3B20
TABLEXIV-V. OPERATINGPRESSURES
RecommendedOperating Pressure Test Pressure

PSIG in PSIG
MIN. MAX.
15 13 17
18 16 20
14-46. INSPECTIONS.A ground check of the entire deicer system should be made at least every 100
hours. To permit ground checking the system without engine operation, a test plug is designedinto all
systems, usually between the pressure check valveand the combination unit.
Before checking the system, all deicers should be inspected for damaged areas and repaired according
to the procedure in this section outlining the cold patch or vulcanizedrepairs. In order to check the system,
refer to Table XIV-Vand Paragraph 14-41 for operating pressuresand check procedures.
14-47. GROUNDPROCEDURE. After the test pressurerange is established, connect an external source of
air providing this pressure and a.pressure gauge to the pneumatic deice line at the manifold assembly.
Disconnect the deice line from the manifold to accomplishthe test. The deicer system should be within one
psig of the recommended operating pressure with each inflation cycle.
If deicers do not reach the operating pressure, check the inflation time to ascertain that the solenoid
valves are open the specified length of time (six seconds). If this is not the cause of trouble or if the boots
deflate slowly, the lines or valvesmay be plugged;then the lines should be disconnected and blown clear.
Check the timing of the system through severalcomplete cycles. Boots ON six seconds, then OFF. The
wing and empennage boots operate simultaneously. If cycle time is off the specified time, determine and
correct the difficulty.
Inflation must be rapid to provide efficient deicing. Deflation should be completed before the next
inflation cycle of the boots.
1448. 100 HOUR INSPECTION. At each 100 hour inspection of the airplane, inspect and operate the
deicer boots. Makechecks as follows:
a. Carefully inspect the deicers for evidence of damage or deterioration, and repair or replace
damaged boots.
b. Resurfaceboots which show signsof considerablewear or deterioration.
c. Inspect all hose connections which form a part of the pneumatic deicing system. Replace
deteriorated sectionson non-kink hose.
d. Check the operation of the boots and the operating pressure of the system as outlined in
Paragraph 14-40and Table XIV-V.
e. If new or replacement boots have been installed, check the tube inflation to make sure that the
air connection stems have been properly connected.
f. Disconnect all drain lines in the system and check for proper drainage.
g. Check the on-off control switch for freedom of action. Check associated electric wiring.
h. Clean or replace the air filters.

3B21
CAUTION: OIL WHICH REACHES THE DEICERS WILL CAUSE RAPID DETERIORATION
OF THE RUBBER. IN COLD WEATHER, EXTREME CARE MUST BE TAKEN
TO SEE THAT ENGINE OIL DOES NOT COLLECT IN CRITICAL PARTS OF
THE SYSTEM AND CONGEAL. CONGEALED OIL WILL CAUSE STICKING OF
THE CONTROL VALVE AND DISTRIBUTOR VALVE. IF STICKING OF THESE
PARTS IS ENCOUNTERED, REMOVE FROM AIRPLANE, CLEAN OUT AND
REPLACE.
NOTE: This operation may be omitted if the boots were installed on the airplane subsequent to the
last previous 100 hour check. On the other hand, if operations are being conducted under
cold weather conditions below 10°F (12°C), the air filters should be cleaned out at each
100 hour check, or more often if difficulties are encountered with valves sticking due to
congealed oil.
14-49. REMOVAL OF BOOTS.
WARNING: CEMENTS AND SOLVENTS USED TO REMOVE AND INSTALL DEICERS ARE
EXTREMELY FLAMMABLE AND TOXIC. EXTINGUISH OPEN FLAMES. AVOID
SPARKS. USE IN WELL-VENTILATED AREA. AVOID SKIN CONTACT AND/OR
PROLONGED BREATHING OF VAPORS. CONSULT MSDS FOR ADDITIONAL
SAFETY INFO.
CAUTION: DISPOSE OF UNUSED MEK AND OTHER CHEMICALS AND SOLVENTS IN A
MANNER CONSISTENT WITH LOCAL LAWS AND/OR ENVIRONMENTAL
PROTECTION AGENCY REGULATIONS.
NOTE: These instructions address the installation, maintenance and repair of the Goodrich standard
Neoprene deicers installed as original equipment in these airplanes. If the newer Estane deicers
have subsequently been installed, consult the appropriate vendor publication.
The removal of deicer boots should be done in a well ventilated area to avoid difficulty from the fumes
of the solvents. Materials required to remove the boots are: Turco 388 dried cement remover, Kelite 21,
and a pressure handle squirt can. Proceed as follows:
NOTE: Disconnect line fittings from boot fittings.
a. Starting at one corner of the upper trailing edge of the deicer, apply a minimum amount of solvent
to the seam line while tension is applied to peel back the corner of the deicer.
b. Using a pressure handle squirt can filled with solvent, separate the deicer boot from the surface for
a distance of 4 inches all the way along the upper trailing edge.
c. The area between the deicer and the wing which has now been separated will act as a reservoir for
the solvent, therefore, the deicer can be pulled down towards the leading edge with a uniform
tension.
d. From the center line of the leading edge to the lower trailing edge of the deicer, use the pressure
handle squirt can to soften the bond between the deicer and the wing skin.
e. Use Kelite 2l or Turco 388 to clean the dry cement off the exposed wing area and clean the area
thoroughly with MEK (MethylEthylKetone).

3B22
14-50. REPAIR OF BOOTS.

Deicer repairs are classified as cold (temporary), made on the boot installed on the airplane, and
vulcanized, made on the demounted boot in the shop. (Refer to Paragraph 14-54 for vulcanized repairs.)
14-51. COLD REPAIR.
The materials and supplies for making cold repairs are listed in Table XIV-VI.
a. SCUFF DAMAGE. This type of damage will be most commonly encountered and, fortunately, it is
not necessary in most cases to make a repair. On those rare occasions when the scuff is severe and
has caused the removal of the entire thickness of surface ply in spots (the brown natural rubber
underneath is exposed), repair the damage using Part No. 74-451-16 and proceed as follows:
1. Clean the area around the damage with a cloth dampened slightly with solvent. Buff the area
around the damage with steel wool so that it is moderately but completely roughened. Wipe the
buffed area with a clean cloth slightly dampened with solvent to remove all loose particles.
2. Select a patch of ample size to cover the damaged area. Apply one even thorough coat of
cement, Part No. 74-451-20, to the patch and the corresponding damaged area. Allow cement
to set a couple of minutes until tacky.
3. Apply the patch to the deicer with an edge, or the center adhering first. Work down the
remainder of the patch carefully to avoid trapping air pockets. Thoroughly roll the patch with
stitcher-roller, Part No. 74-451-73, and allow to set for ten to fifteen minutes.
4. Wipe the patch and surrounding area from the center outward with a cloth slightly dampened
with solvent. Apply one light coat of A-56-B conductive cement, Part No. 74-451-11, to the
patched area.
5. Satisfactory adhesion of patch to deicer will be reached in four hours. Deicer may be inflated
for checking repair in a minimum of 20 minutes.
b. TUBE AREA DAMAGE. Repair cuts, tears, or ruptures to the tube area with fabric reinforced
patches, Part No. 74-451-16, depending on size of damage.
1. Select a patch of ample size to cover the damage and to extend to at least 5/8 inch beyond the
ends and edges of the cut or tear. If none of the patches is of proper size, cut one to the size
desired from one of the larger patches. If this is done, bevel the edges by cutting with the
shears at an angle.
NOTE: These patches are manufactured so that they will stretch in one direction only. Be sure
to cut and apply the patch selected so that stretch is in the widthwise direction of the
inflatable tubes.
2. Buff the area around the damage with buffing stick, Part No. 74-451-75, so that the surface is
thoroughly roughened.
3. Apply the patch to the deicer with the stretch in the widthwise direction of the inflatable tubes,
sticking edge of patch in place, working remainder down with slight pulling action so the
injury is closed. Do not trap air between patch and deicer surface.

3B23
TABLEXIV-VI. MATERIALAND SUPPLIESFOR COLD REPAIR
Part No. Quantity Description

74-451-C 1 Cold Patch Repair Kit
(FSN 1650-856-7939) (B. F. Goodrich Co.)
74-451-11 1/1 pt. can A-56-BConductive
cement
74451-16 30 pcs. Small oval patch 1-1/4
x 2-1/2 in.
74-451-17 30 pcs. Mediumoval patch
2-1/2 x 5 inch
74-451-18 10 pcs. Largeoval patch 5 x
10in.
74-451-19 3 pcs. Patch 5 x 19 inch.
74-451-20 (2) 1/2 pt. *No.4 cement (patching
only)
74451-70 2 Cement brush 1/2 in.
74451-73 1 1/8 in. Steel stitcher
74-451-75 6 Emery Buffing sticks
74-451-87 1 BuffingShield
*This cement will givebest results with the patches in this kit.
The followingitems may be procured from the B. F. Goodrich Co.,
Akron, Ohio, or other manufacturer, as required:
74451-21 6 ft. roll x 6 in. wide Type 21 or 22 fillet
74451-22 15 ft. roll x 2 in. wide Neoprene coated splicing
tape
74451-23 4 ft. long x 8 in. wide Neoprene surface ply
74451-24 I quart EC-1403 cement and/or
(FSN8040-628-4199and/ EC-1300 L
or FSN8040-514-1880)
74-451-74 1 2-1/2 in. sponge rubber
roller
+Minnesota Mining and Manufacturing Company. AdhesivesDivision.

223-6N-02 3M Center. St. Paul. MN 55144 (612) 733-1237
NOTE
TABLE XIV.VI CONTINUES ON THE NEXT PAGE.

3B24
TABLE XIV-VI. MATERIAL AND SUPPLIES FOR COLD REPAIR (cont)

Part No. Quantity Description
The following materials may be obtained from local supply:

Toluol
As required Clean, lint-free cloths
(preferably cheese
cloth)
Rolls 1 in. masking tape
1 Sharp knife
6 ft. long measuring tape
1 Fine sharpening stone
As required Steel wool pads
As required Hypodermic needles (22
gauge or smaller)
Methylethylketone (MEK) can be used instead of Toluol, however MEK

causes very rapid drying and provides only 10 seconds working time
compared with 40 seconds for Toluol.
c. LOOSE SURFACE PLY IN DEAD AREA (NON-INFLATABLE AREA). Peel and trim the loose
surface ply to the point where the adhesion of surface ply to the deicer is good.
1. Scrub (roughen) area in which surface ply is removed with steel wool. Scrubbing motion must
be parallel to cut edge of surface ply to prevent loosening it. Scrub with steel wool and Toluol
directly over all edges, but parallel to edges or surface ply to taper them down to the tan rubber
ply.
2. Cut a piece of surface ply material, Part No. 74-451-23, to cover the damaged area and extend
at least one inch beyond in all directions.
3. Mask off the damaged boot area 1/2 inch larger in length and width than the size of surface ply
patch. Apply one coat of cement, Part No. 74-451-11, to damaged area and one coat to patch.
Allow cement to set until tacky. Roll the surface ply to the deicer with 2 inch rubber roller, Part
No. 74-451-74. Roll edges with stitcher-roller, Part No. 74-451-73. Apply just enough tension
on the surface ply when rolling to prevent wrinkling and be careful to prevent trapping air. If
air blisters appear after surface ply is applied, remove them with a hypodermic needle.
4. Clean excess cement from deicer with solvent.
d. LOOSE SURFACE PLY IN TUBE AREA. Loose surface ply in tube area is usually an indication of
the deicer starting to flex fail. This type of failure is more easily detected in the form of a blister
under the surface ply when deicer is pressurized. If this type of damage (or void) is detected while
still a small blister (about 1/4 or 3/8 inch diameter) and patched immediately, the service life of the
deicer will be appreciably extended. Apply repair patch as outlined in Paragraph a.
e. DAMAGE TO FABRIC BACK PLY OF DEICER DURING REMOVAL. If cement has pulled
loose from the wing skin and adhered to the back surface of the deicer, remove it with steel wool
and MEK. In those spots where the coating has pulled off the fabric, leaving bare fabric exposed,
apply at least two additional coats of cement, Part No. 74-451-24. Allow each coat to dry
thoroughly.

3C1
14-52. VULCANIZED REPAIRS.

Due to the variety of boot damage possible, it is recommended that the B.F. Goodrich Company be
contacted so they can determine the extent of damage and whether it is repairable by the vulcanized
method or not. The overall condition of the deicer boot must be given careful consideration before
deciding on any repairs. Damages can vary from minor punctures which may be easily repaired, to
extensive ripping of the tube or stretch areas which may make repairs exceedingly difficult or actually
impossible.
The determination of just where this division between repairable and unrepairable damage exists will
depend upon the careful judgment of the inspector. For this reason, we recommend contacting the B.F.
Goodrich Company at Akron, Ohio.
14-53. INSTALLATION.
WARNING: CEMENTS AND SOLVENTS USED TO REMOVE AND INSTALL DEICERS ARE
EXTREMELY FLAMMABLE AND TOXIC. EXTINGUISH OPEN FLAMES. AVOID
SPARKS. USE IN WELL-VENTILATED AREA. AVOID SKIN CONTACT AND/OR
PROLONGED BREATHING OF VAPORS. CONSULT MSDS FOR ADDITIONAL
SAFETY INFO.
CAUTION: DISPOSE OF UNUSED MEK AND OTHER CHEMICALS AND SOLVENTS IN A
MANNER CONSISTENT WITH LOCAL LAWS AND/OR ENVIRONMENTAL
PROTECTION AGENCY REGULATIONS.
NOTE: These instructions address the installation, maintenance and repair of the Goodrich standard
Neoprene deicers installed as original equipment in these airplanes. If the newer Estane deicers
have subsequently been installed, consult the appropriate vendor publication.
The following procedure for installing deicers assumes that the airplane has provisions for air
connections, etc.
NOTE: If installing deice boot on stabilator, balance stabilator per instructions in Section IV of this
manual.
14-54. PREPARATION OF LEADING EDGES.
a. Dry fit deicer on leading edge. Make sure deicer air connection fits in air connection hole in leading
edge and cut-outs are properly aligned. Use deicer as template to mask installation area with one (1)
inch masking tape. For non-recessed deicers, add at least one-half (1/2) inch extra around perimeter
of deicer. Mark deicer centerline on masking tape at each end.
NOTE: Mask accurately, thus eliminating the need for cleaning off excess cement later.
b. Remove paint and primer in masked area with stripper or sand painted/primed area to roughen. Use
clean pressurized air or dry cloth to remove sanding particles before proceeding with deicer
installation.
NOTE: Deicers can be installed on alodined or anodized surfaces, and over zinc chromate primer
that cannot be removed by scrubbing with solvent.

3C2
c. Clean the metal surfaces thoroughly, at least twice, with MEK or Toluene. For final cleaning, wipe
the solvent film off quickly with a clean dry cloth before it has time to dry.
d. Fill gaps of skin splices that lead under deicers with sealing compound EC-801.
e. Apply fuel barrier cement over fuel tank rivets and panel seams / edges of fuel tanks which will lie
under the installed deicer. Proceed as follows:
1. Stir cement thoroughly to blend solids.
2. Apply one even brush coat and let dry one (1) hour.
3. Apply a second coat and let dry two (2) hours.
f. Remove the sump plugs from the air connection grommets. In some cases, it will be necessary to
remove sections of doped fabric used to cover the air connection holes. Draw out the ends of the
non-kink hose section so that they protrude through the connection holes in the leading edge. If
hose is cracked or deteriorated, replace with new hose.
14-55. PREPARATION OF DEICER.
Moisten a clean cloth with MEK or Acetone and carefully clean the rough, back surface of the boot at
least twice. Change cloths frequently to avoid recontamination of the cleaned areas.
14-56. MOUNTING DEICER ON LEADING EDGE.
Thoroughly mix EC-1403 cement before using. Apply one even brush coat to the cleaned back surface of
the boot and to the cleaned metal surface. Allow the cement to air dry for a minimum of one hour. Apply
a second coat to both surfaces and allow to air dry a minimum of one hour. Ambient temperature for
installation should be held between 40° and 110°F. However, longer drying time of the cement coats
may be required as the humidity approaches 99%. Deicer and leading edge may be cemented for a
maximum of 48 hours before actual installation, if cemented parts are covered and kept clean.
Snap a chalk line along the leading edge of the airfoil section. Intensify chalk line on leading edge and
the white reference line on the boot with a ball point pen. Most boots are made with an excess of
material at the inboard and outboard edges for final trimming after installation and some recessed boots
trim on the upper and lower edges.
Securely attach hose to deicer connections using clamps or safety wire.

3C2A

3C2B
a. Holding the backside of the boot close to the leading edge, fasten the end of each non-kink hose
to the corresponding air connection stem. Tinnerman or other suitable non-kink hose clamps should be
used for this purpose. Tighten each clamp with a pair of slip joint pliers but do not squeeze the clamp so
tight that the hose is damaged.
NOTE
If non-kink hose clamps are not available, wrap each hose
connection with several turns of friction tape. Over the tape, wrap
two separate bindings of safety wire, about 1/2 inch apart. Each of
these bindings should consist of several turns of wire. Twist
together the ends of each binding to tighten. Press the twisted
ends down against the hose. Finally, wrap the wire with several
additional turns of friction tape.
b. Push the hose connections into the leading edge grommets or seals as the case may be. Obtain
sufficient personnel to hold boot steady during installation. (Limit handling cemented side of boot with
fingers.) Continue installation by reactivating the cement along the center line leading edge surface and
boot in spanwise strips approximately six inches wide. Rubber roll the deicer firmly against the wing
leading edge, being careful not to trap any air under the deicer. Alwaysroll parallel to the inflatable tubes.
Position the deicer center line to coincide with leading edge center line. Hold boot in this position while
reactivating about three inches around connections and around correspondingholes in leading edge, using a
clean, lint-free cloth moistened with Toluol. Insert connections in leadingedge holes when cement has dried
to a tacky state and rubber roll boot to leading edge in tackified area.
c. If the deicer should attach "off course," use MEK to remove and reposition properly. Avoid
twisting or sharp bending of the deicer.
d. Rubber roll, apply pressure over entire surface of the deicer. All rolling should be done parallelto
the inflatable tubes. Roll trailingedges with a narrow stitcher-roller.
CAUTION
Avoid excessive soaking or rubbing of the cement which could

remove the cement from the surface.
Remove all masking tapes and clean surfaces carefully with Toluol so that no solvent will run under
deicer edges.
e. Apply masking tape to deicer edges where exposed trimmed ends or gaps between sectionsare to
be filled with MMMEC-801sealingcompound.
Apply masking tape to deicer approximately 1/4 inch in from trailing edges and tape wing skin
approximately 1/4 inch from trailing edges, both forming a neat, straight line.
f. Apply a brush coat of A-56-Bcement to surfacesbetween tapes and to EC-802 seams,being sure
that the conductive coating (A-56-B)is continuous from the deicer surface to the wing painted surface.
g. Removetapes immediatelyafter applying A-56-Bcement (before cement dries).
NOTE
Application of A-56-B conductive cement is not necessary on
deicersthat have "CONDUCTIVE"noted on labels.
3C3
CAUTION
The cements and solvents used for installation are flammable and
their fumes slightly toxic. Therefore, all work should be done in a
well ventilated area away from any sparks or flames. (Use of
solvent resistant type glovesis recommended.)
In the event it becomes necessary to remove or loosen installed boots, use Toluol to soften the
"adhesion" line. A minimum of this solvent should be applied to the seam line while tension is applied to
peel back the boot. This removal should be slowenough to allow the solvent to undercut the cement, thus
preventing injury to the part. Excessivequantities of solvent must be avoided.
14-57. ADHESIONTEST. Using excess boot material trimmed from the ends of any wing and empennage
deicers, prepare one test specimen for each deicer installed. This specimen should be a 1 x 8 inch full
thickness strip of boot material cemented to the wing skin adjacent to installed boot followingthe identical
procedure used for installation. Leave one inch of the strip uncemented to attach a clamp. Four hours or
more after the installation, attach a spring scale to the uncemented end of each strip and measure the force
required to remove strip at the rate of one inch per minute. The pull should be applied 180° to the surface.
(Strip doubled back on itself.)
A minimum of five pounds tension (pull) shall be required to remove the test strip. If less than five
pounds is required, then acceptability of the boot adhesion shall be based on the followingtests:
a. Carefully lift one corner of boot in question sufficiently to attach a spring clamp.
b. Attach a spring scale to this clamp and pull with force 180 to the surface and in such a direction
that the boot tends to be removed on the diagonal.
c. If a force of five pounds per inch of width can be exerted under these conditions, the installation
shall be considered satisfactory. Remember, the width increases as the corner peels back.
d. Re-cement corner followingprevious procedure.
e. Failure to meet this requirement shall result in reinstallation of the boot.
NOTE
Possible reasons for failure are: dirty surfaces, cement not

reactivated properly, cement not mixed thoroughly. Corrosion of
the metal skin may occur if good adhesion is not attained,
especially around rivet heads and metal skin splices.
If these adhesion requirements are met, the airplane may be flown immediately. Do not inflate deicers
within 12 hours of installation or until adhesionstrength of 8 to 10 pounds is obtained.
1458. MAINTENANCE.Clean deicers when the airplane is washed with a mild soap and water solution.
In cold weather, wash the boots with the airplane inside a warm hangar if possible. If the cleaningis to be
done outdoors, heat the soap and water solution before taking it out to the airplane. If difficulty is
encountered with the water freezing on the boots, direct a blast of warm air along the region being cleaned,
using a portable type ground heater.
As alternates, use Benzol or non-leaded gasoline. Moisten the cleaning cloth in solvent, scrub lightly,
and then with a clean, dry cloth, wipe dry so that the cleaner does not have time to soak into the rubber.
Petroleum products such as these are injurious to rubber and, therefore, should be used sparingly.

3C4
14-59. ICEX APPLICATION.B.F. Goodrich Icex is silicone base material specifically compounded to
lower the strength of adhesion between ice and the rubber surfaces of airplane deicers. Icex will not harm
rubber and offers added ozone protection.
Properly applied and renewed at recommended intervals, Icex provides a smooth polished film that
evens out the microscopic irregularities on the surface of rubber parts. Ice formations have less chance to
cling. Ice is removed faster and cleaner when deicersare operated.
It should be emphasized that Icex is not a cure-allfor icing problems. Icex will not prevent or remove
ice formations. Its only function is to keep ice from initially getting a strong foothold, thus makingremoval
easier.
One 16 ounce pressurized can of Icex will cover deicer surfaces of the averagelight twin-engineplane
approximately three times. It is also availablein quart cans (unpressurized).
Before applying Icex, thoroughly clean deicer or other rubber surfaces with a rag dampened with
non-leaded gasoline.Follow by a scrub wash of mild soap and water. Allow time for surfaces to dry.
Shake the Icex can well. Hold the nozzle approximately 12 inches from the surface and spray. Apply
sparingly. If the application is too heavy, it results in a sticky surface which is very undesirable becauseit
willpick up runway dust and prevent best ice removingefficiency.
Due to the natural abrasive effects on leading edges of deicers during flight, reapply Icex every 150
flight hours on wingsand empennagedeicers.
14-60. RESURFACINGCONDUCTIVECEMENT. The following materials are required to remove and
replace the old, damagedcoating:
a. Fine grit sandpaper.
b. Two inch paint brush.
c. One inch maskingtape.
d. Conductiveneoprene cement, No. A-56-B,B.F. Goodrich Company.
e. Isopropyl Acetate, Federal SpecificationTT-1-721.as cleaningor thinning solvent.
f. Alternate solvent (Toluol or Toluene may be used as an alternate for Isopropyl Acetate).
CAUTION
Cements and solvents used for resurfacingare flammable and their
fumes slightly toxic. Therefore, all work should be done in a well
ventilated area away from any sparks or flames.

3C5
During cold weather, place the airplane in a warm hangar and locate so that the boots are in line with
one or more blast heaters. Do resurfacing before any other work on the airplane to allow as much time as
possible for the new coat to cure.
NOTE
If for some reason the resurfacing cannot be done indoors, it may

be deferred at the discretion of the inspector until a warm, clear
day permits the work to be satisfactorily accomplished outdoors.
However, if the deicers are in such condition that immediate
resurfacing is required, remove them from the airplane and
resurface in a shop.
Clean deicer thoroughly with Isopropyl Acetate.
a. Roughen entire surface of boot, usinga fine grit sandpaper.
b. Clean surface again with clean, lint-free cloth moistened with cleaningsolvent.
c. Apply masking tape beyond upper and lower trailing edges, leavinga 1/4 inch gap of bare metal.
d. Mask off any legibledeicer brands.
e. Apply one brush coat of A-56-Bcement to deicer and allow to dry at least one hour. Then apply
second coat and allow to dry at least four hours before operating deicers. Plane may be flown as soon as
cement is dry.
NOTE
If A-56-Bcement has aged 3 months or over, it may be necessary

to dilute the cement with Isopropyl Acetate to obtain proper
brushing consistency. Mix thoroughly, approximately 5 parts
cement to one part Isopropyl Acetate.

3C6
TABLEXIV-VII. TROUBLESHOOTINGCHART
(PNEUMATICDEICER SYSTEM)
Deicersdo not inflate. Open circuit breaker. Push circuit breaker to

Both enginesoperating reset.
at minimum cruiseRPM
or either engine at 2575 System connection loose Tighten or repair as
RPM. or wire broken. required.
Timer not functioning. Test or replace as re-
quired.
Control valvesnot Make electrical test.
functioning. Check for stickingpoppet.
Clean.
Lines blocked or not Blow out lines and inspect
connected. connections. Makeair
leakage test.
Deicersinflate slowly Lines partially blocked Blow out linesand inspect

(inflation time - 6 or not connected se- connections. Make air
seconds). curely. leakage test.
Deicer valvenot Check fitting in deicer
functioning. port for proper in-
stallation.
System pressurenot being Check performance to man-
reached. ufacturers specifications.
Deicer puncture. Repair per specification
or replace.
Deicersdeflate slowly. Pressureregulator set Readjust pressure

too low. regulator.
Lines partially blocked. Inspect and blow out
lines.
Overboard line from con- Inspect and blow out
trol valve partially lines.
blocked.
Revised: 9/24/81 ACCESSORIESAND UTILITIES
3C7
TABLE XIV-VII. TROUBLESHOOTINGCHART

(PNEUMATICDEICER SYSTEM)(cont.)
Deicersinflate, indi- Indicator lamp burned Replace lamp.

cator light does not out.
function. (Ascertain
that deicer boot System pressure not being Check "deicers inflate
switch is "ON.") reached. slowly above."
Pressureswitch not Make electrical test and
functioning. replace if required.
Wiresloose or broken. Make electrical test. Re-
Poor grounding of pressure pair or replace broken
switch. wires. Check for proper
ground.
0
3C8
2009
SWITCH
o 0218— — A LIGHT
5 AMP
ICE UGHT
Figure 14-18. Ice Detection Light Schematic
14-61. ICE DETECTION LIGHT.
14-62. INTRODUCTION. This light is used in conjunction with the pneumatic deicing system and will aid
the pilot to detect any ice formation on the left wing leading edge during night flying operations.
14-63. DESCRIPTION AND OPERATION. The light is mounted in the left outboard edge of the left
nacelle just above leading edge of the wing. It is a sealed beam, 12-volt unit, which is controlled from a rocker
type switch mounted on the switch panel. The light is positioned in the nacelle to illuminate the leading edge
of the wing when the switch is activated in the cockpit.
14-64. SERVICING. The only service required of this unit is the replacement of a burned out lamp with a
new lamp GE1383.
14-65. REMOVAL.
a. Be sure the switch is in the off position.
b. Remove the top access panel from the left nacelle.
c. Within the nacelle, remove the screws that secure the socket in the retainer.
d. Pull the socket aft and remove the lamp.
a. Position the new lamp in the receptacle of the socket, then secure the socket in the retainer with
the screws.
b. Activate the switch in the cockpit to check the lamp operation.
c. Replace the nacelle access panel with the attachment hardware.
3C9
14-67. HEATEDWINDSHIELDPANEL.
14-68. DESCRIPTION. The heated windshield panel is a rectangular glass panel containing electrically
heated wires imbeded in the glass which is mounted in a metal frame. The assembly is mounted on the
exterior side of the pilot's windshield and is hinged at its base to facilitate windshieldcleaning.The heated
panel is operated by a circuit breaker type switch located in the console below the throttle quadrant.
14-69. REMOVALAND INSTALLATIONOF HEATEDPANEL.
a. Disconnect the electrical connector located next to the heated panel on the exterior side of the
windshield, by removing the two screwsand pulling the plug out of the receptacle.
b. Remove the two screws which attach the panel assemblyto the windshieldcollar and remove the
panel from the airplane.
c. If the airplane is to be flown with the heated panel removed,rotate the receptacle plate 180 and
replace it to cover the holes in the fuselageskin, also replace the windshieldcollar screws.
d. Installation of the heated windshield panel is accomplishedin the reverseorder of removal.

3C10
14-70. OXYGEN SYSTEM.

The following information is provided as supplemental information for the servicing of the oxygen
systems. Major repairs to the oxygen system should be accomplished by an approved shop.
When refilling any oxygen cylinder make sure to use only aviation breathing oxygen as specified in
MIL-O-27210C. The moisture content of aviation oxygen cannot exceed 0.005 milligrams of water
vapor per liter of gas at 70°F (21°C) and 29.92 inches of mercury (760 mm Hg.).
14-71. DESCRIPTION AND PRINCIPLE OF OPERATION.
The standard oxygen system for the PA-34-200T consists of two automatic, constant flow, portable
oxygen units. The two units are secured between the two middle seats and act as an arm rest. The two
systems serve as a safety feature, the pilot on one system and the copilot on the other. The four
passengers obtain their oxygen from the “Y” adapters on each system. Each oxygen cylinder is an ICC
regulation 3AA with a 22 cubic foot capacity.
A fixed oxygen system to provide supplementary oxygen for the crew and passengers during high
altitude flights (above 10,000 feet) is available as optional equipment. The major components of the
Scott oxygen system are a 63 cubic foot oxygen cylinder, an oxygen supply gauge, an on-off flow
control knob, a pressure regulator, six plug in receptacles and six oxygen masks.
The oxygen cylinder is mounted aft in the tail cone. When fully charged, the cylinder contains oxygen at
a pressure of 1850 psi at 70° F. The oxygen supply gauge is mounted in the aft overhead vent duct. The
oxygen flow control knob, labeled “Pull-On” is mounted in the pilot’s overhead panel. The pressure
regulator is mounted directly on the oxygen cylinder, once the oxygen flow control knob is on, each of
the oxygen plug-in receptacles operates as an automatic on-off valve. The oxygen cylinder can be
recharged through the filler valve aft of the cabin door on the right side of the fuselage (fuselage sta.
222.43). When oxygen is required, the control knob should be pulled forward to the ON position,
allowing oxygen to flow from the cylinder through the system. Connecting the constant flow mask
fitting to a receptacle and turning it 90 degrees clockwise automatically releases oxygen to the mask
through the on-off valve feature of the receptacle. The occupant then dons the mask and breathes
normally for a sufficient supply of oxygen.
Each mask assembly oxygen line incorporates a flow indicator. When the red pellet in the indicator
disappears, oxygen is flowing through the line normally. If the red indicator appears in any of the lines
during a period when oxygen use is essential, the airplane should be lowered to a safe altitude
immediately.
To stop the flow of oxygen through the system, the control knob should be pushed aft to the OFF
position. To bleed down low pressure lines, it is recommended that the mask assembly be left connected
to the outlet for at least three minutes after the control knob is turned off.
When not in use, mask may be stowed in the storage pockets behind the front and center seats. Always
remove fittings from the oxygen receptacles and stow the mask when they are not in use. If the control
knob is pulled on and the fitting is in the receptacle, oxygen will flow through the mask continuously.
Masks may be damaged if they are not properly stowed.

3C11
A troubleshooting chart is located at the back of the oxygen system portion of this section. See Table XIV-IX.
14-73. SAFETY PRECAUTIONS.
CAUTION: DO NOT ATTEMPT TO TIGHTEN ANY CONNECTIONS WHILE THE SYSTEM IS
CHARGED.
CAUTION: BOTTLES WHICH HAVE BEEN EVACUATED TO 200 PSI FOR A SIGNIFICANT
LENGTH OF TIME, OR THOSE THAT DO NOT PRODUCE AN AUDIBLE HISSING
SOUND WHEN THE VALVE IS CRACKED, SHOULD BE REMOVED AND
HYDROSTATICALLY TESTED. IF EITHER OF THESE CONDITIONS HAS EXISTED
FOR A SIGNIFICANT LENGTH OF TIME IT IS ALSO RECOMMENDED THAT THE
SYSTEM BE PURGED.
CAUTION: MAKE SURE THERE IS NO OIL, GREASE, HYDRAULIC FLUID, OR FUEL IN THE
VICINITY OF ANY FITTINGS BEING SERVICED.
CAUTION: DO NOT USE THREAD LUBRICANTS OF ANY KIND. USE TEFLON TAPE (3M NO.
48) ON TAPERED PIPE THREADS, WITHOUT TAPE EXTENDING BEYOND THE
FIRST THREAD. REFER TO AFFECTIVE INFORMATION IN THIS CHAPTER.
CAUTION: BEFORE WORKING WITH THE SYSTEM, MAKE SURE AIRCRAFT IS
ELECTRICALLY GROUNDED AND YOUR HANDS, TOOLS, AND CLOTHES ARE
FREE OF OIL, GREASE AND DIRT.
14-74. INSPECTION AND MAINTENANCE.
Due to the nature of the process used to test compressed gas tanks, servicing and hydrostatic tests must
be conducted by a DOT or manufacturer (Scott Aviation) approved shop. The following material gives
recommended inspection and maintenance information for the various parts of the oxygen systems.
NOTE: Oxygen cylinders are identified by the ICC or DOT identification stamped on the cylinder.
Standard weight cylinders (ICC or DOT 3AA1800) must be hydrostatically tested every 5 years.
Lightweight cylinders of composite construction (DOT E8162), must be hydrostatically tested
every 3 years, and the service life may not exceed 15 years. The month and year of the last test
should be stamped on the cylinder beneath the ICC, DOT identification.
a. Check the outlets for leakage both in the use and non-use condition and for leakage around an
inserted connector. For leak testing information, refer to the appropriate subject in this section.
b. Check the high pressure gauge for accuracy by comparing its indicated pressure with that of a
gauge of known accuracy connected to the fill port.
c. Inspect tank for dents, bulges, corrosion, and major strap chaffing marks. Should any of these
problems exist, the tank should be removed and hydrostatically tested.

3C12
TABLE XIV-VIII. OXYGEN SYSTEM COMPONENTS LIMITS
Component Inspection Overhaul

Cylinder Weekly1 Each 5 Years (3AA1800)
Each 3 Years (E8162)
Regulator On Condition / Each Use 2 5 Years
Pressure Gauge On Condition / Each Use 2 Replace on Condition
High Pressure Lines On Condition / Each Use 2 Replace on Condition
Low Pressure Lines On Condition / Each Use 2 Replace on Condition
Outlets On Condition / Each Use 2 Each 5 Years 3
External Recharge Valve On Condition / Each Use 2 Replace on Condition 4
Masks On Condition / Each Use 2 Each 5 Years
1. Visual inspection for dents, bulges, corrosion, or chafing and security of mounting.
2. Visual inspection in the normal course of use.
3. On condition, replace the rubber components in the assembly or replace assembly.
4. If the screen in front of valve is dirty, replace valve. Valve replacement is recommended every 5 years.
Figure 14-19. Portable Oxygen Installation

3C13
Figure 14-20. Fixed Oxygen System Installation (Optional)
d. System Flow Check (PIR-PPS60087, Rev. R.)
An operational check of the regulator can be accomplished as follows: (Refer to Figures 14-20 and
14-20a.)
1. Using the test pressure gauge (or equivalent) shown in Figure 14-20a, connect the apparatus to
the pilot's outlet in the overhead panel.
2. Using the flow test apparatus (or equivalent) shown in Figure 14-20a, connect the flow
apparatus to the copilot's outlet.
3. Connect additional flow test apparatus (or equivalent) to each of the other outlets and pull the
oxygen control knob to the ON position. The pressure and flow at sea level should be 55 to 80
psi and 3.3 to 5.3 liters per minute respectively.
4. Replace the test pressure gauge (or equivalent) at the pilot's outlet with a flow test apparatus
(or equivalent) and check the pilot’s outlet for flow. Similarly, exchange the flow test apparatus
(or equivalent) at each of the other outlets with the pressure test apparatus (or equivalent) and
check pressure at each outlet.

3C14
Figure 14-20a. Oxygen System Test Apparatus
e. Check airframe logbook for last maintenance on oxygen system and perform as required per Table
XIV-VIII.
f. Test the oxygen for odor. Pure oxygen is odorless and tasteless. Any system having a significant
odor present in the gas should be purged and the bottle replaced or removed and purged.
g. Any fittings, connectors, and tubes which have imperfect threads, pitted or disfigured cones, or
other damage should be replaced.
CAUTION: OXYGEN TUBES MUST NOT BE CLAMPED TO, OR SUPPORTED BY,
ELECTRICAL WIRE BUNDLES, HYDRAULIC, PNEUMATIC OR OTHER LINES.
h. Check plumbing for kinking, cracks, gouges, dents, deep scratches, or other damage. Replace as
necessary.

3C15
i. Oxygen Lines Clearance Check (PIR-PPS60087, Rev. R.)
Make sure to check the oxygen lines for proper clearance as follows: (Refer to Figure 14-20b.)
1. Two inch minimum between oxygen tubes and all flexible moving parts of the aircraft (flexible
control cables, etc.). If enough space cannot be attained, protection from abrasion must be
provided.
2. At least 1/2 inch minimum between oxygen tubes and all rigid moving parts of the aircraft
such as levers and rigid control rods.
3. Six inch minimum separation between oxygen tubes and hydraulic, fuel and electrical system
lines and components. When the six-inch requirement cannot be complied with, one inch is
allowed as long as electrical cables and other lines are supported at least every two inches; and,
the oxygen tube(s) is protected by rubber neoprene hose fastened in place with cable ties at the
location the specific item crosses or is near the oxygen tube(s). If an item is near the oxygen
tube for a certain distance the oxygen tube for that distance must be covered. (See Figure 14-
20b, Sketch C.)
4. A minimum of 1/8 inch between tubing and structure adjoining the supporting clamp as shown
in Figure 14-20b, Sketch A.
5. Where a tube passes through a grommet, the tube must not bear on the grommet in any way
that might cause cutting of the grommet in service as shown in Figure 14-20b, Sketch D.
6. While in service, items may receive vibrations causing them to come in contact with other
parts of the aircraft. With this in mind, low pressure tubing that is supported well enough to
prevent relative motion must have at least a minimum clearance of 1/8 inch from a projection
(bolt, nut, etc). Low pressure tubing that cannot be supported well enough to prevent motion
must have a minimum clearance of 1/8 inch allowed after the maximum travel of the tube.
High pressure lines are affected similarly but require 1/2 inch minimum clearances. (See
Figure 14-20b, Sketch B.)
j. Perform any other required maintenance as directed in AC43.13-1, latest revision, Chapter 8.
k. Clean components as necessary per Oxygen System Components, Cleaning and Purging, below.
l. If cylinder is completely empty, it must be completely disassembled and inspected in an FAA
approved facility before recharging.

3C16
Figure 14-20b. Oxygen Tubing Installations

3C17
14-74a. SWAGELOC FITTING INSTALLATION (See Figure 14-20c.)

NOTE: The high pressure line fitting at the regulator should be tightened until it bottoms. Make sure to
use teflon tape on all male pipe threads.
A. For swageloc fittings not preswaged or for in-aircraft installation, proceed as follows:
1. Turn the fitting nut onto the fitting finger tight and insert the tube until it bottoms firmly on the
shoulder in the fitting.
2. Tighten the nut with a wrench until the tube will not turn by hand.
3. Mark the nut at the six o'clock position.
4. Hold the fitting body steady with a backup wrench and tighten as follows:
a. On tubing with a diameter bigger than 3/16 inch, tighten 1 1/4 turns (to the nine o'clock
position).
b. On tubing of 1/16, 1/8, and 3/16 inch diameter, tighten only 3/4 turn.
5. If nut and tube must be disconnected from the fitting, reconnect by seating the tube on the
shoulder of the fitting and tightening the nut finger tight. Follow up by tightening the nut with
a wrench, one quarter turn (if absolutely necessary the original 1 1/4 or 3/4 tight position) and
then snug with wrench.
B. Preswaged swageloc fittings are fabricated and installed as follows:
1. Assemble the nut and ferrules finger tight on the preswaging tool and insert the tube until it
firmly bottoms on the shoulder in the tool. The preswaging tool can be attained from Crawford
Fitting Company, refer to List of Consumable Materials in Chapter 2.
2. Tighten the nut on the fitting just enough that the tube within the fitting will not turn by hand.
3. With a wrench, tighten the nut as follows:
a. On tubing with diameters over 3/16 inch, tighten 1 1/4 turns.
b. On tubing with 1/16, 1/8, or 3/16 inch diameter, tighten 3/4 of a turn.
4. Unscrew the nut to release the ferrule-tube assembly from the tool.
5. The assembly is installed on the fitting as follows:
a. Slide tube in fitting until it bottoms, turn nut to finger tight position and tighten one
quarter turn with wrench.
b. Snug slightly with wrench.
14-74b. TEFLON TAPE THREAD SEALANT
All male pipe (tapered) threads of the oxygen system should be sealed with 3M No. 48 teflon tape.
Teflon tape should not be used on straight threads. Do not use any other lubricants in place of the teflon
or on any other threads.
a. Wrap tape on the threads, starting with those farthest from the opening, in the direction of the
thread spiral. Circle the threads, making sure that each side of the tape has a slight overlap.
b. Wrap the tape such that it does not extend beyond the last thread on the fitting at the opening. The
tape should then be pulled until it separates. Do not cut tape, it will not stick properly.

3C18
Figure 14-20c. Swageloc Fitting Installation

3C19
14-75. TESTING FOR LEAKS. (PIR-PPS60087, Rev. R.)
Leak-Tec Formula #16-OX (available from Scott Aviation) is recommended for leak testing. Refer to the
List of Consumable Materials.
a. Remove the royalite covers in the baggage compartment and, with oxygen system turned off,
disconnect the low pressure supply line and connect it to a regulated cylinder charged with dry
nitrogen.
NOTE: Whenever a leak check is performed, all fitting connections as well as other questionable
areas, should be inspected.
b. Apply the leak detector solution to the test surface and watch for indication of leakage.
c. Large leaks will produce bubbles immediately, but small leaks will form a white foam in 5 to 60
seconds.
d. With outlets vacated of masks, connect a test pressure gauge (Figure 14-20b) to the copilot's outlet
(Figure 14-20) as described in Inspection and Maintenance, above.
e. Adjust the regulator on the dry nitrogen cylinder for 100 psi and check for leakage at the outlets.
f. Correct any leaks and wipe off excess leak detector solution.
g. Close the valve on the nitrogen gas tank and insert a flow test apparatus (or equivalent) (Figure 14-
20b) to relieve system pressure.
h. Disconnect pressure test gauge, flow test apparatus, and nitrogen tank.
i. If the oxygen cylinder is not to be hooked up or installed immediately, cap and cover the exposed
fittings with new clean plastic bags. Temporarily support lines as needed to prevent damage. Make
sure caps and coverings are as clean as possible.
14-76. NOT USED.

3C20
14-77. OXYGEN SYSTEM COMPONENTS

Keeping in mind the effect of compressed oxygen on materials, oxygen system components must be
handled carefully. Ports on regulators, indicators, and other opened components must also be kept
capped or plugged to prevent ingestion of foreign material. Adjustments or modifications should only be
initiated under the auspices of the FAA, Piper, or Scott Aviation.
14-78. CLEANING AND PURGING
CAUTION: CARE MUST BE EXERCISED TO PREVENT CONTAMINATION OF COMPONENTS
BY OIL, GREASE, WATER, OR FOREIGN MATTER. COMPRESSED AIR USED IN
CLEANING AND FLUSHING TUBES MUST BE CLEAN, DRY, FILTERED (OIL
FREE) AIR ONLY.
Three methods are recommended for cleaning oxygen system components:
1. Method I.
a. Vapor degrease part(s) with trichlorethylene.
b. Blow part(s) dry with a stream of compressed air or dry nitrogen. Refer to previous caution.
2. Method II.
a. For tubing, flush with naptha per specification TT-N-95.
b. Blow clean and dry off all solvent with clean, dry, filtered air. Refer to previous caution.
c. Flush with isopropyl alcohol.
d. Rinse thoroughly with fresh water.
e. Dry with air as described in previous caution or by heating at a temperature of 250° to 300°F
for one-half hour.
NOTE: Solvents can be reused provided they do not become badly contaminated with oil.
This condition can be determined by thoroughly evaporating 100 millimeters of the
liquid in a glass dish of a determined weight. Evaporation may be accomplished by
heating the dish at 200°F (93°C) for one-half hour. If, after evaporation and cool
down, the residue exceeds 100 milligrams in weight, the solvent cannot be used for
this purpose.
3. Method III.
a. Flush with hot inhibited alkaline cleaner until free from oil and grease.
b. Rinse thoroughly with fresh water.
c. Dry thoroughly with a stream of clean air as described in the previous caution or by heating
250°F to 300°F (121°C to 149°C) for one-half hour minimum.
CAUTION: DO NOT USE ADHESIVE TAPE FOR ATTACHING OR SECURING
PROTECTIVE COVERINGS ON OXYGEN COMPONENTS. USE WAXED
LACING TWINE OR TIE RAPS.
d. After cleaning, all tubing must be protected by caps, plugs and/or plastic bags.
e. Before installation, make sure fitting, tube, and fixture threads are in good condition and that
the cones do not exhibit pitting or disfigurement.

3C21
14-79. REMOVAL OF PORTABLE OXYGEN UNIT. (See Figure 14-19.)

WARNING: DO NOT USE GREASE OR ANY GREASE TYPE FITTINGS ON ANY HARDWARE
THAT CONNECTS TO THE OXYGEN BOTTLE OR SYSTEM HARDWARE. WHEN
WORKING WITH THE OXYGEN SYSTEM MAKE SURE HANDS, CLOTHING, AND
TOOLS ARE FREE OF OIL, GREASE AND DIRT.
The oxygen unit can be released from its cradle by pulling down on the ring under the cradle, sliding the
unit forward, and lifting it out of its cradle.
14-80. OXYGEN CYLINDER (Refer to Figure 14-20 and 14-21).
A. Removal of Oxygen Cylinder and Regulator (Fixed System) (Refer to Figures 14-21 and 14-22)
The oxygen cylinder is located in the tail section at station 222.437.
1. Remove the rear bulkhead door assembly.
CAUTION: BE SURE THE VALVE ON THE CYLINDER IS CLOSED BEFORE
DISCONNECTING ANY LINES FROM THE REGULATOR.
2. Remove the oxygen cylinder shroud clamps.
3. Remove control cable from the regulator assembly.
4. Remove the two screws securing the halves of the oxygen cylinder shroud together.
5. Carefully slide the shroud halves apart.
6. Disconnect the pressure lines from the regulator.
7. Remove the clamps securing the oxygen cylinder to the oxygen bottle shelf assembly and
remove the cylinder from the airplane.
CAUTION: ASCERTAIN THAT THE CYLINDER IS EMPTY BEFORE REMOVING
REGULATOR.
B. Installation of Oxygen Cylinder and Regulator. (Fixed System)
1. Place the cylinder and regulator assembly into position through bulkhead door assembly. Align
regulator with control cable and secure cylinder with clamps.
2. Connect the pressure lines to the regulator.
3. Slide the shroud halves together and secure with two clamps and two screws.
4. Attach control cable to the regulator assembly.
5. Check for security of installation and install rear bulkhead door assembly.
6. Recharge the oxygen cylinder if not already accomplished.

3C22
Figure 14-21. Oxygen Cylinder and Regulator Assembly

3C22A
Figure 14-22. Oxygen Pressure Gauge Installation
14-81. PRESSURE GAUGE. (Refer Figure 14-22)

14-82. REMOVAL.
The oxygen pressure gauge is mounted in the overhead ductwork just forward of the cabin rear
bulkhead. Ascertain that the control valve is closed and there is no pressure in the system.
a. Remove the overhead ductwork surrounding the pressure gauge.
b. Disconnect the high pressure line from the oxygen pressure gauge fitting.
c. Loosen and remove the retainer nut and clamp securing the gauge to the bracket and remove the
gauge.
a. Place the gauge in its support bracket and secure with the clamp and retainer nut previously
removed.
b. Connect the high pressure line to the gauge fitting.
c. Install the ductwork previously removed.

3C22B
Figure 14-23. Oxygen System Filler Valve Installation
14-84. FILLER VALVE. (Figure 14-23)

14-85. REMOVAL.
a. Remove the rear bulkhead access panel.
b. Ascertain that the valve on the regulator is closed:
c. Remove the three screws and washers which secure the filler valve shroud (2) to the filler valve dish
(6) assembly. Slide shroud away from dish.
d. Disconnect the high pressure line (7) from the filler valve (3).
e. Remove the three screws, washers and nuts which secure the filler valve (3) to the dish assembly (6)
and remove the filler valve.
a. Place the valve into position and secure with three nuts, washers and screws.
b. Connect the high pressure line (7) to the valve (3).
c. Slide the filler valve shroud (2) into position and secure with screws and washers.
d. Install the rear bulkhead access panel.

3C22C
14-87. OUTLETS.
14-88. REMOVAL.
a. Using a suitable spanner wrench, remove the outer half of the outlet.
b. Remove the screws holding the trim panel and remove the panel.
c. The outlet can now be removed from the low pressure line
a. Apply a sealant to the male end of the fitting.
b. Connect the outlet to the low pressure line.
c. Position the trim panel and secure with screws.
d. Position the outer half outlet and secure with a suitable spanner wrench.
e. Torque the fittings into the outlets approximately 30 inch-pounds. Do not over torque as this could
damage the outlet.
14-90. FACE MASKS. (Portable System)
14-91. CLEANING.
The disposable masks are designed for one-time use and require no maintenance. The pilot’s and
copilot’s masks can be cleaned as follows:
1. Remove the microphone from the mask.
2. Remove the sponge rubber discs from the mask turrents. Do not use soap to clean sponge rubber
discs, as this would deteriorate the rubber and give off unpleasant odors. Clean in clear water and
squeeze dry.
3. Wash the rest of the mask with a very mild solution of soap and water.
4. Rinse the mask thoroughly to remove all traces of soap.
5. Make sure the sides of the breathing bag do not stick together while drying, as this may decrease the
life of the rubber in the bag. The mask can be sterilized with a solution of 70 percent ethyl alcohol.

3C22D
14-92. FACE MASKS. (Fixed System)

14-92a. CLEANING.
a. Remove the sponge rubber discs from the mask turrents. Do not use soap to clean sponge rubber
discs, as this would deteriorate the rubber and give off unpleasant odors. Clean in clear water and
squeeze dry.
b. Wash the rest of the mask with a very mild solution of soap and water.
c. Rinse the mask thoroughly to remove all traces of soap.
d. Make sure the sides of the breathing bag do not stick together while drying, as this may decrease
the life of the rubber in the bag. The mask can be sterilized with a solution of 70 percent ethyl
alcohol.
14-92b. REFILLING
CAUTION: BEFORE SERVICING THE OXYGEN SYSTEM, MAKE SURE THE AIRCRAFT IS
SECURELY GROUNDED ELECTRICALLY.
CAUTION: DO NOT OPERATE ELECTRICAL EQUIPMENT WHILE SERVICING OXYGEN
SYSTEM.
CAUTION: DO NOT ATTEMPT TO TIGHTEN ANY CONNECTIONS WHILE THE SYSTEM IS
CHARGED.
Refilling of oxygen systems should be done by qualified personnel. For comparison of filling pressures to
ambient temperatures, refer to Table XIV-VIIIA. The following are parameters to be followed for filling.
a. Only aviators breathing oxygen (MIL-0-27210) and appropriate filling equipment should be used to
fill the system.
b. If a cylinder has less than 5 psi pressure or has insufficient pressure to produce an audible hissing
sound when the valve is cracked, it should be removed and/or purged, and if the condition has
existed for a significant length of time, hydrostatically test cylinder.
c. Make sure both the charge valve and recharge cart fittings are clean and free of contamination.
TABLE XIV-VIIIA. FILLING PRESSURES FOR CERTAIN AMBIENT TEMPERATURES
Ambient Temperature °F/°C Filling Pressure Ambient Temperature °F/°C Filling Pressure
0/-17.78 1650 (PSI) 70/21 1975 (PSI)
10/-12.22 1700 80/27 2000
20/-6.67 1725 90/32 2050
30/-1.11 1775 100/38 2100
40/4.44 1825 110/43 2150
50/10 1875 120/49 2200
60/15.56 1925 130/54 2250
NOTE: Filling pressures are for 1850 PSI at 70°F (21.11°C). Table assumes 25°F (11.8°C) rise due to
heat of compressor with max. fill rate.

3C22E
WARNING: BE CERTAIN THERE IS NO OIL OR OTHER PETROLEUM BASED MATERIAL

ON THE FITTINGS OR NEAR THE IMMEDIATE VICINITY.
d. Attach service cart hose to recharge port. Fill the system at a rate not exceeding 200 psig per minute
proceeding as follows:
1. To obtain the correct filling pressure for the oxygen system at various ambient temperatures, a
table is included for your convenience. The pressures given are not exact, but sufficiently
accurate for practical purposes of working pressures between 1800 and 2400 psig cylinders.
The cylinder should be allowed to cool to a stabilized temperature after filling before checking
against the values in TABLE XIV-VIIIA.
2. When using a recharge unit consisting of one supply cylinder, slowly open the valve of the
supply unit and allow the oxygen to transfer.
3. When using a recharge unit consisting of two or more supply cylinders (cascade storage
system), it is recommended that the following procedure be used:
a. Before opening any valves, check the pressure remaining in the airplane's oxygen
cylinder. If it is still partly charged, note the pressure indicated on the cylinder gauge, then
open and close each valve on the cascade storage system and determine which cylinder
has the lowest pressure. When found, if this cylinder has a pressure lower than the oxygen
cylinder in the aircraft, do not attempt using it for filling; use the storage cylinder that has
a pressure higher than the aircraft's cylinder but lower than the others.
b. Open the valve on only the one storage cylinder with the lowest pressure. When the
pressure indicated on the aircraft's oxygen gauge and charging gauge has become equal,
close the valve of the storage cylinder, then go to the storage cylinder with the next higher
pressure and repeat the procedure.
c. If after using the last storage cylinder the aircraft's oxygen system is still not fully
charged, a full storage cylinder should be put in place of a cylinder with the lowest
pressure and used in the same manner.
d. A good amount of oxygen will remain in the large cylinders used in the cascade system
after filling only one of the cylinders. This remaining oxygen will be at a pressure
something less than the 1850 psi. This is not sufficient pressure to completely refill
another aircraft cylinder, although it will refill several small cylinders.
e. It is not economical, even on a three or four cylinder cascade system, to begin recharging
with oxygen at less than 300 psi pressure in the 300 cubic foot bank of cylinders. So use
300 cubic foot cylinders down to approximately 300 psi; then return for refilling. In two
cylinder systems use to approximately 100 psi; then return for filling.
4. When the pressure gauge on the recharge unit or in the aircraft reaches 1800 to 1850 psi, close
the pressure regulator valve on the recharge unit. Disconnect the filler hose from the filler
valve; replace the protective cap on the filler valve and close the access cover. Check the
cylinder pressure according to Table XIV-VIIIA after the cylinder temperature stabilizes.
e. After detaching the service cart, cap hose and fittings to prevent contamination.
f. Perform a leak check of the high pressure lines and clean off solution afterward. If solution is not
properly cleaned off, corrosion may result.

3C22F
TABLE XIV-IX. TROUBLESHOOTING CHART (OXYGEN SYSTEM)

No indication of Cylinder empty or leak Change system and
pressure on pressure in system has check for leaks.
gauge. exhausted pressure.
Pressure gauge defective Replace pressure
gauge.
Defective regulator. Replace regulator.
Pressure indication Oxygen cylinder regulator Replace regulator
normal but no oxygen assembly defective. assembly.
flowing.
Control out of adjustment. Adjust control.
Offensive odors in Cylinder pressure Purge the oxygen system.
oxygen. below 50 psi. Refer to Paragraph 14-12.
Foreign matter has entered
the system during previous
servicing.

3C22G

3C22H
14-93. AIR CONDITIONING INSTALLATION.
14-94. DESCRIPTION. This installation consists of a compressor with its special bracketr . an evaporator.
a condenser. a receiver-dehvdrator. circulating fan. thermal expansion valve. and related plumbing.
The evaporator filters. dehumidifies and cools the air. The evaporator is mounted in a fabricated housing
along with the receiver-dehydrator. circulating fan. thermal expansion valve and related plumbing. This hous-
ing is located at the rear of the cabin. aft of the baggage area. The compressor is a piston type unit which is
supported by special bracketrv at the rear of the engine. A V-belt connection drives the compressor through a
magnetic clutch. (Refer to Figure 14-24.) The condenser is installed in the left nacelle aft of the firewall. be-
tween stations 78.00 and 98.00. The condenser scoop is mounted to allow extension into the airstream during
system operation and is electrically activated.
The system is protected by a pressure switch which automatically controls the condenser maximum head
pressures by temporarily de-clutching the compressor in the event the pressure becomes excessively high.
Controls for operating the air conditioning systemare located on the instrument panel just to the right of the
copilot's control column. Two switches. an air condition ON-OFF control and three position (LOW-OFF-
HIGH) fan switch. and a radial thermostat make up the controls.
The system design is such that there is no increase in drag to the aircraft during its take-off flight condi-
tions. During maximum power demands the compressor is de-clutched and the condenser door is auto-
matically retracted.
14-95. AIR CONDITIONING SYSTEM OPERATION. The air conditioning system in this airplane is a
recirculating. independent unit. It filters. dehumidifies and cools the air as it cycles through the evaporator.
From the controls as previously described. the system can be operated in two ways. (Refer to schematic Figure
1 1-49.) The fan (blower) switch. being the main power control switch to the system. can be operated solely to
provide circulation at high or low blower. or in conjunction with the air conditioning ON-OFF switch. provide
air conditioning at high or low blower. It is important to note that the "FAN" switch must be in low or high
to provide power to the "Air Conditioning ON-OFF" switch and the rest of the system. A thermostatic switch
is also provided to control temperature.
The air conditioning system uses Refrigerant 12 as the refrigerant. The refrigerant enters the compressor
as a vapor. The compressor pressurizesthe heat-laden vapor until its pressure and heat reach a point much
hotter than the outside air. The compressor then pumps the vapor to the condenser where it cools and changes
to a liquid. The liquid then passes to the receiver-dehydrator. Its function is to filter. remove any moisture and
insure 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 the liquid refrigerant to the evap-
orator. The evaporator absorbs the heat from the air passing over the coils. From the evaporator the re-
frigerant vapor returns to the compressor where the cycle is repeated.
NOTE
A table at the end of these instructions will assist in locating and

correcting malfunctions which may arise in this system.
3C23
A483
AIR COND.CONTROL
AIR CONO. FAN TEMP
ON COOLER
OFF
LOW
OFF WARNING
AIR CONDITIONER
MUSTBEOFFPRIORTO
TAKE OFFANDLANDINGANDFORALL ONE
ENGE INOPERATIVE OPERATIONS.
VIEW A-A
EVAPORATOR
ANDDUCT
Figure 14-24. Air Conditioning System Installation

3C24
TABLE XIV-X. TEMPERATURE PRESSURE CHART
Evaporator Pressure Evaporator High Pressure Ambient

Gauge Reading Temperature Gauge Reading Temperature
p.s.i. °F. p.s.i. °F.
0 -21 72 40
2.4 -15 86 50
4.5 -10 105 60
10.1 2 109 62
11.2 4 113 64
12.3 6 117 66
13.4 8 122 68
14.6 10 126 70
15.8 12 129 71
17.1 14 132 72
18.3 16 134 73
19.7 18 137 74
21 20 140 75
22.4 22 144 76
23.1 23 148 77
23.8 24 152 78
24.6 25 156 79
25.3 26 160 80
26.1 27 162 81
26.8 28 165 82
27.6 29 167 83
28.4 30 170 84
29.2 31 172 85
30 32 175 86
30.9 33 177 87
31.7 34 180 88
32.5 35 182 89
33.4 36 185 90
34.3 37 187 91
35.1 38 189 92
36 39 191 93
36.9 40 193 94
37.9 41 195 95
38.8 42 200 96
39.7 43 205 97
41.7 45 210 98
43.6 47 215 99
45.6 49 220 100
48.7 52 228 102
49.8 53 236 104
55.4 57 260 110
60 62 275 115
64.9 66 290 120

3D1
NOTE
The air conditioning system should be operated at least once a
month to prevent sticking valvesand keep the system lubricated.
14-96. MALFUNCTIONDETECTION.The detection of system malfunction largely depends on the
mechanic's ability to interpret the gauge pressure readings into system problems. A system operating
normally will have a low side gauge pressure reading that will correspond with the temperature of the
refrigerant evaporatingin the evaporator, allowingfor a few degreestemperature rise due to lossin the tube
walls and fins. The high side will have a gauge pressure that will correspond with the temperature of the
refrigerant condensingin the condenser, allowingfor a few degrees temperature drop due to loss in the tube
walls and fins.
Any deviation from that which is normal indicates a malfunction within the system due to a faulty
control device, obstruction, defective part, or improper installation.
Detection of system malfunction is made easier with the knowledgethat the temperature and pressure
of Refrigerant 12 is in close proximity between the pressuresof twenty and eighty pounds per square inch
(psi). A glance at the temperature-pressure chart will show that there is only a slightvariation between the
temperature and pressure of the refrigerant in the lower range.
It is correct to assume that for every pound of pressure added to the low side, a temperature increase
of about one degree Fahrenheit takes place. For instance, a pressure of 23.8 on the chart indicates a
temperature of 24F. A changeof pressure of almost one pound to 24.6 psi givesus a temperature increase
to 25F.
NOTE
For each 1,000 feet of elevation above sea level, the gaugereadings
will be about one inch of mercury or 1/2 psi higher than the chart
indicates.
It must be pointed out that the actual temperature of the air passingover the coils of the evaporator
will be several degrees warmer allowing for a temperature rise caused by the loss in the fins and tubing of
the evaporator.
The importance of a seasonal check up of the air conditioning system should be brought to the
attention of the customer whenever possible. A thorough check of the system performed in a methodical
manner will reveal trouble the customer is often not aware of. Locating and repairing the trouble early will
usually result in savings to the customer both in time and additional troubles that too often result from
neglect.
A Performance Test of the system is the only positive way in which the complete system can be
checked for efficient operation. The air conditioning system should be giventhis test before work is begun
on the system whenever possible, however, if the system is completely inoperative, repairs must be
performed before the system can be properly tested. The test can uncover further work that must be
performed before the system is brought to its full operating efficiency. The Performance Test should always
be performed after repair work has been done and before the aircraft is released to the customer. The
serviceman performing this test carefully willinsure that the repairs have been properly performed and that
the system will operate satisfactorily.
The Performance Test when properly performed includes a thorough examination of the outside of
the system as well as the inside. Many related parts are overlooked because it is felt they are of no bearing
on the operating efficiency of the unit. For this reason, a thorough visualinspection of the complete system
should be performed, followed by an operating inspection of the system.

3D2
14-97. SPECIALSERVICINGPROCEDURES. The air conditioning system should be serviced by a

qualified shop with trained personnel. The followingprocedures and precaution's should be observed.
The efficiency of this system depends upon the pressure-temperaturerelationship of pure refrigerant.
As long as the system contains only pure refrigerant plus a specified amount of compressor oil (which is
mixed with the refrigerant), it is considered to be chemicallystable. Foreign materials within the system
will affect the chemicalstability, contaminate the system, and decreaseits efficiency.
I. GENERAL REFRIGERATIONSYSTEMPROCEDURES.
A. REFRIGERANTSAFETY PRECAUTIONS.
1. Refrigerant 12 (commonly known as R-12 or "Freon" 12) is odorlessand colorlessin
either the liquid or gaseous state. R-12 for chargingrefrigeration systemsis suppliedin
pressurized containers (approx. 70 psi at 70°F) in liquid form. Since this material is
essentially inert at room temperatures the dangers are primarily associated with the
pressure and the refrigeration effects of the release and subsequent evaporationof this
pressurized liquid.
2. Wear suitable eye protection when handling R-12 due to the possibilityof freezingof
the eye if contacted by escaping liquid refrigerant. If liquid R-12 does strike the eye,
the followingactions should be taken:
a. DO NOT RUB THE EYE.
b. Splash large quantities of cool water into the eye to raise the temperature.
c. Tape on an eye patch to avoid the possibility of dirt entering the eye.
d. Rush to a physician or hospital for immediate professionalaid.
e. DO NOT ATTEMPTTO TREAT IT YOURSELF.
3. If liquid R-12 strikes the skin frostbite can occur. Treat with cool water and protect
with petroleum jelly.
4. Do not discharge large quantities of R-12 into closed rooms. It may displace most of
the air in the room and this could cause oxygen starvation. Gaseous R-12 is heavier
than air and flows to the bottom of a container.
5. Do not discharge R-12 into an open flame or onto a very hot surface (500°F+).
Poisonous phosgene gas is generated by the action of the heat on the refrigerant.
6. Do not apply direct flame or other high heat source to a R-12 container due to the
high pressureswhich will result. If any heating is done to R-12 containers the container
pressure should be monitored and kept below 150 psi.
B. SYSTEMSERVICINGPRECAUTIONS.
1. Systems should be dischargedslowly to prevent the escape of liquid refrigerant and the
loss of the lubricating oil.
2. Systems should not be left open to the atmosphere when discharged. Mositure and
other contamination may enter and damage open systems.
3. Never introduce anything but pure refrigerant and refrigerant oil into a system.
4. Keep refrigerant oil containers tightly sealed and clean to prevent absorption of
moisture or other contamination.
5. Use only approved refrigeration oil in the compressor. If any doubt exists about the
cleanlinessof the compressor oil, replace it with new oil.
6. Never reuse oil removed from the system. Discard it.
7. When Loctite Refrigerant Sealant has been used on a joint it must be heated to 400 F
prior to disassembly.Loctite must be used to seal any pipe threads in the system lines.
8. Replace the receiver-dehydrator assembly on any system which has been operating
with a leak allowing air to enter the system. If a receiver-dehydratoris left open to the
atmosphere it should be replaced due to the loss of effectiveness of the drying
compound it contains.
Reissued: 10/11/79 3D3 ACCESSORIESAND UTILITIES

3D3
NOTE
A very strong acid (HCL) is formed when R-12 comes in contact

with moisture.
A new receiver-dehydratorshould be opened and connected to the
system only when ready to charge the system with refrigerant.
9. Recommended torque values must be used on all flare fitting and O-ringjoints. See
Table XIV-XI.
TABLE XIV-XI. ALUMINUM TUBING TORQUE
Metal Tube Thread and Fitting Alum. Tubing
O.D. Size Torque
1/4 7/16 5-7 ft.-lbs.
3/8 5/8 11-13ft.-lbs.
1/2 3/4 15-20ft.-lbs.
5/8 7/8 21-27 ft.-lbs.
3/4 1-1/16 28-33 ft.-lbs.
14.98. SERVICEVALVES. The purpose of the service valve is to service the air conditioning system.
(Testing, Bleeding, Evacuating and Charging).This aircraft is equipped with service valvesmounted in the
suction and discharge lines of the evaporator assembly. These valvesare the "2" position type Schrader
valves. All normal air conditioning serviceshould be performed at the evaporator assemblymounted valves.
NOTE
Service valvesare also located on the compressor. However, use of

these valvesin servicingis not recommended.
NOTE
If a Schrader service valve is not serviceable, the core assembly

must be replaced.

3D4
COMPOUND HIGH PRESSURE

PRESSURE GAGE GAGE
TO SUCTION TO DISCHARGE
SERVICE VALVE SERVICEVALVE
TO VACUUM PUMP OR
REFRIGERANTCYLINDER
Figure 14-25.Test Gauge and Manifold Set
14-99.TEST GAUGE AND MANIFOLD SET.The proper testing and diagnosis of the air conditioning
system require that a manifold gauge set be attached into the system. This set consists of two gauges
mounted to a manifold. One gauge is a high pressure gauge used in the discharge side of the system. The
other is a low pressure gaugeused in-the suction side of the system. The manifold is a devicehavingfittings
for both gauges and connection hoses with provisions for controlling the flow of refrigerant through the
manifold.See Figures 14-25and 14-26.
The center port of the manifold set is used for chargingor evacuationprocedures, or any other service
that may be necessary.
Both the high and low side of the manifold have hand shut-off valves.Whenthe hand valveis turned
all the way in, in a clockwisedirection, the manifoldis closed. The pressureson the side of the system will,
however, be recorded on the gaugeabove the hose.
Cracking the hand valve, in the counterclockwise direction, opens the system to the middle service
port of the manifold set. This is desirable only when it is necessaryto let refrigerant out or into the system.
Refer to Figure 14-25and 14-26.
Reissued:10/11/79 ACCESSORIESANDUTILITIES
3D5
DIAGRAMA
DIAGRAMB
DIAGRAMC
DIAGRAMD
Figure 14-26. Manifold Set Operation
Reissued: 10/11/79 ACCESSORIESANDUTILITIES

3D6
COMPOUND
GAGE 50 P.S.I. PRESSURE GAGE
n SCHRADER VALVE
E L THEN CLOSE H SCHRADERVALVE
Figure 14-27. Leak Test Hookup
14-100.CHECKING THE SYSTEM FOR LEAKS.There are several methods of doing this operation,
depending on the type of equipment which is available. Two methods of performing this check will be
covered in the followingparagraphs.
NOTE
Evacuatesystem prior to leak check.

14-101. LEAK CHECK - METHOD 1.
a. Connect the manifold gauge set into the system and determine if there is any refrigerant in the
system. A minimum of 50 psi refrigerant pressure in the system is needed for leak detection. (Refer to
Figure 14-27.)
b. Purge the hoses of air by allowingsome refrigerant to escape from the connections at the service
valves.Then tighten connections at the servicevalve.
c. Closethe low side manifold valve and open the high side manifold valve.
d. Open the refrigerant container servicevalve and allow the pressure at the low side gaugeto reach
50 psi at which time close the high side manifold valve.
e. Closethe refrigerant container servicevalve and remove the hose if no leaksare evident.
f. It is advisable to use an electronic leak detector to check this system instead of an open flame
leak detector due to the possiblepresenceof gasolinefumes in the engine area.
g. If any leaks are found, purge the system of refrigerant, make the necessaryrepairs and check the
compressor oil.
h. Add oil, if required, (Refer to Paragraph14-112andTable XIV-XI)then repeat Steps a thru e.
i. If no further leaks are found, the system may be evacuated and charged. Refer to Paragraphs
14-104and 14-105.

3D7
14-102. LEAK CHECK - METHOD 11.

a. Remove the accesspanel at the rear of the cabin to gain accessto the servicevalves.
b. Remove the protective cap on the high pressure Schrader valve fitting and connect a charging
hose with a shut-off valve arrangement to the fitting. The charginghose must have a Schrader fitting or
adapter to fit the valve.
c. Connect the other end of the charginghose to a small cylinder of refrigerant and purge the hose
by allowinga slight amount of refrigerant gas to escape from the Schrader valvefitting.
d. The cylinder of refrigerant should be placed upright in a container of warm (125° F max.) water on
a small scale.
e. Allow approximately 1/2 pound of refrigerant to enter the system by opening the valve on the
charging hose and observingthe weight change on the scale.
f. Usingan electronic leak detector, check all joints and repair any leaks.
g. After completion of repair of any leaks, proceed to check the system in accordancewith one of
the methods outlined for any other leaks.
h. If no further repair is required on the system, it is now ready to evacuate in accordance with
Paragraph 14-104.
14-103.DISCHARGING.(Required only if system contains refrigerant.)

NOTE
Applies to Kent Moore J23500 or similar charging station. Refer
to Figure 14-29.
a. Close all valveson chargingstation.
b. Connect red high pressure charging line to high pressureSchrader valve at the evaporator fitting.
c. Open valve 8 (high pressure control) on chargingstation one turn.
d. Hold end of blue low pressure charging line in a shop rag and slowly open valve 2 (low pressure
control) on chargingstation allowingrefrigerant to exhaust from system into shop rag.
CAUTION
Refrigerant can cause freezing of skin. Be particularly careful not
to allow contact with the eyes.
Do not allow refrigerant to escape too rapidly, as excessiveoil may
be carried out of system. Whenhissingstops, system is empty and
valveshould be closed if no further work is planned.
14-104. EVACUATING THE SYSTEM.If the system has been operated in a discharged condition or
anytime the system has been open to atmospheric pressure, the receiver-dehydrator must be replacedand
the system evacuated to remove any trapped air and moisture which has entered it. A vacuum pump
capable of pulling 29 inches of mercury or better should be used. As we lower the pressure in the air
conditioning system, we lower the boiling temperature of the water (moisture) that may be present. Then
we are able to pull this water, in the form of vapor, out of the system. The followingtable demonstrates the
effectivenessof moisture removal under a givenvacuum.

3D8
988
COMPOUNDGAGE
PULL 26 TO 28 PRESSURE GAGE
VACUUMPUMP SCHRADER
VALVE
NOTE: OPEN BOTHSERVICE VALVES EVAPORATOR

ASS'Y
(COUNTERCLOCKWISE) ONE TURN
Figure 14-28.Evacuation Hookup
System Vacuum Temperature F.

27.99 100
COMPOUND
READING
GAUGE
IN INCHES
28.89 80
OF MERCURY VACUUM 29.40 60
29.71 40
29.82 20
29.88 0
NOTE
For each 1,000 feet of elevation above sea level, the compound
gaugereading will be about one inch lower, numerically.
The followingsteps should be of help when performing this operation.
a. Remove accesspanel at the rear of the cabin to gain accessto the Schrader servicevalves.
CAUTION
Ascertain that all system pressureis released before attempting the
evacuation. (Refer to Paragraph 14-97.)

3D9
b. Connect the manifold gauge set to the airplane servicevalues. (Refer to Figure 14-28.)
c. The high and low manifold hand valvesshould be in the closed position. (Refer to Figures 14-25
and 14-26.)
d. Connect the center manifold hose to the inlet of the vacuum pump.
NOTE
Make sure the exhaust port on the vacuum pump is open to avoid
damage to the vacuum pump.
e. Start the vacuum pump and open the low side manifold hand valve.Observethe compound, low
pressure gaugeneedle, it should show a slight vacuum.
f. Continue to operate the vacuum pump until 26 to 28 inches of vacuum is attained on the low
pressure gauge,then extend the operation for another 25 minutes.
g. If the system cannot maintain 26 to 28 inches of vacuum, close both manifold hand valvesand
observe the compound gauge.
h. Should the compound gauge show a loss of vacuum, there is a leak in the system which must be
repaired before continuing with evacuation.
i. If no leaks are evident, reopen both manifold hand valves and continue the evacuation for
another 30 minutes.
j. Close both manifold hand valves, stop vacuum pump and disconnect center manifold hose from
the vacuumpump.
k. Proceed to charge the system in accordance with Paragraph 14-105.
NOTE
The system should be charged as soon as it has been evacuated.
14-105. CHARGING THE SYSTEM.When the system is completely evacuated in accordance with
instructions givenin Paragraph.14-104,oneof the followingprocedures should be used to charge the system.
14-106.WITHA CHARGINGSTAND. This is the preferred method of charging the system.
NOTE
The followinginstructions apply to Kent Moore, J23500 charging

stand. Refer to Figure 14-29.
a. With the system discharged and evacuated, proceed to hook-up the charging stand. (Refer to
Figure 14-30.)
b. Fill the chargingcylinder by opening the valveat the base of the chargingcylinder and filling the
sight glasswith two pounds of liquid refrigerant.
c. As refrigerant stops filling the sight glass, open the valve at the top of the gauge neck assembly
intermittently to relieve head pressure and allow refrigerant to continue filling the sight glass to the
required amount.
d. When refrigerant reaches the required level in the sight glass, close both the valve at the base of
the cylinder and the valve at the bottom of refrigerant tank. Be sure the top valve is fully closed.

3D10
1. CYLINDER PRESSURE GAUGE

2 COMPOUND GAUGE
3. VALVE, LOW PRESSURE CONTROL 1
4. VALVE, VACUUM CONTROL 2 9 24
. CHARGING CYLINDER
6. BRACKET 10
7. SIGHT GLASS 19
. CYLINDER BASE VALVE
9. HIGH PRESSURE GAUGE - 12
10. VALVE, HIGH PRESSURE CONTROL 1
11. VALVE, REFRIG. CONTROL 5
12. CHARGIN LINE HOSE HOLDER
13. BRACKET
14 LOW PRESSURE CHARGING LINE 6 2
15. HIGH PRESSURE CHARGING LINE
16. HEATING ELEMENT PLUG
17. VACUUM PUMP
18. OILFILL LOCATION
19. NECK ASSEMBLY 161 21
20. REFRIGERANT DRUM SUPPORT
21. REFRIGERANT DRUM VALVE
22. VACUUM PUMP VALVE
23. VACUUM PUMP EXHAUST PORT 17
24. TOP CYLINDER VALVE
25. REFRIGERANT DRUM
26. WEB STRAP 30
27. REFRIGERANT DRUM REDUCER
28. CHARGING CYLINDER HOSE / 31
29. VACUUM PUMP INTAKE HOSE
30. VACUUM PUMP SWITCH
31. VACUUM PUMP POWER CORD
Figure 14-29. Charging Stand
NOTE
If bubbling occurs in sight glass, reopen the cylinder base valve
momentarily to equalize drum and cylinder pressure.
e. Connect the heating element plug to a 110 volt outlet.
f. Turn cylinder sight glass to match pressure reading on cylinder pressure gauge.This scaleshould
be used during entire chargingoperation.
g. Close valve 1 (low pressure control), fully open valve 4 (refrigerant control) and allow all the
liquid refrigerantcontained in the chargingcylinder to enter high side of aircraft system.
h. When the full charge of refrigerant has entered the system, closevalve4 (refrigerant control) and
valve 2 (high pressurecontrol).
i. After completion of charging, close all valveson the chargingstand. Disconnectthe high and low
pressure charging lines from the aircraft system. (A small amount of refrigerant remainingin the lineswill
escape). Replace lines on holder of chargingstand to keep air and dirt out of lines. Open the valveat the
top of cylinder to relieveany remainingpressure, then reclose the valve.
j. Reinstallprotective caps of Schrader valvesand any accesspanelspreviouslyremoved.
14-107.USING THE AIRPLANE COMPRESSORTO CHARGE THE SYSTEM. This method is the least
desirable due to the requirement of operating the airplane's engine to run the compressor.
WARNING
If the airconditioner is to be operated during ground servicing,the
test area should be clean and free of any loose objects lying on the
ramp. Only the service valve located on the evaporator assembly
should be used for testing.

3D11
DISCHARGE UNE
CONDENSER I
SUCTION UNE
THISENDOFH
MUST HAVE
REFRIGERANT TO DEPRESS
R OF
WARM WATER
(125'F)
OPTIONAL METHOD PREFERRED METHOD
Figure 14-30.Charging Hookup

a. With the system evacuated as outlined in Paragraph 14-104,connect the refrigerant charging hose
to the manifold (refer to Figure 14-30)and purge the charging hose of air.
b. Place the refrigerant container on a scale to observe the amount of refrigerant entering the
system. Open the high pressure valveand add as much refrigerant as possible.
c. Close the high pressure valve,start the engine and operate it at 900 to 1000 RPM.
d. Operate the air conditioner and set controls to maximum cooling.
e. Open the low pressurevalve and complete charging the system.
f. Close the low pressurevalve after two pounds of refrigerant has been added to the system.
g. With the system still operating, observe the sight glass in the top of the receiver-dehydratorby
removing the plastic plug.
h. The sight glass should be clear of any bubbles or foam. If bubbles or foam are seen passing
through the sight glass, it is an indication of a low refrigerant charge in the system and more refrigerant is
required. This check should be made with OAT of 70F or higher and with the air conditioner operating.
i. If more refrigerant must be added to the system, open the low pressure valveand increaseengine
speed to 2000 RPM and observethe sight glass.After the sight glasshas cleared, closethe low pressurevalve
and observe the pressure gauges. At 1000 RPM the gauge pressure should be 15 to 20 psi on the low side
and 150 to 200 on the high side.
NOTE
Suspect leaks or an inaccurate scale if two pounds of refrigerant
does not fill the system.
j. Shut off the air conditioning system and airplane engine. Then, remove the charging lines from
the Schrader valveswith care due to the refrigerant remaining in the hose

3D12
NOTE
A shop cloth should be used to divert escaping refrigerant when

disconnecting the charging hose from the Schrader valve. Recap
the valve.
14-108. ADDITION OF PARTIAL CHARGE TO SYSTEM. It is possible to top off this system with
refrigerant by the following method:
a. Remove the access panel at the rear of the cabin.
b. Connect a charging hose to a refrigerant cylinder and also to the Schrader valve fitting on the
suction line. (Refer to Figure 14-30.)
c. .Purge the charging hose by allowing a small amount of refrigerant gas to escape at the Schrader
valve fitting.
d. Start the engine and operate at 1000 RPM and turn the air conditioner on maximum cool.
e. Remove the plastic plug from the sight glass in the top of the receiver-dehydrator.
f. With a low refrigerant charge in the system, bubbles will be seen passing thru the sight glass when
the system is operating.
g. Open the valve on the refrigerant cylinder.
h. Allow refrigerant to flow into the system until the bubbles disappear from the sight glass.
i. Close the refrigerant valve and check to see that the sight glass remains clear during system
operation.
j. When the sight glass stays clear of bubbles, add an additional I /4 pound of refrigeran to the system.
(Engine should be operating at 1000 RPM.)
NOTE
This should be done with OAT at 70° F, or higher, with the air
conditioner operating.
k. Shut off the air conditioner and engine. Remove the charging hose from the Schrader valve with
care due to refrigerant remaining in the line.
1. Replace the access panels.
14-109. COMPRESSOR SERVICE. It is not advisable to service the compressor in the field. It should be
done by a qualified shop which has the special equipment and trained personnel required to properly
service the unit.
Maintenance to the Sankyo compressor is limited to replacement of worn drive belt. Contact Sankyo
International. 10710 Sanden Dr., Dallas, Texas 75238 (214) 349-3030 for special tools and instructions for
detailed compressor maintenance.
NOTE
An important factor in air conditioning servicing is cleanliness and

care should be exercised to prevent dirt or foreign material from
entering the system. All hose and tubing ends should be capped
immediately. Any lubrication required in the assembly of the
components should be refrigerant oil of the type used in the
compressor.
Revised: 12/08/83 3D13 ACCESSORIES AND UTILITIES

14-110.COMPRESSOR REMOVAL. (The removal of the compressor requires a complete system dis-
charge.) (See Paragraph 14-103.)The removal instructions for the Sankyo compressor are as follows:
a. Ascertain that air conditioning circuit protector is in the off position.
b. Remove engine cowling.
c. Disconnect the electrical leads to the magnetic clutch on the compressor.
d. Depressurize the air conditioning system.
e. Remove the suction and discharge line from the service valves on the compressor.
NOTE
All open lines should be capped immediately to prevent dirt and

moisture from entering the system.
f. Loosen the four bolts securing the compressor in the mounting brackets. Rotate the compressor
in the bracket slots to disconnect drive belt.
g. Support compressor and remove the attachment bolts.
14-111.COMPRESSOR INSTALLATION. The installation instructions for the Sankyo compressor are as
follows:
a. Place the compressor in the mounting brackets and install attachment bolts. Do not torque attach-
ment bolts at this time.
b. Install compressor drive belt. Rotate compressor drive belt. Rotate compressor in mounting
bracket slots to obtain a belt tension of 85 to 90 pounds. Torque the four attachment bolts 300 to 350 inch-
pounds. (Refer to Paragraph 14-113.)
c. Check the oil level in the compressor in accordance with instructions given in Paragraph 14-112.
d. Connect the discharge and suction lines to their respective fittings.
e. Evacuate and charge the system per Paragraphs 14-104 and 14-105.
WARNING
If the air conditioner is to be operated on the ground for servicing.

the test area should be clean and free of any loose objects lying on
the ramp. Only the service valves located on the evaporator
assembly should be used for testing.
14-112.CHECK COM PRESSOR OIL. The oil levelshould be checked any time the system is discharged. Use
the following instructions for checking Sankyo compressor oil level:
a. Run the compressor for 10 minutes with engine at 1900 RPM.
WARNING
If the air conditioner is to be operated during ground servicing. the

b. Discharge the system per Paragraph 14-103; be careful not to lose any oil.
c. Remove the oil fill plug.
d. Position the rotor to top dead center (refer to Figure 14-31) by rotating the clutch front plate until
the casting mark is visible in the center of the hole.
ACCESSORIES AND UTILITIES

Reissued: 10/11/79 3D14
(TOP VIEW)
THRUST BEARING
OIL FILLER
HOLE
I CAST-IRON CAM ROTOR
I~~~~~~~~~~~~~~
CASTING MARK SHOWING

ROTOR AT TOP DEAD CENTER
Figure 14-31. Top Dead Center Casting Mark (Sankyo Compressor)
TURN CLUTCH FRONT

DIPSTICK-
PLATE CLOCKWISE BY 110 °
(APPROXIMATELY)
CLUTCH
FRONT PLATE
Figure 14-32. Rotation of Clutch Front Plate (Sankyo Compressor Oil Check)
Reissued: 10/11/79 3D15 ACCESSORIESAND UTILITIES

3D15
e. Rotate the clutch front plate clockwise by approximately 110. (Refer to Figure 14-32.)
f. Insert dipstick No. 32447 purchased from Sankyo. (See Paragraph 14-109 for Sankyo address.)
g. Remove the dipstick and count the number of increments of oil. The acceptable oil level in incre-
ments is 7 to 10. This represents between 2.6 and 4.4 fluid ounces.
h. When oil is added, refrigerant oil No. 9500 (Napa Temp Prod.), Sun Oil Suniso No. 5, Texaco
Copella E or Copella E (Wax Free) or equivalent 500 viscosity refrigerant oil must be used.
i. When installing the oil filler plug, make sure the sealing O-ring is not twisted and that no dirt or
particles are on the O-ring or seat. Torque the plug to 6-9 foot-pounds. Do not overtighten the plug to stop a
leak: remove the plug and install a new O-ring.
j. Evacuate and charge the system. (Refer to Paragraphs 14-104 and 14-105.)
CAUTION
The oil plug should not be removed with pressure in the system.
14-113. ADJUSTMENT OF DRIVE BELT TENSION. Adjust the Sankyo compressor as follows:
a. Rotate the compressor to obtain tension of 100 pounds for new belt or 85 to 90 pounds for old belt.
b. Run the engine for a 15 minute period at 1900 RPM with the compressor engaged.
WARNING
If the air conditioner is to be operated during ground servicing, the

c. Shut down engine and recheck the belt tensions. New belt tension should fall back to desired tension
of 85 to 90 pounds. Old belts reinstalled should retain the 85 to 90 pounds span tension.
d. This tension check should be made at every 100 hours or annual inspection whichever occurs first.
14-114. REFRIGERANT LINES AND ROUTING. The refrigerant lines in this aircraft are flexible high
pressure hoses and should be handled accordingly. The hoses in the power plant area are routed so as to pro-
vide maximum protection from heat and abrasion. They couple at the firewall to hoses routed through the two
inboard, external hat section on the bottom of the fuselage, up through the floor to the condenser and evap-
orator in the tail cone. The discharge is in the right hat section and the suction in the left.
NOTE
Before any of the hose couplings are uncoupled, the system must be
completely discharged. (See Paragraph 14-103.)
14-115. RECEIVER-DEHYDRATOR.
14-116. RECEIVER-DEHYDRATOR REMOVAL. This unit is mounted on the inboard side of the evap-
orator assembly housing.
a. Discharge the system of all refrigerant. (See Paragraph 14-103.)
b. Uncouple the refrigerant lines at the receiver-dehydrator. (See Paragraph 14-97. B-7.)

3D 16
c. Remove the clamp attaching the unit to the evaporator housing.
NOTE
This part is not serviceable, it must be replaced. The receiver-
dehydrator should be replacedwhen the system has been operated
without a charge or is left open.
14-117.RECEIVER-DEHYDRATOR INSTALLATION..
a. Slip the mounting bracket around the receiver and put it in place on the evaporator housing with
the tube fitting on top. Align the fittings to the proper line before securing the mounting bracket.
NOTE
Torque the fittings. (See Table XIV-XI.)
b. Evacuate and recharge the system in accordance with Paragraphs 14-104and 14-105.
14-118.CONDENSER. The condenser is located in the left nacelle aft of the firewall, between stations
78.00 and 98.00.
14-119.CONDENSER REMOVAL.
a. Remove the hatch cover assembly.
b. With the system completelydischarged,disconnect the suction and dischargehosesat the condenser
fitting. (See Paragraph 14-97,B-7.)
NOTE
Cap the open linesto prevent moisture and dust from contaminating
the system.
c. Remove the screws which hold the condenser to the mounting brackets.
d. Remove the condenser from the nacelle, being careful not to bend the fins of the core or damage
connecting tubes.
NOTE
Cap the lines till reinstalled.
14-120.CONDENSER INSTALLATION.
a. Place the condenser in the left nacelle with the line connections on the outboard side.
b. Attach the condenser to the mounting brackets.
NOTE
It is advisable to change the receiver-dehydrator whenever the
system has been open to the atmosphere.
c. Seal and couple the hose fittings. Apply a small amount of Loctite refrigerant sealant to the flare
only to insure leak free connections.

3D17
d. With the condenser secured, proceed to evacuate and recharge the system.
e. When the system is completely charged, check it for any leaks.
f. Replace and secure hatch cover assembly.
14-121.CONDENSER SCOOP RIGGING INSTRUCTIONS. (Refer to Figure 14-33.) The condenser
assemblyis actuated by an electric motor through bellcranks, push rods and limit switches.Thescoop rigging
instructions are as follows:
a. Disconnectthe actuating arm from the condenserscoop by removingthe nut and bolt, that attaches
the arm to the scoop.
b. Remove the nut, washer and bolt, that attaches the actuating arm to the vent door.
c. Place the air condition toggle switch in the off position. Apply power by turning the master switch
to the on position.
CAUTION
Looking outboard the motor should drive the mechanismclockwise
to the closed position. If the motor turns in the opposite direction,
turn off power and check wiring.
d. With the system in full closed(clockwise)position, the length of the actuator arms can be adjusted
to hold the scoop and vent doors firmly closed.
e. Connect the actuating arms to the scoop and vent door and secure with attachment hardware.
f. The scoop can now be operated by turning the fan switch to the low or high position.The scoop and
vent door opening dimensions can be checked by the following outlined procedure:
1. Place the fan switch to the low or high position.
2. Depress the air condition squat switch located on the right hand main gear.
3. Place the air condition toggle switch to the on position. The scoop willthen open to the flight
position. The flight position should be adjusted to .8 ± .1 inch. (Refer to Figure 14-33.)
4. Release the air condition squat switch. The scoop will then open to the ground or full open
position. The full open position should be adjusted to 2.00 ± .10 inches. (Refer to Figure 14-33.)
5. Depress the air condition squat switch, the scoop will return to the flight position.
6. Place the air condition toggle switch to the off position, the scoop will return to the closed
position.
NOTE
If the scoop and vent doors do not open to the proper distance, ad-
justments may be accomplished by adjusting the ground and flight
position limit switches. DO NOT bend the actuator arms to adjust.
7. Cycle scoop and vent doors to ensure proper operation, by turning the air condition toggle
switch on and off.
NOTE
The squat switch must be depressed for the scoop to stop in the
flight position.
8. Turn fan and air condition switches to the off position. The scoop and vent doors will then
return to the closed position.
9. Turn off the master switch.
Reissued: 10/11/79 3D18 ACCESSORIES AND UTILITIES

3D18
A487
1. CONDENSER SCOOP
2. VENT DOOR
3. ROD ASSEMBLY - SCOOP - 24 68'
4. ACTUATING ROD - CONDENSER SCOOP - 4.74"
5. ACTUATING ROD - VENT DOOR - 13.84"
6. LIMIT SWITCH - GROUND POSITION
7. LIMIT SWITCH - FLIGHT POSITION
8. LIMIT SWITCH - FLIGHT POSITION
9. LIMIT SWITCH - CLOSED POSITION
10. MOTOR
11 BEARING BLOCK
8
2
Figure 14-33. Condenser Air Scoop Installation

3D19
TO EVAPORATOR
VALVE ASS'Y
CAPILLARY COIL
FROM RECEIVER
DEHYDRATOR
Figure 14-34. Expansion Valve
14-122. EXPANSION VALVE. (See Figure 14-34.)
14-123. EXPANSION VALVE REMOVAL. The expansion valve is located in the evaporator assembly
between the receiver drier and the evaporator inlet. The capillary coil is attached to the evaporator outlet
line.
a. Remove the necessary access panels and discharge system.
b. Remove the capillary coil from the outlet line. (Do not link the capillary tube.)
c. Uncouple all related tube fittings. (See Paragraph 14-97, B-7.)
NOTE
If this part is not serviceable, it must be replaced with a new part.
14-124. EXPANSION VALVE INSTALLATION.

a. Install the expansion valve in the inlet line of the evaporator core by coupling the related fittings.
(Seal all couplings with sealant applied to tube flanges only.) Torque fittings per Table XIV-X.
b. Secure the capillary coil to the evaporator outlet line.
c. Evacuate and charge the system. (See Paragraphs 14-104 and 14-105.) Check for leaks. (See
Paragraph 14-100.)
d. Replace access panels.

3D20
14-125. EVAPORATOR ASSEMBLY. The evaporator assembly consists of the evaporator core.
receiver-dehydrator. expansion valve. circulating fan and pressure switch together with necessary housing
and plumbing. The housing is fabricated of Cycolac type material. The condensed moisture is dumped over
board through a hose clamped to a fitting on the bottom of the evaporator housing.
14-126. EVAPORATOR ASSEMBLY REMOVAL. The evaporator assembly is located behind the cabin
rear panel. attached to the mounting panel with 12 screws and washers and a bracket securing the back to
the mounting panel.
a. Remove air conditioning filter cover. filter and rear access panels.
NOTE
Discharge the system before disassembling. (Refer to Paragraph

14-34.)
b. Uncouple the liquid line from the inlet side of the receiver-dehydrator and the suction line from
the evaporator core outlet. (See Paragraph 14-97. B-7.)
c. Disconnect the related electrical wires.
d. Remove flexible air duct from housing outlet. Remove drain hose from housing.
e. Remove temperature probe from evaporator housing.
f. Remove the screws attaching the support bracket and evaporator housing to the mounting panel.
Remove the assembly through the access hole in the bulkhead.
14-127. EVAPORATOR ASSEMBLY INSTALLATION.

a. Cement gasket in place on the flanges of the evaporator housing and attach the large end of the
mounting gasket to the back of the housing.
b. Install the housing through the access hole with the air duct outlet on top. Mate the mounting
flanges to the mating surface of the mounting panel and insert the screws. (Do not tighten at this time.)
c. Line up the mounting bracket with mating holes in mounting panel insert screws and tighten.
Tighten screws in the flange at this time. Be certain gasket is in place. The flange must have an air tight seal.
-- d. Couple the suction and discharge lines to their respective fittings (apply Loctite refrigerant
sealant to tube flanges only).
e. Evacuate and charge system. (See Paragraphs 14-104.)
f. Check for leaks. (See Paragraph 14-100.) If no leaks are detected. seal and install access panel on
evaporator housing.
g. Couple flexible air duct and drain tube.
h. Make and check electrical connections.
i. Check operation of blower and refrigerant systems.
j. Install rear bulkhead panels. Be certain to seal. (See WARNING.)
WARNING
Whenever it is necessary to remove and replace the cabin rear

panel. it should be replaced and sealed in the original manner to
prevent exhaust gases from entering the cabin. After removing and
replacing the rear panel. conduct a carbon monoxide test on the
ground and in flight with and without the air conditioner operating.
Presence of CO shall not exceed one part in 20.000.

3D21
WRAP TAPE AROUND THERMOSTAT

CAPILLARY LEAVING SERVICE
PORT ACCESSIBLE.
I. SIGHT GLASS
2. SERVICE VALVE (SCHRAOER) (HI)
3. CAPILLARY COIL
4. HOUSING ASS'
5. SERVICE VALVE (SCHRADER)( LOW)
6. RECEIVER DEHYORATOR CLAMP
7. RECEIVER DEHYDRATOR
8. PRESSURE RELIEF SWITCH (RANCO)
9. EXPANSION VALVE
10. OUTLET HOSE
Figure 14-35.Components Installation
14-128.PRESSURE RELIEF SWITCH (Texas Instruments). The pressure relief switch automatically
prevents the system from over pressurization by breakingthe electricalcircuitto the magneticclutch, stopping
the compressor until pressure is reduced. The switch is located in the line between the receiverand expansion
valve, and set to cut out at 350 ± 10 psi and cut in at 250 + 10 psi
NOTE
Before the relief switch is removed, the air conditioning system

must be discharged. (See Paragraph 14-34.)
14-129. ELECTRICAL INSTALLATION. The electricalsystem, routing and component are installedand
routed in the conventional aircraft manner. The wiring harness is connected to switchesin the climatecontrol
center on the right side of the instrument panel. The harnesses cross the instrument panel to the left side where
two (2) wires are taken off for the compressor clutch. The harnessthen passesaft alongthe leftside of the fuse-
lage where it connects to the blower motor, pressure relief switch and the condenser actuating motor.
14-130. FUSE REPLACEMENT. There are three fuses located behind the air conditioningsystem control
panel. A 20 amp circuit breaker mounted in the circuit breaker panel protects the completeair conditioning
electrical system.
0
3D22
14-131. OVERHEAD VENT BLOWER
14-132. DESCRIPTION. The blower is mounted in the aft section of the fuselage and is connected to the
overhead vent system. The blower draws air in from the dorsal fin and forces it through the ducting when-
ever desired. The four position blower switch is mounted in the overhead panel and controls the three speed
blower.
14-133. REMOVAL OF BLOWER ASSEMBLY.

a. Remove the access door from the aft wall of the baggage area.
b. With the master switch off, disconnect the plug assemblies at the blower assembly.
c. Remove the inlet and outlet hoses from the blower assembly by removing the clamps.
d. Remove the screws, washers, and nuts that secure the blower assembly to the hanger braces.
e. Remove the screws and washers which secure the blower assembly to the retainer and hangers.
f. Remove the blower assembly from the aircraft.
14-134. DISASSEMBLY OF BLOWER ASSEMBLY.

a. Remove the hose duct from the forward edge of the blower assembly by removing the nuts.
washers and screws.
b. Remove the cover from the blower assembly by removing the nuts, washers and screws.
c. Remove the blower fan from the motor shaft by removing the set screw.
d. For removal of the motor, proceed as follows:
1. Separate the plate from the motor cover by carefully drilling out the connecting rivets.
2. Cut the motor wires at the edge of the receptacle and plug and remove the wire ends from
the blocks.
3. Remove the motor from the mounting plate by removing the nuts, washers and bolts.
14-135. REASSEMBLY OF BLOWER ASSEMBLY.

a. Mount the motor on the plate and secure it with the bolts, washers and nuts. Be sure that the
motor nuts are snug and the shaft spins freely.
b. Position the cover over the motor plate with the motor wires protruding through the cover
grommet.
c. With the holes in the cover matching the holes in the motor plate, secure the two parts together
with rivets.
d. Apply PRC-5000 sealant to fill any opening left after the wires are brought through the grommet.
e. Install the wires in the plug and receptacle according to Table XIV-XII.
f. Position the blower fan on the motor shaft and secure with set screw.
g. Secure the cover to the blower assembly with screws, washers and nuts.
h. Position the hose duct on the blower assembly and secure it with screws, washers and nuts. The
screws must be installed with their heads inside the duct.
i. After cleaning the surfaces of all old sealant, use white rubber caulk PRC-5000 sealant to seal
where the duct attaches to the blower assembly.
14-136. INSTALLATION OF BLOWER ASSEMBLY.

a. Position the blower assembly in the hangers and retainer and install the washers and screws.
b. Install the nuts, washers, and screws securing the blower assembly to the hanger braces.
c. Seal all hose joints with Arno No. C-520 gray tape; then install the inlet and outlet hoses securing
them with the clamps.
d. With the master switch off, connect the plug and receptacles at the blower.
e. Check the blower for the proper operation.
f. Install the access door to the aft wall of the baggage area and secure with the attaching hardware.
ACCESSORIESAND UTILITIES Reissued: 10/11/79

3D23
TABLE XIV-XII. BLOWER SYSTEM WIRE COLOR CODES
AIRCRAFT
MOTORWIRES WIRES
YY1S062 Pin
Pon ESB- Universal Aircraft
. Elect. Company Harness Nos.
Ground 2 Brown AC26A 2

-
Low Speed 1 Yellow Black 1
High Speed . I Orange Red 2
NOTE
Pin number 1 is at the pointed side of the plug and receptacle.
14-137.SHOULDER HARNESS INERTIA REEL ADJUSTMENT.
a. Allow tue harness to wind up on the reel as much as possible.
b. On the end of the reel, pry off the plastic cap over the spring, making sure the spring does note
come out of the plastic cap and set cap aside.
c. Unwind the harness completely, then measure and mark the harness 24 inches from the reel
center.
d. Wind the harness onto the reel until the 24 inch mark is reached, then hold reel and place cap
with spring over the reel shaft end.
e. Aligningslot in shaft with spring tang, wind spring 6 turns ± 1/2 turn and snap the plastic cover
into holes in reel end shaft.
f. Release harness and allowing it to wind up, extend the harness a few times to check reel for
smooth operation.
g. With reel fully wound, hold with inertia mechanismend and pry off plastic cap over mechanism
and set reel aside.
h. Install nut in plastic cap so that stud in cap is flush with nut surface, then reposition cap over reel
end and orientating properly, snap in place. Extend harness a few times to make sure action is correct.
Revised: 8/10/80 ACCESSORIESANDUTILITIES

3D24
NO. COMPONENT LOCATION

Fl Fuse Instrument Panel
F2 Fuse Instrument Panel
F3 Fuse Instrument Panel
KI Relay Left Engine Nacell:
K2 Relay Left Engine Nacelle
Dl Diode Terminal Strip
D2 Diode Terminal Strip
All Terminal Strip Left Engine Nacelle
2178
BLOWER
MOTOR
LOS
Figure 14-36. Air Conditioning Wiring Schematic (Early Models)
Reissued: 10/11/79 3E ACCESSORIESAND UTILITIES

3E 1
TABLE XIV-XIII. TROUBLESHOOTING CHART (AIR

CHART CONDITIONER)
TABLEXIV-XIII. TROUBLESHOOTING
(AIR CONDITIONER)
Gauge Indication ProbableCauses Remedy
Highdischarge pressure. Overcharge of Purge excess re-

refrigerant. frigerant.
Air in system. Check for leaks. Bleed

charge from system.
Evacuate and recharge
system
Overheated condenser Clean bugs and dirt
due to blocking air from condenser fins.
passage. Straighten fins if
bent.
Flooded evaporator Check that capillary
indicated by heavy bulb is securely
frosting on suction clamped to suction
line and compressor line. If capillary
suction servicevalve. bulb OK replace
expansionvalve.
Restriction in liquid Check for kinked hoses
line from condenser. and stopped up filter.
Low dischargepressure. Underchargeof re- Add refrigerant until

frigerant. Sight glass bubbles disappear. Check
shows bubbles or foam. system leaks
Damagedcompressor Replacecompressor.
valvesor dirt under
valves.
Damagedcompressor. Replace compressor

Worn or broken piston
or piston rings.

3E2
TABLE XIV-XIII. TROUBLESHOOTING CHART (AIR CONDITIONER) (cont.)
Gauge Indication Probable Causes Remedy
Low suction pressure. Low air supply through Repair blower or

(Accompaniedby icing evaporator. blower motor. Clean
evaporator.) stoppage in air ducts.
Very dirty evaporator Clean and flush with
fins and coils. water.
Low suction pressure. Underchargeof Add refrigerant.

(Evaporator not cold refrigerant Moisture Install new dryer.
enough) suction gauge freezing in expansion Evacuate and recharge
may read a vacuum in- valve.Valvewill show
dicatingevaporator frost. Expansionvalve
lacksrefrigerant. inlet screen clogged. Remove screen.
Inoperative expansion Clean with solvent
valve.Valvestuck and replace. Warm
closed or capillary capillary by holding
bulb has lost its in hand. If suction
charge. pressure does not
change. replace ex-
pansion valve.
Restriction anywhere Locate restriction

in liquid line. Re- and repair.
striction willshow
frost.
High suction pressure. Capillary bulb clamp Clean contact surfaces

loose on suction line. of suction line and
Suction line shows cap bulb. Tighten
frost. clamp.
Expansionvalvenot Replace expansion
closing.Evaporator valve.
flooded. Suction line
frosted to compressor.

3E3
Gauge Indication Probable Causes Remedy
High suction pressure. Compressor drive belt Adjust belt tension.

(cont.) slipping.
Magneticclutch Check electrical

slipping. circuit for correct
voltage to clutch
coil. Clean clutch
surfaces of oil.
Leaking or broken Replace compressor.
compressor valves.
Door will not close Faulty relay "K-2." Replace relay.

when air conditioner
switch is in OFF
position.
System produces no Electrical.
cooling.
Blown fuse in Replace fuse.
control head.
Open circuit breaker. Reset circuit breaker.
Broken or disconnected Check all terminals

electrical wire. for loose connections;
check wiring for hidden
breaks.
Broken or disconnected Check ground wire to
ground wire. to see if loose, broken,
or disconnected.
Clutch coil burned out Check current flow to

or disconnected. clutch, replaceif
inoperative.

3E4
System produces no Electrical. (cont.)

cooling. (cont.)
Thermostat sensing Check thermostat and
element defective. cabin comfort control
panel.
Blower motor dis- Check current flow
connected or burned to blower motor.
out. Repair or replaceif
inoperative.
Mechanical
Loose or broken drive Replace drive belts
belt. and/or tighten to
specifications
Compressorpartially Remove compressorfor

O or completely frozen. serviceor replacement,
Expansion valvestuck Replace expansion

in open position. valve.
Refrigeration
Broken regrigerant Examine all lines for

line. evidenceof breakage
by external stress or
rubbing wear.
Leak in system. Evacuate system, apply
static charge, leak
test system, and repair
leak as necessary.

3E5
System produces no Compressorshaft seal Replacecompressor.

cooling. (cont.) leaking.
Cloggedscreenor Repair as necessary.

screens in receiver
dehydrator or expansion
valve;pluggedhose or
coil.
System will not produce Electrical

sufficient cooling.
Blower motor sluggish Removeblower motor
in operation. for serviceor re-
placement.
Mechanical
Compressorclutch Removeclutch assembly
slipping. for serviceor replace-
ment.
Obstructed blower Examineentire passage
passage. for obstruction. Correct
as necessary.
Insufficient air Clean condensercoils.
circulation over
condensercoils;
fins cloggedwith
dirt or bugs.
Evaporator filter Clean with cleaning
clogged. solvent to remove
cigarette tars.
Refrigeration
Insufficient re- Rechargesystem until
frigerant in system. bubbles disappearin
receiverdehydrator
and gaugereadings
stabilize to specifi-
cations.

3E6
Excessivelynoisy Electrical
system. (cont.)
Compressornoisy. Check mountings and
repair; remove com-
pressor for service
or replacement.
Compressoroil level Fill with correct
low. amount of specified
oil.
Refrigeration
Excessivecharge in Dischargeexcess freon
system. until high pressure
gauge drops within
specifications.
Low charge in system. Check system for
leaks; charge system.
Excessivemoisture in Replace dehydrator;

system. purge, evacuate, and
charge system.

3E7
System will not Mechanical

produce sufficient
cooling. (cont.)
Cloggedscreen in Purge system and re-
expansionvalve. place expansion valve.
Expansionvalve Purge system; replace

thermal bulb has expansionvalve.
lost charge.
Cloggedscreen in Purge system;replace
receiver dehydrator. receiver dehydrator.
Excessivemositure Purge system; replace

in system. receiver dehydrator. 0
Air in system. Purge, evacuateand
charge system (Re -
place receiver de-
hydrator.)
Excessivelynoisy Electrical
system.
Defectivewinding or Replace or repair
improper connection as necessary.
in compressor clutch
coil.
Mechanical
Loose or excessively Tighten or replace as
worn drive belts. required
Noisy clutch. Removeclutch for

service or replace-
ment as necessary.

3E8
14-138. ENGINE SYNCHROPHASER.
14-139. DESCRIPTION OF SYNCHROPHASER SYSTEMS. Two types of synchrophasing systems are

being used in the Seneca II, one utilizing an "AUTO SYNCH/MANUAL" (ASM) control, the other an
"OFF/PHASE ADJUSTMENT" (OPA) control. The functional equipment is the same for both systems, and
consists of right and left pulse generators, phasing computer, and a 5 amp circuit breaker. Schematic descrip-
tions for the two systems can be found in Figures 14-37 and 14-37a.
The two systems are designed to hold the engines in synch, or phase, after the engines have been manually
synchronized to within 30 to 40 RPM. The computer senses the out of synch/ phase condition with the switches
turned on, and automatically tunes the slave (right) engine with that of the master (left) engine. Should the
circuit breaker be pulled, master switch switched off, or an electrical failure occur, the slave engine will return
to the controlled (selected) RPM. plus approximately 25 RPM "out of synch" regardless of the position of the
control switch. Both systems must be turned off (or in manual) during taxi. takeoff, landing, and single engine
operation.
The "Auto Synch/ Manual" (AS M) control system operates on a fixed phase angle basis and only controls
the synchronization through the particular phase angle of the master engine. This system cannot be adjusted
in flight.
With the "Phase Adjustment" (OPA) control system, the phase angle of the propellers can be adjusted by
rotating the switch in the "Phase Adjustment" range to obtain the smoothest operation.
14-140. SYSTEM OPERATING PROCEDURE. The selector switch must be in the manual or off position
during engine start, warm-up, taxi, and take-off.
NOTE
With full throttle and full RPM the governors should be set within
the synchrophasing range; if not consult Section VIII of this
Service Manual for high RPM setting adjustment.
Upon reaching cruise configuration the propellers should be synchronized manually to within approxi-
mately 30 RPM for the ASM control system, and 40 RPM for the OPA system. For system activation the
ASM switch should be moved to the "Auto Sync" position and the OPA rotary switch moved slightly into the
"Phase Adjustment" position. The particular system should synchronize the propellers in a few seconds but
occasionally may take up to a full minute for the ASM system or 30 seconds for the OPA system.
The ASM control system should synchronize or phase in the engines as previously described: however.
if the power settings are changed. or if an RPM differential between the two engines exceeds 50 RPM. the
switch should be placed in "Manual" for 30 to 40 seconds and the procedure reinitiated.
The OPA system has the advantage over the ASM system in that the phase angle of the propellers can be
adjusted by rotating the switch to obtain the smoothest operation. After any adjustment remember to wait at
least 30 seconds. When changing power settings the system should be turned off and the previous procedures
reinitiated.
3E9
14-140a. INDUCTOR AND KIT INSTALLATIONS. (Refer to Figures 14-37 and 14-37a.) On early
installations which used the "Auto Synch Manual" controlled system. an inductor was not incorporated in
the system but was added later to remove radio interference. If the inductor or a newer computer (which has
the inductor incorporated) have not been retrofitted. the schematics herein and available kits should be
appropriately considered.
14-141. SYNCHROPHASER SYSTEM CHECK AND ADJUSTMENT. The following wiring harness
checks require the use of Hartzell Test Set B-4467.
a. Power light operating-indicates power supply to the system computer is of the proper polarity.
b. Right or Left engine lights operating-indicates pulse generator for applicable engine is operating
properly and correctly wired.
c. AUTO SYNC or MANUAL light operating-aircraft system AUTO SYNC/MANUAL switch is
wired correctly.
d. Coil light operating-governor solenoid coil is wired correctly.
e. Coil light not operating-open circuit. or wire on Pin Number 8 is grounded.
f. Coil short light operating-short circuit in governor solenoid coil or a short between coil leads.
14-142. GROUND CHECKS.

a. Disconnect the synchrophaser computer from the wiring harness.
b. Connect Hartzell Test Set B-4467 to wiring harness at point where computer was disconnected.
c. Turn battery master switch ON and place synchrophaser mode switch in AUTO SYNC position. Test
set power light and coil light should be lighted.
NOTE
Other lights on the test set may be lighted, but should be ignored
with this exception: if coil short light is lighted, place aircraft
master switch in off position and replace governor solenoid coil.
d. If either the right or left engine lights are lighted, attempt to extinguish the light by rotating
appropriate propeller in direction of normal rotation. If lights are not lighted, attempt to light by rotating
propeller.
e. Place synchrophaser mode switch in the manual position. The test set manual light should light and
the phase light should extinguish. Placing mode switch in AUTO SYNC position should cause the reverse to
occur.
Revised:8/10/80 3 ANDUTIIIES
ACCESSORIES
3E10
2843A
I COMPUTER
(HARTZELL C-4362-2)
SYNCHROPHASER
MODE SWITCH
C/B PANEL INDUCTOR
AMP
RIGHT PULSE LEFT PULSE

GENERATOR GENERATOR
RIGHT
GOVERNOR
I Figure 14-37. Synchrophaser Wiring Schematic - Auto Synch/Manual Switch

3Ell
2 243 B
-- ---
| COMPUTER
(HARTZELL C-4362-2)
I _
C/B
. -J
WHT
(B)K
' RIGHT PULSE

GENERATOR
LEFT PULSE
GENERATOR
RIGHT
GOVERNOR
L__J
Figure 14-37a. Synchrophaser Wiring Schematic - Phase Adjustment Switch
Added: 8/10/80 ACCESSORIES AND TIL.ITIF

3E12
A A
5
1. MOUNTING BRACKET 7. WIRING HARNESS

2. COMPUTER 8. TACH DRIVE
3. PULSE GENERATOR 9. SLAVE GOVERNORASSEMBLY
4 TACHOMETERS 10 CONTROL PEDESTAL
5. TACH CABLE 11 SYNCHROPHASERCONTROLSWITCH
6. TACH CABLE 12. SYNCHROPHASERPOTENTIOMETERCONTROL
11 12
"PHASE ADJUSTMENT"
"AUTO-SYNCH"
(VARIABLE PHASE)
la (FIXED PHASE)
INSTALLATION
INSTALLATION
Figure 14-38. Engine Synchrophaser Installation

3E13
NOTE
Failure of tesf lights to operate may indicate a defective wiring

harness. Should the wiring harness prove to be good, but the
engine lights or coil light fail to function properly, replace the
applicable pulse generator or governor.
f. Disconnect the test set from the aircraft and reconnect the computer.
14-143. FLIGHT CHECK.

a. At cruise altitude, set the engine controls at 75 percent power.
b. Beat synchronize the propellers.
c. With the propeller control, increase or decrease right engine speed approximately 50 revolutions per
minute (RPM).
d. Place the synchrophaser mode switch in the AUTO SYNC position. The propellers will synchronize
automatically if the system is operating properly. If synchronization is not attained return mode switch to
MANUAL for 30 to 45 seconds. Resynchronize the engines manually to within 25 to 30 RPM of each other.
Return the mode switch to the AUTO SYNC position. If synchronization is again not attained, repeat 14-143
above, then repeat flight check.
NOTE
Place synchrophaser mode switch in manual position for all take-

off, landing and engine-out operations.
14-144. REMOVAL OF COMPUTER ASSEMBLY.

The computer assembly is located in the nose section of the aircraft at station 49.50. It is mounted on the
de-ice mounting bracket which is in turn attached to the nose gear mount lower tubes.
a. Remove baggage compartment trim panels to gain access to the computer.
b. Disconnect the electrical plug from the computer assembly.
c. Remove the four (4) screws and washers securing the computer assembly to the mounting bracket.
d. Remove the computer assembly from the airplane.
14-145. INSTALLATION OF COMPUTER ASSEMBLY.

a. Position the computer assembly on the mounting bracket and secure with screws and washers
previously removed.
b. Reconnect electrical plug to computer assembly.
c. Install baggage compartment trim panels previously removed.
Reissued:10/11/79 ACCESSORIES AND UTILITIES

3E14
1. PULSE GENERATOR ASSEMBLY 9

2. TACHOMETER SHAFT
3. TACHOMETER SHAFT
4. WASHER
5. BRACKET
6. BRACKET
7. TAB WASHER
8. ELECTRICALPLUG
9. HEX NUT
Figure 14-39. Pulse Generator Installation
14-146. REMOVAL OF PULSE GENERATOR (Figure 14-39.)

There is a pulse generator on each engine. They are mounted on the engine mount tubes at the top of the
engine.
a. Remove the engine cowling right access panel.
b. Remove the electrical plug (8) from the pulse generator (1).
c. Loosen the knurled nuts securing the tachometer shafts to the pulse generator and remove the shafts
from the pulse generator assembly.
d. Remove the two hex nuts (9), tab washers (7) and washers (4).
e. Loosen the screws and nuts securing the mounting brackets (5 & 6) to the engine mount tubes.
f. Spread the brackets sufficiently to allow the pulse generator to be removed.
14-147. INSTALLATION OF PULSE GENERATOR (Figure 14-39.)

a. Place the pulse generator in position between the mounting brackets (5 & 6).
b. Press brackets together and install washer (4), a new tab washer (7) and the hex nut (9).
c. Tighten the nuts and screws securing the brackets to the engine mount tubes.
d. Attach tachometer shafts (2 & 3) to pulse generator.
e. Attach the electrical plug to the pulse generator.
Reissued: 10/11/79 ACCESSORIESAND UTILITES

3E15
14-148. PORTABLE FIRE EXTINGUISHER

A. Description
A portable, disposable, Class 2B:C fire extinguisher (Model No. A600) is installed as standard
equipment. Containing 1.2 lbs. (550 grams) of Halon 1211/1301 blend, the extinguisher is located
below the instrument panel on the right side. When floor-mounted, the extinguisher is secured by a
quick release bracket.
To operate the extinguisher, remove it from the quick-release bracket, hold it upright in either hand
by the handgrip, with the spray nozzle pointing forward. Remove the safety pin, direct the nozzle
toward the base of the fire source, depress the lever. Maximum extinguishing effect is obtained if
the fire fighter uses side to side motion and keeps moving in towards the base of the fire source as it
is extinguished. Releasing the lever closes a secondary seal inside the operating head. This
interrupts the flow of extinguishant, thus retaining part of the charge, for dealing with a flash back
or re-ignition should they occur, without waste or leakage. A partly or totally discharged
extinguisher should be replaced immediately after use.
B. Inspection
Disposable type fire extinguishers should be maintained and inspected in accordance with the
nameplate instructions.
1. Monthly
Inspect monthly or more frequently. Ensure nozzle is not obstructed and safety seal is intact.
Inspection is a "quick check" that an extinguisher is available and will operate. It is intended to
give reasonable assurance that the extinguisher is fully charged and operable. This is done by
seeing that it is in its designated place, that it has not been actuated (discharged) or tampered
with, and that there is no obvious physical damage or condition to prevent operation.
Determine fullness by weighing or "hefting."
2. 100 Hour / Annual
Each 100 hours or annually, whichever comes first, weigh the extinguisher. Replace and return
to manufacturer if gross weight is below the minimum specified on the nameplate.

3E16

3E17
– END –

3E18

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SERVICE MANUAL

PIPER AIRCRAFT CORPORATION

© 1974, 2009 Piper Aircraft, Inc.

Revision Publication Date Aerofiche Card Effectivity

ORG740904 September 4, 1974 1, 2 and 3

* Piper has ceased production of all Aerofiche (i.e., microfiche) products.

Service Manual subscriptions are available exclusively from Avantext, Inc.

01/01/09 REVISION STATUS

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REVISION STATUS 01/01/09

Paragraph Grid No.

Instructions for Continued Airworthiness . . . . . . . . . . . . . . . . . . . . . . 1A7

List of Illustrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A12E

01/01/09 INTRODUCTION - TABLE OF CONTENTS

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INTRODUCTION - TABLE OF CONTENTS 01/01/09

1. Instructions for Continued Airworthiness

4. Serial Number Explanation

TYPE CERTIFICATE DESIGNATION SEQUENCE NUMBER

5. Assignment of Subject Material

(8) EMERGENCY LOCATOR TRANSMITTER:

(15) LIGHTS - NAVIGATION, STROBE, AND STANDBY/MAP LIGHTS:

13. Section Index Guide

SECTION TITLE GRID NO.

I AIRWORTHINESS LIMITATIONS 1A13

II HANDLING AND SERVICING 1A16C

III INSPECTION 1C31

V SURFACE CONTROLS 1F20A

VI HYDRAULIC SYSTEM 1I1

VII LANDING GEAR AND BRAKES 1J4C

VIII POWERPLANT 2A7

IX FUEL SYSTEM 2D2A

XI ELECTRICAL SYSTEM 2F16A

XII ELECTRONICS 2I20A

XIII HEATING AND VENTILATION SYSTEM 2J6A

XIV ACCESSORIES AND UTILITIES 3A3

01/01/09 SECTION INDEX GUIDE

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SECTION INDEX GUIDE 01/01/09

01/01/09 LIST OF ILLUSTRATIONS

LIST OF ILLUSTRATIONS (cont)

LIST OF ILLUSTRATIONS 01/01/09

LIST OF ILLUSTRATIONS (cont)

01/01/09 LIST OF ILLUSTRATIONS

LIST OF ILLUSTRATIONS (cont)

LIST OF ILLUSTRATIONS 01/01/09

LIST OF ILLUSTRATIONS (cont)

01/01/09 LIST OF ILLUSTRATIONS

LIST OF ILLUSTRATIONS (cont)

LIST OF ILLUSTRATIONS 01/01/09

LIST OF ILLUSTRATIONS (cont.)

14-24. Air Conditioning System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 3C24

01/01/09 LIST OF ILLUSTRATIONS

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LIST OF ILLUSTRATIONS 01/01/09

01/01/09 LIST OF TABLES

LIST OF TABLES (cont)

LIST OF TABLES 01/01/09

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