Piper 761-641 Lance2 MX v2009

SERVICE MANUAL
PA-32RT-300
PA-32RT-300T
PIPER AIRCRAFT CORPORATION
PART NUMBER 761-641 January 31, 2009

1A1
Published by
Technical Publications
© 1978, 2009 Piper Aircraft, Inc.

2926 Piper Drive
Vero Beach, Florida 32960
U.S.A.
Member
General Aviation
Manufacturers Association
1A2
PIPER LANCE II SERVICE MANUAL
REVISION STATUS
Revisions to this Service Manual (P/N 761-641) originally published January 3, 1978 are as follows:
Revision Publication Date Aerofiche Card Effectivity
ORG780103 January 3, 1978 1 and 2

PR780902 September 2, 1978 1 and 2
PR790615 June 15, 1979 1 and 2
PR801003 October 3, 1980 1 and 2
PR810715 July 15, 1981 1 and 2
PR831101 November 1, 1983 1 and 2
PR850815 August 15, 1985 2
IR860429 April 29, 1986 (Interim) 1
IR860730 July 30, 1986 (Interim) 1
IR860920 September 20, 1986 (Interim) 1
PR090131 January 31, 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 CD/DVD cited above) to verify
that you have the latest revision.
01/31/09 REVISION STATUS

1A2A
PIPER LANCE II SERVICE MANUAL
1. 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.
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.
2. Identifying Revised Material
A. Dec 1977 through 1986:
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. 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.
REVISION STATUS 01/31/09

1A2B
TABLE OF CONTENTS
AEROFICHE CARD NO. 1 GRID NO.
I INTRODUCTION ................................... 1A12
HANDLING AND SERVICING ...................... 1A15
III INSPECTION ....................................... 1D5
IV STRUCTURE ....................................... 1 D22
V SURFACE CONTROLS ............................. 1 F11
VI HYDRAULIC SYSTEM .............................. 1 H1 3
VII LANDING GEAR AND BRAKE SYSTEM ............ 1J3
AEROFICHE CARD NO. 2

VIII POWER PLANT (PA-32RT-300) ..................... 2A8
VIIIA POWER PLANT (PA-32RT-300T) ................... 2C8
IX FUEL SYSTEM ..................................... 2D12
X INSTRUMENTS .................................... 2E1
XI ELECTRICALSYSTEM ............................. 2F1 1
XII ELECTRONICS ..................................... 2121
XIII HEATING AND VENTILATING ...................... 2J8
XIV ACCESSORIES AND UTILITIES .................... 2J16
1A3
LIST OF ILLUSTRATIONS
Aerofiche
Figure Grid No
2-1. Three View of PA-32RT-300 ............................... ....... .......... 1A18

2-2. Three View of PA-32RT-300T ......... .................. ....... .......... IA19
2-3. Station Reference Lines (PA-32RT-300) ..................... ....... .......... 1A20
2-4. Station Reference Lines (PA-32RT-300T) ................... ....... .......... 1A21
2-4a. Torque Wrench Formula .................................. .. .... . .......... 1B6
2-4b. Hose and Line Markings .................................. .... .. ..... .... 1B8
2-4c. Removal of Cherrylock Rivet .............................. ....... .......... IB18
2-5. Access Plates and Panels .................................. ....... .......... 1B19
2-6. Jacking Arrangement .................................... ....... .......... 1B21
2-7. Weighing the Airplane .................................... ....... .......... 1B22
2-8. Leveling Longitudinally ................................... ....... .......... 1B23
2-9. Leveling Laterally ........................................ . .... .. 1B23
2-9a. Tire Balancer ............................................ IC5
....... ..........
2-10. Lubrication Chart (Landing Gear, Main) .................... ..........
1C18
2-11. Lubrication Chart (Landing Gear, Nose)..................... 1C19
. . . . . . ............
2-12. Lubrication Chart (Control System) ........................ IC20
2-13. Lubrication Chart (Control System) (cont ................... .. . . ... .. C21
2-14. Lubrication Chart (Control System) (cont) .................................... 1C22
2-15. Lubrication Chart (Air Conditioning Condenser) .............................. 1C23
2-16. Lubrication Chart (Cabin Door, Baggage Door & Seat) ........................ 1C24
2-17. Lubrication Chart (Power Plant, Propeller & Control Pivot Points) .............. IDI
2-18. Lubrication Chart (Back-up Extender & Fuel Selector) ......................... 1D2
3-1. Exhaust System Inspection Points (PA-32RT-300) ............................. 1D9
3-2. Flap Control Cable Attachment Bolt Inspection ............................... 1D10
4-1. Aileron and Flap Installation ............................................... 1E1
4-2. Wing Installation .......................................................... 1E3
4-3. Empennage Group ......... ............................................... IE5
4-4. Landing Light Assembly .......................................... IE9
4-4a. Snubber Installation ....................................................... 1E11
4-5. Skin Material and Thickness ................................................ IE14
4-6. Surface Scratches, Abrasions or Ground-in-Dirt ............................... 1E21
4-7. Deep Scratches, Shallow Nicks and Small Holes............................... 1E21
4-8. Mixing of Epoxy Patching Compound ....................................... 1E22
4-9. Welding Repair Method ................................................... 1E22
4-10. Repairing of Cracks........................................................ 1E24
4-11. Various Repairs........................................................... IFI
4-12. Repair of Stress Lines ...................................................... 1F2
4-13. Repair of Impacted Damage ................................................ 1F2
4-14. Control Surface Balance Tool ............................................... IF6
4-15. Aileron Balancing ......................................................... IF8
4-16. Rudder Balancing ......................................................... IF9
4-17. Stabilator Balancing ....................................................... IF10
5-1. Control Column Assembly ................... ........................... 1F16
5-la. Correct Method of Installing Rod End Bearings ............................... 1F17
5-2. Aileron Controls (Typical) .................................................. IF21
5-3. Bellcrank Rigging Tool ................... .................................. 1GI
5-4. Aileron Rigging Tool ...................................................... IGI
5-5. Stabilator Controls ........................................................ 1G2
5-6. Stabilator Rigging Tool .................................................... 1G6
5-7. Stabilator Travel Adjustments ............................................... 1G7
Revised: 10/3/80
1A4
LIST OF ILLUSTRATIONS (cont.)
Figure Aerofiche
Grid No.
5-8. Methods of Securing Trim Cables ........................................... IG7

5-9. Stabilator Trim Controls ................................................... IG8
5-10. Wrapping Stabilator Trim Barrel ............................................ IG12
5-11. Rudder and Steering Pedal Assembly (Typical) ................................ IG14
5-12. Rudder Controls .......................................................... IG17
5-13. Rudder Rigging Tool ...................................................... IG19
5-14. Rudder Travel Adjustments ................................................. IG19
5-15. Rudder Trim Control ...................................................... IG20
5-16. Flap Controls............................................................. IG21
5-17. Flap Step Adjustment ...................................................... IG24
5-18. Flap Rigging Tool......................................................... IG24
5-19. Fabricated Aileron Bellcrank Rigging Tool................................... IH2
5-20. Fabricated Aileron and Flap Rigging Tool ......... ........................... IH3
5-21. Fabricated Stabilator Rigging Tool .......................................... IH4
5-22. Fabricated Rudder Rigging Tool ............................................ IH5
6-1. Schematic Diagram of Hydraulic System ..................................... I H 16
6-2. Hydraulic System Installation ............................................... IH17
6-3. Hydraulic Pump Reservoir. Exploded View ..... .............................. IH22
6-4. Test and Adjustment of Hydraulic Pump ..................................... IH23
6-5. Checking Aligning Brackets of Gear Back-Up Extender Actuator ................ 112
6-6. Gear Back-Up Extender Actuator............................................ 113
6-7. Nose Gear Actuating Cylinder............................................... 118
6-8. End Gland Locking Device (Main Gear) ...................................... 1110
6-9. Main Gear Actuating Cylinder .............................................. 1110
6-10. Gear Back-Up Extender Actuator Aligning Tool ............................... IJI
7-1. Nose Gear Oleo Strut Assembly ............................................. IJ7
7-2. Nose Gear Installation ..................................................... IJ13
7-2a. Nose Gear Service Tolerances ............................................... IJ15
7-2b. Adjustment of Eccentric Bushing ............................................ IJ19
7-3. Nose Gear Adjustment ..................................................... J20
7-4. Clamping Rudder Pedals in Neutral Position ................................. IJ22
7-5. Rudder Pedals at Neutral Angle ............................................. IJ22
7-6. Nose Gear Doors ......... ......... ........................................ IJ23
7-7. Main Gear Oleo Strut Assembly ............................................. IKI
7-8. Main Gear Installation ..................................................... 1K3
7-8a. Main Gear Service Tolerances ............................................... IK6
7-9. Aligning Main Gear........................................................ IK15
7-10. Adjustment of Nose Gear Limit Switches ..................................... IK18
7-11. Adjustment of Main Gear Down Limit Switch ................................ IK18
7-12. Throttle Warning Switches ............................ .................... IK20
7-13. Nose Wheel Assembly ......... ......... ................................. I K22
7-14. Main Wheel Assembly ........................ .............. ILI
7-15. Removal of Anchor Bolt ...................... IL3
7-16. Installation of Anchor Bolt .................... IL4
Revised: 9/2/78
1A5
Aerofiche
Figure Grid No.
7-17. Wheel Brake Assembly ........................... IL5

7-18. Brake System Installation ......................... IL7
7-19. Brake Master Cylinder (Hand/Parking Brake) ............. IL8
7-20. Toe Brake Installation .......................... ILIO
7-21. Brake Cylinder (1700) (Toe Brake) ................... ILII
7-22. Brake Cylinder (10-27) (Toe Brake) ................... I II
7-23. Brake Cylinder (10-30) (Toe Brake) .................... IL 14
7-24. Deleted.
8-1. Propeller Installation ............................ 2A 1
8-2. Propeller Blade Minor Repair ....................... 2A12
8-3. Propeller Governor ............................. 2A15
8-4. Engine Installation ............................. 2A18
8-5. Adjustment of Engine Controls ..................... . 2A20
8-6. Schematic Diagram of RSA Fuel Injection System ........... 2A22
8-7. Fuel Injector ................................. 2A23
8-8. Fuel-Air Bleed Nozzle .................. ........ . 2B1
8-9. Height of Spring in Distributor Block Tower .............. 2B2
8-10. Contact Points .. .............. ............ 2B3
8-11. Engine Timing Marks .......................... . 2B3
8-12. Timing Light Connected to Magneto ................... 2B5
8-13. Timing Marks on Magneto Rotor ..................... 2B6
8-14. Painted Tooth Centered in Timing Window ............... 2B7
8-15. Timing Mark on Rotor Aligned With Pointer ................. 2B7
8-15a. Timing Light Connected to Magneto and Breakers. .......... 2B8
8-16. Cam End View of Magneto ......................... 2B10
8-17. Removing Impulse Coupling ........................ 2B 1
8-18. Checking Flyweight to Stop Pin Clearance ................ 2B 11
8-19. Stop Pin Installation Dimension . ..................... 2B12
8-20. Checking Flyweight Axial Wear with Drill Shank ............ 2B13
8-21. Checking Flyweight Radial Wear with Gauge .............. 2B13
8-22. Points of Coupling Body Wear ....................... 2B14
8-23. Acceptable and Deformed Coupling Springs ............... 2B14
8-24. Checking Impulse Coupling for Magnetization .............. 2B15
8-25. Orientation of Springs in Coupling Body ................. 2B15
8-26. Lifting Inner End of Spring ........................ 2B16
8-27. Checking Harness Lead Continuity .................... 2B17
8-28. Checking Harness Lead Insulation Resistance .............. 2B 17
8-29. Modified Pliers ............................... 2B18
8-30. Removing Spring From Lead Assembly ................. 2B18
8-31. Assembly Tool ................................ 2B19
8-32. Using Assembly Tool ............................ 2B19
8-33. Ferrule Positioned Under Braid ...................... 2B19
Revised6/15/79
1A6
Figure Aerofiche
Grid No.
8-34. Ferrule Seating Tool ....................................................... 2B20

8-35. Position of 11-8627 Kit and Contact Spring at Start of Installation .............. 2B21
8-36. Position of 11-8627 Kit and Contact Spring after Installation .................... 2B21
8-37. Lubricating Sleeve ......................................................... 2B21
8-38. Lubricating Ferrule Shoulder ............................................... 2B21
8-39. Removing Spark Plug Frozen to Bushing ..................................... ... 2B24
8A-1. Propeller Installation ....................................................... 2C10
8A-2. Propeller Blade Minor Repair ............................................... 2C12
8A-3. Propeller Governor ........................................................ 2C16
8A-4. Engine Mount Installation ............................... ................... 2C17
8A-5. Turbocharger Installation ................................................... 2C23
8A-5a. Adjustment of Engine Controls .............................................. 2D3
8A-6. Schematic Diagram of RSA-Fuel Injection System ............................. 2D5
8A-7. Fuel Injector .............................................................. 2D6
8A-8. Fuel-Air Bleed Nozzle ................................ ...................... 2D8
9-1. Fuel System (PA-32RT-300) ................................................ 2D 14
9-2. Fuel System (PA-32RT-300T) ............................................... 2D 15
9-2A. Fuel Cell Installation ...................... ................................. 2D 19
9-3. Fuel Gauge ................................. ............................. 2D20
9-4. Fuel Filter ................................................................ 2D21
10-1. Instrument Panel (Typical) .................................................. 2E9
10-2. Instrument Air System Installation ........................................... 2E12
11-1. Lamp-Bank Load .......................................................... 2F18
11-2. Checking Field Current ............................... ...................... 2F18
11-3. Testing Field Circuit ....................................................... 2F19
11-4. Testing Rectifiers (Positive) ................................................. 2F20
11-5. Testing Rectifiers (Negative) ................................................ 2F21
11-6. C-3929 Fixtures and Adapters ................... ............................ 2F22
11-7. Removing Rectifiers ....................................................... 2F22
11-8. Installing Rectifiers ........................................................ 2F23
11-9. Soldering Rectifier Lead ................................................... 2F24
11-10. Testing Stator Coils ........................... ............. ................ 2G
11-11. Removing End Bearing ..................................................... 2G3
11-12. Installing End Bearing ..................................................... 2G3
11-13. Removing Drive Pulley ..................................................... 2G4
11-14. Removing Drive End Bearing ............................................... 2G4
11-15. Removing Slip Ring ............................................... ........ 2G5
11-16. Installing Slip Ring ............................................... ...... 2G5
11-17. Solder Points ............................................................. 2G6
11-18. Installing Retainer ......................................................... 2G7
11-19. Installing Driver End Shield and Bearing (Typical) ............................. 2G7
11-20. Installing Pulley ........................................................... 2G7
11-21. Meter Connections for Alternator Performance Test ........... .... ............ 2G10
Revised: 11/1/83
1A7
LIST OF ILLUSTRATIONS (cont)
Aerofiche
Figure Grid No.
11-22. Exploded View of Alternator. ............................................... 2G13
11-23. Removal of Slip Ring End Bearing .......................................... 2G14
11-24. Removal of Rectifier ...... ................... ............................ 2G14
11-25. Removal of Drive End Head . ..... ...... ... ................................. 2G15
11-26. Removal of End Head Bearing .............................................. 2G15
11-27. Testing Rotor for Ground .................................................. 2G 16
11-28. Testing Rotor for Shorts ................................................... 2G 16
11-29. Installation of Bearing. ..................................................... 2G17
11-30. Installation of Rectifier ..................................................... 2G17
11-31. Terminal Assembly ........................................................ 2G18
11-32. Slip Ring End Bearing Assembly ............................................ 2G19
11-33. Testing Alternator ......................................................... 2G19
11-34. Brush Installation. ........................................................ 2G20
11-35. Internal Wiring Schematic.................................................. 2G20
11-36. No-Load Test ............................................................. 2G24
11-37. Resistance Test............................................................ 2HI
11-38. Exploded View of Gear Reduction Starting Motor ............................. 2H5
11-39. Turning Starting Motor Commutator ........................................ 2H8
11-40. Testing Motor Armature for Shorts .......................................... 2H8
11-41. Testing Motor Fields for Grounds ........................................... 2H8
11-42. No-Load Test Hook-up .................................................... 2H9
11-43. Stall-Torque Hook-up......................... ................. 2H10
1 -43a. Ignition Switch ......... ... ................ 2H16
I -11-43b. Terminal Block ............................... 219
12-1. ELT Portable Folding Antenna (NARCO) ..... ............... 2J5
12-2. ELT Using Fixed Aircraft Antenna (NARCO) .................... 2J5
NOTE: (Electrical Schematics Figures 1144 to 11-63. see Table XI-I.)
12-3. ELT Schematics .............. ..... ................ .... ........... 2J6

13-1. Cabin Heater, Defroster and Fresh Air System (PA-32RT-300) ... ........... 2J10
13-2. Cabin Heater, Defroster and Fresh Air System (PA-32RT-300T).. .... 2JII
14-1. Air Conditioning System Installation (Typical) ... ... ...... .... ........... 2J19
...........
14-2. Service Valves............... ....... ... ............ .... 2J 24
...........
14-3. Test Gauge and Manifold Set ............................... .... 2KI
...........
14-4. Manifold Set Operation ................................... .... 2K2
...........
14-5. Leak Test Hookup.......................................... .... 2K3
...........
14-6. Evacuation Hookup.................................... .... 2K5
...........
14-7. Charging Stand ............................................ .... 2K7
...........
14-8. Charging Hookup .......................................... ....
....
....
2K9
14-9. Compressor and Fabricated Oil Dipstick ...................... o, ..
2K13
...........
14-10. Compressor and Alternator Belt Installation .................. ....
...........
........... 2K15
14-11. Magnetic Clutch ..... ... ........................ .... 2K19
14-12. Condenser Air Scoop Installation .......................... ........... 2K23
14-13. Expansion Valve ......................................... ........... 2K24
.......
14-14. Components Installation .......................... .......... 2LI
14-15. Air Conditioning Wiring Schematic ........................... ..........
........
2L3
14-16. Oxygen Installation ......................... ...... 2L13
Revised: 11/1/83 1A8

1A9
INTENTIONALLY LEFT BLANK
LIST OF TABLES
Table Aerofiche
Grid No.
11-1. Leading Particulars and Principal Dimensions ............................... 1A22
Recommended Torques .................................................. IB3
Conversion Tables ...................................................... 1B9
Decimal, Millimeter Equivalents of Drill Sizes ............................... IB15
Maximum Distance Between Supports for Fluid Tubing...................... IB16
1I-Il.
ll-lla.
Il-lb.
Il-lid. Thread Lubricants ............................ ......................... IB17
Il-lle. Hose Clamp Tightening (Initial Installation) ................................ IB17
11--Il. Recommended Lubrication Oils ........................................... IC15
Inspection Report ....................................................... ID12
IV-I. List of Materials (Thermoplastic Repairs)................................... IE20
IV-II. Balance Specifications .................................................... IF7
V-I. Control Surface Travel and Cable Tension .................................. IF13
V-II. Cable Tension vs. Ambient Temperature ................................... IF15
V-lll. Troubleshooting Chart (Surface Controls) .................................. IH6
Leading Particulars. Hydraulic System ...................... IH24
VI-ll.
VI-II. Characteristics, Hydraulic Pump Motor ..................... ...... IH24
VI-III. Hydraulic System Troubleshooting ......................... ............ 1114
VII-I. Nose Gear Service Tolerances ............................. ............ IJ16
Main Gear Service Tolerances ............................. ............ IK7
VII-III. Toe-In - Toe-Out Correction Chart ......................... ............ IK14
Troubleshooting Chart (Landing Gear) ...................... ............ IL17
Propeller Specifications ................................... ............ 2A13
VlII-ll. Coupling Torques ........................................ ............ 2B23
VIII-I. Engine Troubleshooting Chart ............................. ............. 2C2
VIIIA-I. Propeller Specifications ................................... ................ 2C13
VIIIA-II. Troubleshooting Chart (Turbocharger) ...................... 2D8
IX-I. Sender/Fuel Quantity Gauge Tolerances ..................... ................ 2D20
IX-II. Troubleshooting Chart (Fuel System) ....................... ................ 2D23
X-l. Vacuum System ......................................... ................ 2E6
X-Ill. Directional Gyro Indicator ................................ ................ 2E14
X-Il. Gyro Horizon Indicator ......... .......................... ................ 2E 15
X-IV. Rate of Climb Indicator .................................. ................ 2E16
X-V. Altimeter ................................................ ................ 2E18
X-VI. Airspeed Tubes and Indicator .............................. ................ 2E20
X-VII. Magnetic Compass ....................................... ................ 2E22
X-VIII. Manifold Pressure Indicator ............................... ................ 2E23
X-IX. Tachometer .............................................. .. .. ....... ... ... . .
................ 2E24
X-X. Engine Oil Pressure Gauge ................................ .... .... ... . 2FI
X-XI. Fuel Pressure Gauge (PA-32RT-300) ....................... 2F2
X-XII. Turn and Bank Indicator .................................. 2F3
X-XIII. Fuel Quantity Indicators .................................. .... 2F4
X-XIV. Oil Temperature Indicators ................................ .... 2F5
X-XV. Exhaust Gas Temperature Gauge (Alcor) .................... .... 2F8
X-XVI. Cylinder Head Temperature Gauge ......................... .........
......... .... 2F9

X-XVII. Fuel Flow Gauge......................................... ......... .... 2F10
Revised: 10/3/80 A
1A10
LIST OF TABLES (cont.)
Table Aerofiche
Grid No.
XI-I. Index - Electrical System Schematics . . . ................ 2F14
X-II. Electrical System Component Loads . . . ........ ... ..... 2H13
X-III. Electrical System Troubleshooting .... . ....... ... ..... 2H 17
XI-IV. Electrical Symbols ............. . . . . . . . . . . . . . . . . 217
XI-V. Electrical Wire Coding ........... . . . . . . . . . . . . . . . . 218
XIV-I. Temperature Pressure Chart ........ .. .............. 2J21
XIV-II. Aluminum Tubing Torque ......... ........ ... ..... 2J23
XIV-III. Compressor Oil Charge ........... ........... ..... 2K 12
XIV-IV. Troubleshooting Chart (Air Conditioner) . . . . . . . . . . . . . . . . 2L5
XIV-V. Oxygen System Component Limits . . . ........... ..... 2L13
XIV-VI. Troubleshooting Chart (Oxygen System) . .. . . . . . . . ....... . 2L 15
Revised 6/15/79
1All
SECTION
I
INTRODUCTION
Aerofiche
Paragraph Grid No.
1-1. General ..... .. . . . . . . . . . . .. . . . . . . . . .. . . . . . . . . . . IA13

1-2. Scope of Manual . .. . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . IA13
1-3. Description . . . . .. . . . .. . . . . . . . . . . . . . .. . . . . . . . . . . . IA13
14. Wing ....... . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . IA13
1-5. Empennage . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . IA13
1-6. Fuselage ..... . . . . . . . .. . . . . . . . . . . . . . . .. . .. . . . . . . IA 13
1-7. Landing Gear . . . . . . . . . .. .. . . . . . .. . . . . . .. . .. .. . .. . IA13
1-8. Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IA14
1-9. Brake System . . . . . . . . . . . .. . . . . . . . .. . . . .. . . . . . . . . . IA 14
1-10. Engine ...... . . . . . . . . . . . . .. . . . . .. . . . . . . . . . . . . . . IA14
1-11. Propeller .... . . . . . . . . . . . .. . . . . . .. . . . . . . . . . . . . . . IA14
1-12. Fuel System . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . IA14
1-13. Flight Controls . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . 1IA14
1-14. 'roster, and
Cabin Heater, Defroster, Freshair
andFresh airSystem
System................. IA 14
1-15. Radio ... . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . IA 14
1-16. Instrument and Autopilot System ........... IA14
Issued:1/3/78
1A12
LANCE II SERVICEMANUAL
SECTION I
INTRODUCTION
1-1. GENERAL. This manual contains service and maintenance instructions for the Piper
PA-32RT-300 and PA-32RT-300T Lance II. designed and manufactured as a versatile
airplane in the personal and business aviation field, by the Piper Aircraft Corporation, Vero
Beach, Florida.
1-2. SCOPE OF MANUAL. Section II comprise the routine service part of this manual,
Section III covers inspections, and Sections IV through XIV comprise maintenance
instructions. The routine service instructions include ground handling and routine servicing.
The inspection section includes 50, 100, 500, and 1000 hour inspections which the
manufacture requires for this airplane. The maintenance instructions for the various systems
of the airplane include system discription, troubleshooting, removal and installation of
components, and corrective maintenance and testing as required. Each major system of the
airplane is covered in a separate section. Only qualified personnel should perform the
operations described in this manual.
The description of the airplane included in this section is limited to general information.
For more detailed description of the various systems refer to the appropriate section of this
manual. For detailed operating instructions refer to the Pilot's Information Manual for the
airplane.
Section II of this manual also gives leading particulars and principal demensions, along
with lubrication charts and other related routine service information.
1-3. DESCRIPTION. The Lance II PA-32RT-300 and PA-32RT-300T are single-engine,

low-wing monoplanes of all metal construction, with seats available for six passengers
(seventh seat optional). Paragraphs 1-4 through 1-16 provide descriptions of major
components and systems.
1-4. WING. The laminar flow wing is of all metal stressed skin, full cantilever, low-wing
design, consisting of two wing panels bolted to a spar box assembly in the fuselage. The
wing tips are removalbe. The ailerons are statically balanced and cable and push rod
controlled. The trailing edge wing flaps are manually operated.
1-5. EMPENNAGE. The empennage consists of the fin, rudder, stabilator and stabilator
trim tabs. The stabilator is mounted above the fin and rudder in a "T" tail configuration.
The rudder and stabilator are statically balanced.
1-6. FUSELAGE. The fuselage consists of three basic units: The engine section, the cabin
section, and the tail cone section.
1-7. LANDING GEAR. The tricycle landing gear is hydraulically operated, fully retractable
units consisting of shock absorbing air-oil oleo struts.
Isued: 1/3/78 A13 INTRODUCTION

1A13
LANCEII SERVICEMANUAL
1-8. HYDRAULIC SYSTEM. The hydraulic system incorporates an electrically driven

pump which is controlled by a selector lever on the instrument panel which in turn operates
the retraction and extension of the landing gear.
1-9. BRAKE SYSTEM. The brake system is operated hydraulically and controlled by a
hand lever connected to a single brake cylinder that operates both wheel brakes, plus
individually operated toe brakes.
1-10. ENGINE. Engine models, rated horsepower and other related information may be
found in Table II-I of Section II.
1-11. PROPELLER. A constant speed propeller is installed and controlled by an engine

mounted governor which is controlled by a lever on the power quadrant in the cockpit.
Propeller specifications may be found in Table II-I of Section II and Table VIII A-I of
Section VIII and VIIIA.
1-12. FUEL SYSTEM. The fuel system consists of two interconnected aluminum tanks in
the leading edge of the wings, a strainer bowl with fuel screen, fuel selector valve, and
electrical auxiliary fuel pump and an engine driven fuel pump.
1-13. FLIGHT CONTROLS. The flight controls are conventional equipment, consisting of
a control wheel which operates the ailerons and stabilator and pedals which operate the
rudder. Duplicate controls are provided for the copilot.
1-14. CABIN HEATER, DEFROSTER, AND FRESH AIR SYSTEM. Heated air for the
cabin and defroster is obtained from the exhaust system shroud. Fresh air is picked up from
an inlet in the leading edge of each wing and from an inlet in the leading edge of fin. The air
is routed through the wings to individually controlled outlets located just forward and aft of
the front seats. The fresh air from the fin is routed to overhead vents.
1-15. RADIO. Provisions are provided for the installations of various radio equipment
along with microphone and headset jacks, loudspeaker and other radio
navagation-equipment.
1-16. INSTRUMENT AND AUTOPILOT SYSTEM. Provisions for instrument installation

include panels for engine instruments and advanced flight instruments as well as for an
Autopilot System.
Issued:1/3/78 1A14 INTRODUCTION

SECTION II
HANDLING AND SERVICING

Aerofiche
Paragraph Grid No.
2-1. Introduction .............................................................. I A 17

2-2. Dimensions .................. ............................................. A17
2-3. Station Reference Lines .................................................... A17
2-4. Weight and Balance Data................................................... IA 17
2-5. Serial Number Plate ................. ...................................... A 17
2-6. Access and Inspection Provision ............................................. I A17
2-7. Tools and Test Equipment .................................................. IB
2-8. Torque Requirements ...................................................... I BI
2-8a. Torque Wrenches .......................................................... IB
2-8b. Identification of Fluid Lines ................................................ 1
2-8c. Installation of Flexible Hose Assemblies ................... ........ I.........
B7
2-8d. Support Clamps ........................................................... B16
2-8e. Removal of Cherrylock Rivets ............................................... IB18
2-9. Step. Handhold, and Walkways ............................................. 1
2-10. Ground Handling ................................................... ........ IB21
2- 11. General................................................ ........ IB21
2-12. Jacking .......................................................... IB21
2-13. Weighing ........................................................ IB22
2-14. Leveling ......................................................... B22
2-15. Mooring........................................................ IB23
2-16. Locking Airplane ................................................. B23
2-17. Parking .......................................................... B24
2-18. Towing .......................................................... B24
2-19. Taxiing ...................................... ......... ICI
C.......
2-20. External Power Receptacle .................................................. IC
2-21. Operation of External Power Receptacle ............................. IC1
2-22. Servicing ............ .................................................... I C2
2-23. General .......................................................... IC2
2-24. Fuel System ............................................... .............. 1C2
2-25. Servicing Fuel System ............................................. IC2
2-26. Filling Fuel Tanks ................................... ............. 1
2-27. Draining Moisture from Fuel System ................................ C2
2-27a. Anti-Icing Fuel Additive .................. ........... .............. 1
-28. Draining Fuel System ........................................ 1
2-29. Brake System ............................................................. C3
2-30. Servicing Brake System ............................................ C3
2-31. Filling Brake Cylinder Reservoir .................................... 1
2-32. Draining Brake System 1 1C3
2-32a. Tires ..................................................................... C4
2-32b. Servicing Tires ........................................... IC4
2-32c. Tire Balance ............................. . .................... 1C
2-33. Hydraulic System .......................................................... I C6
2-34. Servicing Hydraulic System ............................. . ........ 1C6
2-35. Servicing Hydraulic Pump Reservoir ........................... 1
2-36. Landing Gear System ................................... ........ ......... IC6
2-37. Servicing Landing Gear............................................ IC6
Revised:10/3/80 1A15
1A15
Paragraph Aerofiche
Grid No.
2-38. Oleo Struts ............................................................... C7
2-39. Servicing Oleo Struts .............................................. C7
2-40. Filling Oleo Struts ................................................ C7
2-41. Inflating Oleo Struts .............................................. C8
2-42. Tire...................................................................... C9
2-43. Servicing Tires ................................................... C9
2-44. Induction Air Filter ............................................. IC9
2-45. Servicing Induction Air Filter ...................................... IC9
2-46. Propeller ................................................................. C9
2-47. Servicing Propeller ................................. IC9
2-48. Battery................................................................. IC9
2-49. Servicing Battery ............................................... C9
2-50. Cleaning................................................................. ICIO
2-51. Cleaning Engine Compartment ..................................... C
2-52. Cleaning Landing Gear . .. ........................ .............. ICl
2-53. Cleaning Exterior Surfaces ......................................... CI
2-54. Cleaning Windshield and Windows .................................. IC I
2-55. Cleaning Headliner, Side Panels and Seats ........................... I CI
2-56. Cleaning Carpets .................................................
2-57. Oil System (Engine) ........................................................ C12
2-58. Servicing Oil System .............................................. C12
2-59. Filling Oil Sump .................................................. C12
2-60. Draining Oil Sump. . .................... .................... IC12
2-61. Oil Screen (Suction)............................................... IC12
2-62. Oil Filter (Full Flow) .............................................. IC13
2-63. Recommendations for Changing Oil ................................ IC13
2-64. Lubrication............................................................... C 13
2-65. Lubrication Instructions ....................................... . IC 13
2-66. Application of Oil ................................................ IC 14
2-67. Application of Grease ............................................. C14
2-68. Lubrication Charts................................................ IC14
Revised:9/2/78
1A16
LANCE II SERVICE MANUAL
SECTION II
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 Figures 2-1 or 2-2 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 water line (WL) designations is
frequently employed in this manual. (Refer to Figure 2-3 or Figure 2-4.) Fuselage stations,
buttock lines, and water lines 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. Station 0 of the fuselage is 78.4 inches ahead of the
wing leading edge or 33.4 inches ahead of the firewall; station 0 (BL) of the wing and
stabilator is the centerline of the airplane; and station 0 (WL) of the vertical stabilizer and
rudder is 20.5 inches below the cabin floor as measured at the rear wing spar with the
airplane level.
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 Section of Pilot's Operating Handbook.
2-5. SERIAL NUMBER PLATE. The serial number plate is located on the aft left side of
the fuselage. The serial number should always be used when referring to the airplane on
service or warranty matters.
Issued:1/3/78 HANDLINGAND SERVICING.

...... ...............-
IA17
329.84"
Figure 2-1. Three View of PA-32RT-300
HANDLINGAND SERVICING
Issued:1/3/78 118
32'9.84"
Figure 2-2. Three View of PA-32RT-300T
Issued: 1/3/78 HANDLINGAND SERVICING

1A19
Issued: 1/3/78 HANDLING AND SERVICING

1A20
Figure 2-4. Station Reference Lines (PA-32RT-300T)

1A21
LANCE IISERVICEMANUAL
TABLE II-I. LEADING PARTICULARS AND PRINCIPAL DIMENSIONS
MODEL PA-32RT-300 PA-32RT-300T

ENGINE
Manufacturer Avco-Lycoming Avco-Lycoming

Model IO-540-K 1G5D TIO-540-S IAD
Rated Horsepower and Speed 300 hp @ 2700 rpm Take-off power
(5 minutes
max.) 300 hp
at 2700 rpm
at 36 in. hg.
max. Continuous
power 270 hp
at 2575 rpm at
33 in. hg.
Oil Sump Capacity 12 U.S. quarts 12 U.S. quarts
Fuel, Aviation Grade (Minimum
and Specified Octane 100/130
Fuel Injector, Bendix 100/130
RSA-IOEDI RSA-IOED1
Magnetos, Scintilla: D6LN-2031 (Dual D6LN-231 (Dual
Mag with impulse Mag with
coupling) impulse coupli
Magneto timing 20 degrees BTC 20 degress BTC
Magneto Point Clearance 0.016 in. 0.01.6 in.
Spark Plugs Refer to Lycoming Service Instruction No. 1042.
Spark Plug Gap Setting Refer to Lycoming Service Instruction No. 1042.
Firing Order 1-4-5-2-3-6 14-5-2-3-6
Starter: Prestolite 12 volt MX4206 MX4206
Alternator, Chrysler, 12 volt,
60 amp: 3656624 3656624
Alternator, Prestolite, 12 volt,
60 amp: ALY-6422 ALY-6422
Voltage Regulator, WICO X16300B X16300B
Revised6/15/79 HANDLING AND SERVICING

1A22
TABLE II-I. LEADING PARTICULARS AND PRINCIPAL DIMENSIONS (cont.)
MODEL PA-32RT-300 PA-32RT-300T
Overvoltage Relay, WICO X16799 X16799

Fuel Pump Drive Lear-Siegler RG17980-K
AC Pump Lycoming
Part No. 75247
PROPELLER
Manufacturer Hartzell Hartzell
Hub Model See Table VIII-I See Table VIIIA-I
Blade Model See Table VIII-I See Table VIIIA-I
Diameter 80.0 in. 80.0 in.
Diameter, Minimum 78.5 in. 78.5 in.
Blade Angle, Low Pitch
(at 30 in. Radius) 13.5 ° ±0.2 °
15.6 ° t 0.2 °
Blade Angle, High Pitch
(at 30 in. Radius) 34.0 ° ± 1.0° 34.0' ± 1.0°
Governor Control Hartzell Hartzell
Governor Model F4-11B F-4- lB
FUEL SYSTEM
Fuel Tanks: 4 (2 interconnected 4 (2 interconnected
each wing) each wing)
Capacity 49 U.S. gallons (each set) 49 U.S. gallons
(each set)
Unusable Fuel 2 U.S. gallons (each set) 2 U.S. gallons
(each set)
Total Capacity 98 U.S. gallons 98 U.S. gallons
Total Unusable Fuel 4 U.S. gallons 4 U.S. gallons
Electric Fuel Pump Airborne 1B5-6

1A23
TABLEII-I. LEADINGPARTICULARSAND PRINCIPALDIMENSIONS(cont.)
LANDINGGEAR
Type HydraulicallyRetractable
Shock Strut Type Combination Air and Oil
Fluid Required (Struts and Brakes) MiL-H-5606
Strut Extension (exposure under
static load)
Nose 2.60 .25 in.
Main 4.00 .25 in.
WheelBase 7 ft. 10.12 in.
Nose WheelTravel 22.5° ± 2 left & Right
Turning Distance (Min.) 75 ft., 6 in.
Wheel,Nose Cleveland40-77B or
McCauleyD-30500
Wheel, Main Cleveland40-90A Standard or
Cleveland40-120 Heavy duty
BrakeType Cleveland30-65 Standard or
Cleveland30-83 Heavy duty
Tire, Nose 5:00 x 5, 6 ply, Type III
Tire, Main 6:00 x 6, 8 ply, McCrearyor
6:00 x 6, 8 ply, B.F. Goodrich
(heavyduty)
Tire Pressure,Nose 35 psi
Tire Pressure,Main 38psi
I
CONTROLSURFACETRAVELS
S
REFER TO TABLEV-I, SECTIONV
CABLETENSIONS
REFER TO TABLEV-I, SECTIONV
Revised:9/2/78 HANDLINGAND SERVICING

1A24
2-6. ACCESS AND INSPECTION PROVISIONS. The access and inspection provisions
for the airplane are shown in Figure 2-5. 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, open the baggage
compartment door and remove the access panel.
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-32RT-300 AND PA-32RT-300T
Parts Catalog.
2-8. TORQUE REQUIREMENTS. The torque values given in Table II-II are derived from
oil-free cadmium-plated threads and are recommended for all airframe installation procedures
where torquing is required, unless otherwise noted in sections where other values are
stipulated. Engine torque values are found in the latest revision of Avco-Lycoming Service
Bulletin No. 268, and propeller torque values are found in Section VIII or VIIIA of this
manual.
a. Unless otherwise specified. torque all nuts to the applicable torque in the
Recommended Torque Chart. If the nut (or the bolt) is listed but not its mating fastener, use
the lower torque specified for the listed nut (or bolt).
NOTE
If normal operation requires movement between any of the

components being clamped together, tighten the nut (or bolt)
without regard to the nut torque chart, to insure intended
operation of the assembly.
b. Bolt and nut threads should be clean and dry unless otherwise specified. If the threads
are to be lubricated and no torque is specified, reduce the recommended nut torque (plus the
friction drag torque) by 50%.
c. For thread sizes 10 through 7/16, add the friction drag torque for all self-locking
fasteners as specified in the friction drag torque table. For non self-locking fasteners, assume
the friction drag torque to be zero.
d. For other bolt sizes, determine the friction drag torque by turning the nut to near
contact with the bearing surface. Attach a scale type torque wrench to the nut and determine
the torque required to turn the nut on the bolt (before the nut makes contact with the bearing
surface). Add this, the friction drag torque, to the specified torque to get the finaltorque.
NOTE
If the bolt is stationary and the nut is torqued, use the lower
side of the torque range. If the nut is stationary and the bolt is
torqued, use the higher side of the torque range.

Revised: 10/3/80 1B1
e. When torquing castellated nuts, begin with minimum torque plus friction drag
torque, but do not exceed maximum torque plus friction drag torque when trying to align slot
on nut with the hole in the bolt shank. If they do not align, change washers and try again. When
using castellated nuts on movable joints, do not torque as described above. Tighten nuts only
to remove looseness in the joint and then install the cotter pin.
f. Unless otherwise specified, when parts are used on Lycoming engines, using Piper
furnished or existing Lycoming threaded fasteners, use the torques specified in the latest
applicable Lycoming specifications.
g. After the final torque has been applied, the nut (or bolts or screws if no nut is used)
should be permanently marked red and should not be further tightened or disturbed.
Revised: 10/3/80
1B2
TABLE 11-11.RECOMMENDED NUT TORQUES
TORQUES: The importance of correct application cannot be overemphasized. Undertorque can result in
unnecessary wear of nuts and bolts as well as the parts they are holding together. When insufficient pressures
are applied. uneven loads will be transmitted throughout the assembly which may result in excessive wear or
premature failure due to fatigue. Overtorque can be equally damaging because of failure of a bolt or nut from
overstressing the thread areas. The following procedures should be followed to assure that the correct torque is
applied:
I. Torque (self-locking fasteners) - Add the friction torque from Chart A for sizes 8 through 7 16to
the recommended torque from Chart B to get the final torque. This would be the actual reading on
the torque wrench.
2. Torque (castellated and non-self-locking nuts) - Use only the torque given in Chart B. Unless
otherwise specified. when castellated nuts are used with a cotter pin on moving joints. do not torque
the nut. Turn the nut onto the bolt until proper grip is established and alignment with the cotter pin
hole is achieved. Then install the cotter pin.
GENERAL REQUIREMENTS:
1. Calibrate the torque wrench periodically to assure accuracy: recheck frequently.
2. Ascertain that the bolt and nut threads are clean and dry (unless otherwise specified by the
manufacturer). If the bolt or nut is specified to be lubricated prior to tightening. the torque range
should be reduced 50 percent.
3. Use a bolt length long enough to prevent bearing loads on the threads. The complete chamfer or end
radius of the bolt or screw must extend through the nut.
4. Unique torques specified in the text of this manual supersede the torques given in Charts A and B.
5. Refer to the latest revision of Lycoming SSP 1776 for torques on parts used on Lycoming engines.
6. A maximum of two AN960 washers may be added under the bolt heads or nuts to correct for
variations in material thickness within the tolerances permitted.
7. Limitations of the use of self-locking nuts. bolts and screws including fasteners with non-metallic
inserts are as follows:
A. Fasteners incorporating self-locking devices shall not be reused if they can be run up using only
fingers. 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.
B. Bolts 5 16 inch diameter and over with cotter pin holes may be used with self-locking nuts.
Nuts with non-metallic locking devices may be used in this application only if the bolts are free
from burrs around the cotter pin hole.
C. Do not use self-locking nuts at joints which subject either the nut or the bolt to rotation.
D. Never tap or rethread self-locking fasteners. Do not use nuts. bolts or screws with damaged
threads or rough ends.
Revised:11/1/83 HANDLING AND SERVICING

1B3
TABLE 11-11.RECOMMENDED NUT TORQUES (cont.)
COARSE THREAD SERIES

TABLE A
BOLTS
BOLT FRICTION DRAG Steel Tnsion
SIZE TORQUE (IN.-LBS.)
8' 15 AN 3 thru AN 20
10 AN 42 thru AN 49
18 AN 73 thru AN 81
1/4 30 AN 173 thru AN 186
5/16 60 MS 20033 thru MS 20046
3/8 80 MS 20073
7/16 100 MS 20074
AN 509 NK9
*APPLICABLE TO COARSE THREADS ONLY. MS 24694
AN 525 NK525
MS 27039
NUTS
Stel Tension SteelSheer

AN 310 AN 320
AN 315 AN 364
AN 363 NAS 1022
AN 365 MS 17826
NAS 1021 MS 20364
MS 17825
MS 21045
MS 20365
MS 20500
NAS 679
Nutbolt Tonque 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
5/16-18 80 90 48 55
3/8-16 160 185 95 110
7/16-14 235 255 140 155
1/2-13 400 480 240 290
9/16-12 500 700 300 420
6/8-11 700 900 420 540
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
Revised: 11/1/83 HANDLING AND SERVICING

1B4
TABLE II-II. RECOMMENDED TORQUES (Inch Pounds) (cont.)
FINE THREAD SERIES
BOLTS BOLTS BOLTS

Steel Tension Steel Tension Aluminum
AN 3 thru AN 20 MS 20004 thru MS 20024 AN 30D thru AN 2000

AN 42 thru AN 49 NAS 144 thru NAS 158 AN 173DD thru AN 186DD
AN 73 thru AN 81 NAS 333 thru NAS 340 AN 5090D
AN 173 thru AN 186 NAS 583 thru NAS 590 AN 525D
MS 20033 thru MS 20046 NAS 624 thru NAS 644 MS 27039D
MS 20073 NAS 1303 thru NAS 1320 MS 2469400
MS 20074 NAS 172
AN 509 NK9 NAS 174
MS 24694 NAS 517 Steel shearbolt
AN 525 NK525
MS 27039 NAS 464
NUTS NUTS NUTS
Steel Tension Steel Sheer Steel Tension Steel Shear Alum. Tension Alum. Shear
AN 310 AN 320 AN 310 AN 320 AN 365D AN 3200
AN 315 AN 364 AN 315 AN 364 AN 3100 AN 364D
AN 363 NAS 1022 AN 363 NAS 1022 NAS 1021D NAS 1022D
AN 365 MS 17826 AN 365 MS 17826
NAS 1021 MS 20364 MS 17825 MS 20364
MS 17825 MS 20365
MS 21045 MS 21045
MS 20365 NAS 1021
MS 20500 NAS 679
NAS 679 NAS 1291
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

1B5
2-8a. TORQUE WRENCHES. Torque wrenches should be checked daily and calibrated by means
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 2-4a.)
T = Torque desired at the part.
A = Basic lever length from center of wrench shank to center of handle or stamped on wrench or listed for
that model wrench.
B = Length of adapter extension, center of bolt to center of shank.
C = Scale reading needed to obtain desired torque (T).
The formula: AxT

C =+
A+B
EXAMPLE
A bolt requires 30 foot-pounds and a 3 inch adapter (one-quarter of
a foot or 250 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.
I x 30 30
C = 2 5 or C=
+ .25 1.25 = 24 ft.-lbs.
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.
A933
Figure 2-4a. Torque Wrench Formula
Added: 10/3/80 HANDLING AND SERVICIN
1B6
2-8b. IDENTIFICATION OF FLUID LINES. (Refer to Figure 2-4b.) Fluid lines in aircraft are often
identified by markers made up of color codes, words or geometric symbols. These markers identify each line's
function, content and primary hazard as well as 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 a possibility of tapes,
decals, or tags being drawn into the engine induction system. 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 or decals.
2-8c. INSTALLATION OF FLEXIBLE HOSE ASSEMBLIES.

a. Flexible hose must not be twisted on installation. A flexible hose which is installed with a twist may
have a reduced service life and may cause a loosening of the fittings to which it is attached.
b. Never exceed the minimum bend radius and avoid tight bends in flexible hose assemblies (Refer to
AC 43: 13-1, Chapter 10).
c. Never stretch a hose tight between two fittings as this may result in overstressing and eventual failure.
The length of the hose should be sufficiently long to provide 5 to 8 percent slack.
Added: 10/3/80 HANDLING AND SERVICING

1B7
8362 TWO COTTONBRAIDS - IMPREGNATED

WITH SYNTHETICCOMPOUND YELLOW NUM
LETTERSAND STRIPE
ING
YELLOW SINGLE WIRE BRAID ISTANT HOSE
SYNTHETICINNER TUBE
A. FLAME AND AROMATIC RESISTANTHOSE
WHITE NUMERALS LETTERSAND STRIPE RED
(VIEW SHOWS OPPOSITE SIDES OF HOSE)
C. NON-SELF-SEALING AROMATIC AND HEAT-RESISTANT HOSE
RED NUMERALS, LETTERSAND STRIPE
E. SELF-SEALING AROMATIC
RED NUMERALS AND LETTERS
RESISTANT HOSE
D. FLAME, AROMATIC AND C
SE IENT
MARKINGS
HOSE IDENTIFICATION
BROWN ORANGE ORANGE ORANGE GRAY BLUE YELLOW GRAY
COMPRESSED INSTRUMENT HYDRAULIC DE-ICING

ELECTRICAL
CONDUIT GAS AIR
GREEN RED ORANGE BLUE YELLOW
FUEL PNEUMATIC LUBRICATION AIR

OXGYEN CONDITION
RED
Figure 2-4b. Hose and Line Markings

1B8
TABLE II-IIA. CONVERSION TABLES
1. These charts contain the various conversion data that may be useful when figuringcapacities. lengths.
temperatures. and various weights and measures from the English system values to the metric system
values or back again.
2. The English system is in use by England and the United States. All other countries use the metric
system.
3. Procedure for Converting Inches to Millimeters. (Refer to Table II-IIA.)
A. 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).
4. Procedure for Converting Fahrenheit (°F) and Celsius (°C) (Centigrade) Temperature. (Refer to
Table II-IIA.)
A. Read number in middle column. if in degrees Celsius (°C). read Fahrenheit equivalent in
right-hand column. If in degrees Fahrenheit (°F). read Celsius equivalent in left-hand column.
(1) 70F = 21.1°C.

(2) 30°C = 86.0°F.

1B9
TABLE II-IIA. CONVERSION TABLES (cont)
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 0.0787 0.0812 0.0838 0.0863 0.0889 0.0914 0.0939 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 0.1473 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 i.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
O.508
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 5.588 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 18.218 18.542 18.796 19.050 19.304 19.558 19.812 20.066
0.8 20.320 20.574 20.828 21.012 21.336 21.590 21.844 22.098 22.352 22.606
0.9 22.860 23.114 23.368 23.622 23.876 24.130 24.384 24.638 24.892 25.146
INCHES 0.00 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
MILLIMETER
0. 2.54 5.08 7.62 10.16 1270 15.24 17.78 20.32 22.86
1. 25.40 27.94 30.48 33.02 35.56 38.10 40.64 43.18 45.72 48.26
2. 50.80 53.34 55.88 58.42 60.96 63.50 66.04 68.58 71.12 73.66
3. 76.20 78.74 81.28 83.82 86.36 88.90 91.44 93.98 96.52 99.06
4. 101.60 104.14 106.68 109.22 111.76 114.30 116.84 119.38 121.92 124.46
5. 127.00 129.54 132.08 134.62 137.16 139.70 142.24 144.78 147.32 149.86
6. 152.40 154.94 157.48 160.02 162.56 165.10 167.64 170.18 172.72 175.26
7. 177.80 180.34 182.88 185.42 187.96 190.50 193.04 195.58 198.12 200.66
8. 203.20 205.74 208.28 210.82 213.36 215.90 218.44 220.98 223.52 226.06
9. 222.60 231.14 233.68 236.22 238.76 241.30 243.84 246.38 248.92 251.46

B10
INCHESTO MILLIMETER
INCHES 0.00 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
MILLIMETER
THIS SPACE INTENTIONALLY LEFT BLANK

1B11
CENTIGRADE-FAHRENHEIT CONVERSION TABLE
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

1B12
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. GRAMS
LB.. AVDP 453.6
304.8 MM. 7000 GRAINS
0.3333 YARDS OUNCES
16.0
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. CU. IN. MICRON 0.001 MII.LIMETER

231.0
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.

1B13
TABLE II-IIA. CONVERSION TABLES

DECIMAL CONVERSION CHART
6
4THS 8THS 1 THS32TH 64THS TO 3 TO 2 M.M. 4THS 8THS 64THS TO TO2
PLACES PLACES EQUIV. PLACES PLACES EQUIV.
.016 .02 .397 .516 .52 13.097

32 .031 .03 .794 32 .531 .53 13.494
64 .047 .05 1.191 9 64 .547 .55 13.891
.062 .06 1.587 16 .562 .56 14.288
37
64 .078 .08 1.984
32 .578 .58 14.684
32 .094 .09 2.381 3 .594 .59 15.081
7 .109 .11 2.778 39.609 .61 15.478

1 125 .125 3.175 .625 .62 15.875
.141 .14 3.572 21 .641 .64 16.272
64 .156 .16 3.969 .656 .66 16.669
.172 .17 4.366 .672 .67 17.065
.188 .19 4.762 .688 .69 17.462
6 .203 .20 5.159 23 45 .703 .70 17.859

7 23 64
.219 .22 5.556 32 .719 .72 18.256
47
6415 .234 .23 5.593 64 .734 .73 18.653
.250 .25 6.350 .750 .75 19.050
64 .266 .27 6.747 .766 .77 19.447
32 .281 .28 7.144 32 .781 .78 19.844
19 51 4
.297 .30 7.540 13 .797 .80 20241
16
6 .312 .31 7.937 .812 .81 20.637
21 53
64 .328 .33 8.334 27 .828 .83 21.034
32 .344 .34 8.731 .844 .84 21.431
23 55
.359 .36 9.128 7 .859 .86 21.828
.375 .38 9.525 .875 .88 22.225
.391 .39 9.922 29 .891 .89 22.622
32 .406 .41 10.319 .906 .91 23.019
27 59
7 64 .422 .42 10.716 15 .922 .92 23.416
.438 .44 11.112 16 .938 .94 23.812
29 61
15 64 .453 .45 11.509 31 .953 .95 24.209
32 .469 .47 11.906 .969 .97 24.606
64 .484 .48 12.303 .984 .98 25.003
.500 .50 12.700 1.000 1.00 25.400

1B14
TABLE II-IIB. DECIMAL/MILLIMETER EQUIVALENTS OF DRILL SIZES
Decimal/Millimeter Equivalents of Drill Sizes From 1/2" to No. 80
Size Decimal Millimeter Size Decimal Millimeter Size Decimal Millimeter Size Decimal Millimeter
Equiv. Equiv. Equiv. Equiv. Equiv Equiv Equiv Equiv.
1/2 0.500 12.7000 G 0.261 6.6294 5/32 0.1562 3.9687 51 0.067 1.7018
31/64 0.4843 12.3031 F 0.257 6.5278 23 0.154 3.9116 52 0.0635 1 6129
15/32 0.4687 11 9062 E-1/4 0.250 6.3500 24 0.152 3.8608 1/16 0.0625 1 5875
29/64 0.4531 11 5094 D 0.246 6.2484 25 0.1495 3.7973 53 0.0595 1.5113
7/16 0 4375 11 1125 C 0.242 6.1468 26 0.147 3.7338 54 0.055 1.397
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 31750 59 0041 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 0113 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 09144
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 01935 49149 38 0.1015 2.5781 67 0032 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 0098 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
0 0.316 80264 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 0024 0.6096

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 0021 0 5334
L 0 290 7 3660 11//64 01718 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 42164 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
0 272 6 9088 21 0.159 4.0386 49 0073 1 8542 79 0 0145 0 3683
H 0 266 6 7564 22 0.157 3 9878 50 0.070 1.778 80 00135 0 3429
17/64 0.2656 6 7462
DRILL SIZESAVAILABLE
Drill may be obtained in regular sizes to a 4 inch diameter, and increase in 64thsof an inch
The regular metric drills vary from 2 to 76mm and increase in 0 5mm variations.

1B15
2-8d. SUPPORT CLAMPS. Support clamps are used to secure the various lines to the airframe or power
plant assemblies. Several types of 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 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 II-IIC.
TABLE II-IIC. MAXIMUM DISTANCE BETWEEN SUPPORTS FOR FLUID TUBING
TUBE OD DISTANCE BETWEEN

SUPPORTS (IN.)
(IN.) STEEL
.ALUMINUM
ALLOY
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
5/8 22
22 25-1/2
3/4 24 27-1/2
1 26-1/2 30
Added:10/3/80 HANDLING AND SERVICING

1B16
TABLE II-IID. THREAD LUBRICANTS
TYPE OF LINE TYPE OF LUBRICANT
Brakes M IL-H-5606
Freon TT-A-580 or MIL-T-5544. Anti-Seize Compound
Fuel MIL-T-5544. Anti-Seize. Graphite Petrolatum
Landing Gear (Air Valve) 6PB Parker
Oil M IL-G-6032. Lubricating Grease
(Gasoline and Oil Resistant)
Pitot and Static TT-A-580 (JAN-A-669). Anti-Seize Compound
(White Lead Base)
- NOTE -
Lubricate engine fittings only with the fluid contained in the particular lines.
TABLE II-IIE. HOSE CLAMP TIGHTENING (INITIAL INSTALLATION)
Types of clamps
Types of hose
Worm screw type All other types
Finger-tight-plus Finger-tight-plus
Self sealing 2 complete turns 2 1 2 complete turns
Finger-tight-plus Finger-tight-plus
All other hose I , 4complete turns 2 complete turns
If clamps do not seal at specified tightening. examine hose connection and replace parts as
necessary.

1B17
836
2. 4.
1. CENTERDRILL
.
DRIFT PIN
6.
3.
Figure 2-4c. Removal of Cherrylock Rivet
2-8e. REMOVAL OF CHERRYLOCK RIVETS. (Refer to Figure 2-4c.) Should it be necessary to remove
an installed cherrylock rivet, the following procedures are recommended.
a. In thick material remove the lock by driving out the rivet stem using a tapered steel drift pin (Refer
View 1).
NOTE
Do not drill completely through the rivet sleeve to remove a rivet as

this tends to enlarge the hole.
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 (Views 2 and 3).
c. Pry the remainder of the locking collar out of the rivet head with the drift pin (See View 3).
d. Drill nearly through the head of the rivet, using a drill the same size as the rivet shank (See View 4).
e. Break off rivet head using a drift pin as a pry (See View 5).
f. Drive out the remaining rivet shank with a pin having a diameter equal to the rivet shank (See View 6).

1B18
820 FUSELAGELEFT
1. FAIRING, ACCESS
2. FIN TIP
3. RUDDER TIP
4. TAIL CONE, CONTROL CABLES
& TRIM SCREW
5. DOOR, NOSE GEAR
6. COVER, AIR FILTER (32RT-300) 5 6 7
7. COVER, HYDRAULIC RESERVOIR &
BATTERY SERVICE
820 3
FUSELAGERIGHT
1. FAIRING, ACCESS
2. FIN TIP
3. RUDDER TIP
4. TAIL CONE, CONTROL CABLES
& TRIM SCREW
5. DOOR, NOSE GEAR
6. DOOR, BAGGAGE
7. COVER, E.LT. ACCESS
6 5
821 FUSELAGEBOTTOM
4 2
1. PANEL, FLOOR
B M
2. PLATES, TUNNEL ACCESS
3. COVER, FUEL SELECTOR FILTER
INTERNAL
4. PANEL, BATTERY &HYDRAULIC
ACCESS EXTERNAL
Figure 2-5. Access Plates and Panels

1B19
821
1 1
I
(
1. TIP, STABILATOR 4
2. COWL ENGINE ACCESS 2
3. SPINNER, PROPELLER
4. DOOR, OIL FILLER 3
822 822
3 LOWER
UPPERWING SURFACE
SURFACES
3 2 3 4 1
1. WING TIP
2. COVER, FUEL FITTING
3. MAIN FUELTANK
4. COVER, FUEL& BRAKE FITTINGS
AND GEAR ATTACHMENT FITTING
5. FAIRING, FLAP TORQUE TUBE &
1. WING TIP AILERON CABLES
2. PLUG, AILERON BELLCRANK ACCESS 6. DOOR, MAIN GEAR
3. MAIN FUELTANK 7. COVER, FUEL FITTING
4. CAP, FUEL TANK 8. COVER, AILERON BELLCRANK ACCESS
9. COVER, GEAR ATTACHMENT FITTING
Figure 2-5. Access Plates and Panels (cont.)
Issued: 1/3/78
1B20 HANDLING AND SERVICING
H
845
Figure 2-6. Jacking Arrangement

2-9. STEP, HANDHOLD, AND WALKWAYS. A fixed handhold is located on the right side
of the fuselage, above and aft of the center seat window. The walkway is made up of a
non-skid compound applied to the wing surface (Refer to Section IV for repair). A step is
available as optional equipment and is installed just aft of the trailing edge of the right flap.
2-10. GROUND HANDLING.
2-11. GENERAL. Ground handling covers all essential information governing the handling
of the airplane 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 to service the landing gear and as specified to perform
other service operations. Proceed as follows:
a. Place the jacks under jack pads on the front wing spar. (Refer to Figure 2-6.)
b. Attach the tail support to the tail skid. Place approximately 300 pounds of ballast
on the base of the tail support to hold down the tail.
CAUTION
Be sure to apply sufficient tail support ballast; otherwise the
airplane will tip forward.
c. Raise the jacks until all three wheels are clear of the surface.
HANDLINGAND SERVICING
Issued:1/3/78 1B21
866
Figure 2-7. Weighingthe Airplane
2-13. WEIGHING. (Refer to Figure 2-7.) 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, Paragraph2-18.)
c. Removethe 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 givenin Paragraph2-14.
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
weighingprocedure while the wheels are on scales; or while the wheels are on the ground.
To level the airplane for purposes of weighingor rigging,the followingprocedures may be
used:
a. To longitudinally level the airplane, partially withdraw the two leveling screws
located immediately below the left front side window. (Refer to Figure 2-8.) Place a spirit
level on these screw heads and deflate the nose wheel tire or adjust the jacks until the
bubble of the levelis centered.
b. To laterally level the airplane, place a spirit level across the baggagecompartment
floor along the rear bulkhead (Refer to Figure 2-9.) and deflate the tire on the high side of
the airplane or adjust either jack until the bubble of the level is centered.

1B22
A 368 A 368
Figure 2-8. Leveling Longitudinally Figure 2-9. Leveling Laterally
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 using the front seat belt.
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 nonsynthetic 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 and securing the
rudder.
e. Install pitot tube cover if available.
2-16. LOCKING AIRPLANE. Matching key locks are provided on right cabin door, left
cabin door, forward baggage door and ignition switch.

1B23
2-17. PARKING. Whenparking the airplane, insure that is is sufficiently protected against
adverse weather 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
Paragraph2-15.
a. To park the airplane, head it into the wind, if possible.
b. Set the parking brake by pulling back the brake lever and depressing the 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 locked by using the front seat belt.
CAUTION
When movingthe aircraft forwardby hand, avoidpushing on
the trailing edge of the ailerons as this will cause the aileron
contour to change resulting in an out-of- trim condition.
2-18. TOWING. The airplane may be moved by using the nose wheel steering bar 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. The stem on the
bar is inserted in the hollow of the nose wheel axle at its right side.
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.
In the event towing lines are necessary, lines (rope) should be attached to both main
gear struts as high up on the tubes as possible. Linesshould 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.
CAUTION
When movingthe aircraft forwardby hand, avoidpushing on
the trailing edge of the ailerons as will cause the aileron
contour to change resultingin an out-of-trim condition.
Issued:1/3/78 HANDLINGAND SERVICING

1B24
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 shut-down
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 following checks:
a. Taxi forward a few feet and apply brakes to determine their effectiveness.
b. Taxi with propeller set in low pitch, high RPM setting.
c. While taxiing, make slight turns to ascertain the effectiveness of 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 holes and ruts.
f. Do not operate the engine at 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.
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 just aft of the engine cowling. When
using external power for starting or operation of any of the airplane's equipment, the
following procedure should be followed:
Turn the master switch OFF and turn all electrical equipment OFF. Connect the RED
lead of the PEP kit jumper cable to the POSITIVE (+) terminal of an external 12-volt
battery and the BLACK lead to the NEGATIVE (-) terminal. Insert the plug of the jumper
cable into the socket located on the fuselage. Note that when the plug is inserted, the
electrical system is ON. Proceed with the normal starting technique.
After the engine has started, reduce power to the lowest possible RPM, to reduce
sparking, and disconnect the jumper cable from the aircraft.Turn the master switch ON and
check the alternator ammeter for an indication of output. DO NOT ATTEMPT FLIGHT IF
THERE IS NO INDICATION OF ALTERNATOR OUTPUT. If aircraft battery is weak,
charging current will be high. DO NOT TAKE OFF until charging current falls below 20
amps.
NOTE
For all normal operations using the PEP jumper cables, the
master switch should be OFF, but it is possible to use the
ships battery in parallel by turning the master switch ON.
This will give longer cranking capabilities, but will not
increase the amperage. CAUTION: Care should be exercised
because if the ships battery has been depleted, the external
power supply can be reduced to the level of the ships battery.
This can be tested by turning the master switch ON
momentarily while the starter is engaged. If cranking speed
increases, the ships battery is at a higher level than the
external power supply.
When the engine is firing evenly, advance the throttle to 800 RPM. If oil pressure is not
indicated within thirty seconds, stop the engine and determine the trouble. In cold weather
it will take a few seconds longer to get an oil pressure indication. If the engine has failed to
start, refer to the Lycoming Operating Handbook, Engine Troubles and Their Remedies.
Starter manufacturers recommended that cranking periods be limited to thirty seconds
with a two minute rest between cranking periods. Longer cranking periods will shorten the
life of the starter.
Issued: 1/3/78 1C1 HANDLING AND SERVICING

2-22. SERVICING.
2-23. GENERAL. Servicingthe 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. SERVICINGFUEL SYSTEM. At intervals of 50-hours or 90 days, whichevercomes

first, clean the screensand bowl in the fuel filter unit of the fuel selector. Remove and clean
the filters in accordance with 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 filler necks.
The filler neck servicesboth inboard and outboard tanks. Each wing with interconnecting
tanks has a capacity of 49 U.S. gallons.
a. Observeall required safety precautions for handling gasoline.
b. Fill the tanks with fuel as specified on the placard adjacent to the filler neck or refer
to the latest issue of LycomingServiceInstruction No. 1070 for alternate fuels.
2-27. DRAINING MOISTUREFROM FUEL SYSTEM. The fuel system should be drained
daily prior to first flight and after refueling to avoid the accumulationof water or sediment.
Each fuel tank is equipped with an individual quick drain located at the lower inboard rear
corner of the tank. The fuel strainer and a system quick drain valve are located in the
fuselage at the lowest point of the fuel system. It is important that the fuel system be
drained in the followingmanner:
a. Drain each tank through its individual quick drain located at the lower inboard rear
corner of the tank, making sure that enough fuel has been drained to ensure that all water
and sediment is removed.
b. Place a container under the fuel sump drain outlet, which is located under the
fuselage.
c. Drain the fuel strainer by pressing down on the leverlocated on the right-hand side
of the cabin below the forward edge of the center seat. The fuel selector must be positioned
in the followingsequence: off position, left main and right main while drainingthe strainer
to ensure that the fuel lines between each tank outlet and fuel strainer are drained as well as
the strainer. Whenthe fuel tanks are full, it will take approximately six secondsto drain all
the fuel in one of the lines from a main tank to the fuel strainer. Whenthe fuel tanks are less
than full, it will take a few secondslonger.
d. Examine the contents of the container placed under the fuel sump drain outlet for
water and sediment and dispose of the contents.
CAUTION
When draining any amount of fuel, care should be taken to
ensure that no fire hazard exists before starting engine.
Issued:1/3/78 HANDLINGAND SERVICING

1C2
NOTE
After using the underseat quick drain, it should be checked

from outside to make sure it has closed completely and is not
leaking.
2-27a. ANTI-ICING FUEL ADDITIVE. The PA-32RT-300/300Taircraftareapproved for

operation with an anti-icing additive in the fuel. When an anti-icing additive is used it must
meet the specification MIL-L-27686. must be uniformly blended with the fuel while refueling,
must not exceed . 15%by volume of the refueled quantity, and to ensure its effectiveness should
be blended at not less than . 10%by volume (one and one half liquid ozs. per ten gallon of fuel
would be within this range). A blender supplied by the additive manufacturer should be used.
Except for the information contained in this section, the manufacturer's mixing or blending
instructions should be carefully followed.
Assure that the additive is directed into flowing fuel stream. The additive flow should start
after and stop before the fuel flow. Do not permit the concentrated additive to come in contact
with the aircraft painted surfaces or the interior surfaces of the fuel tanks.
Some fuels have anti-icing additives pre-blended in the fuel at the refinery, so no further
blending should be performed.
Fuel additive cannot be used as a substitute for a preflight draining of the fuel system
drains.
2-28. DRAINING FUEL SYSTEM. Fuel may be drained from the system by opening the
valve at the inboard end of each fuel tank. The flush type drain valve requires the drain cup pin
to hold valve open. The remaining fuel in the system may be drained through the filter bowl.
Either wing tank set may be drained by closing the selector valve and then draining as desired.
2-29. BRAKE SYSTEM.
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 left side of the firewall in the engine 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 wheel 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.
1C3
2 -32a. TIRES.
2-32b. 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.
2 -3 2c. TIRE BALANCE.(Refer to Figure 2-9a.) Proper balancingis 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, and an inexpensivebalancer can
be made that willbalance almost any tire for light aircraft. Balancethe tire as follows:
a. Mount the tire and tube (if one is used) on the wheel, but do not install the securing
bolts. Install the wheel bearings in the wheel; then, using the -7 bushings,-6 spacers, and -5
nuts, install the wheel-tireassembly on the -8 pipe. Secure the -5 nuts finger-tightso 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.
b. Release the tire. If it is out of balanceit willrotate, coming to rest with the heaviest
point on the bottom. Tape a 1/2 ounce patch across top center of the tire. Rotate the tire
45and 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.
c. When balance is attained, put a chalk mark on the sidewalldirectly below the patch.
Use one mark for each half ounce of weight needed. Mark the valvestem 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
center line of the tire and aligned with the chalk marks on the sidewall. Burnishthe patches
to remove trapped air, etc.
d. When reassemblingthe 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
air the tire and recheck balance. The wheel should not be more than 1/2 ounce out of
balance..
e. The followinginstructions will help in building the balancer: (Refer to Figure 2-9a.)
1. Chamfer top edges of -3 sides leaving 1/16 inch flat on top inboard edge. Rivet
-2 tee's to -3 sides usingAN 470-AD5 rivets 2" spacing.Use AN 426-AD5 rivets 2" 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 were made by reaming
the existing threads in the AN 365-624 nuts with an R drill, then tapping 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 balancingmost any aircraft wheel.
4. The -7 bushingsmay be made from one inch Richlite usinga 1 1/2 inch hole saw to
cut out the smaller bushing and 1 3/4 hole saw to cut out the larger. By inserting a 1/4inch
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. 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. Thread 3 inches from each end of the pipe.
Added: 9/2/78 HANDLINGAND SERVICING

1C4
d
The following list of material were use In making the balancer:
.1 I
I. Base 12 x 11 0.10 2024 T3 clad aluminum alloy
-2 2 . Toe 2. x xll 0.190 2024 T4 extruded aluminum
alloy
-3 2 ea. Sid 14 x 11 0.12 2024 T3 clad aluminum alloy
-4 1 . Axie 0.125 x 10.25 4130 steel,normalized
4 2 . Nuts AN 365424
4 2 ea. Spacer 0.50 x 2.25 50524 aluminum tubing
2 ea. Spacer 050 x 1.25 50524 aluminum tubing
-7 2 ea. Bushing 1.480 x 1.625 x 1.00 Richillant, phenoiic or aluminum
2 ea. Bushing 2.240 x 1.37 x 1.00 Richlight. pheonoiic or aluminum
-4 1 Pipe 1/0 x 9 3 black steel pipe
2 . Bearings Save two of each size worn wheel bearings from
previous inspection.
Figure 2-9a. Tire Balancer

1C5
2-33. HYDRAULIC SYSTEM.
2-34. SERVICING HYDRAULIC SYSTEM. The general condition of the hydraulic pump
and landing gear actuating cylinders should be checked. Ensure that there are no leaks and
that the line fittings are tight. 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, and corrosion. Check the tightness of the attachment fittings.
The gear back up extender actuator assembly is located beneath the floorboard of center
seats and should be checked to determine that it is operating properly. The diaphragm shaft
may be operated by hand to make sure that it is free to fluctuate and that the actuating arm
and its components are operating freely. Check the pressure housing assembly for cracks,
breaks, or fatigue. Check to ensure that the hydraulic valve and fittings are free of leaks.
Repair and check procedures for the hydraulic pump, cylinders and various components
may be found in Section VI of this manual.
2-35. 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 left side of forward 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 this level,
loosen the vent screw and add fluid, MIL-H-5606, through the filler hole. Reinstall the filler plug
and tighten the vent screw.
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.
2-36. LANDING GEAR SYSTEM.
2-37. SERVICING LANDING GEAR. The landing gear consists of tires, brakes and oleo
strut assemblies. These should be inspected for proper gear extension, scored piston tubes,
possible hydraulic fluid leakage, security and condition of all connection points. Check the
brake linings for wear and frayed edges, and brake discs for scoring. Replace if found
necessary. In addition, the gear should be checked for proper adjustment of downlock
hooks, looseness of drag links and side brace links. Minor servicing is described in the
following paragraphs, and for detailed service and overhaul instructions. (Refer to Section
VII.)
Revised 6/15/79 HANDLING AND SERVICING

1C6
2-38. OLEO STRUTS.
2-39. SERVICING OLEO STRUTS. The air-oil type oleo strut should be maintained at
proper strut tube exposures for best oleo action. The nose gear strut must have 2.60 .25
inches of piston tube exposed. The main gear strut requires 4.00 ± .25 inches of tube
exposure.
CAUTION
Do not exceed these tube exposures.
These measurements are taken with the airplane sitting on level surface under normal
static load. (Empty weight of airplane plus full fuel and oil.) 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 on 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 as described in Paragraph 2-41. 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 Paragraphs 2-40. For repair procedures of the
landing gear and/or oleo struts, refer to Section VII.
WARNING
Do not release air by removing the strut valve core or filler

plug. Depress the valve core pin until strut chamber pressure
has diminished.
CAUTION
Dirt and foreign particles form around the filler plugs of the
landing gear struts, therefore, before attempting to remove
these plugs, the tops of the struts should be cleaned with
compressed air and/or with a dry solvent.
2-40. FILLING OLEO STRUTS. To fill the nose or main gear oleo strut with fluid
(MIL-H-5606), whether it be the addition of a small or large amount, proceed as follows:
a. Raise the airplane on jacks. (Refer to Paragraph 2-12.)
b. Place a pan under the gear to catch spillage.
c. At the filler plug, 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 1:
1. Remove the valve core from the filler plug at the top of the nose gear strut
housing or at the top inboard side of the main gear housing. Allow the filler plug to remain
installed.

1C7
2. Attach one end of a clean plastic hose to the valvestem of the filler plug and
submergethe other end in a container of hydraulic 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 a prolonged filling operation.
3. Fully compress and extend the strut thus drawing fluid from the fluid container
and expelling air from 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.
4. When air bubbles cease to flow through the hose, compress the strut fully and
remove the hose from the valve stem.
5. With the strut compressed, remove the filler plug to determine that the fluid
level is visibleup to the bottom of the filler plug hole.
6. Reinstall the core in the filler plug and apply thread lubricant (Parker 6PB) to
the threads of the filler plug and install the plug in the top of the strut housing.Torque the
plug to 45 foot-pounds.
Method 2:
1. Remove the filler plug from the top of the nose gearstrut housing or at the top
inboard side of the main gear housing.
2. Raisethe strut piston tube until it is fully compressed.
3. Pour fluid from a clean container through the filler opening until it reaches the
bottom of the filler plug hole. (Air pressure type oil container may be helpful.)
4. Install the filler plug finger tight and extend and compress the strut two or three
times to remove air from the housing.
5. Remove the filler plug, raise the strut to full compression and fill with fluid if
needed.
6. Apply thread lubricant (Parker 6PB) to the threads of the filler plug. Reinstall
the filler plug and torque to 45 foot-pounds.
e. With the airplane still on jacks, compress and extend the gear strut severaltimes to
ascertain that the strut actuates freely. The weight of the gear fork and wheel should extend
the strut.
f. Clean off overflow of fluid and inflate the strut as described in Paragraph2-41.
g. Check that fluid is not leaking around the strut piston at the bottom of the housing.
2-41. INFLATING OLEO STRUTS. After making certain that an oleo strut has sufficient
fluid, attach a strut pump to the air valve and inflate the oleo strut. The strut should be
inflated until the correct inches of piston is exposed with normal static load (empty weight
of airplane plus full fuel and oil) on the gears. (Refer to Paragraph2-39.) 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 and line pressure from a high pressure air
system used. Lower the airplane and while rockingit, let air from the valve to bring the strut
down to the proper extension.) Before capping the valve, check for valvecore leakage.

1C8
2-42. TIRES.
2-43. 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. Also ascertain that the tires, tubes, and wheels are properly balanced when
installed. Align the index mark on the tire with the index mark on the tube.
2-44. INDUCTION AIR FILTER.
2-45. SERVICING INDUCTION AIR FILTER. The air filter on the PA-32RT-300 is
located on the left side of the engine cowl. The filter is cleaned by shaking off loose dirt by
rapping the filter on a hard flat surface. Never wash the filter or use compressed air to clean.
Refer to Section VIII for additional information.
The air filter on the PA-32RT-300T is located just aft of the induction air intake in the
lower cowl. This filter may be washed as described-in Section VIIIA.
2-46. PROPELLER.
247. SERVICING PROPELLER. The spinner, back plate and propeller surfaces should be
cleaned and inspected frequently for nicks, scratches, corrosion and cracks. Minor nicks and
scratches may be removed as found in Section VIII or VIIIA. The face of each blade should
be painted when necessary with a flat paint to retard glare. To prevent corrosion, wipe
surfaces with a light oil or wax.
In addition, propellers should be inspected for grease or oil leakage and freedom of
rotation on the hub pilot tube. To check freedom of rotation, rock the blade back and forth
through the slight freedom allowed by the pitch change mechanism. Lubricate the propeller
at 100-hour intervals in accordance with the lubrication Chart.
Additional service information for the propeller may be found in Section VIII or VIIIA.
2-48. BATTERY.
2-49. 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.

1C9
2-50. CLEANING.
2-51. CLEANINGENGINE COMPARTMENT.Before cleaning the engine compartment,

place a strip of tape on the magneto vents to prevent any solvent from entering these units.
a. Place a pan under the engine to catch waste.
b. With the engine cowling removed, spray or brush the engine with solvent or a
mixture of solvent and degreaser, as desired. It may be necessary to brush areas that were
sprayed where heavy greaseand dirt deposits have collected in order to clean them.
CAUTION
Do not spray solvent into the alternator, starter, air intake,
and alternate air inlets. Remove or protect asbestos heat
shields from solvent.
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 engine until excess solventhas evaporated or
otherwisebeen removed.
d. Removethe protective covers from the filter and magnetos.
e. Lubricate controls, bearingsurfaces, etc., per Lubrication Chart.
2-52. CLEANINGLANDINGGEAR. Before cleaningthe landing gear, place a plastic cover

or similarmaterial over the wheel and brake assembly.
a. Place a pan under the gear to catch waste.
b. Spray or brush the gear area with solvent or a mixture of solvent and degreaser,as
desired. It may be necessary to brush areas that were sprayed where heavy greaseand dirt
deposits have collected in order to clean them.
c. Allow the solvent to remain on the gear from 5 to 10 minutes, then rinse the gear
with additional solvent and allow to dry.
d. Removethe cover from the wheel and remove the catch pan.
e. Lubricate the gear per Lubrication Chart.
Issued: 1/3/78 HANDLINGANDSERVICING

1C10
2-53. 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 naptha.
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.
2-54. 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.
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 a
scratch. Smooth both sides and apply wax.
f. To improve visibility through windshield and windows when flying through rain,
apply a rain repellant such as Repcon to the windshield and windows. Apply the product in
accordance with the manufacturer's instructions. Purchase Repcon from Unelko Corp. 727 E
110th Street, Chicago, Illinois 60628.
2-55. CLEANING HEADLINER, SIDE PANELS AND SEATS.

a. Clean headliner, side panels and seats with a stiff bristle brush and vacuum where
necessary.
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.
CAUTION
Solvent cleaners require adequate ventilation.
c. Leather materials should be cleaned with saddle soap or mild soap and water.
2-56. CLEANING CARPETS. Use a small whisk broom or vacuum to remove dirt. For
soiled spots, use a non-inflammable dry-cleaning fluid.
ic ii
2-57. OIL SYSTEM.(ENGINE.)
2-58. SERVICING OIL SYSTEM. The engine oil level should be checked before each flight and
changed after each 50 hours of engine operation. During oil change, the oil screen(s) should be
removed and cleaned, and the oil filter cartridge replaced. Intervals between oil changes can be
increased as much as 100% provided the oil filter is replaced each 50 hours of operation. The engine
manufacturerdoes not recommendoils by brandnames.Use a qualitybrandAviationGradeOil of
the proper season viscosity. For information on the use of detergent oil, refer to paragraph 2-63 and
or latest revision of Lycoming Service Instruction Letter No. 1014.
CAUTION
Do not introduce any trade additive to the basic lubricant.
2-59. 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 each
engine oil filler access door. To service the engine with oil, open the quick release access
door on top of the cowl and remove the oil filler cap with dipstick.
2-60. 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 engine cowl and open the oil drain valve
located on the underside of the engine by pushing the arms of the drain up and turning coun-
terclockwise. This will hold the drain in the open position. It is recommended the engine be warmed
to operating temperature to insure complete draining of the old oil. On PA-32RT-300T remove the
engine manifold sump fuel drain line and grommet from the bottom of the cowl. Using proper I.D.
and length hose, put through hole in bottom of cowl and slide over oil quick drain valve. Oil may
then be drained by opening valve.
2-61. 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.
Revised6/15/79 HANDLING AND SERVICING

1C12
2-62. OIL FILTER. (FULL FLOW.)

a. The oil filter element 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
housing, looseningthe bolt, and removingthe filter assemblyfrom the adapter.
b. Before discarding the filter element, remove the outer perforated paper cover,using
a sharp knife, cut through the folds of the element at both ends, close to the metal caps.
Then, carefully unfold the pleated element and examine the meterial 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 of metallicshavingsmight 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.
c. After the element has been replaced,tighten the attaching bolt within 20 to 25 foot
pounds of torque. Lockwire the bolt through the loops on the side of the housing to the
drilled head of the thermostatic valve. Be sure the lockwireis replaced at both the attaching
bolt head and the thermostatic oil cooler bypassvalve.
2-63. RECOMMENDATIONS FOR CHANGING OIL.:(Refer to latest revision of

Lycoming Service Instruction No. 1014.)
a. In engines that have been operating on straight mineral oil for several hundred hours.
a change to additive oil should be made with a degree of caution, since the cleaning action
of some additive oils will tend to loosen sludge deposits and cause plugged oil passages.
When an engine has been operating on straight mineral oil and is known to be in excessively
dirty condition. the switch to additive or compounded oil should be deferred until after the
engine is overhauled.
b. When changing from straight mineral oil to compounded oil, the following
precautionary steps should be taken:
1. Do not add additive oil to straight mineral oil. Drain the straight mineral oil
from the engine and fill with additive oil.
2. Do not operate the engine longer than five hours before the first oil change.
3. Check all oil screens for evidence of sludge or plugging and change oil every ten
hours if sludge conditions are evident. Resume normal oil drain periods after sludge
conditions improve.
2-64. LUBRICATION.
2-65. LUBRICATION INSTRUCTIONS. Proper lubrication procedures are of

immeasurable value both as a means of prolonging the service life of the airplane and as a
means of reducing the frequency of extensive and expensive repairs. The periodic
application of recommended lubricants to their relevant bearing surfaces, as detailed in the
following paragraphs, together with the observance of cleanliness, will insure the maximum
efficiency and utmost service of all moving parts. Lubrication instruction regarding the
locations, time intervals, and type of lubricants used may be found in the Lubrication Chart.
To insure the best possible results from the application of lubricants, the following
precaustions should be observed:
Issued: 1/3/78 HANDLINGANDSERVICING

1C13
a. Use recommended lubricants. Where general purpose lubricatingoil is specified, but

unavailable,clean engine oil may be used as a satisfactory substitute.
b. Check the components to be lubricated for evidence of excessivewear and replace
them as necessary.
c. Remove all excess lubricants from components in order to prevent the collection of
dirt and sand in abrasive quantities capable of causing excessivewear or damage to bearing
surfaces.
NOTE
If the airplane is inactive for long periods of time, it should
be lubricated in accordance with Lubrication Chart every 90
days.
2-66. APPLICATION OF OIL. Whenever specific instructions for lubrication of

mechanismsrequiring lubrication are not available,observe the followingprecaustions:
a. Apply oil sparingly,never more than enough to coat the bearingssurfaces.
b. Since the control cables are sufficiently coated by the manufacturer, additional
protection for the prevention of corrosion is unnecessary.
c. Squeeze the magneto cam follower felts at regular inspection periods. If oil appears
on fingers do not add oil. If the felt is dry, moisten with light oil.
CAUTION
Be careful not to add too much oil, because the excess will be
thrown off during operation and will cause pitting and
burning of the magneto points.
2-67. APPLICATIONOF GREASE. Care must be taken when lubricating bearings and
bearing surfaces with a grease gun, to insure that gun is filled with new, clean greaseof the
grade specified for the particular application before applying lubricant to the greasefittings.
a. Where a reservoiris not providedaround a bearing, apply the lubricant sparinglyand
wipe off any excess.
b. 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
rollersin the retainer ring. Do not pack the greaseinto the wheelhub.
c. Use extra care when greasingthe constant speed propeller hub to avoidblowing the
clamp gaskets. Remove one grease fitting and apply grease to the other fitting until fresh
greaseappears at the hole of the removed fitting.
2-68. LUBRICATIONCHARTS. The lubrication chart consists of individual illustrations

for the various aircraft systems, and components to be lubricated are indicated by a number,
the type of lubricant and the frequency of application. Specialinstructions are listed at the
beginningof the lubrication charts and with the applicable component illustration.

1C14
TABLE II-III. RECOMMENDED LUBRICATING OILS
Aviation Average Ambient Oil Inlet Temperature

Grade Oil Air Temperature Desired Maximum
SAE 50 Above 60 ° F 180 ° F 245 ° F

(16 ° C) (82 ° C) (118 ° C)
SAE 40 30 ° F to 90 ° F 180 ° F 245 ° F

(-1 ° C to 32 ° C) (82 ° C) (118 ° C)
SAE 30 0 ° F to 70 ° F 170 ° F 2250 F

(-17 ° C to 21 ° C) (77 ° C) (107 ° C)
SAE 20 Below 10 ° F 160 ° F 210 ° F

(12 ° C) (71 ° C) (99 ° C)

1C15
TYPE OF LUBRICANTS
PREFERRED PRODUCT
LUBRICANT SPECIFICATION AND VENDOR
LUBRICATING OIL, GENERAL PURPOSE, LOW MIL-L-7870

TEMPERATURE
LUBRICATING OIL, AIRCRAFT RECIPRO- MIL-L-6082

CATING ENGINE (PISTON) GRADE AS
SPECIFIED
SAE 50 ABOVE 60 F AIR TEMP.
SAE 40 30 TO 90° F AIR TEMP.
SAE 30 0 ° TO 70°F AIR TEMP.
SAE 20 BELOW 10°F AIR TEMP.
HYDRAULIC FLUID PETROLEUM BASE MIL-H-5606
GREASE, AIRCRAFT AND INSTRUMENT, GEAR MIL-G-23827

AND ACTUATOR SCREW
GREASE, AIRCRAFT HIGH TEMPERATURE TEXACO MARFAK ALL

PURPOSEGREASE,
MOBIL GREASE 77
(OR MOBILUX EP2)
SHELL ALVANIA EP
GREASE 2
PARKER O-RING LUBRICANT
AERO LUBRIPLATE FISKE BROS.

REFINING CO.
FLUOROCARBON RELEASE AGENT DRY MS-122
LUBRICANT
GREASE - LUBRICATION GENERAL MIL.G-7711

PURPOSEAIRCRAFT
SILICONE, COMPOUND MIL-C-21567
GREASE, WIDE TEMPERATURE RANGE MIL-G-81322 MOBIL GREASE 28

ROYCO 22 S
AEROSHELL GREASE 22
SEE NEXT PAGE FOR SPECIAL INSTRUCTIONS, NOTES AND CAUTIONS.

IC16
SPECIAL INSTRUCTIONS
1. BEARINGS AND BUSHINGS - CLEAN EXTERIORWITH A DRY TYPE SOLVENT BEFORELUBRICATING.

2. LUBRICATIONPOINTS- WIPE ALL LUBRICATIONPOINTS CLEAN OF OLD GREASE. OIL, DIRT, ETC.,
BEFORELUBRICATING,
NOTES
1. SEE LATEST REVISION OF LYCOMING SERVICE INSTRUCTIONS NO. 1014 FOR USE OF DETERGENT
OIL.
CAUTIONS
1. DO NOT USE HYDRAULIC FLUID WITH A CASTOROIL OR ESTER BASE.

2. DO NOT OVERLUBRICATECOCKPITCONTROLS.
3. DO NOT APPLY LUBRICANT TO RUBBER PARTS.
4. DO NOT LUBRICATECABLES. THIS CAUSES SLIPPAGE.

1C17
COMPONENT LUBRICANT FREQUENCY

1. MAIN GEAR PIVOT POINTS MIL-G-23827 100 HRS
2. MAIN GEAR DOOR HINGE MIL-L-787 0 100 HRS
3. MAIN GEAR TORQUE LINKS MIL-L-7870 100 HRS
4. EXPOSED OLEO STRUT MAIN FLUOROCARBON RELEASE
AGENT DRY LUBRICANT
MS-122 100 HRS
5. MAIN GEAR WHEEL BEARINGS TEXACO MARFAX ALL
PURPOSE GREASE OR
MOBIL GREASE 77
(OR MOBIL EP2
GREASE) 100 HRS
6. MAIN GEAR DOOR CONTROL ROD ENDS MIL-L-7870 100 HRS
7. MAIN GEAR SIDE BRACE LINK ASSEMBLY MIL-G-23827 100 HRS
8. UPPER SIDE BRACESWIVEL FITTING MIL-G-23827 100 HRS
9. MAIN GEAR DOWNLOCK ASSEMBLY
RETRACTION FITTING AND CYLINDER
ATTACHMENT POINTS MIL-L-7870 100 HRS
10. OLEO STRUT FILLER POINT (MAIN GEAR) MIL-H-5606 AS REQUIRED
11. HYDRAULIC PUMP RESERVOIR MIL-H-5606 100 HRS
12. BRAKE RESERVOIR MIL-H-5606 100 HRS
1. .10 9
843
6
4
1. Main wheel bearings - Disassemble and clean with a dry

type solvent. Ascertain that grease is packed between
the roller and cone. Do not pack grease in wheel
housing. Whee bearings require cleaning and repacking
after exposure to an abnormal quantity of water.
2. Oleo struts, hydraulic pump reservoir and brake
reservoir - Fill per Instructions on unit or container or
refer to service manual.
Figure 2-10. Lubrication Chart (LandingGear, Main)

1C18
1. NOSE GEAR STRUT HOUSING GREASE FITTING MIL-G-23827 100 HRS

2. NOSE GEAR PIVOT POINT AND HYDRAULIC
CYLINDER ROD END MIL-L-7870 100 HRS
3. NOSE GEAR DOOR RETRACTION MECHANISM MIL-L-7870 100 HRS
4. NOSE GEAR DOOR HINGES MIL-L-7870 100 HRS
5. EXPOSED OLEO STRUT FLUOROCARBON RELEASE
AGENT DRY LUBRICANT
MS-122 100 HRS
6. NOSE WHEEL BEARINGS TEXACO MARFAX ALL
PURPOSE GREASE OR
MOBIL MOBIL GREASE
77 (OR MOBIL EP2
GREASE) 100 HRS
7. NOSE GEAR DRAG LINK ASSEMBLIES MIL-L-7870 100 HRS
8. NOSE GEAR TORQUE LINK ASSEMBLY AND
STRUT HOUSING MIL-G-23827 100 HRS
9. DOWNLOCK HOOK, TENSION SPRING ARMS,
SHIMMY DAMPENER AND ALIGNING ROLLER
PIVOT POINTS MIL-L-7870 100 HRS
10. STEERING BELLCRANK PIVOT POINTS AND
ROD ENDS MIL-L-7870 100 HRS
11. NOSE GEAR OLEO STRUT FILLER POINT MIL-H-5606 AS REQUIRED
10 3
1. Nose wheel bearings - Disassemble and clean with a dry

type solvent. Ascertain that greae is packed between
the roller and cone. Do not pack grease In wheel
housing. Wheel bearings require cleaning and repacking
after exposure to an abnormal quantity of water.
2. Oleo struts Fill per Instructions on unit or refer to
service manual.
Figure 2-11. Lubrication Chart (Landing Gear, Nose)

1C19
-CA UTION -
Do not lubricate control wheel shaft or bushing. Clean only using

alcohol or other suitable solvent.

1. AILERON HINGE PINS MIL-L-7870* 100 HRS
2. FLAP HINGE BEARINGS MIL-L-7870 100 HRS
3. STABILATOR HINGE PINS MIL-L-7870 100 HRS
4. RUDDOER HINGE BEARINGS MIL-L-7870 100 HRS
5. CONTROL CABLE PULLEYS MIL-L-7870 100 HRS
6. TRIM CONTROL WHEEL MIL-L-7870 100 HRS
7. O-RING, CONTROL SHAFT BUSHING PARKER O-RING
LUBRICANT AS REQUIRED
8. TEE BAR PIVOT POINT MIL-L-7870 100 HRS
9. CONTROL COLUMN CHAIN MIL-L-7870 500 HRS
10. CONTROL COLUMN FLEX. JOINTS AND SPROCKET MIL-L-7870 100 HRS
11. STABILATOR CONTROL MIL-L-7870 100 HRS
877
10 3
Figure 2-12. Lubrication Chart (Control

SPECIAL System)
INSTRUCTIONS
6
Aileron hinges should firstbe cleaned with a dry type solvent

then lubrcated with MIL-L-7870.
Figure 2-12. Lubrication Chart (Control System)
Interim Revision: July 30, 1986 1C20 HANDLING AND SERVICING


1. FLAP TORQUE TUBE BEARING BLOCKS MIL-L-7870 100 HRS
2. FLAP CONTROL ROD END BEARINGS MIL-L-7870 100 HRS
3. FLAP HANDLE PIVOT POINT, LOCK MECHANISM
AND TURNBUCKLE END MIL-L-7870 100 HRS
4. FLAP RETURN AND TENSION CHAINS MIL-L-787 0 500 HRS
5. AILERON BELLCRANK PIVOT POINTS MIL-L7870 100 HRS
6. AILERON CONTROL ROD END BEARINGS MIL-L-7870 100 HRS
7. AILERON BELLCRANK CABLE ENDS MIL-L-7870 100 HRS
875
863
2
1
2 4
SKETCHA
3
SKETCH B
Figure 2-13. Lubrication Chart (Control System) (cont.)

1C21

1. RUDDER TUBE BEARING BLOCKS FLUOROCARBON RELEASE
AGENT DRY LUBRICANT
MS-122 100 HRS
2. TOE BRAKE CYLINDER ATTACHMENTS MIL-L-787 0 100 HRS
3. RUDDER TUBE CONNECTIONS MIL-L-7870 100 HRS
4. BRAKE ROD ENDS MIL-L-7870 100 HRS
5. STABILATOR TRIM SCREW AERO LUBRIPLATEOR MAG-1,
FISKE BROS. RE-
FINING CO. 100 HRS.
6. STABILATOR SCREW ROD ENDS MIL-L-7870 100 HRS
7. STABILATOR HINGE POINTS MIL-L-7870 100 HRS
8. RUDDER TRIM ASSEMBLY MIL-L-7870 100 HRS
874
863
1810
SKETCHA
1608
2
SKETCHB SKETCH C
Figure 2-14. Lubrication Chart (Control System) (cont.)

1C22

1. CONDENSER HINGE AND ACTUATORS MIL-L-7370 100 HRS
2. CONDENSER DOOR ACTUATING TRANSMISSION MIL-G-23927 500 HRS
1621
Transmission to be 1/2 full of grease. Apply grease during

assembly and lubricate transmission ball nut and screw with
MIL-G-23327 grease.
Figure 2-15. Lubrication Chart (Air Conditioning Condenser)
Issued: 1/3/78
1C23 HANDLINGANDSERVICING

1. DOOR HINGES MIL-L-7870 100 HRS
2. DOOR LATCH MECHANISMS MIL-L-7870 500 HRS
3. DOOR SEALS
FLUOROCARBON RELEASE
AGENT DRY LUBRICANT
MS-122 50 HRS
4. SEAT TRACK ROLLERS, STOP PINS AND REAR SEAT AERO LUBRIPLATEOR MAG-1.
LEG RETAINER (CLIP AND CAM) FISKE BROS. RE-
FINING CO. 100 HRS
5. SEAT LATCH STOP PIVOT POINT (COPILOT) MIL-L-7870 100 HRS
878
Apply fluorocarbon dry lubricant to door sealsat least once a

month to prevent the seal from sticking, and improve sealing
characterstics
STOP SHOULD BE LUBRICATED AND FREE

- TO SWIVEL WITHOUT EXCESSIVE PLAY
SKETCHA
Figure 2-16. Lubrication Chart (Cabin Door, BaggageDoor & Seat)
Revised:7/15/81 HANDLING AND SERVICING

1C24

1. ENGINE SUMP MIL-L-6082 50 HRS
LUBRICATINGOIL.
AIRCRAFTRECIPRO-
CATING ENGINE
(PISTON)GRADE AS
SPECIFIED.SAE 50
ABOVE 60°F AIR
TEMP.. SAE 40 30°
TO 90°F AIR TEMP..
SAE 30 0 ° TO 70°F
AIR TEMP.. SAE 20
BELOW 10°F AIR
TEMP. (SEE NOTE)
2. OIL FILTER 50 HRS
3. AIR FILTERS 50 HRS
4. PROPELLER ASSEMBLY MIL-G-23827 100 HRS
5. ENGINE CONTROLAND ENVIRONMENTAL
CONTROL PIVOT POINTS MIL-L-7870 100 HRS
6. FRESH AIR VENT SHAFTS MIL-G-77 11 500 HRS
7. ALTERNATOR IDLER PULLEY BEARING MIL-G-813 22 100 HRS
SKETCHB
1740
1. AIR FILTER - TO CLEAN FILTER REFER TO

SECTION VIII OR VIIIA.
2. PROPELLER - REMOVE ONE OF THE TWO GREASE

FITTINGS FOR EACH BLADE. APPLY GREASE
THROUGH FITTING UNTIL FRESH GREASE
APPEARS AT HOLE OF REMOVED FITTING.
NOTE
SEE LATEST REVISION OF LYCOMING SERVICE INSTRUCTIONS

SKETCH A NO. 1014 FORUSE OF DETERGENTOIL.
Figure 2-17. Lubrication Chart (Power Plant, Propeller & Control Pivot Points)

1D1

1. DIAPHRAGM SHAFT AND BUSHING MIL-L-7870 ABOVE
20 F
MIL-C-21567 BELOW
20 F 100 HRS
2. BACK-UP EXTENDER LINKS AND CONTROL ARM
PIVOT POINTS MIL-L-7870 100 HRS
3. BACK-UP EXTENDER SPRING ATTACHMENT POINTS MIL-L-7870 100 HRS
4. FUELSELECTOR LINKAGE MIL-G-7711 100 HRS
801 873
4 4
1. Diaphragm shaft and bushing - soft film silicon

compound (MIL-C-21567) is recommended for us
when operating at temperaturesbelow 20° F.
Figure 2-18. Lubrication Chart (Back-up Extender & Fuel Selector)

1D2
THIS PAGE INTENTIONALLY LEFT BLANK
1D3
1D4
SECTION III
INSPECTION
Aerofiche
Paragraph Grid No.
3-1. Introduction.......................................................................................................................... 1D6

3-2. Recommended Lubricants ................................................................................................... 1D6
3-3. Inspection Periods................................................................................................................ 1D6
3-4. Inspection Requirements .................................................................................... 1D6
3-5. Preflight Check................................................................................................... 1D7
3-6. Overlimits Inspection ......................................................................................... 1D7
3-7. Special Inspections .............................................................................................................. 1D7
3-8. Programmed Maintenance.................................................................................. 1D7
3-9. Inspection of Exhaust System ............................................................................ 1D7
3-10. Inspection of Flap Control Cable Attachment Bolt............................................ 1D10
3-11. Inspection of Induction Air Inlet Duct and Alternate Heat Duct. ...................... 1D11
Table III-I Inspection Report.............................................................................. 1D12
Revised: 01/31/09 1D5

SECTION III
INSPECTION
3-1. INTRODUCTION. This section provides instructions for conducting inspections.

These inspections are described in Paragraphs 3-4 and 3-5. Repair or replacement instructions
for those components found to be unserviceable at inspection may be found in the section
covering the applicable aircraft system.
CAUTION
When working on engines. ground the magneto primary circuit
before performing any operation.
3-2. RECOMMENDED LUBRICANTS. Refer to Recommended Lubricants. Section II

for Lubrication Servicing Instructions.
3-3. INSPECTION PERIODS.
3-4. INSPECTION REQUIREMENTS. The required inspection procedures are listed in

Table III-I. The inspection procedure is broken down into major groups which are Propeller.
Engine. Turbocharger. Cabin. Fuselage and Empennage. Wing. Landing Gear. Operational
Inspection and General. The first column in each group lists the inspection or procedure to be
performed. The second column is divided into four columns indicating the required inspection
intervals of 50 hours. 100 hours. 500 hours and 1000 hours. Each inspection or operation is
required at each of the inspection intervals as indicated by a circle (O). If an item is not entirely
accessible or must be removed. refer to the applicable section of this manual for instructions
on how to gain access to remove the item. When performing inspections. use the Annual
inspection form P N 230 953 furnished by the Piper Factory Service Department. available
through Piper Dealers or Distributors.
NOTE
In addition to inspection intervals required in Table III-I a
preflight check must be performed as described in Paragraph
3-5.
Revised: 11/1/83
INSPECTION
1D6
3-5. PREFLIGHT CHECK. The airplane must be given a thorough preflight and walk-
around check. The pilot and / or mechanic must include the preflight check as a normal pro-
cedure necessary for the safe operation of the aircraft. Refer to the Pilot's Operating Manual
for a listing of items that must be checked.
3-6. OVERLIMITS INSPECTION. If the airplane has been operated so that any of its
components have exceeded their maximum operational limits, check with the appropriate
manufacturer.
3-7. SPECIAL INSPECTIONS. The special inspections given in the following paragraphs.
supplement the scheduled inspections as outlined in the Inspection Report. Table II-I. and
include inspection of items which are required to be examined at intervals not compatible
with airframe operating time or airframe inspection intervals. Typical of this type are:
a. Inspections required because of special conditions or incidents that arise, and because
of these conditions or incidents, an immediate inspection would be required to insure further
safe flight.
b. Inspection of airframe or components on a calendar basis. This type of inspection
could often be accomplished during the nearest scheduled inspection.
c. Specific definitive inspection on engines based strictly upon engine operating time.
d. Those inspections not completely covered in other sections of this manual. but
outlined in the Inspection Report which must be explained in more detail to givea clearer and
complete inspection.
3-8. PROGRAMMED MAINTENANCE. The programmed maintenance was designed to

permit the utilization of the aircraft, by scheduling inspections through the use of a planned
inspection schedule. Programmed maintenance manual P/N 761 737 for these aircraft are
available through the Piper Factory Service Department and Piper Dealers or Distributors.
3-9. INSPECTION OF EXHAUST SYSTEM. (Refer to Figure 3-1 for PA-32RT-300

installations.) A very thorough inspection of the entire exhaust system. including heat
exchange shroud. (muffler and muffler baffles on PA-32RT-300or complete tailpipe assembly
on PA-32RT-300T), stacks and all exhaust connections must be accomplished at each
100-hour inspection. The possibility of exhaust system failure increases with use. It i's
recommended that the system be checked even more carefully as the number of hours
increase: for example an inspection at the 700-hour period would be more critical than one
in the 100-hour period. The system should also be checked carefully before winter operation
when the cabin heat will be in use.
NOTE
It is recommended that all airplanes be fitted with a new

(muffler PA-32RT-300 or tailpipe assembly for PA-
32RT-300T) at or near 1000 hours of service life.
Revised: 11/1/83 1D7 INSPECTION

On PA-32RT-300 removal of the tail pipe and stacks are required for inspection of the
muffler baffles. (On PA-32RT-300T removal of the tail pipe is required for inspection of the
cabin heat shroud and heat sink material under the shroud on the tail pipe.) Remove or loosen
all exhaust shields, cabin heat shroud, heat blankets, etc., as required to permit inspection of
the complete system. Perform the necessary cleaning operations and inspect all external
surfaces for dents, cracks and missing parts. Pay particular attention to welds, clamps,
supports and support attachment lugs, slip joints, stack flanges and gaskets. Inspect internal
baffles or diffusers on PA-32RT-300. Any cracks, warpage or severe oxidation are cause for
replacement of muffler (or tail pipe assembly).
If any component is inaccessible for a thorough visual inspection, accomplish one of the
following:
a. Accomplish a submerged pressure check of the PA-32RT-300 muffler and exhaust
stack at 2 psi air pressure (or perform a submerged pressure check of the tail pipe assembly at
20 psi air pressure on PA-32RT-300T airplanes).
b. Conduct a ground test using a carbon monoxide indicator by heading the airplane
into the wind, warming the engine on the ground, advancing the throttle to full static RPM
with cabin heat valves open, and taking readings of the heated airstream inside the cabin at
each outlet. Appropriate sampling procedures applicable to the particular indicator must be
followed. If carbon monoxide concentration exceeds .005 percent or if a dangerous reading is
obtained on an indicator not calibrated in percentages, the muffler on PA-32RT-300 (or tail
pipe assembly on PA-32RT-300T must be replaced).
c. Insure the proper installation of the shroud on the muffler upon reassembly.
1. Check the left end of muffler and shroud assembly to determine if the shroud
retaining tabs are totally visible on the outside of the shroud (Refer to Figure 3-1.)
2. If tabs are not visible and the shroud is mislocated, remove and reinstall the
shroud in the proper position.
3. Mislocation of the shroud could result in shifting of the shroud with a resulting
reduction of cabin heat and possible inability of the nose landing gear (32R) to fully extend to
its down lock position.
1D8 INSPECTION
1616
INSURE TABS ARE OUTSIDE

OF SHROUD HOUSING
PA-32RT-300
VIEW A
Figure 3-1. Exhaust System Inspection Points
Issued: 1/3/78 INSPECTION

1D9
LANCE11SERVICEMANUAL
MOUNTING BRACKET
INSPECT THIS BOLT
Figure 3-2. Flap Control Cable Attachment Bolt Inspection.
3-10. INSPECTION OF FLAP CONTROL CABLE ATTACHMENTBOLT. (Refer to

Figure 3-2.)
a. This inspection should be accomplishedat the next 100 hours or annual inspection
and repeated at each 500 hours thereafter.
b. The inspection is required to detect any possible wear and replacement of
attachment bolt, should evidenceof wear be detected.
c. Remove the royalite flap handle cover and proceed as follows:
d. On aircraft havingthe flap handle only, proceed as follows:
1. Removeflap handle mounting bracket attachment bolts.
2. Raise flap handle and bracket assembly to gain access to the control cable
attachment bolt.
e. On aircraft having the flap handle and trim wheel mounted together, proceed as
follows:
1. Loosen the trim wheel attachment bolt.
2. Remove the trim wheel bracket attachment bolts and remove bracket from top
of tunnel.
3. Remove flap handle mounting bracket attachment bolts and raise handle and
bracket assemblyto gain accessto control cable attachment bolt.
f. Remove and inspect cable attachment bolt for possible wear. Should wear be
detected, replace bolt with new AN23-10 clevisbolt.
g. Reinstallall parts that were removed.
Issued: 1/3/78 INSPECTION

1D10
3-11. INSPECTION OF INDUCTION AIR INLET DUCT AND ALTERNATE HEAT

DUCT.
This inspection should be accomplished at the next 25 hours of operation and at each
subsequent 100 hours of operation thereafter. This inspection is a visual inspection of the
external surface of the subject ducts and does not require duct removal and replacement to
accomplish the inspection. Inspect the ducts for evidence of deterioration as follows:
a. Inspect the external surface of the ducts for loose or broken strings.
b. Inspect the ducts for loose or displaced supporting wire.
c. Inspect the ducts for signs of wear or perforation.
Should any of the above conditions exist, remove and replace the affected duct or ducts
prior to the next flight Refer to PA-32RT Parts Catalog for replacement part numbers.
Issued:1/3/78 INSPECTION
ID11
TABLE III-I. INSPECTION REPORT
- NOTE-
Perform all inspections or operations at each interval as indicated
by a circle (0).
Inspection Time (hrs)
Nature of Inspection
50 100 500 1000
A.PROPELLER GROUP
1. Inspect spinner and back plate ...................................... 0 O O O

2. Inspect blades for nicks and cracks .................................. 0 O O O
3. Inspect for grease and oil leaks ...................................... 0 O O O
4. Lubricate propeller per lubrication chart (section II) ................... 0 O O O
5. Check spinner mounting brackets .................................... O O O
6. Check propeller mounting bolts and safety (check torque if
safety is broken) ................................................... 0 0 0
7. Inspect hub parts for cracks and corrosion ............................ 0
O 0O 0O
8. Rotate blades and check for tightness in hub O O O
pilot tube ......................................................... O O O
9. Remove propeller; remove sludge from propeller and
crankshaft ........................................................
10. Inspect complete propeller and spinner assembly for
security, chafing, cracks, deterioration, wear, and correct
installation ....................................................... 0 00
Overhaul propeller (see note 22) .....................................
I 11.
B. ENGINE GROUP
WARNING Ground magneto primary circuit before working on engine.

NOTE: Read notes 5, 24 and 25 prior to completing this inspection group.
I. Remove engine cowl and inspect for damage .......................... 0 O 0 0
2. Clean and check cowling for cracks, distortion, and loose or
missing fasteners .................................................. 0 0 0
3. Drain oil sump (see note 6) ......................................... 0 0 0 0
4. Clean suction oil strainer at oil change (check strainer for
foreign particles) .................................................. 0
O 0 0 0
O
Interim Revision: 9/20/86 INSPECTION

INSPECTION
1D12

50 100 500 1000
B. ENGINE GROUP (cont.)
5. Change full flow (cartridge type) oil filter element

(Check element for foreign particles) ....................... ......... O O O O
6. Check oil temperature sender unit for leaks and security ................ O O
7. Check oil lines and fitting for leaks, security, chafing,
dents and cracks (See Note 8) ....................................... O O
O
8. Clean and check oil radiator cooling fins .............................. O O O
9. Remove and flush oil radiator (See Note 17) .......................... O
10. Fill engine with oil per information in lubrication chart ............... .. O O O O
11. Clean engine ............... .............. ............... O O O
CAUTION: Do not contaminate the vacuum pump with cleaning fluid.
(Ref: Latest Revision of Lycoming Service Letter No. 1221.)
12. Check condition of spark plugs (Clean and adjust gap as required.
adjust per latest revision of Lycoming Service Instruction No.
1042) ............................... .............................. O O O
NOTE: If fouling of spark plugs has been apparent, rotate bottom
plugs to upper plugs.
13. Inspect spark plug cable leads and ceramics for corrosion
and deposits ....................................................... O O O O
14. Check cylinder compression (Ref: AC 43.13-1A) ....................... O O
15. Check cylinders for cracked or broken fins ............................ OO
16. Check rocker box covers for evidence of oil leaks. If found,
replace gasket; torque cover screws 50 inch-pounds (See
Note 12) .........................................................
NOTE: Lycoming requires a Valve Inspection be made after every
400 hours of operation. (See Note 11)
17. Check ignition harness and insulators (high tension leakage
and continuity) .................................................... O
18. Check magneto points for proper clearance (Maintain
clearance at 0.016) ................................................. O O O
19. Check magneto for oil leakage ....................................... O
O
20. Check breaker felts for proper lubrication ............................. O
21. Check distributor block for cracks, burned areas or
corrosion and height of contact springs ............................... O
22. Check magnetos to engine timing .................................... O
23. Overhaul or replace magnetos (See Note 7)...........................
24. Remove air filter and clean per Section VIII or VIIIA
(Replace as required) ............................................... O OO
INSPECTION
Revised:
10/3/80INSPECTION
1D13

50 100 500 1000
B. ENGINE GROUP (cont.)
25. Clean fuel injector inlet line screen (Clean injector

nozzles, as required with acetone only) ............................... 0 O O O
26. Check condition of alternate air valve and housing
(Refer to Note 13) ................................................. 0 O O O
27. Check intake seals for leaks and Clamps for tightness
(Torque Clamps 40-50 in. Ibs.) ..................................... 0 O O O
28. Inspect all air inlet duct hoses (Replace as required) .................... 0 O O O
29. Inspect condition of flexible fuel lines ................................ O O O
30. Replace flexible fuel lines (See Note 7)...............................
31. Check fuel system for leaks ......................................... O O O
32. Check fuel pumps for operation (engine driven and electric) ............. O O O
33. Overhaul or replace fuel pumps (engine driven and electric)
(See Notes 7 and 21) ................ ............. ...........
34. Check vacuum pump and lines ...................................... O O O
35. Overhaul or replace vacuum pump (See Note 7) .......................
36. Check throttle, alternate air, mixture and propeller
governor and (cowl flaps PA-32RT-300T) controls for
security, travel and operating condition ............................... O O O
37. Inspect exhaust stacks, connections, clamps and gaskets
(Refer to Section III) (Replace gaskets as required)..................... O O O
38. Inspect muffler, heat exchange and baffles (Refer to
Section III) ....................................................... O O O
39. Check breather tube for obstructions and security ...................... O O O
40. Check crackcase for cracks, leaks, and security of seam
bolts ........................................... O O O
41. Check engine mounts for cracks and loose mounting ................... O O O
42. Check all engine baffles (also check engine baffle seals
on PA-32RT-300T) ................................................ O O O
43. Check rubber engine mount bushings for deterioration
(Replace as required) ............................................... O O O
44. Check fire wall seals .............................................. O O O
45. Check condition and tension of alternator drive belt
(Refer to Section XI or Section XIV if air conditioning
is installed) .. .......................................... O O O
46. Lubricate alternator idler pulley (if installed); remove
front grease seal and add grease (Refer to lubrication
chart in Service Manual, Section II).................................. O O O
Revised 7/15/81 1D14 INSPECTION


50 100 500 1000
B. ENGINE GROUP (cont)
47. Check condition of alternator and starter ............................. O 0 0

48. Check security of alternator mounting ............................... O 0 0
49. Check air conditioning compressor oil level (See Note 9)................
50. Check condition of compressor belt and tension (See Section XIV)....... O 0 0
51 Check compressor clutch security and wiring (See Note 10) ............. O 0 0
52. Check security of compressor mounting .............................. O 0 0
53. Check fluid in brake reservoir (Fill as required) ........................ 0 O 0 0
54. Inspect and lubricate all controls (Refer to Section II) .................. O 0 0
55. Overhaul or replace propeller governor (Refer to latest
Hartzell Service Letter No. 61)......................................
56. Complete overhaul of engine or replace with factory
rebuilt (See Note 7) ................................................
57. Reinstall engine cowl ............................................... 0 O 0 0
C. TURBOCHARGERGROUP (PA-32RT-300T)
1. Visually inspect system for oil leaks, exhaust system leaks and
general condition ................................................. 0 O 0 0
2. Inspect the compressor wheel for nicks, cracks or broken blades ......... O 0 0
3. Check for excess bearing drag or wheel rubbing against housing ......... O 0 0
4. Check turbine wheel for broken blades or signs of rubbing .............. O 0 0
5. Inspect turbocharger to tailpipe couplingclamp for proper seating and nut
torque of 40-50 inch pounds and bypass coupling clamp for proper
seating and nut torque to 80-90 inch pounds. Safety the clamp nuts.
Refer to Maintenance Manual "Installation of Turbocharger.".......... 0 O 0 0
6. Check operation of alternate air control .............................. O 0 0
7. Check oil inlet and outlet ports in center housing to include the inlet
check valve for leaks ............................................... O 0 0
8. Check turbine heat blanket for condition and security .................. O 0 0
9. Inspect interconnect linkage between wastegate valve and throttle
(Refer to latest revision of Piper S/ B 675) ............................ O 0 0
10. Inspect induction and exhaust components for worn or damaged areas,
loose clamps, cracks and leaks ...................................... O 0 0
11. Inspect fuel injection nozzle reference manifold for deteriorated hose,
loose connections, leaks or obstructions .............................. O 0 0
12. Check operation of compressor bypass door .......................... 0 0 0
13. Reinstall engine cowl ............................................... 0 0 0 0
O
Page
Revised: 8/15/85 INSPECTION
1D15

50 100 500 1000
D. CABIN GROUP
1. Inspect cabin entrance doors and windows for damage, operation and
security......................... ................................. O
2. Check upholstery for tears .......................................... O O
3. Check seats, seat belts, security brackets and bolts ..................... O O
4. Check trim operation ...................................... .........
5. Check rudder pedals ..................... .... O .............. O O
6. Check parking brake and brake handle for operation and cylinder
leaks........ .....................................................
7. Check control wheels, column, pulleys and cables (See Note 20) ......... O O O
8. Check flap control cable attachment bolt ............................. 0
9. Check landing, navigation, strobe, cabin and instrument lights ........... O O
10. Check instruments, lines and attachments .................... ........
11. Check gyro operated instruments and electric turn and bank (Overhaul
or replace as required) ............................. .........
.... O O O
12. Replace central air filter ............................................ O
13. Clean or replace vacuum regulator filter ............... ..............
O O O
14. Check altimeter (Calibrate altimeter system in accordance with
FAR 91. 170, if appropriate) .........................................
15. Check operation of fuel selector valve ................................ O
16. Check fuel valve drain lever cover for security and door for proper
operation............................. ........................... O
17. Check condition of heater controls and ducts .......................... O O
18. Check condition and operation of air vents ............................ O
19. Check condition of air conditioning ducts ................ ............. O O O
20. Remove and clean air conditioning evaporator filter .................... O O
Revised 6/15/79
INSPECTION
1D16

50 100 500 1000
E. FUSELAGE AND EMPENNAGE GROUP
1. Remove inspection plates and panels ................................. O 0 0

2. Check baggage doors, latch and hinges for operation and security ........ O 0 0
3. Check battery, box and cables (Check at least every 30 days. Flush
box as required and fill battery per instructions in Section II)............ 0 0 0 0
4. Check electronic installations ........................................ 0 0 0
5. Check bulkheads and stringers for damage ............................ 0 0 0
6. Check antenna mounts and electric wiring............................. 0 0 0
7. Inspect hydraulic pump motor brushes (See Note 19) ................... 0 0 0
8. Check hydraulic pump fluid level (Fill as required) ..................... 0 0 0 0
9. Check hydraulic pump lines for damage and leaks (Refer to latest
revision of Piper SB No. 616) ...................................... 0 0 0
10. Check for obstructions and contamination in inlet of backup landing
gear extender actuator inlet head ..................................... 0 0 0 0
11. Check air conditioning system for freon leaks.......................... 0 0 0
12. Check freon level in sight gauge of receiver-dehydrator
(Refer to Section XIV) ...................... ......... ......... 0 0 0 0
13. Check air conditioner condenser air scoop for proper operation
and adjustment (Clean as required)................................... 0 0 0 0
14. Check fuel lines, valves, and gauges for damage and operation........... O 0 0
15. Remove, drain, and clean fuel strainer bowl and screen (Drain and
clean at least every 90 days) ......................................... 0 O O O
16. Check security of all lines ........................................... O O O
17. Check vertical fin and rudder surfaces for damage ...................... O O O
18. Check rudder hinges, sector and attachments for damage, security O 00 00
and operation ..................................................... 00
O O
0 O
0
19. Inspect rudder control stops to ensure stops have not loosened and
locknuts are tight.................................................. O
0 0O 0O
20. Check vertical fin attachments for security . O
0
O 0O
00 0O
00
21. Check rudder hinge bolts for excess wear (Replace as required) .......... O
O
0 0 0
22. Check stabilator surfaces for damage .................................
23. Check stabilator tab hinges. horn and attachments for damage,
security and operation ..............................................
24. Inspect stabilator control stops to ensure stops have not loosened
and locknuts are tight ..............................................
25. Check stabilator attachments for security; torque per Figure 4-3 .........
26. Check stabilator and tab hinge bolts and bearings for excess wear
(Replace as required) .............................................. O 0 0
27. Check stabilator trim mechanism .................................... O 0 0
28. Check all cable tensions (use tensiometer) (See Note 18) ................ O 0 0
Revised: 11/1/83 1 INSPECTION

1D17

50 100 500 1000
E. FUSELAGE AND EMPENNAGE GROUP (cont.)
29. Check aileron, rudder, stabilator trim cables, turnbuckles,

guides and pulleys for safety, damage and operation ............................................ O O O
30. Clean and lubricate stabilator trim drum screw..................................................... O O
31. Clean and lubricate all exterior needle bearings.................................................... O
32. Lubricate per lubrication chart (Refer to Section II) ............................................. O O O O
33. Check anti-collision light for security and operation ............................................ O O O
34. Check security of Autopilot bridle cable clamps .................................................. O O O
35. Inspect all control cables, air ducts, electrical leads, lines,
radio antenna leads and attaching parts for security, routing,
chafing deterioration, wear, and correct installation.............................................. O O O
36. Inspect emergency locator transmitter battery for replacement date
or time per service manual (See latest revision of Piper S/L 820) ........................ O O O
37. Reinstall inspection plates and panels ................................................................... O O O
F. WING GROUP
1. Remove inspection plates and fairings .................................................................. O O O

2. Check surfaces and tips for damage, loose rivets, and condition of
walkway ............................................................................................................... O O O
3. Check aileron hinges and attachments .................................................................. O O O
4. Check aileron cables, pulleys and bellcranks for damage and
operation ............................................................................................................... O O O
5. Inspect aileron control stops to ensure stops have not loosened
and locknuts are tight............................................................................................. O O O
6. Check flaps and attachments for damage and operation ....................................... O O O
7. Check condition of bolts used with hinges (Replace as required)......................... O
9. Check wing attachment bolts and brackets .......................................................... O O O
10. Check fuel tanks and lines for leaks and water (See Notes 15 and 26)................. O O O
11. Fuel tanks marked for capacity.............................................................................. O O O
12. Fuel tanks marked for minimum octane rating...................................................... O O O
13. Check fuel cell vents (See Note 16) ...................................................................... O O O
14. Inspect all control cables, air ducts, electrical leads,
lines and attaching parts for security, routing, chafing,
deterioration, wear, and correct installation .......................................................... O O O
15. Reinstall inspection plates and fairings ................................................................. O O O


50 100 500 1000
G. LANDING GEAR GROUP
1. Check oleo struts for proper extension (N-2.60 in./M-4.0 in.)

(Check fluid level as required) .............................................................................. O O O O
2. Check nose gear steering control and travel .......................................................... O O O
3. Check wheels for alignment .................................................................................. O O O
4. Put airplane on jacks.............................................................................................. O O O
5. Check tires for cuts, uneven or excessive wear and
slippage.................................................................................................................. O O O
6. Remove wheels, clean, check and repack bearings ............................................... O O O
7. Check wheels for cracks, corrosion and broken bolts ........................................... O O O
8. Check tire pressure (Refer to Section II, Table II-I).............................................. O O O O
9. Check brake lining and disc for wear .................................................................... O O O
10. Check brake backing plates for cracks .................................................................. O O O
11. Check condition of brake and hydraulic lines ....................................................... O O O
12. Check shimmy dampener operation ...................................................................... O O O
13. Check gear forks for damage................................................................................. O O O
14. Check oleo struts for fluid leaks and scoring ........................................................ O O O
15. Check gear struts, attachments, torque links, retraction
links and bolts for condition and security.............................................................. O O O
16. Check downlock for operation and adjustment ..................................................... O O O
17. Check torque link bolts and bushings (Rebush as required).................................. O O
18. Check drag and side brace link bolts (Replace as required).................................. O
19. Check gear doors and attachments ........................................................................ O O O
20. Check warning horn and light for operation.......................................................... O O O
21. Retract gear - check operation ............................................................................... O O O
22. Retract gear - check doors for clearance and operation......................................... O O O
23. Check anti-retraction system ................................................................................. O O O
24. Check actuating cylinders for leaks and security
Refer to latest revision of Piper S/B No. 616 ........................................................ O O O
25. Inspect all hydraulic lines, electrical leads, and attaching
parts for security, routing, chafing, deterioration, wear,
and correct installation .......................................................................................... O O O
26. Check position indicator switch and electrical leads for security ......................... O O O
28. Remove airplane from jacks .................................................................................. O O O


50 100 500 1000
H. OPERATIONAL, INSPECTION
1. Check fuel pump and fuel tank selector ............................................................... O O O O

2. Check fuel quantity, pressure and flow readings.................................................. O O O O
3. Check oil pressure and temperature ..................................................................... O O O O
4. Check alternator output ........................................................................................ O O O O
5. Check manifold pressure ...................................................................................... O O O O
6. Check alternate air................................................................................................ O O O O
7. Check parking brake............................................................................................. O O O O
8. Check vacuum gauge............................................................................................ O O O O
9. Check gyros for noise and roughness................................................................... O O O O
10. Check cabin heater operation ............................................................................... O O O O
11. Check magneto switch operation.......................................................................... O O O O
12. Check magneto RPM variation ............................................................................ O O O O
13. Check throttle and mixture operation ................................................................... O O O O
14. Check propeller smoothness................................................................................. O O O O
15. Check propeller governor action .......................................................................... O O O O
16. Check cowl flaps operation (PA-32RT-300T) ...................................................... O O O O
17. Check engine idle ................................................................................................. O O O O
18. Check annunciator light panel .............................................................................. O O O O
19. Check electronic equipment operation ................................................................. O O O O
20. Check operation of Autopilot, including automatic pitch trim,
and manual electric trim (see Note 23)................................................................. O O O O
21. Check air conditioner compressor clutch operation ............................................. O O O O
22. Check air conditioner condenser scoop operation................................................ O O O O
23. Check (Fly Aircraft) Landing Gear System (see Note 14)................................... O O O
I. GENERAL
1. Aircraft conforms to FAA specification ............................................................... O O O O

2. All FAA Airworthiness Directives complied with ............................................... O O O O
3. All Manufacturers Service Bulletins and Letters complied with ......................... O O O O
4. Check for proper Pilot’s Operating Handbook..................................................... O O O O
5. Aircraft papers in proper order ............................................................................. O O O O

NOTES:
1. Refer to the last card of the Piper Parts Price List - Aerofiche, for a check list of current revision
dates Piper inspection reports and manuals.
2. All inspections or operations are required at each of the inspection intervals as indicated by a (O).
Both the annual and 100 hour inspections are complete inspections of the airplane, identical in
scope, while both the 500 and 1000 hour inspections are extensions of the annual or l00 hour
inspections, which require a more detailed examination of the airplane, and overhaul or replacement
of some major components. Inspections must be accomplished by persons authorized by the FAA.
3. Piper service bulletins are of special importance and Piper considers compliance mandatory.
4. Piper service letters are product improvements and service hints pertaining to 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
(Lycoming Part No. 60297-10) for this airplane, dated November 1973. Any changes issued to the
engine manufacturer’s operator’s manual after this date shall supersede or supplement the
inspections outlined in this report.
6. Intervals between oil changes can be increased as much as l00% on engines equipped with full flow
(cartridge type) oil filters, provided the element is replaced each 50 hours of operation.
7. Replace or overhaul as required or at engine overhaul. (For engine overhaul, refer to Lycoming
Service Letter L201.)
8. Replace flexible oil lines as required but no later than 1000 hours.
9. The compressor oil level should not be checked unless a Freon leak has occurred which requires an
addition of Freon to the system.
10. Clean any traces of oil from the clutch surface.
11. At every 400 hours of engine operation, remove the rocker box covers and check for freedom of
valve rockers when valves are closed. Look for evidence of abnormal wear or broken parts in the
area of the valve tips, valve keeper, springs and spring seat. If any indications are found, the
cylinder and all of its components should be removed (including the piston and connecting rod
assembly) and inspected for further damage. Replace any parts that do not conform with limits
shown in the latest revision for Lycoming’s Service Table of Limits SSP1776.
12. Check cylinders for evidence of excessive heat indicated by burned paint on the cylinders. This
condition is indicative of internal damage to the cylinder and its cause must be determined and
corrected before the aircraft is returned to service.
Heavy discoloration and appearance of seepage at the cylinder head and barrel attachment area is
usually due to emission of thread lubricant used during assembly of the barrel at the factory, or by
slight gas leakage which stops after the cylinder has been in service for awhile. This condition is
neither harmful nor detrimental to engine performance and operation. If it can be proven that
leakage exceeds these conditions, the cylinder should be replaced.
13. Check throttle body attaching screws for tightness; the correct torque for these screws is 40 to 50
inch-pounds.
14. Fly aircraft to check landing gear system in accordance with instructions given in section VI.
15. Replace flexible fuel supply hose and interconnect hose couplings at time of engine overhaul.
16. Replace fuel tank vent line flexible connections as required, but no later than 1000 hours of service.
17. Refer to latest revision of Piper Service Bulletin 586, inspection and replacement of engine oil
coolers.
18. Maintain cable tensions specified in section V.
19. Inspect brushes every 100 hours if aircraft is used for training or 500 hours if aircraft is used normal
service. (Refer to service manual, section VI.)
20. Refer to latest revision of Piper Service Bulletin 619.
21. Refer to latest revision of Lycoming Service Bulletin 240.
22. Refer to latest revision of Hartzell Service Bulletin 118 and latest revision of Hartzell Service Letter
61.
23. Refer to flight manual supplement for preflight and flight check, for intended function in all modes.
24. Refer to Lycoming Service Bulletin 469.
25. Refer to VSP 69.
26. Sloshing of fuel tanks not approved. For airplanes with fuel tanks which have previously been
sloshed, perform Sloshed Fuel Tank 100 Hour Inspection in Section IX.
SECTION IV
STRUCTURES
Aerofiche
Paragraph Grid No.
4-1. Description ...................... ID23

4-2. Removal and Replacement......... ID23
4-3. Removal and Replacement of Wing Assembly ..... ID23
4-4. Removal and Replacement of Wing Tip .......... 1D23
4-5. Removal and Replacement of Wing Flaps......... ID24
4-6. Removal and Replacement of Ailerons ........... ID24
4-7. Removal and Replacement of Wings ............. D24
4-8. Removal and Replacement of Rudder ............ IE7
4-9. Removal and Installation of Stabilator ........... IE7
4-10. Removal and Installation of Vertical Fin.......... IE7
4-11. Removal and Replacement of Landing Light ....... IE8
4-12. Removal and Installation of Door Lock Assembly .. 1E8
4-12a. Removal and Replacement of Door Snubber Seal... IE8
4-13. Removal of Windshield.......................... IE 13
4-14. Installation of Windshield........................ 1E13
4-15. Removal of Windows (Side)...................... E 13
4-16. Installation of Windows (Side) ..................................... 1E13
4-17. Structural Repairs ......................................................... 1E16
4-18. Fiberglass Repairs ......................................................... 1E16
4-19. Fiberglass Touch-up and Surface Repairs ..................................... IE16
4-20. Fiberglass Fracture and Patch Repairs ...................................... 1E 17
4-21. Thermoplastic Repairs ..................................................... 1E 18
4-22. Liquid Safety Walk Repair ................................................. 1F3
4-23. Surface Preparation for Liquid Safety Walk.......................... IF3
4-24. Product Listing for Liquid Safety Walk Compound ................... 1F3
4-25. Application of Liquid Safety Walk Compound ....................... 1F3
4-25a. Surface Preparation for Pressure Sensitive Safety Walk......................... IF4
4-25b. Application of Pressure Sensitive Safety Walk ........................ 1F4
4-26. Control Surface Balancing ................................................. IF5
4-27. Checking Control Surface Balance .................................. IF5
4-28. Checking Control Surfaces Free Play ................................ IF5
4-29. Balancing Control Surfaces ........................................ IF7
4-30. Balancing Ailerons ................................................ IF8
4-31. Balancing Rudder................................................. IF9
4-32. Balancing Stabilator.............................................. IF10
Revised: 10/3/80 1D22

1D22
SECTION IV
STRUCTURE
4-1. DESCRIPTION. 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 Table II-II of this manual or FAA
Advisory Circular 43.13-1A, unless otherwise stated in this
section.
4-2. REMOVAL AND REPLACEMENT.
4-3. REMOVAL AND REPLACEMENT OF WING ASSEMBLY.
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. REMOVAL AND REPLACEMENT OF WING TIP.

a. The wing tip is removed using the following steps.
1. Remove the screws from around the wing tip.
2. Pull the tip away from the wing assembly far enough to gain access for removal
of electrical connections for strobe and position lights.
3. Remove the tip from the wing.
b. Replacement of wing tip is reverse of removal instructions.
Issued:1/3/78 STRUCTURE
1D23
4-5. REMOVAL AND REPLACEMENT OF WING FLAPS.(Refer to Figure 4-1.)

a. Remove the access plate at the wing butt rib.
b. Disconnect the flap push rod.
c. Remove the three hinge bolts.
d. Pull the flap straight back off the wing.
e. Install the flap in reverse of removal instructions.
4-6. REMOVAL AND REPLACEMENT OF AILERON.

a. Disconnect the aileron push rod at the inboard end of the aileron.
b. Remove the eight bolts which hold the aileron to the wing assembly.
c. Remove the aileron by lowering the inboard end first, then swing forward so the
balance assembly will clear the outboard portion of the wing.
d. Install the aileron in reverse of removal instructions.
4-7. REMOVAL AND REPLACEMENT OF WING. (Refer to Figure 4-2.)

a. Remove wing root fairings and all wing inspection panels.
b. Drain gas from the desired wing. (Refer to Draining Fuel System, Section II.)
c. Drain brake lines and reservoir. (Refer to Draining Brake System, Section II.)
d. Remove seats, floor panels and interior side panels.
e. Set the airplane on jacks. (Refer to Jacking, Section II.)
f. Disconnect aileron balance cables at aileron bellcranks and aileron control cables at
center of fuselage.
g. Disconnect the fuel lines at the wing butt.
h. Disconnect the airspeed lines.
i. Disconnect brake line and electrical wiring.
j. Disconnect landing gear retraction hydraulic lines.
k. Arrange a suitable fuselage support cradle and remove the wing jacks.
l. Remove the eighteen spar bolts and the bolts on the front and rear spar.
m. Remove the wing.
n. Reinstall wing in reverse of removal instructions. Refer to Figure 4-2 for torque
values for front and rear spar attachments.
Issued: 1/3/78 STRUCTURE

1D24
SKETCH A SKETCH B
WING
I
I
BOLT AN3 -12 A

AILERON WASHER AN960-10 (3 REQ)
NUT MS20365-1032C
Figure 4-1. Aileron and Flap Installation
Issued: 1/3/78 lEl STRUCTURE

BOLT AN3-11 A
WASHER AN960-10
SKETCH C NUT MS20369-1032C
BUSHING 63900-19 (2 REQ)
2 REQ
SKETCH D
BOLT AN3-13A
WASHER AN960-10
NUT MS20365-1032C
BUSHING 63900-20 (2 REQ)
BUSHING 63900-39
SKETCH E
BOLT AN2 3-1 8

NUT AN3 10-3
WASHER AN960-10
COTTER PIN
MS2466 -132
Aileron and Flap installation (cont.)
Issued: 1/3/78 STRUC

STRUCTURE
1E2
A307 906
SKETCHA
O 0 0 0
0 0 0 0 A
0 o t
BOLT NAS1104-17
WASHER AN960-416L (UNDER HEAD)
WASHER AN960416 (UNDER NUT)
NUT MS210454
TORQUE TO 80-90 IN. LBS.
SECTIONA-A
NOTE
MAXIMUM NUMBER OF WASHERS BETWEEN FORWARD FACE OF WING AND AFT FACE OF
FUSELAGE FITTING IS (1) AN960-16L AND (1) AN960616. IT IS ALSO ACCEPTABLE TO
HAVE THE FACES OF THE FITTINGS AGAINST EACH OTHER, IN WHICH CASE THE
AN960-616 L WASHER SHOULD BE USED UNDER THE BOLT HEAD. THE AN960-616 MAY BE
ADDED UNDER THE NUT WHEN NOT USED AS A SHIM.
SEE
NOTE
A-A
A NS960-6
AN960-616
SKETCH B
Figure 4-2. Wing Installation
Revised:9/2/78 STRUCTURE
1E3
BOLT LEGEND
POSITION BOLT NUT WASHER UNDER HEAD WASHER UNDER NUT
A-1 AN176-15A MS20365-624C (1) AN960-616 (2) AN960-616

A-2 AN176-15A MS20365624C (1) AN960-616 (3) AN960-616
A-3 AN176-15A MS20365-624C (1) AN960-616 (3) AN960-616
A-4 AN176-15A MS20365-624C (1) AN960-616 (3) AN960-616
B-1 AN176-14A MS20365-624C (1) AN960-616 (1) AN960-616
B-2 AN176-14A MS20365-624C (1) AN960-616 (2) AN960-616
B-3 AN176-14A MS20365-624C (1) AN960-616 (2) AN960-616
B-4 AN176-14A MS20365-624C (1) AN960-616 (2) AN960-616
C-1 AN176-14A MS20365-624C (1) 96352-3 (1) AN960-616
C-2 AN176-14A MS20365-624C (1) 96352-3 (2) AN960-616
C-3 AN176-14A MS20365-624C (1) 96352-3 (2) AN960-616
C-4 AN176-14A MS20365-624C (1) 96352-3 (2) AN960-616
C-5 AN176-14A MS20365-624C (1) 96352-3 (1) 96352-3
D-1 AN176-14A MS20365-624C (1) 96352-3 (1) AN960-616
D-2 AN176-14A MS20365-624C (1) 96352-3 (2) AN960-616
D-3 AN176-14A MS20365-624C (1) 96352-3 (2) AN960-616
D-4 AN176-14A MS20365-624C (1) 96352-3 (2) AN960-616
D-5 AN176-14A MS20365-624C (1) 96352-3 (1) 96352-3
1785
SKETCHC
TORQUE BOLT HEADS ON TOP

BOLTS TO 390 IN.-LBS. AND
NUTS ON BOTTOM BOLTS TO
360 IN.-LBS.
I
Figure 4-2. Wing Installation (cont.)
Revised: 10/3/80 STRUCTURE

STRUCTURE
1E4
SKETCHA
SKETCHB
BOLT AN34 A
WASHER AN960-1OL
(6 REQ)
SKETCHC
Figure 4-3. Empennage Group

1E5
848 BOLT AN3-1 IA BOLT AN

WASHER AN960-10 (4 REQ) WASHER
WASHER AN960-1OL(2 REQ.) WASHER
(WASHERS STACKED AS NUT MS20365-1032C
REQUIRED TO CLOSE UP GAP) (2 REQ)
BOLT AN174-13A
WASHER AN960-416
NUT MS20365-428
SKETCHH (2 REQ)
SKETCHE
867 869
BOLT AN4H11A (2 REQ) SKETCH J BOLT ANS 7A
WASHER AN960-516 (2 REQ.)
.041 SAFETY WIRE WASHER AN960-516L
NUT MS20365-524 C
(6 REQ.)
BOLT AN4-12
WASHER AN960-416 (2 REQ.)
NUT AN3 10-4
COTTER PIN MS24665-132
BOLT AN -7A
WASHER AN960-516
SKETCHF
867 NOTE TORQUE ALL NUTS IN
THIS VIEW TO 80-90
WASHER AN960416L INCH-POUNDS
OR
WASHER AN960416- BOLT AN46A
ALTERNATE WASHERS AS WASHER AN960-416
REQUI RED TO LIMIT SIDE NUT MS20365-428C 869
PLAY TO .010 MAX.) (4 REQ.)
BOLT NAS1104-17
WASHER AN960-416 (UNDER BOLT HEAD)
WASHER AN96-416 (UNDER NUT)
NUT MS21045-4 (2 REQ.) SKETCHI SKETCHG
Revised 6/15/79
1E6 STRUCTURE
4-8. REMOVAL AND REPLACEMENT OF RUDDER. (Refer to Figure 4-3.)

a. Remove the tail cone fairing.
b. Remove the rudder at the torque tube attachment bolts.
NOTE
Sector and cable tension need not be disturbed if balancing is

not required. Sector must accompany rudder for balancing.
c. Disconnect the rudder from the upper rudder pivot position and remove rudder.
d. Install the rudder in reverse of removal, check all bolts for proper installation and
security. Check cable tension if disturbed.
4-9. REMOVAL AND INSTALLATION OF STABILATOR. (Refer to Figure 4-3.) The

stabilator assembly can be removed by following the procedure given below:
a. Remove fin tip attachment screws and disconnect light at quick disconnect then
remove tip assembly.
b. Disconnect trim push rod and push rod attached to stabilator balance weight arm.
c. Remove balance weight arm from stabilator by removing attachment bolt at the
forward and aft arm mounting fitting. On installation ascertain that nut does not bottom
out on the unthreaded bolt shaft.
d. Remove the two hinge bolts at the pivot points and remove the stabilator.
e. Reinstall the stabilator in reverse of removal instructions.
f. Check attaching hardware for proper installation and torque. (Refer to Figure 4-3.)
4-10. REMOVAL AND INSTALLATION OF VERTICAL FIN. (Refer to figure 4-3.)

a. Remove the tail cone fairing and dorsal fin at the forward edge of the fin.
Disconnect lower tail light at the quick disconnect.
b. Remove the rudder. (Refer to Paragraph 4-3.)
c. Remove the stabilator. (Refer to Paragraph 4-9.)
d. Disconnect the antenna wire from the antenna assembly, attach a fish line to the
antenna cable before removing it from the fin conduit.
e. Disconnect electrical lead for upper tail light at quick disconnect.
f. Separate the stabilator trim cable at turnbuckle and remove the cable per Paragraph
5-19 of Section V.
g. Remove stabilator control push rod from the fin by disconnecting attachment
hardware at balance weight arm and at bellcrank.
h. Remove the two bolts at the leading edge of the fin.
i. Remove the seven bolts which secure the fin spar to the aft bulkhead. Remove the
fin.
j. Install the fin in reverse of removal instructions. Check all bolts for safety. Refer to
Paragraph 5-20 and 5-21 for installation and rigging of stabilator trim cables.
NOTE
Modifications to the fuselage are permissable if they do not

involve alterations to the primary structure. it is
recommended that the manufacturer be contacted for
information regarding specific alterations proposed.

1E7
4-11. REMOVAL AND REPLACEMENT OF LANDING LIGHT (Refer to Figure 4-4.)

Although the landing light installation for the PA-32RT-300 differs somewhat from
the PA-32RT-300T, the removal and installation procedures are similar.
0
a. Ensure power is removed from the landing light circuit.
b. Remove the retaining screw at the bottom of the landing light retainer ring.
c. Remove the retainer ring by pulling out and then down on the bottom of the ring.
d. Pull the landing light bulb away from its bracket and disconnect the wires from
the bulb.
e. The bulb is installed in reverse of the removal procedure.
4-12. REMOVAL AND INSTALLATION OF DOOR LOCK ASSEMBLY.

a. Remove door latch assembly by removing door trim upholstery and removing screws
attaching latch plate and latch assembly to door.
b. Disconnect latch pull rod from inside door handle.
c. Remove complete latch assembly.
d. Install the door latch in reverse of the removal instructions.
4-12a. REMOVAL AND REPLACEMENT OF DOOR SNUBBER SEAL.
NOTE
If the existing seal is torn or deteriorated it should be replaced.
To replace the door snubber seal. proceed with the following steps:
a. Loosen the windlace retaining trim screws.
b. Roll the windlace back and tape it in place.
c. Remove sill scuff plates.
d. Disconnect door-holder located at lower door jamb and all striker plates.
THIS SPACE INTENTIONALLY LEFT BLANK

1E8
C251
PA 32RT-300
1. BULB, LANDING LIGHT

2. RING. RETAINER
3. SCREW
4. WIRE ASSEMBLY (L3C)
5. COWL. BOTTOM
2-
4
3
PA 32RT-300T
1. BULB. LANDING LIGHT

2. RING, RETAINER
3. SCREW
4.
5.
TUBE
RING. MOUNT
-7
6. WIRE ASSEMBLY (L3C)
7. COWL, BOTTOM
Figure 4-4. Landing Light Assembly

1E9
e. Remove old snubber by applying mineral spirits with a clean cloth.

f. If the door jamb paint is flaking or excessively scuffed, rub it down with wet and dry
sandpaper. Clean jamb with "Prep-Sol" or a similar cleaner which will not leave an oily
residue.
g. Cut a length of snubber to fit the installation. Allow two or three inches extra for
handling purposes.
h. Mask the jamb as shown in View D of Figure 4-4a.
i. Apply adhesive to the door jamb in the area shown in View D of Figure 4-4a.
NOTE
Normal "tack time" for 3M EC1300L is 30-45 minutes at
75° F. Adhesive that has "set" may be reactivated by a clean
rag moistened with Toluol or MEK.
j. Apply adhesive to the inside surface of the snubber.

k. Position the snubber on the jamb with the protruding leg facing outboard beginning
at the lower center of the door jamb and working progressively around.
1. Apply pressure to the snubber to remove any entrapped air and to insure that the
edges are effectively bonded to the jamb.
NOTE
Do not pre-stretch the snubber, especially in door cut-out

corner radii area; this can induce cracks in the snubber. It
takes approximately one day for the bond to cure. During
this time the door must remain open to effect a maximum cure.
m. Remove the masking tape and clean off any excessive adhesive smears using mineral
spirits or Toluol and a clean cloth.
n. Reinstall trim and windlacing.
o. Install scuff plates and door-holders.
p. Readjust door latch to compensate for the added snubber installation. (Refer to
Piper Service Spares Letter #365).
q. Coat snubber with silicone.
Recommended Adhesives:
3M EC1300L (preferred) 3M Co.

3M Center
St. Paul, MN 55101
Proco Adhesive # 6205-1 Protective Coatings Inc.
807 N. Fremont Ave.
Tampa, Florida
Scotch Grip 2210 3M Co.
Adhesive Coatings and Sealers Div.
3M Center
St. Paul. MN 55101
Revised:11/1/83 E STRUCTURES
lE10
NOTES
1. ORIENTSNUBBER FLATWITH THIS SURFACE.

2. BUTTJOINT OCCURSAT DOOR DRAIN AREA.
3. DO NOT STRETCHSNUBBERAROUND CORNERS
8968
FWD
SNUBBER SEE NOTE 2 K
OUTBD
STRIKER PLATE.
SEE
NOTE 1
SEE
PLATE NOTE 1
VIEW A-A VIEW B-B VIEW C-C

(ROTATED)
0.20
IN.
VIEW E-E
APPLYADHESIVE HERE
VIEW D
Application of Tape to VIEW F-F VIEW G-G
Door Jamb (ROTATED)
Figure 4-4a. Snubber Installation

1Ell
-LANCE II SERVICE MANUAL
B970
NOTE
TRIM SNUBBERTOCLEARALL
DOORLATCHPINSAS REQUIRED
STRIKER PLATE
UNDERSNUBBER
STRIKER
PLATE
OVERSNUBBER
VIEW H-H VIEW I-I VIEWJ
SCARFAND
BUTTLEGS
TRIMSNUBBER
TO CLEARBAGGAGE
DOORLATCHHANDLE
VIEW K VIEW L-L
Figure 4-4a. Snubber Installation (cont.)

1E12
4-13. REMOVAL OF WINDSHIELD.

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.
4-14. INSTALLATION OF WINDSHIELD.

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 edges of the entire windshield.
c. Apply a strip of vinyl foam tape (1/8 x 1" wide - type 1 P.U.C. per PMS-K0003)
over the plastic tape completly around the top and outboard edges of the windshield.
d. Apply white PRC 5000 sealing compound (Product Research Corporation) in the
upper and outboard windshield.
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 Seal with sealant any areas around windshield that may allow water to penetrate
past windshield.
j. Remove excess exposed sealer or tape.
4-15. REMOVAL OF WINDOWS (Side).

Remove interior side panels.
b. Remove thermoplastic trim covers from around windows by removing upper sheet
metal screws located under plug buttons and remaining attachment screws.
c. Remove sheet metal screwsattaching window retainers.
d. The window may now be removed from the frame.
e. Remove excess tape and sealer from the window frame.
4-16. INSTALLATION OF WINDOWS(Side).

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. per PMS-K0003)
completely around the edge of the window.
c. Apply white PRC 5000 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 compress the vinyl foam tape 25% with
retainers and secure with attachment screwsusing existingholes.
e. Removeexcessexposed sealer and tape.
f Install thermoplastic trim cover and interior side panels.
1E13
15~~ 3 45
Figure 4-5.Skin Materialand Thickness
Issued:1/3/78 STRUCTURES
Figure 4-5. Skin Material and Thickness
Issued: 1/3/78 STRUCTURES

5 6 6 6 7 5
NUMBER MATERIAL THICKNESS
I 2
1 2024-T3
20240 (1)
.016
.020
2 3 3 -3 2024-T3 .020
3 4 2024-T3 .025
5 2024-T3 .032
6 2024-T3 .040
7 2024-T3 .051
8 20240 (2) .032
5
9 FIBERGLASS
10 2024-T3 (2) .020
6 11 THERMOPLASTIC
OR FIBERGLASS
12 2024-T3 (2) .040
5 6 0 6 7) 13 5052-H34 .040
6 14 2024-T3 (2) .032
716
15 2024-T3 (1) .016
NOTE: LEFTWINGSHOWNRIGHT WING

OPPOSITE.
1. HEATTREATTO 2024-T42
AFTER FORMING.
10 2. HEAT TREAT TO 2024-T3
AFTER FORMING.
1 3 V 3
Figure 4-5. Skin Material and Thickness (cont)

1E15
4-17. STRUCTURAL REPAIRS. Structural repair methods used may be made in

accordance with the regulations set forth in FAA Advisory Circular 43.13-1A. To assist in
making repairs. Figure 4-5 identifies the type and thickness of skin structure used. Never make
a skin replacement or patch from a material thinner than the original skin. Original material
and thickness is recommended and must result in a surface which is as strong as. or stronger
than. the original skin. H owever. flexibility must be retained so that the surrounding areas will
not receive extra stress.
When making major structural repairs. other than using factory manufactured parts. it is
recommended the manufacturer be contacted. No major alterations are recommended without
contacting the manufacturer.
4-18. FIBERGLASS REPAIRS. The repair procedure in this manual will describe the
methods for the repair of fiberglass reinforced structures. Paragraph 4-19 described 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 4-20 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, part number 756 729. that will
furnish the necessary material for such repairs is available through Piper Aircraft Distributors,
NOTE
Very carefully follow resin and catalyst mixing instructions

furnished with repair kit.
4-19. FIBERGLASS TOUCH-UP AND SURFACE REPAIRS.

a. Remove wax. oil and dirt from around the damaged area with acetone. Methvl-
ethylketone or equivalent and remove paint to gel coat.
b. The damaged area may be scaped 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 h.)
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 instruction, to the resin and mix thoroughly.
A hypodermic needle 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 I /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 waxed paper is used. ascertain wax is
removed from surface.)

1E16
g. Rough up the bottom and edges of the hole with the 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.
4-20. FIBERGLASS FRACTURE AND PATCH REPAIRS.

a. Remove wax, oil and dirt from around the damaged area with acetone, methyl-
ethylketone or equivalent.
b. Using a key hole saw, electric saber saw. or sharp knife cut away ragged edges. 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 fiberglass mat and cloth to cover an area two inches larger than
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 fiberglass cloth 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. Remove excess resin
before it gels on the part. Allow patch to cure completely.
Issued: 1/3/78 E17 STRUCTURES

1E17
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
fiberglass mat about one inch larger than the hole and one or more pieces of fiberglass cloth
two inches larger than the hole. Brush catalyzed resin over hole, lay mat over hole and wet
out with catalyzed resin. Use a daubing action with brush. Then apply additional layer or
layers or fiberglass cloth 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 safe 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.
4-21. 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
Naphtha will generally insure a good bond between epoxy compounds and thermoplastic.
b. Surface Scratches. Abrasion or Ground-in-Dirt: (Refer to Figure 4-6.)
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.

1E18
3. The thermoplastic will return to its originalshape upon cooling.

c. Deep Scratches, Shallow Nicks and Small Holes: (Less than 1 inch in diameter.)
(Refer to Figure4-7.)
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 solventuntil the desired paste-like
consistencyis 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 adhesivesare not recommended for highlystressed 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 commerciallyavailablecompound.
5. Adhesion can be increased by roughing the bonding surface with sandpaper and
by utilizingas much surface 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 perchlorethyleneor VM&P Naphtha
prior to applying the compound. (Refer to Figure 4-8.)
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.
10. 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 4-9.)
11. After the repair is completed, sanding is allowed to obtain a surface finish of
acceptable appearance.
d. Cracks: (Refer to Figure 4-10.)
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. Drill small stop holes at each end of the crack.
3. If possible, a double plate should be bonded to the reverse side 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, whichever is
preferred.
5. After the repair has cured, it may be sanded to match the surrounding surface
finish.
Issued: 1/3/78 9 STRUCTURE

1E19
TABLEIV-I. LIST OF MATERIALS(THERMOPLASTICREPAIR)

ITEMS DESCRIPTIONS SUPPLIERS
Buffing and Rubbing Automotive Type - DuPont DuPont Company
Compounds #7 Wilmington, Del. 19898
Ram Chemical #69 x I 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 Methylethyl Ketone 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

1E20
871
Hot Air Gun
Figuri 4-6. Surface Scratches, Abrasionsor Ground-in-Dirt.
871
Figure 4-7. Deep Scratches, ShallowNicks and SmallHoles.
1E21
825
Figure 4-8. Mixingof Epoxy Patching Compound.
870
Figure 4-9. WeldingRepair Method.

1E22
e. Repairing Major Damage: (Larger than 1 inch in diameter.) (Refer to Figure 4-11.)
1. If possible a patch should be made of the same material and cut slightly larger
than the section being repaired.
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 similarmaterial.
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 solventadhesive and 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 finishingafter the repair has cured. If
patching compound is used the repair should be made in layers, not exceedinga 1/2 inch in
thicknessat a time, thus allowing the compound to cure and insuring a good solid buildup
of successivelayers as required.
f. StressLines: (Refer to Figure 4-12.)
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 4-13.)
2. To restore the material to its original condition and color, uses a hot air gun or
similar heating device and carefully apply heat to the affected area. Do not overheat the
material.
g. Paintingthe Repair:
1. An important factor in obtaining a quality paint finish is the proper preparation
of the repair and surroundingarea 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
dependingon 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
enamels can 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
usually best for abrasion resistance should not be used in areas which incur high stress,
flexingor impact. Such coatingsmay crack, thus creatinga weak area.
1E23
827
DOUBLER PLATE
BONDED TO UNDERSIDE
OF DAMAGED AREA
Figure 4-10. Repairingof Cracks.

1E24
PATCHING
COMPOUND
828
DAMAGED AREA
\
Figure 4-11. Various Repairs.

1F1
827
STRESS
Figure 4-12. Repair of Stress Lines.
829 832
PROFILE VIEW INDICATING

DAMAGED AREA
Figure 4-13. Repair of Impacted Damage.
1F2
4-22. LIQUID SAFETY WALK REPAIR.
4-23. SURFACE PREPARATION FOR LIQUID SAFETYWALK.

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 mimimum prior
to the application of the safety walk.
4-24. 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:
WalkwayCompound and Matting, Nonslip (included in Piper Kit No. 179872)
4-25. 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 500 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, unbroken 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, if done, 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.
1F3
4-25a. SURFACE PREPARATIONFOR PRESSURE SENESITIVESAFETYWALK. 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.
4-25b. APPLICATIONOF PRESSURE SENSITIVESAFETY WALK. (Kit 763 848V)
Wipe area with a clean dry cloth to insure 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, insure proper
alignment and position from wing lap.
c. Remove the remaining protective liner as the safety walk is beingapplied 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 and rivet leading edge retainer.
Added: 9/2/78 STRUCTURE

1F4
4-26. CONTROL SURFACE BALANCING.
4-27. 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 where set with the balance weight
on the heavy side of the limits, to permit limited repair or paint touch-up without adjusting
the balance weight. It should be noted however, that spar 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-II. 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 Paragraphs4-27 thru 4-32. The static balance of the surfaces must be as
specified in Table IV-I.
Before balancing any control surface, it must be complete including tip, trim/servo tabs
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, static wicks,
etc.
If optional equipment is added or removed after balancing, the control surface must be
rebalanced. During balancing, trim/servo tabs must be maintained in their neutral positions.
4-28. CHECKING CONTROL SURFACES FREE PLAY. The following checks are
recommended before balancing to ascertain the amount of "freeplay" in the stabilator trim
0. tab and aileron:

a. Stabilator: Check the stabilator for any "free play" at its attachment points by
grasping each half near the tip and gently trying to move it up and down, fore and aft, and
in and out. No play is allowed.
b. Stabilator Trim Tab: Set the stabilator trim tab in neutral position. This neutral
position is determined with the airplane properly rigged per instructions given in Section V
of this Service Manual and the trim indicator at its neutral position. Obtain a straightedge
long enough to extend from the ground up to a few inches above the trim tab trailing edge.
Place the straightedge next to the trim tab inboard (center) trailing edge, secure the
stabilator in neutral and grasping the tab, gently move it up and down, mark the limit of tab
free play on the straightedge. The overall travel (free play) must not exceed 0.15 of an inch.
The use of a dial indicator and fixed stand is recommended.
c. Aileron: Set the aileron in its neutral position and secure. Obtain a straightedge long
enough to extend from the ground up to a few inches above the aileron trailing edge. Place
the straightedge next to the aileron trailing edge and gently move the aileron up and down,
mark the limit of travel (free play) on the straightedge. The overall travel (free play) must
not exceed 0.24 of an inch. Should free play exceed the limit stated make necessary repairs
as required to eliminate excessive free play. Grasp the aileron and move it spanwise
(inboard/outboard) to insure maximum end play of .035 is not exceeded.
1F5
A399
B599 3 LB MOVABLE WEIGHT WITH

MARKED CENTERLINE
NUTS AND OR
WASHERS ADDED
AS REQUIRED
TO BALANCE
TOOL ITSELF
SURFACE CHORD LINE
BEAM BALANCING
5 FT. EXTRUDED CHANNEL BOLT (USEDFOR
BALANCING THE
TOOL ITSELF ONCE
THE TRAILING
EDGE SUPPORT
HAS BEEN SET
HINGE CENTERLINE
MARK GRADUATIONS IN INCHES
PLACEDDIRECTLY
OVER
HINGE LINE OF CONTROL SURFACE
HORIZONTALLY
ADJUSTABLE FOR
SETTING TOOL TO
WIDTH OF CONTROL
SURFACE
BUBBLELEVEL
SET SCREW
VERTICALLY AND HORIZONTALLY

ADJUSTABLETRAILING EDGESUPPORT
VERTICALLYADJUSTABLE
FORSETTINGBEAM
PARALLELTO CHORD
LINEOF CONTROLSURFACE
Figure 4-14. Control Surface BalanceTool

1F6
TABLE IV-II. BALANCESPECIFICATIONS
FLIGHTCONDITIONS
SURFACE STATICBALANCELIMITS(IN.-LBS.)
Leading Edge Heavy Trailing Edge Heavy
Ailerons +2 to -20
Stabilator and Tab -12 to -37
Stabilator Trim Tab Only -6 to -7.5
Rudders 0 to -8.0
4-29. BALANCING CONTROL SURFACES.

a. Insure 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 positon.
NOTE
Because paint is a considerable balance factor, it is

recommended that existing paint be removed prior to
repainting a control surface.
b. Place hinge bolts through control surfaces and place control surface on a holding
fixture.
c. 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.
d. Adjust the movable trailing edge support to fit the width of the control surface.
Tighten the set screw on the trailing edge support.
e. Adjust the trailing edge support vertically until the beam is parallel with the control
surface chord line.
f. 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.
g. After balancing the tool, reattach it to the control surface. Keep the beam positioned
90° from the control surface hinge line.
h. Determine balance of control surface by sliding movable weight along the balance
beam.
i. Read the scale when the bubble in the level has been centered. Since the movable
weight weighs three pounds, every inch it is moved from the center of the beam equals three
inch-pounds of force.
Revised:10/3/80 F7 STRUCTURE
1F7
854
HOLDING FIXTURE
LEVEL SUPPORT
Figure 4-15. Aileron Balancing
4-30. BALANCING AILERONS. (Refer to Figure 4-15.) 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 hinges. Place the tool on the aileron, avoid rivets and keep the beam
perpendicular to the hinge centerline. Calibrate the tool as described in Paragraph 4-29.
Read the scale when the bubble level had 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-II, 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 edge condition; therefore, it will be necessary to determine
the exact cause of the unbalance. If the aileron is too heavy because of painting over old
paint, it will be necessary to strip all paint from the aileron and repaint. If the aileron is too
heavy resulting from repair to the skin or ribs, it will be necessary to replace damaged parts
and recheck the balance.

1F8
849
HOLDING FIXTURE
Figure 4-16. Rudder Balancing

4-31. BALANCING RUDDER. (Refer to Figure 4-16.) To balance the rudder, the
assembly must be complete including sector assembly. Place the complete assembly
horizontally on knife edge support 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. Calibratethe tool as describedin Paragraph4-29. 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-II 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 necessaryto 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.
1F9
850
Figure 4-17. Stabilator Balancing
4-32. BALANCINGSTABILATOR. (Refer to Figure 4-17.) 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 assemblyon the knife edgesupports
in a draft free beam perpendicular to the hingecenterline. Do not place the tool on the trim
tab. Calibrate the tool as described in Paragraph4-29. 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 givenin Table IV-II, proceed as follows:
a. If the stabilator is out of limits on the leading edge heavy side, remove balanceplates
from the mass balance weight until the static balance is within limits.
b. If the stabilator is out of limits on the trailingedge heavyside, add balanceplates (4
maximum) to the massbalance weight until the static balance is within limits.

1F10
SECTION
V
CONTROLS
SURFACE
Aerofiche
Paragraph Grid No.
5-1. Introduction ...................... .............. I F 12
5-2. Description ............... . ....... . . ... . I F12
5-3. Control ColumnAssembly .. . . ................ .... . IF18
5-4. Removalof Control Column Assembly ............... F 18
5-5. Installation of Control Column-Assembly ............. F 18
5-6. AileronControls .................................. IF19
5-7. Removalof Aileron Control Cables ................. IF19
5-8. Installation of Aileron Control Cables ................ IF20
5-9. Removalof AileronBellcrankAssembly .............. IF22
5-10. Installation of Aileron BellcrankAssembly ............. IF23
5-11. Riggingand Adjustment of Aileron Controls ..... ....... F23
5-12. Stabilator Controls ................. ............ . IG3
5-13. Removalof Stabilator Control Cables .............. . IG3
5-14. Installation of Stabilator Control Cables .............. IG4
5-15. Riggingand Adjustment of Stabilator Controls .......... G5
5-16. Stabilator Trim Controls ............................. 1G9
5-17. Removalof Stabilator Trim Assembly(Forward) ......... IG9
5-18. Installation of Stabilator Trim Assembly(Forward ........ GO10
5-19. Removalof Stabilator Trim Controls (Aft) ............. IG
5-20. Installation of Stabilator Trim Controls (Aft) .......... . G 11
5-21. Riggingand Adjustment of Stabilator Trim ...... IG
5-22. Rudder and Steering PedalAssembly ...................... G 12
5-23. Removalof Rudder and Steering Pedal Assembly ......... 1G12
5-24. Installation of Rudder and Steering Pedal Assembly . ..... G 13
5-25. Rudder Controls .................................. 1G15
5-26. Removalof Rudder Control Cables ................. G 15
5-27. Installation of Rudder Control Cables ................ G 16
5-28. Riggingand Adjustment of Rudder Controls ............ G 18
5-29. Rudder Trim Controls ............................... G 18
5-30. Removalof Rudder Trim Controls . ............... . G18
5-31. Installation of Rudder Trim Controls . .............. . IG20
5-32. Riggingand Adjustment of Rudder Trim Controls ........ 1G20
5-33. WingFlap Controls ............................ . G22
5-34. Removalof WingFlap Controls ........ G22
5-35. Installation of WingFlap Controls .................. IG23
5-36. Riggingand Adjustment of WingFlaps ............... IG24
Revised:9/2/78
1F11
SECTION V
SURFACE CONTROLS
5-1. INTRODUCTION. This section explains the removal, installation, and rigging and
adjustment procedures for the control assemblies of the various structural surfaces. 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 only the fingers. Both locking clips may
be inserted in the same hole of the turnbuckle barrel, or they may be installed in opposite holes.
Locking clips should not be reused.
e. When push rods or rod ends are provided with an inspection hole, the screw shall be
screwed in sufficiently far to pass the hole. This can be determined visually or by feel, inserting
a piece of wire into the inspection hole. Where no inspection hole is provided, there shall be a
minimum of 3/8 inch thread engagement.
f. When installing rod end jam nuts, refer to Figure 5-la for proper installation method.
g. Turnbuckle terminals should be screwed an approximately equal distance into the
barrel. During adjustment, the terminals should not be turned in a manner which would put a
permanent twist in the cable.
h. After completion of adjustment, tighten and inspect each jam nut thoroughly.
5-2. DESCRIPTION. The Lance II is controlled in flight by the use of three 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 operates an aft fuselage bellcrank which controls a push rod
connected to the balance arm of the stabilator. Cables also connect the rudder pedals with the
rudder sector. Provisions for directional and longitudinal trim control is provided by an
adjustable trim mechanism for the stabilator and rudder. The stabilator trim is controlled by a
wheel and drum mounted on the floor tunnel between the front seats. Cables routed aft from
the drum to a screw assembly mounted above the stabilator attachment point. This screw
assembly in turn moves the push rod which controls the stabilator trim tab. The rudder trim is
controlled by a knob and screw assembly attached to the rudder pedal assembly.
Revised: 10/3/80 SURFACECONTROLS

1F12
TABLE V-I CONTROL SURFACE TRAVEL AND CABLE TENSION

857
Stabilator STABILATOR CHORD LINE
(NEUTRAL POSITION)
(SEE NOTE)
A- STABILATOR TRAILING EDGE UP TRAVEL
FROM NEUTRAL
14.5° .5
B
B STABILATOR TRAILING EDGE DOWN
TRAVEL FROM NEUTRAL
10° 1° Neutral position of stabilator Is with the stabilator
chord line parallel with the top of the front seat
tracks.
STABILATOR CHORD UNE

Stabilator Trim Tab (NEUTRAL POSITION)
(SEE NOTE 2) A
A. STABILATOR TAB TRAILING EDGE
UP TRAVEL FROM NEUTRAL
°
*2.5+ 1 or *14 +±1
B. STABILATOR TAB TRAILING EDGE

DOWN TRAVEL FROM NEUTRAL 1. Maximum free play for control surface tab Is
° 0.06 of an inch measured at tab trailing edge.
*10 +±.5° or *11.5+.5 Refer to Section IV. Paragraph4-28. B
2. Neutral position of stabilator is with the
* FOR PA-32RT-300 stabilator chord line parallel with the top of
* FOR PA-32RT-300T the front seat tracks.
Rudder Pedal Neutral Angle
AFT VERTICAL TO 16° + 1°

SEAT RAILS.
Cable Tensions
AILERON 40 lbs. ± 5 lbs

FLAP 10 bs. 1 lb.
STABI LATOR 40 lbs. - 5 Ibs.
STABILATOR TRIM TAB 14 lbs. lb.
I RUDDER 65 lbs. - 5 lbs.
NOTE
CABLE TENSIONS GIVEN APPLY ONLY TO AIRPLANES WITHOUT

AUTOPILOT BRIDLE CABLES ATTACHED. REFER TO APPROPRIATE
AUTOPILOT SERVICE MANUAL FOR PROPER CABLE TENSIONS WHEN
ATTACHING BRIDLE CABLES.
CABLE RIGGING TENSIONS SPECIFIED MUST BE CORRECTED TO

AMBIENT TEMPERATURE IN THE AREA WHERE THE TENSION IS BEING
CHECKED USING TABLE V-Il.
Revised:11/1/83 SURFACE CONTROLS

1F13
LANCE IISERVICE MANUAL
TABLE V-I CONTROL SURFACE TRAVEL AND CABLE TENSION (cont.)
Aileron
AILERON IN NEUTRAL
POSITION ALIGNED WITH
FLAPS
A 30° 2° UP
B- 15+2° DOWN
1. Flap Adjustment must be complete before

starting aileronadjustment.
2. Maximum free play for aileron Is 0.24 of an
inch, measurd at trailingedge. Max. andplay
of 0.25. Refer to Section IV. Paragraph4-28.
Rudder
°
A- 36°+ 1 LEFT
°
B- 36 +1 RIGHT
B
Flap
FLAP IN NEUTRAL POSITION
WITH RIGGING TOOL INSTALLED
0° NEUTRAL POSITION PER PARAGRAPH 5-36.
10° + 2 ° FIRST NOTCH TRAVEL
25° + 2° SECOND NOTCH TRAVEL
*30 + 2 ° THIRD NOTCH TRAVEL
**40 ° + 2° THIRD NOTCH TRAVEL
* FOR PA-32RT-300
** FOR PA-32RT-300T
Revised: 9/2/78 SURFACE CONTROLS

1F14
TABLE V-II. CABLE TENSION VS. AMBIENT TEMPERATURE
20
110
100
I
r
LL
70
SUBTRACT ADD
RIGGING LOAD CORRECTION, POUNDS
Issued:1/3/78 SURFACE CONTROLS

1F15
1964
17
19
10
13
I. SPROCKET, RIGHT CONTROL WHEEL

2. FLEXIBLE JOINT
3. BOLT ASSY.
4. TUBE, CONTROL WHEEL
5. CONTROL WHEEL (L & R)
6. TURNBUCKLE
7. TEE BAR ASSY.
8. "O" RING
22 23 9. WASHER, CONTROL WHEEL
10. PLATE. CONTROL WHEEL
II. WASHER, CONTROL WHEEL
12. SPACER, STOP
13. SPROCKET, LEFT CONTROL WHEEL
14. CHAIN, LEFT ROLLER
15. IDLER SPROCKET. AFT
16. CHAIN, RIGHT ROLLER
20 17. PIN
18. IDLER SPROCKET, FORWARD
19. BOLT, BUSHING, NUT & COTTER PIN
20. PULLEY STABILATOR
21. PULLEYS AILERON
.
22 CABLES, AILERON CONTROL
23. CABLES. STABILATOR CONTROL
Figure 5-1. Control Column Assembly
Issued:1/3/78F16 SURFACECONTROLS
1F16
901
DAMAGE
HERE
DAMAGE
HERE
IMPROPERTOOL (RESULTINGIN LOCKEDBALL)
A SPECIAL WRENCH MAY BE

REQUIRED WITH A LONG THROAT
ONLY CORRECT METHOD
Figure 5-1a. Correct Method of Installing Rod End Bearings
Added: 9/2/78 SURFACECONTROLS

1F17
5-3. CONTROLCOLUMNASSEMBLY.
5-4. REMOVALOF CONTROLCOLUMNASSEMBLY.(Refer to Figure 5-1.)
a. To remove either control wheel (5) with tube (4), the followingprocedure may be
used:
1. Separate the control wheel tube (4) from the flexiblejoint (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 flexiblejoint.
2. If removingthe 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 assemblyfrom the instrument panel.
b. The tee bar (7) with assembled parts may be removed from the airplane by the
followingprocedure:
1. Remove the accesspanel 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 (14 and 16) 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
cablesjoin by removingthe cotter pins, nuts, bolts and bushings.
5. If the control wheel assemblieshave not been previouslydisconnected from the
tee bar assembly, separate the control wheel tubes (4) at the flexiblejoints (2) by removing
the nuts, washersand bolts (3).
6. Remove the tunnel plate just aft of the tee bar by laying back enough tunnel
carpet to remove the plate attachment screws.
7. Remove the two aileron control cable pulleys (21) attached to the lower section
of the tee bar by removingthe pulley attachment bolt (8).
8. Disconnect the stabilator control cables (23) from the lower end of the tee bar
assembly.
9. Disconnect the necessary control cables, such as the propeller pitch control,
mixture control, etc., that willallow the tee bar assemblyto be removed.
10. Remove the tee bar assemblyby removingthe 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. INSTALLATIONOF CONTROLCOLUMNASSEMBLY.(Refer to Figure 5-1.)

a. The tee bar assemblymay be installed in the airplaneby the followingprocedure:
1. Swing the tee bar assemblyinto 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 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.
3. 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, washersand nut.
4. Install the control wheel per Step b.
5. 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.
Isued: 1/3/78 SURFACECONTROLS

1F18
6. 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.
7. Connect the aileron control cables (22) to the ends of the chains (14 and 16)
with bolts, bushings, nuts and cotter pins (19).
8. 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. Maintain .030 to .040 clearance between sprocket pin and
adjustable stop bolts on models having adjustable tee bar stops.
9. 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.
10. Tighten the connecting bolts (3) of the idler sprockets (15 and 18).
11. 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.
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 the airplane.
b. To remove either the right or left primary control cables (14 and 15) that are
located in the fuselage, the following procedure may be used:
1. Remove the fuel selector panel cover by removing the rudder trim knob and the
cover attachment screws.
2. Remove the lower selector cover and disconnect the fuel selector control lever
from the selector torque tube by removing the attachment pin located at the bottom of the
lever.
3. Remove the tunnel plate just aft of the tee bar by laying back enough tunnel
carpet to remove the plate attachment screws.
4. Remove the forward heat duct from one side of the floor tunnel (preferably
from the side from which the cable is to be removed) by removing the trim control wheel
cover, the heater baffles from the side of the duct, the floor carpet and the duct attachment
screws.
Issued: 1/3/78 SURFACECONTROLS

1F19
5. Separate the primary control cable (14 or 15) at the turnbuckle (12 or 16)
located in the floor opening aft of the main spar.
6. Remove the cable pulleys (8) attached to the lower section of the control
column tee bar assembly by removing the pulley attachment bolt (21).
7. Move the cable guard (20) located under the pulley cluster (9) below the fuel
selector by removing the cotter pin from the exposed end of the guard and slidingit to the
left or right as required.
8. Remove the cotter pins used as cable guards at the pulley (10) in the forward
area of the floor opening aft of the main spar.
9. Disconnect the cable (14 or 15) from the control chain (4) at the control
column tee bar assembly by removing the cotter pin, nut, bolt and bushing (23) that
connect the two together. Secure the chains in some manner to prevent them from
unwrapping from around the sprockets.
10. Draw the cable back through the floor tunnel.
c. The primary control cable (13 or 17) in either wing may be removed by the
followingprocedure:
1. Remove the access plate to the aileron bellcrank (6) located on the underside of
the wing forward of the inboard end of the aileron.
2. If not previously disconnected, separate the cable at the turnbuckle (12 or 16)
located in the floor opening aft of the main spar.
3. Disconnect the pulley guard cotter pin from pulley (28).
4. Disconnect the cable from the forward end of the aileron bellcrank by removing
the cotter pin, nut, washer and bolt.
5. Draw the cable from the wing.
d. Either balance cable (18 or 19) may be removed by the followingprocedure:
1. Separate the balance cable at the turnbuckle (24) 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 ( 1) in the center of the floor opening.
3. Remove the access plate to the aileron bellcrank (6) located on the underside of
the wing forward of the inboard end of the aileron.
4. Disconnect the cable from the aft end of the aileron bellcrank by removing the
cotter pin, nut, washer and bolt.
5. Draw the cable from the wing.
5-8. INSTALLATIONOF AILERON CONTROLCABLES. (Refer to Figure 5-2.)

a. The installation of either the right or left primary control cable (14 or 15) that is
located in the fuselagemay be accomplishedas follows:
1. Draw the cable through the fuselagefloor tunnel.
2. Connect the cable to the end of the control chain (4) and secure usingbushing,
bolt, nut and cotter pin (23).
3. Place the cable around the pulley (9) that is located in the tunnel, below the fuel
selector. Install cable guard (20) and secure with cotter pin.
4. Position cables and install the cable pulleys (8) that attach to the lower section
of the tee bar assembly.Secure with bolt, washer and nut (21).
5. Place the cable around the pulley (10) 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 (12 or 16) located in the floor opening aft of the main spar.
Issued:1/3/78 F20SURFACE CONTROLS

IF20-
2049
1. TURNBUCKLE, CONTROL CHAINS

2. SPROCKET, CONTROL WHEEL
3. SPROCKET, IDLER
4. CHAIN, AILERON CONTROL
5. BRACKET, PULLEY
6. BELLCRANK, AILERON
7. ROD, AILERON CONTROL
8. PULLEY, TEE BAR
9. PULLEY, FORWARD CLUSTER
10. PULLEY, PRIMARY CONTROL CABLE
11. PULLEY, BALANCE CABLE
12. TURNBUCKLE, RIGHT PRIMARY
13. CABLE, RIGHT WING PRIMARY
14. CABLE, RIGHT FUSELAGE PRIMARY
15. CABLE, LEFT FUSELAGE PRIMARY
16. TURNBUCKLE, LEFT PRIMARY
17. CABLE, LEFT WING PRIMARY
18. CABLE, RIGHT BALANCE
19. CABLE, LEFT BALANCE
20. ROD, CABLE GUARD
21. BOLT, WASHER & NUT
23. BOLT, NUT, BUSHING & COTTER PIN
24. TURNBUCKLE, BALANCE CABLE
25. BOLT, BELLCRANK PIVOT
26. BUSHING, BELLCRANK
27. TEFLON TUBE
28. PULLEY, PRIMARY CONTROL CABLE
Figure 5-2. Aileron Controls (Typical)

1F21
7. Check riggingand adjustment per Paragraph5-11.

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 securewith pin and
cotter pin.
12. Install the lower and upper selector covers and secure with screws.
b. The primary control cable (13 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 (6) using a bolt,
washer, nut and cotter pin. Allow the cable end to rotate freely on the bellcrank.
3. Install the pulley guard cotter pin for pulley (28).
4. If the primary control cable in the fuselage is installed, connect the ends at the
turnbuckle (12 or 16) located in the floor opening aft of the main spar.
5. Check riggingand adjustment per Paragraph5-11.
6. Install the accessplate on the underside of the wing.
c. Either balance cable (18 or 19) may be installed by the followingprocedure:
1. Draw the cable into the wing.
2. Connect the cable to the aft end of the aileron bellcrank (6) 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 (24) 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 Paragraph 5-11.
6. Install the access plate on the underside of the wing.
7. Install the floor panel, seat belt attachments and seats.
5-9. REMOVALOF AILERON BELLCRANKASSEMBLY. (Refer to Figure 5-2.)
a. Remove the floor panel located directly aft of the main spar by removingthe center
seats, seat belt attachments and the screws securing the floor panel. Lift the panel and
remove from the airplane.
b. Remove the access plate to the aileron bellcrank (6) located on the underside of the
wing, forward of the inboard end of the aileron.
c. Relieve tension from the aileron control cables by loosening the balance cable
turnbuckle (24) located in the floor opening aft of the main spar.
d. Disconnect the primary (13 or 17) and balance (18 or 19) control cables from the
bellcrank assemblyby removingcotter pins, nuts, washersand bolts.
e. Disconnect the aileron control rod (7) at the aft or forward end, as desired.
f. Remove the nut, pivot bolt (25) and washers that secure the bellcrank. The nut is
visiblefrom the underside of the wing.
g. Remove the bellcrank from within the wing.
Issued:1/3/78 SURFACECONTROLS
1F22
5-10. INSTALLATION OF AILERON BELLCRANK ASSEMBLY. (Refer to Figure5-2.)

a. Ascertain that the bellcrank pivot bushing (26) and teflon tube (27) are installed in the
torque tube portion of the bellcrank (6).
b. Place the bellcrank in position in the wing with a washer located between each end of
the torque tube and the mounting location.
c. Install the bellcrank pivot bolt (25) with the head up. Install tapered washers and nut
on the bolt and torque nut 20 to 25 inch-pounds. Check that the bellcrank rotates freely with
little up-down play.
d. Install and adjust control rod (7) and check aileron travel per Paragraph 5-11.
e. Connect the ends of the primary (13 or 17) and balance(18 or 19)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 (24) in the floor opening aft
of the main spar. Check cable tension per Paragraph 5-11.
g. Install the access plate on the underside of the wing, the floor panel aft of the main
spar, seat belt attachments and seats.
5-11. RIGGING AND ADJUSTMENT OF AILERON CONTROLS.
NOTE
Flap adjustment must be complete before starting aileron

adjustment.
a. To check and adjust the rigging of the aileron controls, first set the right and left
aileron bellcranks at neutral position. (Ascertain that the control chains have been rigged per
Paragraph 5-5.) This may be accomplished by the following procedure:
I. Remove the access plate to each aileron bellcrank located on the underside of the
wing, forward of the inboard end of the aileron by removing the plate attachment screws.
2. Place tee bar in'full forward position. Keep it in this position by using a suitable
tool or by placing weights on the aft side of the stabilator if stabilator cables have been
previously tensioned.
3. Affix a bellcrank rigging tool, as shown in Figure 5-3 between the forward 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 that
the side of the tool 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 the balance cable. (This tool may be fabricated from
dimensions given in Figure 5-19.) Neutral position of the bellcrank may also be found by
locating the center of the balance cable attachment bolt or the hole in the aft arm of the
bellcrank three inches from the face of the adjacent rib.

1F23
b. With each bellcrank set at neutral, the ailerons may be checked and adjusted for
neutral as follows:
1. Ascertain that the bellcrank rigging tool fits snug between the bellcrank and the
rib.
2. Place an aileron rigging tool as shown in Figure 5-4 against the underside of the
wing and aileron as close as possible to the inboard end of the aileron 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 aileron. (This tool may be fabricated from dimensions given in
Figure 5-19.)
3. 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 flap contacts the aft end of the tool. The aileron may be allowed to droop
approximately 1/8" inch at the inboard trailing edge. The aileron is neutral at this position.
4. 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. Apply a slight up pressure against
the trailing edge of the aileron while making this adjustment. After adjustment retighten the
jam nut.
c. Adjust primary and balance cable tension as given in Table V-I, by the following
procedure:
1. 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.
2. Loosen the connecting bolts of the idler cross-over sprockets at the control tee
bar to allow the chain to fit snug around the control wheel sprockets and over the idler
sprockets.
3. Ascertain that both bellcranks are at neutral position.
4. Adjust the turnbuckles, located in the floor opening aft of the main spar, of the
primary and balance cables to proper cable tension and maintain neutral-center position of the
control wheels. Primary cable tension will be slightly less than balance cable tension, but
should be within the tension specified. Adjust the cables so that when the specified tension is
reached, the inboard ends of the ailerons are visually aligned with the outboard ends of the
flaps. Maintain a light "up" pressure on the middle of the underside of the aileron when making
this observation, to take the slack out of the hinge and linkage. To obtain neutral position of
both control wheels, it may also be necessary to adjust the roller chain turnbuckle located
between the control wheel sprockets. During adjustment obtain a little more tension on the
primary control cables to hold the bellcranks in neutral against the rigging tools, finishing with
even tension on all cables.
5. Tighten the bolts to secure the idler cross-over sprockets.
6. Remove the aileron bellcrank rigging tool from each wing.
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. When measuring the full down position, apply a light "up" pressure to the center of
the aft edge of the aileron. When measuring the full up position, apply a light "down" pressure
to the center of the aft edge of the aileron. This pressure should be just sufficient enough to
remove the slack between the bellcrank and the aileron. 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.

1F24
Figure 5-3. BellcrankRiggingTool
851
Figure 5-4. Aileron RiggingTool

1G1
2050
1. TEE BAR, CONTROL COLUMN

2. CABLE, RIGHT FORWARD
3. CABLE, LEFT FORWARD
4. CABLE, LEFT-LOWER AFT
5. CABLE, RIGHT-UPPER AFT
6. PULLEY, FORWARD CLUSTER
7. PULLEY, AFT
8. BOLT, WASHER, NUT & COTTER PIN
10. BLOCK, CABLE RUB
11. GUARD, CABLE
12. BOLT, WASHERS & NUT
13. BOLT, WASHERS & NUT
14. PULLEY, FORWARD
16. TURNBUCKLE
17. WEIGHT, BALANCE ARM
18. BALANCE ARM, STABILATOR
19. PULLEY, AFT CLUSTER
20. BELLCRANK
22. BOLT, WASHERS, NUT & COTTER PIN
23. PUSH ROD
Figure 5-5. Stabilator Controls
1G2
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.
e. Check the bellcrank stops to assure that the bellcrank contact is made
simultaneously, but still have cushion before contacting the control wheel stops. Maintain .030
to .040 clearance between sprocket pin and adjustable stop bolts on the tee bar.
f. Check to insure that the left aileron up and the right aileron down stops are contacted
simultaneously and vice versa. Adjust stops as required.
g. Check control operation for binding or chafing, and bolts and turnbuckles for safety.
h. Install access plates and panels.
i. Should an out-of-trim condition persist 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-rig condition that is very difficult to correct.
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. Disconnect the desired control cable at the turnbuckle (16) in the aft section of the
fuselage.
c. Either forward stabilator cable (2 or 3) may be removed by the following procedure:
1. Remove the floor tunnel cover in the aft area of the cabin by removing the trim
plate, the carpet over the tunnel and the cover attachment screws.
2. Remove the cable guard plate ( I I) from the underside of the pulley cluster (19) in
the aft area of the tunnel opening by removing the guard attachment screws.
Revised:10/3/80 SURFACECONTROLS
1G3
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 airplane.
4. Within the floor opening, remove the cable rub blocks (10) that are attached to
the spar housing by removing the block attachment screws. Also remove the cotter pin cable
guard at the pulley cluster (6) in the aft area of the opening.
6. Remove the lower selector cover and disconnect the fuel selector control lever
from the selector torque tube by removing the attachment pin located at the bottom of the
lever.
7. 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.
8. If the right (upper) stabilator control cable (2) is to be removed, remove the
cotter pin cable guards at the pulley (14) located in the forward area of the tunnel.
9. Disconnect the cables (2 and 3) from the lower end of the tee bar by removing
cotter pin, nut, washer and bolt (15).
10. Draw the cable aft through the floor tunnel.
d. Either aft stabilator control cable (4 or 5) may be removed by the following
procedure:
1. Disconnect the cable end at the bellcrank (20) by removing the cotter pin, nut,
washer and bolt (8).
2. Remove the cable guard pin at the pulley (7).
3. Remove the cable from the airplane.
5-14. INSTALLATION OF STABILATOR CONTROL CABLES. (Refer to Figure 5-5.)
a. The forward stabilator cables (2 and 3) may be installed by the following procedure:
1. Draw the control cable through the floor tunnel. Ascertain that the right (upper)
cable (2) is routed around the pulley (14) that is in the forward area of the forward floor
tunnel.
2. Connect the cables (2 and 3) to the lower end of the control column tee bar (1)
with bolt, washer, nut and cotter pin (15). Allow the cable to be free to rotate.
3. If the aft control cable (4 or 5) is not installed, install per Step b.
4. Connect the control cable to the aft cable at the turnbuckle (16) in the aft
section of the fuselage.
5. For the right control cable (2), install the cotter pin cable guard at the pulley
(14) 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 (10) to the spar housing and secure with screws.
7. In the aft area of the floor opening, install the cotter pin cable guard at the
pulley cluster (6).
8. Install the cable guard (11) under the pulley cluster (19) located in the aft area
of the aft floor tunnel and secure with screws.
9. Set cable tension and check rigging and adjustment per Paragraph 5-15.
10. Install the tunnel plate directly aft of the tee bar assembly and secure with
screws.
12. Place the fuel selector lever on the selector torque tube and secure with pin and
safety with cotter pin.
Issued: 1/3/78 SURFACE CONTROLS

1G4
`
14. Install the floor panel aft of the main spar and secure with screws. Install the seat
belt attachments and seats.
15. Install the cover and carpet of the aft floor tunnel.
b. Either aft stabilator control cable (4 and 5) may be installed by the following
procedure:
1. Route the cable (4) under pulley (7).
2. Connect the cable to the stabilator bellcrank and secure with bolt, washer, nut
and cotter pin (8). (Tighten nut "finger tight" only.)
3. Connect the cable to the forward cable at the turnbuckle (16) in the aft section of
the fuselage. The upper aft cable (5) connects to the right forward cable (2) and the lower cable
(4) to the left cable (3).
4. Install the cable guard pin at the pulley (7).
5. Set cable tension and check rigging and adjustment per Paragraph 5-15.
c. Install the access panels to the aft section of the fuselage.
5-15. RIGGING AND ADJUSTMENT OF STABILATOR CONTROLS.

a. To check and set the correct degree of stabilator travel, the following procedure may
be used:
1. Level the airplane. (Refer to Leveling, Section II.)
2. Place the stabilator in neutral position. Neutral position is obtained when a level
placed on stabilator rigging tool (Figure 5-6) indicates that stabilator is parallel with leveling
holes noted in Figure 2-6.
3. Check the stabilator travel by placing a rigging tool on the upper surface of the
stabilator as shown in Figure 5-6. (This tool may be fabricated from dimensions given in
Figure 5-21.)
4. Set on a bubble protractor the number of degree 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 its stops, the bubble of the protractor is centered.
NOTE
The stabilator should contact both of its stops before the

control wheel contacts its stops.
5. Set on the protractor the number of degrees down travel as given n Table V
and again place it on the rigging tool. Lower the trailing edge of the stabilator and determine
that when it 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 fin tip by removing the attachment screws and with the use of the rigging tool and
bubble protractor turn the stops located at each stabilator hinge in or out to obtain the correct
degree of travel. (Refer to Figure 5-7.)
7. Ascertain that the locknuts of the stop screws are secure and then reinstall the fin
tip.
b. To check and set stabilator control cable tension, the following procedure may be
used:
1. Ascertain that the stabilator travel is correct.
2. Insure that there is .875 +. 125 inch control shaft travel between contact with the
primary up stop on the stabilator and the secondary stop on the left control column shaft.
Adjust stabilator control cable turnbuckles to get this measurement.
3. Remove the access panel to the aft section of the fuselage and fin tip.
Revised:10/3/80 SURFACECONTROL
1G5
Figure 5-6. Stabilator Rigging Tool
3. Secure the control column in the near forward position. Allow .500 + .250 inch
between the column and the stop bumper.
4. Check each control cable for the correct tension as given in Table V-I.
5. Should tension be incorrect, loosen the turnbuckle of the lower cable in the aft
section of the fuselage and adjust the turnbuckle of the upper cable to obtain correct tension.
Cable tension should be obtained with control wheel at the .500 + .250 inch dimension from
the stop and the stabilator contacting its stop.
6. After setting tension, recheck control column travel per Step 2.
7. With control wheel forward and stabilator on primary down stop, check for
.250 inch minimum clearance between tee bar and secondary forward stop.
8. Check safety of all turnbuckles and bolts.
9. With the tension of the upper cable correct and the control wheel still forward,
adjust the turnbuckle of the lower cable to obtain correct tension.
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. With the control wheel in the fore and aft positions, the travel distance from the point
where the stabilator contacts its stops and the control wheel contacts its stops should be
approximately equal. Readjust turnbuckles if incorrect.
II. Reinstall access panels and fin tip.

1G6
863
STABILATOR TRAVEL ADJUSTMENT
/ \
Figure 5-7. Stabilator Travel Adjustments
124
Figure 5-8. Methods of SecuringTrim Cables

1G7
2051
1. CONTROL WHEEL, TRIM 16. BOLT, BUSHINGS, WASHER & NUT 32. ROD END
2. INDICATOR, TRIM POSITION 17. BOLT& WASHERS 33. GUARD CABLE PLATE
3. DRUM, TRIM CABLE 18. GUARD, CABLE 34. PULLEY CLUSTER
4. MOUNTING BRACKET 19. GUARD, CABLE 35. PULLEY CLUSTER
5. CLEVIS PIN, WASHER & COTTER PIN 20. BOLT & WASHER 36. PULLEY CLUSTER
6. PULLEY CLUSTER 21. BARREL 37. BOLT, WASHER & NUT
7. BOLT, BUSHING, WASHER & NUT 22. SCREW 38. GUARD, CABLE
8. CABLE, RIGHT FORWARD 23. GUIDE, SCREW 39. RUB BLOCK
9. CABLE, LEFT FORWARD 24. BEARING 40. RETAINER
10. TURNBUCKLE, RIGHT 25. BEARING 41. PULLEY CLUSTER
11. TURNBUCKLE, LEFT 26. BEARING 42. WASHER, SPACER
12. CABLE, AFT 27. WASHER 43. WASHERS
13. PULLEY CLUSTER 28. SNAP RING 44. BUSHING
14. BOLT, BUSHING, WASHERS & NUT 29. BOLT, BUSHING, WASHERS & NUT 45. COTTER PIN
15. GUARD, CABLE 30. PUSH ROD 46. SAFETY WIRE
31. RETAINER NUT 47. BOLT & WASHER
Figure 5-9. StabilatorTrim Controls

1G8
5-16. STABILATORTRIM CONTROLS.
5-17. REMOVALOF STABILATOR TRIM ASSEMBLY(FORWARD). (Refer to Figure

5-9.)
a. To remove the trim control wheel assembly and/or the trim control cables, first
remove the panel to the aft section of the airplane.
b. If the aft trim cable (12) is not to be removed, block the cables at the pulleys(35) in
the upper aft section of the fuselageto prevent them from unwrapping from the trim drum.
(Refer to Figure 5-8.)
c. Loosen the cables if the trim control wheel (1) is to be removed or disconnect if the
cables are to be removed. Do this at the trim cable turnbuckles (10 and 11) in the aft
section of the fuselage.
d. The control wheel (1) with drum (3) may be removed by the followingprocedure:
1. Removethe control wheel cover by removingthe cover attaching screws.
2. The wheel assembly may be removed from its mounting brackets (4) by
removing nut, washer and bolt (7) that secures the wheel between the brackets. Draw the
wheel from the brackets. Use caution not to damage trim indicator wire (2).
3. Unwrapthe left cable (9) from the drum.
4. The wheel and drum are joined by a push fit, separate these two items with their
center bushingand unwrap the right cable (8).
5. Tie the cables forward to prevent them from slippingback into the floor tunnel.
e. The trim control cables (8 and 9) may be removedby the followingprocedure:
1. Removethe 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. Remove the heater deflectors from each side of the aft end of the forward floor
tunnel by slidingthe deflector sidewaysand releasingthe retainer spring.
4. Unfasten the carpet from the aft portion of the forward floor tunnel and lay it
forward.
5. Remove the tunnel cover located between the trim control wheel and the spar
cover by removingattachment screws.
6. Remove the cable pulleys (6) located in the forward tunnel by removing the
cotter pin, washerand clevispin (5).
7. Remove the floor panel aft of the main spar by removingthe panel attachment
screwsand seat belt attachments. Lift the panel and remove from airplane.
8. Removethe cable rub blocks (39) located in the floor opening on the aft side of
the main spar by removingthe block attachment screws.
9. Removethe trim plate located on top of the forward end of the aft floor tunnel.
10. Removethe carpet from the aft floor tunnel.
11. Remove the cover plate from the top of the aft floor tunnel by removing
attachment screws.
12. Removethe cable guard (38) from the underside of the trim cable pulleys (36)
located in the forward area of the aft floor tunnel by removing a tinnerman nut and
withdrawingthe cable guard.
13. Remove the cable guard plate (33) from the underside of the pulley cluster (34)
located in the aft area of the floor tunnel by removingthe plate attachment screws.
14. Remove the cable guard from the cable pulleys (13) in the aft lower section of
the fuselageforwardof the cable turnbuckles (10 and 11).
15. With the cables disconnected from the trim control wheel, draw the cable(s)
through the floor tunnel.
1G9
5-18. INSTALLATION OF STABILATOR TRIM ASSEMBLY (FORWARD). (Refer to

Figure 5-9.)
a. The trim control wheel (1) with drum (3) may be installed by the following procedure:
1. Wrap the right trim cable (8) on the trim drum by inserting the swagged 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 wraps of the cable in a clockwise
direction.
2. Attach the control wheel (1) to the cable drum (3) by aligning the long lug of the
drum with the long slot of the wheel and pushing the two pieces together.
3. Wrap the left trim cable (9) on the drum by inserting the swagged ball of the cable
in the slot provided in the flanged side (left side) of the drum and looking at this side, wrap the
drum with three wraps of the cable in a clockwise direction.
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 (4). Ascertain that the end of the trim indicator wire (2) is positioned in the
spiraled slot of the drum (3) with no bind on the end. Install the retainer bolt (7) from the left
side and install washer and nut. AN960-616L washers may be added as required between right
hand side of the control wheel and right hand mounting bracket to eliminate end play.
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 (8 and 9) may be installed by the following procedure:
1. Draw the cable(s) through the floor tunnel.
2. Wrap the cable drum (3) and install the trim control wheel as given in Step a.
3. Position the cable pulleys (6) on their mounting bracket and install the clevis pin,
washer and cotter pin (5).
4. Connect the cable (8 or 9) to the aft cable (12) at the turnbuckle (10 or 1 ) in the
aft section of the fuselage. Install aft cable (12) if not installed.
5. Install the cable guard at the cable pulleys (13) in the aft lower section of the
fuselage forward of the cable turnbuckles.
6. Install the cable guard plate (33) at the underside of the pulley cluster (34)
located in the aft area of the aft floor tunnel and secure with screws.
7. Install the pin type cable guard (38) at the underside of the pulleys (36) located in
the forward area of the aft floor tunnel and secure it with a tinnerman nut.
8. Install the cable rub blocks (39) located on the aft side of the main spar housing
and secure with screws.
9. Remove the blocks that secure the aft trim cable and check that the cables are
seated on their pulleys.
10. Set cable tension and check rigging and adjustment per Paragraph 5-21. Check
safety of all turnbuckles.
11. Install the tunnel cover on the forward tunnel and secure with screws.
12. Install the carpet over the floor tunnel.
13. Install the heat deflectors on each side of the floor tunnel.
14. Install the cover over the trim control wheel and secure with screws and special
washers.
15. Install the seat belts removed from the top of the floor tunnel and secure with
bolt, washer and nut.
16. Install the floor panel and seat belt attachments aft of the main spar, and secure
panel with screws.
17. Install the aft floor tunnel and secure with screws.
18. Install the carpet over the aft floor tunnel.
19. Install the trim plate on top of the forward end of the aft floor tunnel.
c. Install the panel to the aft section of the airplane and the seats.

1G10
5-19. REMOVAL OF STABILATOR TRIM CONTROLS (AFT). (Refer to Figure 5-9.)

a. Remove the access panel to the aft section of the fuselage.
b. Block the trim cables at the first set of pulleys (13) forward of the cable turnbuckles
(10 and 11) in the aft section of the fuselageby the method shown in Figure 5-8.
c. Disconnect the cable (12) at the turnbuckles (10 and 11) in the aft section of the
fuselage.
d. Remove cable guard (18) from pulley cluster (35) and cable guards (19) from pulley
cluster (41).
e. Remove the fin tip by removingattachment screws.
f. Disconnect the push rod (30) by removing the attaching hardware (29) securing
push rod to screw (22).
g. Removesafetywire, bolts, washersand bushings (20,44 and 47) securingforward end
of barrel (21). Remove snap ring (28) to free aft end of barrel (21).
h. Drawthe trim cable (12) from the fuselageand up the fin.
5-20. INSTALLATIONOF STABILATORTRIM CONTROLS (AFT). (Refer to Figure
5-9.)
a. Wrapthe trim barrel (21) by first laying the center (as measuredequally from each
end to the center of the cable) of the trim cable (12) in the slot of the barrel. Bring the half
of the cable to be used on the right side through the diagonal slot in the flange at the
forward end of the barrel and wrap aft in a clockwise direction 7 wraps to the center of
barrel. Bring the half of the cable to be used on the left side through the diagonal slot in the
aft end of the barrel and wrap forward in a counterclockwise direction 7 wraps to the center
of barrel. Count a total of 14 cable wraps on the top side of the barrel. (Refer to Figure
5-10.)
b. Block the cable by clamping between two pieces of wood laid next to the wraps to
prevent unwrapping. Fabricate block with a notch so hardware (20) can be installed.After
installation of hardware safety wire the bolts.
c. Lubricate the bearings (24, 25 and 26) and install barrel (21) per exploded view
given in Figure 5-9. Use spacer washers (42) as required to givea maximumbarrel end play
of .0005 to .0015. Install the barrel using any combination of AN960-10,AN960-10Land
AN960PDIOL washers (43) to achieve free barrel rotation with trim cable rigged and
tensioned.
d. Route the cables down the fin into the fuselagethrough the two pulley clusters (35
and 41) and attach the ends to the forward trim cables (8 and 9).
e. Install all cable guards (18 and 19).
f. Remove the blocks that are holding the forward cables tight and aft cables at the
barrel.
g. Set cable tension and check riggingand adjustment per Paragraph5-21. Check safety
of all turnbuckles.
h. Install fin tip and secure with screws.
i Install the access panel to the aft section of the fuselage.
5-21. RIGGINGAND ADJUSTMENTOF STABILATORTRIM. (Refer to Figure 5-9.)

a. Level the airplane. (Refer to Leveling, Section II.)
b. Check for proper stabilator trim cable tension as given in Table V-I. If cables were
disconnected, rotate control wheel several times to allow the cables to seat and recheck
tension.
c. Secure the stabilator in neutral position. To find neutral, place a riggingtool on the
upper surface of the stabilator as shown in Figure 5-6. Zero a bubble protractor, set it on
the riggingtool and tilt the stabilator until the bubble is centered.

1G11
BARREL
7 WRAPS
COUNT 14 CABLE WRAPS
RIGHT CABLE
7 WRAPS
CENTER OF CABLE
Figure 5-10. Wrapping Stabilator Trim Barrel
d. Turn the trim control wheel until the trim tab streamlines with the neutral stabilator.
e. Check 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.
f. To obtain correct travels, if incorrect, adjust by disconnecting the rod end (32) and
turning the end in or out as required. Travel adjustments which cannot be corrected at the rod
end adjustment require the repositioning of the screw (22) in the barrel (21). A screw position
of approximately 1.38 inches of screw exposure at the aft end of the barrel is suggested as a
preliminary neutral setting from which final adjustments can be made at the rod end.
g. Check for proper rod end thread engagement and secure the jam nut (31) on the rod
end.
h. Turn the trim wheel to full travel and check for turnbuckle clearance and location of
tab indicator.
i. With the stabilator and trim in all extremes of travel, and with the control wheel
pulled or pushed to secondary stops, check to insure that there is no interference between
turnbuckles and pulleys.
j. Hold the stabilator securely against either stop and determine the total free play of the
trim tab (measured at the tab's trailing edge). Refer to Table V-I for maximum free play.
5-22. RUDDER AND STEERING PEDAL ASSEMBLY.
5-23. REMOVAL OF RUDDER AND STEERING PEDAL ASSEMBLY. (Refer to

Figure 5-11.)
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 fuel selector panel cover by removing the rudder trim knob and the cover
attachment screws.

1G12
d. Remove the lower selector cover and disconnect the fuel selector control lever from
the selector torque tube by removing the attachment pin located at the bottom of the lever.
e. Remove the tunnel plate just aft of the tee bar by laying back enough tunnel carpet
to remove the plate attachment screws.
f. Disconnect the stabilator control cable from the lower end of the tee bar assembly.
g. 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.
h. Disconnect the control cable (19) ends from the arms of the torque tube (3) by
removing the cotter pins, washers, nuts and bolts (20).
i. Disconnect the rudder trim from the torque tube assembly by removing the cotter
pin, washers and bolt that connects the arm to the trim.
j. Disconnect the steering rods (21) at the rudder pedals (32 and 33) by removing nuts
and bolts (24).
k. Disconnect the brake cylinders (12) at the lower end of each cylinder rod (11) by
removing the cotter pins, washers, nuts and bolts (20).
1. Disconnect the vee brace(s) (29) from the torque tube by removing nuts, washers
and bolts (27) that secure the strap bracket (28) to the vee brace.
m. If an AutoPilot amplifier is installed over the torque tube at the right side of the
fuselage, disconnect the electrical plug and release the two fasteners that secure it to its
mounting bracket.
n. Disconnect the torque tube support bracket (35) where it attaches to the floor
tunnel by removing its attachment bolts.
o. Remove the two bolts (25 and 26) that extend through the torque tube and are
located at the center of the tube assembly over the floor tunnel. Compress the tubes.
p. Disconnect the torque tube support blocks (7 and 8) from their support brackets on
each side of the fuselage by removing the attachment nuts, washers and bolts (6).
q. Remove the trim side pannels, if desired.
r. Remove the assembly from the airplane. Note the spacer washer (9) on each end and
between the support blocks.
5-24. INSTALLATION OF RUDDER AND STEERING PEDAL ASSEMBLY. (Refer to

Figure 5-11.)
a. Assemble the torque tube assembly (1, 2, 3 and 4) as shown in Figure 5-11. Do not
at this time install the two bolts (25 and 26) through the center of the tube assembly.
b. Place the upper support blocks (7) on the ends of the torque tube assembly. Note
that a washer (9) is required on each end of the tube.
c. Position the support blocks (7 and 8) on their mounting brackers at each side of the
fuselage and secure with bolts, washers and nuts. Note that a bushing is required in the bolt
holes of the upper support block, and a plate on top of the upper block, between the upper
and lower blocks and under the block mounting bracket.
d. Align the bolt holes in the center area of the torque tube assembly, install bolts,
washers and nuts (25 and 26) and tighten.
e. Position the torque tube support bracket (35) on the floor tunnel and secure with
bolts.
f. Position the vee brace(s) (29) on the torque tube, install the strap bracket (28)
around the torque tube and brace, and secure with bolts, washers and nuts (27).
g Connect the ends of the brake cylinder rods (11) and clevis rods !15) to the idler
arms (10) and secure with clevis and cotter pins (13).

1G13
25. BOLT, WASHER &NUT

26. BOLT, WASHER &NUT
27. BOLT WASHER &NUT
1. TUBE, L. OUTER 9. WASHER. SPACER 17. CLEVIS END 21. BRACKET
2. TUBE, L. CENTER 10. ARM, IDLER 16. TOE BRAKE PEDAL 29. VEE BRACE
3. TUBE, R. CENTER 11. ROD, BRAKE CYLINDER 19. CONTROL CABLE, RUDDER 30. CLEVIS PIN & COTTER PIN
4. TUBE, R. OUTER 12. BRAKE CYLINDER 20. BOLT, WASHER, NUT &COTTER PIN 31. RUDDER PEDAL, L. OUTER
5 PLATE 13. CLEVIS PIN&COTTER PIN 21. BUNGEE, NOSE WHEEL STEERING 32. RUDDER PEDAL, L. INNER
6. BOLT &NUT 14. TUBE, RUDDER CONTROL 22. JAM NUT 33. RUDDER PEDAL, R. INNER
7. SUPPORT BLOCK, UPPER IS. CLEVIS ROD 23. ROD END. BUNGEE 34. RUDDER PEDAL, R. OUTER
2. SUPPORT BLOCK, LOWER 16. CLEVIS PIN &COTTER PIN 2 4. BOLT &NUT 35. BRACKET, TUBE SUPPORT
Figure 5-11. Rudder and Steering Pedal Assembly (Typical)

1G14
1G14
h. Connect the steering rods (21) to the rudder pedals (32 and 33) and secure with
bolts and nuts (24). Check steering rod adjustment per Alignment of Nose Gear, Section
VII.
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 (19) to the arms provided on the
torque tube and secure with bolts, washers, nuts and cotter pins (2). Allow the ends free to
rotate.
k. Swing the tee bar into place and secure with attachment bolts, washers and nuts (15)
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.
m. Set rudder cable tension and check rigging and adjustment per paragraph 5-28.
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 fuel selector lever on the selector torque tube, secure with clevis pin and
safety with cotter pin.
s. Install the fuel selector covers and the rudder trim control knob.
t. Install the access to the aft section of the fuselage.
5-25. RUDDER CONTROLS.
5-26. REMOVAL OF RUDDER CONTROL CABLES. (Refer to Figure 5-12.)

a. To remove either the forward (13 and 14) or aft (17) rudder cable, first remove the
access panel to the aft section of the fuselage.
b. Disconnect the desired cable at the turnbuckle (15 or 16) in the aft section of the
fuselage.
c. Either forward rudder cable (13 or 14) may be removed by the following procedure:
1. Remove the tunnel cover in the aft area of the cabin by removing the carpet over
the tunnel and the cover attachment screws.
2. Remove the cable guard plate (10) from the underside of the pulley cluster (12)
that is located in the aft area of the floor tunnel, 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 floor panel. Lift the panel
and remove from airplane.
4. From within the area of the floor opening, remove the cable rub blocks (6) that
are attached to the spar housing by removing the block attachment screws. Also remove the
cable guard pin (9) at the pulley (8) cluster in the aft area of the opening by removing a
cotter pin from one end of the guard.
6. Remove the lower selector cover, and the fuel selector control lever by removing
the attachment pin, at the bottom of the lever, that holds the lever on the selector torque
tube.
7. 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.
1G15
8. Remove the forward head duct from one side of the floor tunnel. (Preferably
from the side from which the control cable is to be removed.)
9. Move the cable guard (4) located under the pulley cluster (5) and below the fuel
selector by removing the cotter pin from the exposed end and sliding it to the left or right as
required.
10. Disconnect the end of the cable from the arm on the rudder pedal torque tube
by removing the cotter pin, nut, washer and bolt (2).
11. Draw the cable from the floor tunnel.
d. The aft rudder control cable (17) may be removed by the following procedure:
1. Remove the tail cone by removing its attachment screws.
2. Disconnect the cable from the sector assembly (18) by removing cable guards
from the sector assembly and pulleys.
3. Draw the cable through the fuselage.
5-27. INSTALLATION OF RUDDER CONTROL CABLES. (Refer to Figure 5-12.)
a. The forward rudder control cables (13 and 14) 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 (1) by
installing bolt, washer, nut and cotter pin (2). Allow the cable end free to rotate.
3. Connect the cable (13 or 14) to the aft control cable (17) at the turnbuckles (15
and 16) in the aft section of the fuselage. If the aft control cable is not installed, install at
this time per step b. Ascertain that each cable is in the groove of its pulley.
4. Move the cable guard (4) that is located in the forward tunnel, under the pulley
cluster (5) and below the fuel selector into position, and secure with cotter pin.
5. Within the area of the floor opening aft of the main spar, install the cable guard
blocks (6) onto the spar housing and secure with screws, and the cable guard pin (9) at the
pulley cluster (8) in the aft area of the opening by sliding it into position and fastening it
with a cotter pin.
6. Install the cable guard plate (10) under the pulley cluster (12) located in the aft
area of the aft floor tunnel and secure with screws.
7. Set cable tension and check rigging and adjustment per paragraph 5-28.
8. Install the heat duct and secure with screws.
9. Install the forward tunnel plate aft of the tee bar and secure with screws.
11. Place the fuel selector lever on the selector torque tube and secure with pin and
cotter pin.
13. Install the floor panel and seat belt attachment aft of the main spar securing the
panel with screws, and install the seats.
14. Install the cover and carpet of the aft floor tunnel.
b. The aft rudder control cable (17) may be installed by the following procedure:
1. Refer to Figure 5-12 to position the control cable
2. Connect cable at turnbuckles (15 and 16) in the aft section of the fuselage.
3. Install cable guard cotter pins above pulleys (19) and at the aft portion of the
sector assembly.
4. Set cable tension and check rigging and adjustment per paragraph 5-28.
5. Install tail cone and secure with screws.
c. Install the access panel to the aft section of the fuselage.

1G16
2062
1. RUDDER & STEERING PEDAL ASSY.

3. BOLT, BUSHINGS, WASHER & NUT.
4. GUARD PIN, CABLE
5. PULLEY CLUSTER
6. RUB BLOCKS
7. BOLT, BUSHINGS, WASHER & NUT
8. PULLEY CLUSTER
9. GUARD PIN, CABLE
10. GUARD PLATE, CABLE
11. BOLT, BUSHINGS, WASHER & NUT
12. PULLEY CLUSTER
13. CABLE, RIGHT FORWARD
14. CABLE, LEFT FORWARD
15. TURNBUCKLE, LEFT
16. TURNBUCKLE, RIGHT
17. CABLE, AFT
18. SECTOR ASSEMBLY
19. PULLEY, AFT
20. FITTING, STOP
Figure 5-12. Rudder Controls
Isued: 1/3/78 SURFACECONTROLS

1G17
5-28. RIGGING AND ADJUSTMENT OF RUDDER CONTROLS.

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 5-13. (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 5-22.)
3. Swing the rudder in the other direction and check travel as directed in Step 2.
4. Should the rudder travel be incorrect showing a gap between the tool any any
part of the control surfaces, the tail cone fairing should be removed and the stops reset to
obtain correct rudder travel. (Refer to Figure 5-14.)
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. Ascertain that the nose gear steering has been aligned and rudder pedals are
clamped together in neutral position, according to Alignment of Nose Landing Gear, Section
VII.
3. 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.
4. Check safety of turnbuckles.
c. Adjust the rudder pedal stops by pushing on the pilot's left rudder pedal until the
rudder stop is contacted. Adjust the pedal stop (on the fire wall) to provide 0.06 to 0.120 of an
inch clearance. Repeat the procedure with the copilot's right rudder pedal. Do not push rudder
harder than necessary to avoid cable stretch.
d. Install the tail cone and the access panel to the aft section of the fuselage.
5-29. RUDDER TRIM CONTROLS.
5-30. REMOVAL OF RUDDER TRIM CONTROLS. (Refer to Figure 5-15.)

a. Remove the fuel selector panel cover by removing the rudder trim knob (2), cowl flap
knob on (PA-32RT-300T), and the cover attachment screws.
b. Place trim knob (2) back on assembly and rotate to the extreme left
(counterclockwise) trim position.
c. Disconnect the housing lug from the arm on the rudder pedal torque tube by
removing cotter pin, nut, washer and bolt (7).
d. Remove the threaded bushing (4) from the aft end of the mounting channel (8) by
removing cotter pin and clevis pin (5).
e. The mounting channel (8) may be removed by removing the channel attachment
screws inside of the channel. The middle and aft screws (9) need only be turned out while the
forward screw (10) is secured by a nut on the underside of the tunnel. To remove the forward
screw, lift the floor carpet on the right side of the tunnel adjacent to the channel and remove the
access plate on the side of the tunnel. Secure the nut and turn out the screw.

1G18
836
LOCATE ABOVE BOTTOM

ROW OF RIVETS ON FIN
Figure 5-13. Rudder RiggingTool
864
1. RUDDER STOP
2. JAM NUT
3. COTTER PIN
Figure 5-14. Rudder Travel Adjustments

1G19
.25 must be held when trim assembly

Installed with rudder pedals in neutral position.
1. EXTENSION,SHAFT
5-31.INSTALLATION OF RUDDER TRIM CONTROLS. 3.(Refer to Figure 5-15.)
LOCKSCREW
4. BUSHING
5. CLEVIS PIN
6. HOUSING, CONTROL SHAFT
7. BOLT ASSEMBLY
8. CHANNEL, MOUNTING
9.SCREWS
10. SCREW
11. CLIPS
12. SAFETY WIRE
13. SHAFT, CONTROL
14. SPACER PLATE
Figure 5-15. Rudder trim Control
5-31. INSTALLATION OF RUDDER TRIM CONTROLS. (Refer to Figure 5-15.)

a. Install the trim control mounting channel (8) on the upper side of the floor tunnel. A
spacer plate (14) is installed between the channel and the tunnel. Install the middle and aft
attachment screws (9). These screws are secured with anchor nuts. The forward screw (10) is
secured with a nut that must be held from within the tunnel.
b. Install the access plate on the side of the tunnel and secure carpet in place.
c. Before attaching the assembly to the mounting channel, ascertain that the clips (11)
are installed so the safety wire (12) will be on top. Also that the threaded bushing (4) is installed
on the assembly shaft ( 15)with the welded attachment bushing forward or toward the housing.
d. Attach the housing lug to the arm provided on the rudder pedal torque tube and
secure with bolt, washer and nut (7). Tighten the nut only finger tight and safety with cotter
pin.
e. Clamp the rudder pedals in neutral and position the threaded bushing (4) and shaft
extension (1) in the mounting channel (8) and then install the clevis pin and cotter pin (5).
Ascertain that dimensions noted in Figure 5-15 are maintained.
f. Reinstall items removed to gain access to rudder trim control.
g. Ascertain that neutral indicator aligns with neutral position on the cover placard.
h. Insure that a minimum of five turns of the rudder trim control (on the ground) is
required to move the trim tab from its neutral position to its full left or full right position.
5-32. RIGGING AND ADJUSTMENT OF RUDDER TRIM CONTROLS. No

adjustments are necessary other than those required during installation of the assembly in the
airplane as given in paragraph 5-31.
Revised:10/3/80 SURFACECONTROLS
1G20
1876
I. BRACKET, ROO ATTACHMENT

3. JAM NUT 17. SPROCKET, TENSION SPRING
4. ROD, FLAP CONTROL 18. BOLT, WASHER & NUT
5. BOLT. BEARING BLOCK ATTACHMENT 19. BRACKET, BEARING BLOCK
6. BRACKET, BEARING BLOCK 20. CHAIN, TENSION SPRING
7. BLOCK. BEARING 21. CLEVIS BOLT, BUSHING NUT & COTTER PIN
8. NUT, LOCK 22. SPRING, TENSION
9. SCREW, FLAP AOJUSTMENT 23. CABLE, FLAP CONTROL
24. PULLEY 31. SPROCKET, RETURN SPRING
I 1. CRANK (ARM), TORQUE TUBE 25. TURNBUCKLE 32. CHAIN, RETURN SPRING
12. BOLT, WASHER & BUSHING 26. CLEVIS BOLT, NUT & COTTER PIN 33. BLOCK, BEARING
13. FITTING. TORQUE TUBE STOP 27. BOLT, BUSHING, WASHER & NUT 34. SPRING. RETURN
14. TUBE, TORQUE 28. BRACKET, FLAP HANDLE 33. BUTTON, FLAP RELEASE
15. BOLT, WASHER & NUT 29. HANDOLE,FLAP 36. RUB BLOCK
I6. BLOCK. BEARING 30. BOLT, WASHER & NUT 37. SAFETY COTTER PIN
Figure 5-16. Flap Controls

1G21
5-33. WINGFLAP CONTROLS.

5-34. REMOVALOF WINGFLAP CONTROLS.(Refer to Figure 5-16.)
a. The flap torque tube assembly may be removed by the followingprocedure:
1. Remove the accessplate located between the underside of the aft section of each
wing and the fuselageby removingattaching screws.
2. Remove the floor panel located aft of the main spar by removing the center
seats, seat belt attachments and the screws securingthe panel. Lift the panel and
remove from airplane.
3. Disconnect the left and right flap control tubes (rods) (4) at the flaps by
removing the nuts, washers and bolts (2) or at the torque tube cranks (arms) (11) by
removing the bolts and washers(12) from the inner side of each crank. It willbe necessary
to remove bolt (12) through a hole in the side skin of the fuselagelocated over the torque
tube with the flap handle moved to its 40 degree position.
4. With the flap handle (29), fully extend the flaps and disconnect the flap tension
spring (22) at the spar or the aft end of the control cable (23) as desired.
5. Grasp the flap handle, release the plunger (35) and allow the flap to return to
the retracted position. Use caution as forward pressure will be on the handle with the
tension spring (22) disconnected.
6. Disconnect the flap return spring(34) at the spar or return chain (32) 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 blocks (16 and 33) by removingthe block attachment
bolts (15).
9. Remove the nuts, washers and bolts (10) securing the right and left cranks (11)
and stop fittings (13) on the torque tube.
10. From between each wing and the fuselage, remove the cranks (11) from the
torque tube.
11. Disconnect one bearing block (7) from its mounting brackets (6) 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 (23) may be removed by the followingprocedure:
1. If the center seats and floor panel have not been removed, remove the seats and
the screws securingthe floor panel.
2. Disconnect the flap tension spring (22) from the cable (23) 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 (2) by removing cotter pin, nut, clevispin
and bushing (21).
5. Removethe flap handle bracket and trim control wheel cover.
6. Remove the aft heat deflectors on each forward floor tunnel by sliding far
enough to releasethe spring gasteners.
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 (24) located inside
the floor tunnel just ahead of the spar housing.

1G22
9. Remove the cable rub blocks (36) located in the floor opening on the aft side of
the spar housing by removing the attachment screws.
10. Disconnect the cable turnbuckle (25) at the flap handle by removing cotter pin,
nut and bolt (26). Check bolt (26) per information in Section III of this manual.
c. Remove the flap handle (29) and bracket (28) by disconnecting the cable turnbuckle
from the handle and removing the bolts securing the bracket to the floor tunnel.
5-35. INSTALLATION OF WING FLAP CONTROLS. (Refer to Figure 5-16.)

a. The flap torque tube assembly may be installed by the following procedure:
1. Install the chain sprockets (17 and 31) with chains (20 and 32) on the torque tube
(14) and secure with bolts, washers and nuts (18 and 30).
2. Slide the tube stop fittings (13) on their respective ends of the torque tube.
3. Ascertain that one bearing block fitting (7) is installed between its attachment
brackets (6).
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).
7. Push the torque tube cranks (arms) (11) on each end of the torque tube and
slide the stop fitting (13) 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 (7) thus allowing no side play
of the assembly. Tighten the bolt assemblies (10) on the stop fittings.
8. Install the tube support blocks (16 and 33) on their support brackets (19) and
secure with bolts (15).
9. Connect the flap return spring (34) to the return chain (32) 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 (22). Release the
flap handle to the forward position.
12. Connect the flap control tube (4) to the flap and/or torque tube crank (11) and
secure. The bolt (12) 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 (29) with bracket (28), place the assembly on the floor
tunnel and secure with bolts.
c. The flap control cable (23) may be installed by the following procedure:
1. Attach the cable (23) and turnbuckle (25) to the flap handle arm and secure
with a new clevis bolt, nut and cotter pin (26). Ascertain that the turnbuckle end is free to
rotate on the arm.
2. Route the cable through the tunnel and spar housing.
3. Install the cable rub blocks (36) 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 cable end to the tension chain (20) and secure with bushing, clevis
bolt, nut and cotter pin. If the chain is not installed because of the torque tube assembly
being removed, install the assembly as given in step c.

1G23
981 852
Figure 5-17. Flap Step Adjustment Figure 5-18. Flap Rigging Tool
6. Pull the flap handle (29) full back and connect the tension spring (22) to the cable
end.
e. Install the tunnel cover and secure with screws. Also the tunnel carpet, heat
deflectors, and bracket cover.
f. Install the floor panel and seat belt attachments. Secure with screws and install seats.
5-36. RIGGING AND ADJUSTMENT OF WING FLAPS.

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 .60 of an inch between the stop fitting and the bearing
block as measured along the top side of the screw. (Refer to Figure 5-17.) It may be necessary to
loosen the adjustment screw of the left stop.
d. Place a .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 up-lock position. If it extends,
turn the adjustment screw out a few threads at a time until the flap remains in the up-lock
position with the spacer inserted. Tighten the jam nut. Remove the .125 spacer.
e. Rotate the left stop adjustment screw until it contacts the stop fitting. Tighten the jam
nut.
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, remove the flap handle cover and enough tunnel carpet to remove the tunnel coverjust aft
of the handle. Adjust and resafety the turnbuckle.

1G24
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 riggingtool as shown in Figure
5-18 against the underside of the wing and flap as close as possible to the outboard end 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 dimensionsgivenin Figure 5-20.)
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 againstthe
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 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
aboveneutral,
k. Check the flap for full down travel to the degreesrequired 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 necessaryto reviewsteps d thru j.
L Checkoperation of the flap and flap handle ratchet mechanism.
m. Install access plates and panels.
Issued: 1/3/78 - SURFACE CONTROLS

1H1
MATERIAL:
.125X 3.531 X 1.0 ALUM. PLATE
3.531
.062R.
.0621 .125 .625
1.0
.062R.
t
.250
.250
2.781 .750
Figure 5-19. Fabricated Aileron Bellcrank Rigging Tool

1H2
MATERIAL: NOTE:
.750 X 31.50 X 4.00 ALUM. BAR I.DRILL AND TAP TO 1/4-28NF. BOLT AND FILE
TO REQUIRED LENGTH.
2.SPAR STOCKMAY BE USEDIN PLACE OF ALUM;
BAR STOCK.
SEE NOTE I
13.250
31.50
Figure 5-20. Fabricated Aileron and Flap Rigging Tool

1H3
i
MATERIAL:
1.0 X 23.19 X 3.82 ALUM. BAR SURFACE PARALLEL TO BASE LINE
STABILATOR CONTOUR
.25 SET BACK
BASE LINE
.94
1.53
2.28 1.00
— 15.03
LEADING EDGE
Figure 5-21. Fabricated Stabilator Rigging Tool

1H4
24.55
16.65
FOR
6.65 TRAVEL
MAKE FROM .12 ALUM.
Figure 5-22. Fabricated Rudder Rigging Tool

1H5
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. Replace pulley.
Cables not in place on Install cables cor-

pulleys. rectly. 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 Replace binding pulleys

rubbing. and/or provide clearance
between pulleys and
brackets.

guards.
Bent aileron and/or Repair or replace ai-

hinge. leron and/or hinge.
Cables crossed or Check routing of control

routed incorrectly. cables.

1H6
TABLE V-III. TROUBLESHOOTING CHART (SURFACE CONTROLS) (cont.)
AILERON CONTROL SYSTEM (cont.)
Control wheels not Incorrect control Rig in accordance with

synchronized. column rigging. paragraph 5-5.
Control wheels not hori- Incorrect rigging of Rig in accordance with

zontal when ailerons aileron system. paragraph 5-1 1.
are neutral.
Incorrect aileron Aileron control rods Adjust in accordance

travel. not adjusted properly. with paragraph 5-1 1.
Aileron bellcrank stops Adjust in accordance

not adjusted properly. with paragraph 5-11.
Correct aileron travel Incorrect rigging of 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 paragraph 5-1 1.
surfaces reach full and control cables.
travel.

1H7
TABLEV-III. TROUBLESHOOTINGCHART (SURFACECONTROLS)(cont.)
STABILATORCONTROLSYSTEM
Lost motion between Cable tension too low. AAdjustcable tension

control wheel and stabi- per paragraph 5-15.
lator.
Linkageloose or worn. CChecklinkage and
tiighten or replace.

Cablesnot in place Innstall cables cor-
on pulleys. re ctly.
Resistance to stabilator System not lubricated LLubricatesystem.

control movement. properly.
Cable tension too high. AAdjustcable tension
Per paragraph 5-15.
Bindingcontrol column. AAdjustand lubricate
Per paragraph 5-5.
Pulleys binding or RReplacebinding pulleys
rubbing. annd/or provide clearance
between pulleys and
brackets.
Cablesnot in place on Install cables cor-
pulleys. re ctly.
Cablescrossed or Check routing of control
Bent stabilator hinge. R epair or replace
stabilator hinge.
Incorrect stabilator Stabilator stops Adjust stop screwsper

travel. incorrectly adjusted. paaragraph 5-15.

1H8
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.
STABILATOR TRIM CONTROL SYSTEM
Lost motion between Cable tension too low. Adjust in accordance

trim control wheel with paragraph 5-21.
and trim tab.
Cables not in place on Install cables accord-
pulleys. ing to paragraphs 5-18
and 5-20.
Linkage loose or worn. Check linkage and

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.
NOTE Pulleys binding or Replace binding pulleys.
Refer to Section XII rubbing. Provide clearance between
for Autopilot and pulleys and brackets.
Automatic trim
service manual Cables not in place on Refer to paragraphs
information pulleys. 5-18 and 5-20.
Trim tab hinge binding. Lubricate hinge. If

necessary, replace.

1H9
TABLEV-III. TROUBLESHOOTINGCHART(SURFACECONTROLS)(cont.)
STABILATORTRIMCONTROLSYSTEM(cont.)
Trim tab fails to System incorrectly Checkand/or adjust

reach full travel. rigged. riggingper paragraph
5-21.
Trim drum incor- Check and/or adjust
rectly 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 position.
RUDDERCONTROLSYSTEM
Lost motion between Cable tension too low. Adjust cable tension
rudder pedals and per paragraph 5-28.
rudder.
Linkageloose or worn. Check linkageand
tighten or replace.
Bolts attaching rudder Tighten bellcrankbolts.
to bellcrankare loose.
Excessiveresistance System not lubricated Lubricate system.

to rudder pedal properly.
movement.
Rudder pedal torque Lubricate torque tube
tube bearingin need bearings.
of lubrication.
Cable tension too high. Adjust cable tension
per paragraph 5-28.
1H10
TABLEV-III. TROUBLESHOOTINGCHART(SURFACECONTROLS)(cont.)
RUDDER CONTROLSYSTEM(cont.)
Excessive resistance Pulleys binding or Replace binding pulleys

to rudder pedal rubbing. and/or provide clearance
movement. (cont.) between pulleys and
brackets.

guards.

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
Trim control knob System not lubricated Lubricate system.

moves with excessive properly.
resistance.

1H11
TABLE V-III. TROUBLESHOOTINGCHART(SURFACECONTROLS)(cont.)
FLAP CONTROLSYSTEM
Flaps fail to extend Control cable broken Replace or reconnect

or retract. or disconnected. control cable. (Refer
to paragraph 5-35.)
Flaps not synchro- Incorrect rigging Adjust flaps per in-

nized or fail to of system. structions in paragraph
move evenly when 5-36.
retracted.

1H12
SECTION
VI
HYDRAULIC
SYSTEM
Aerofiche
Paragraph Grid No.
6-1. Introduction .................................. . IH 14
6-2. Description .................................... . H14
6-3. Troubleshooting .............. .................... IH 18
6-4. HydraulicPump ................... .............. H 19
6-5. Removalof HydraulicPump ..................... H 19
6-6. Disassemblyof HydraulicPump ................... IH 19
6-7. Cleaning,Inspection and Repairsof Hydraulic Pump ....... IH 19
6-8. Assemblyof Hydraulic Pump .................... 1H20
6-9. Test and Adjustment of HydraulicPump .............. H 21
6-10. Installation of HydraulicPump ................... III
6-11. Gear Back-UpExtender Actuator Assembly .................. 1I1
6-12. Removalof Gear Back-UpExtender Actuator Assembly ..... 1I1
6-13. Installation of Gear Back-Up Extender Actuator Assembly . . 112
6-14. Check and Adjustment of Gear Back-Up Extender Actuator . . . 114
6-14a. Operational Check of Retractable LandingGear System ..... 116
6-15. Nose Gear Actuating Cylinder . ................... 117
6-16. Removal of Nose Gear Actuating Cylinder ............. 117
6-17. Disassemblyof NoseGear Actuating Cylinder .......... 118
6-18. Cleaning,Inspection and Repair of Nose Gear Actuating Cylinder 119
6-19. Assemblyof Nose Gear Actuating Cylinder ............ 119
6-20. Installation of NoseGear Actuating Cylinder .......... 119
6-21. Main Gear Actuating Cylinder ...... .................... . 119
6-22. Removal of Main Gear Actuating Cylinder ............. 119
6-23. Disassemblyof MainGear Actuating Cylinder .......... 1111
6-24. Cleaning,Inspection and Repairof Main Gear Actuating Cylinder 1111
6-25. Assemblyof Main Gear Actuating Cylinder ............ 1I11
6-26. Installation of Main Gear Actuating Cylinder ........... 1112
6-27. HydraulicLines ................... ....... . 1112
6-28. Removaland Installation of HydraulicLines ............ 1112
6-29. Testing HydraulicSystem .......................... . 1112
6-30. ServicingHydraulic Pump/Reservoir ...................... 1113
Revised: 9/2/78
1H13
SECTIONVI
HYDRAULICSYSTEM
6-1. INTRODUCTION.The hydraulic system components covered in this section consist

of the combination hydraulic pump and reservoir,gear back-up extender actuator 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 the landinggear and components is covered
in Section VII.
This section provides instructions for remedying difficulties which may arise in the
operation of the hydraulic system. The instructions are organized so that the mechanic can
refer to: Description of the System, for a basic understanding of the system;
Troubleshooting, for a methodical approach in locating difficulty; CorrectiveMaintenance,
for the removal, repair and installation of components; and Adjustmentsand Checks, for the
operation of the repaired system.
CAUTION
Prior to starting any investigation of the hydraulic system,
place the airplane on jacks. (Refer to Jacking, Section II.)
6-2. DESCRIPTION. Hydraulic fluid to the landing gear actuating cylindersis supplied by
an electrically powered reversible pump located below the raised floor in the forward
baggagecompartment at station 45. A reservoiris also an integral part of the pump. The
pump is controlled by a selector switch on the instrument panel to the left of the control
quadrant. As the switch 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
increasesat 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 passagesdepending on
the rotation of the pump to retract or extend the gear.
A pressure switch is installed on a cross fitting connected to the pump mount
assembly. During retraction the pressure switch is the primary means to shut down the
pump. This switch opens the electrical circuit to the pump solenoid when the gear fully
retracts and the pressurein the system increases.The switch will continue to hold the circuit
open until pressure in the system drops when at that time the pump will again operate to
build up pressure as long as the gear selector handle is in the up position. The down position
of the selector does not affect the pressure switch. (For Specific Pressures refer to Table
VI-I.)
Issued:1/3/78 HYDRAULICSYSTEM
1H14
The hydraulic pump is a gear type unit driven by a 14-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 thermal relief valve is incorporated in the pump.
This relief valve will open at 2250 250 psi and allow fluid to flow into the reservoir. Other
valves in the pump, channel fluid to the proper outlet during retraction or extension of 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. (For specific pressure refer to Table
VI-I.)
Also in the system is a by-pass or free-fall valve that allows the gear to drop should a
malfunction in the pump system occur. To prevent the gear from extending too fast, there is
a special restrictor nipple on the main gear retraction line. The valve is controlled manually
or by a gear back-up extension device that is operated by a pressure sensing device which
lowers the gear regardless of gear selector handle position, depending upon airspeed and
engine power (propeller slipstream). Gear extension occurs even if the selector is in the up
position, at airspeeds below approximately 103 KIAS with engine power off. The device
also prevents the gear from retracting at airspeeds below approximately 81 KIAS at sea level
with full power, though the selector switch may be in the up position. This speed increases
with reduced power and/or increased altitude. The sensing device operation is controlled by
a differential air pressure across a flexible diaphragm which is mechanically linked to the
hydraulic valve and an electrical switch which actuates the pump motor. A high pressure and
static air source for actuating the diaphragm is provided in a mast mounted on the left side
of the fuselage above the wing. Manual override of the device is provided by an emergency
gear lever located between the front seats to the right of the flap handle.
The emergency gear lever, used for emergency extension of the gear, manually releases
hydraulic pressure to permit the gear to free-fall with spring assistance on the nose gear. The
lever must be held in the downward position for emergency extension. This same lever,
when held in the raised position, can be used to override the system, and gear position is
controlled by the selector switch regardless of airspeed/power combinations. The lever must
also be held in the raised position when hydraulic system operational checks are being
conducted. An override latch allows the emergency extension lever to be retained in the up
override position. The latch is disengaged by pulling up on the extension lever. The lever
includes a centering device to return the handle to neutral, when not latched in override. An
auto extension off light is mounted below the gear selector switch, and flashes to indicate
whenever the latch is in use. The auto extension off light is controlled by a switch and
flasher mounted behind the instrument panel.
For a description of the landing gear and electrical switches, refer to Section VII,
Landing Gear and Brake System.
SEE CAUTIONNOTE ON GRID 1H18
Issued: 1/3/78 HYDRAULIC SYSTEM

1H15
HIGH PRESSURE CONTROL

/ 2000 to 2500 psI
FILTER
RESERVOIR
THERMAL RELIEF
2250 + 250 psi
LOW PRESSURE
CONTROL
650 150 psi DIFFERENTIAL
GEAR UP PRESSURE SWITCH
CHECK VAL VE
OFF at 1400 + 100 ps
ON at 200 to 400 psi
SHUTTLE VALVE
DELIVERED PRESSURE
400 to 800 psi
I
Figure 6-1. Schematic Diagramof Hydraulic System
Revised 6/15/79 HYDRAULIC SYSTEM

1H16
NOTES
1. ADJUST CONNECTOR ON EDGE OF
CONTROL CABLE TO OBTAIN .65 IN
MAXIMUM EXPOSUREON DIAPHRAGM 1. ACTUATING CYLINDER, RIGHT
SHAFT AS SHOWN IN FIGURE6-6. VIEW 2. NIPPLE, RESTRICTOR (SEE NOTE)
B-B. 3. GEAR BACK-UP EXTENDER ACTUATOR
4. BACK-UP EXTENDER MAST
2. A SPECIAL RISTRICTOR NIPPLE (2)
S. ACTUATING CYLINDER, LEFT
IS INSTALLED ON THE MAIN GEAR 6. LEVER EMERGENCY EXTENDER
RETRACTION LINE. DO NOT 7. ACTUATING CYLINDER, NOSE
MISTAKE THIS FOR A STANDARD 8. PRESSURE SWITCH
AN NIPPLE. 9. PUMP/RESERVOIR
Figure 6-2. Hydraulic SystemInstallation
Revised:7/15/81 HYDRAULIC SYSTEM

1H17
CAUTION
Prior to starting any investigation of the hydraulic system,
place the airplane on jacks. With the airplane on jacks, pull
the emergency extension lever up and latch in override
position thus preventing the buildup of unnecessarypressure
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
emergency extension lever down, 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.
6-3. TROUBLESHOOTING.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. Table VI-III at
the back of this section, lists the troubles which may be encountered and their probable
cause, and suggestsa remedy for the trouble involved.A hydraulic system operational check
may be conducted using Figures 6-1 or 6-2. Whenthe 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 it is found that the hydraulic pump is at fault and requires

disassembly,it is recommended that it be overhauled by an
accredited overhaul facility. Pressurechecks with adjustments
may be accomplishedin accordance with instructions given in
Paragraphs 6-6 thru 6-9.
1H18
6-4. HYDRAULIC PUMP.
6-5. REMOVAL OF HYDRAULIC PUMP. The hydraulic pump with reservoir incorpor-
ated 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 contam-
ination.
c. Remove pump by removing pump attaching bolts.
6-6. DISASSEMBLY OF HYDRAULIC PUMP. (Refer to Figure6-3.) 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 compo-
nents 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 inspec-
tion 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
(11) 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 identi-
fied with their cavities; otherwise, it will be necessary to readjust each valve for proper operat-
ing pressure.
6-7. CLEANING, INSPECTION AND REPAIRS OF HYDRAULIC PUMP.
NOTE
Repair facilities must be clean to prevent contamination of

pump components. Proper and careful handling should be
exercised to prevent damaging pump components.
Revised:9/2/78 H 9 HYDRAULICSYSTEM
1H19
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 scatches, scores, chips, cracks and wear.
d. Inspect motor for worn brushes (minimum of .218 brush remains between the braided
wire and commutator end), excess 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 replace-
ment if required.
3. Remove brush wire and brush from by-metal heat protector.
4. Solder new brush wires to head assembly and by-metal 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
Insure 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 OF HYDRAULIC PUMP. (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 prevent 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
insure 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.
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-H-5606A) 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.
Revised: 9/2/78 HYDRAULIC SYSTEM

1H20
4. Ascertainthe seal ring is properlypositionedand connect the motor to a 14-volt

power supply, with an ammeter in the circuit. Install and tighten the screw (18) 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 OF HYDRAULIC PUMP. (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 and ascertain
that fluid is within 1/2 inch of the bottom of the filler plug hole. Should fluid be below this
level, add fluid, MIL-H-5606A, through the filler hole. 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.
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.)
6. Connect blue lead to positive terminal of power supply. Pump should operate
and the high pressure gauge should indicate a specific pressure, as given in Table VI-I.
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.
Revised6/15/79 HYDRAULIC SYSTEM

1H21
LANCE
1. HEAD, MOTOR
2. SPRING, BRUSH
3. BRUSH
4. BOLT, THROUGH
5. O-RING (MS2775-012)
6. WIRE LEAD
2
7. BALL, THRUST
8. ARMATURE
9. FRAME, MOTOR
10. SLEEVE 7
11. WASHER, THRUST
12. SCREW, VENT AND FILLER
13. RESERVOIR
14. SEAL
15. CASE, VALVE AND GEAR
16. BASE, PUMP
17. BOLT
18. SCREW (8)
19. BOLT 4
20. BUSHING 9
21. WASHER
22. GROMMET
23. WASHER
24. BUSHING 10
25. SHELF
26. NUT
11
12
13
HIGHPRESSURE PRESSURERELIEF
THERMALRELIEF
19 15
Figure 6-3. Hydraulic pump/Reservoir, Exploded View
Issued:1/3/78 1H22 HYDRAULICSYSTEM

1H22
GROUND-BLACK
HIGH PRESS.-BLUE
LOW PRESS.-GREEN
HIGH PRESSURE PORT-1
+14 V.D.C. (ONE ONLY)
-14 V.D.C.
Figure 6-4. Test and Adjustments of Hydraulic Pump.

1H23
TABLE VI-I. LEADING PARTICULARS, HYDRAULIC SYSTEM
HYDRAULIC PUMP HYC5005
Hydraulic Pump 2000 to 2500 psi

High Pressure 650 + 150 psi
Low Pressure 45 cu. in. per min.
Flow Rate @ 1000 psi MIL-H-5606
Hydraulic Fluid 2250 + 250 psi
Relief Valve (Thermal) 400 to 800 psi
Shuttle Valve Delivered Pressure
Pressure Switch
Open (OFF) Pressure 1400 ± 100 psi
Close (ON) Pressure Pressure decreasing
200 to 400 psi
TABLE VI-II. CHARACTERISTICS, HYDRAULIC PUMP MOTOR
Electrical Characteristics:
Voltage 14 V.D.C.
Rotation Reversible
Polarity Negative ground
Operating Current 75 amps, max. at 14-volts
(both rotations)
Operating Time 12 seconds max. with a current load
of 75 amperes at 77 ° F
Overload Protection Thermal circuit breaker
Automatic Reset Time 12 seconds, max.
Location, Automatic Reset Commutator end head of motor
Mechanical Characteristics:
Bearings Absorbent bronze

(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.
(Adjust by selection of thrust
washers on drive end of
armature shaft)
Issued: 1/3/78 1H24 HYDRAULIC SYSTEM

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. Disconnect green lead. Both pressure gages 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 a high pressure indication on the pressure gauge, the ammeter should
read 75 amperes maximum. Disconnect the blue lead.
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.
6-10. INSTALLATION OF HYDRAULIC PUMP. (Refer to Figure 6-3.)

a. Insert grommet (22) in pump base mounting hole.
b. Insert bushing (20) in grommet (22).
c. Place washer (21) over bolt (19) and insert bolt through grommet (22) and bushing
(20) and pump base (16).
d. Place washer (23) and bushing (24) over bolt (19) and secure to mounting shelf (25).
e. Connect hydraulic Linesto pump.
f. Connect pump electrical leads. Blue wire to gear up solenoid, green wire to gear
down solenoid, and black wire to ground.
g. Check fluid level in pump. Refer to Section II for filling instructions.
h. With airplane on jacks, operate pump to purge hydraulic system of air, and check for
leaks. After operation, recheck fluid level.
6-11. GEAR BACK-UP EXTENDER ACTUATOR ASSEMBLY.
6-12. REMOVAL OF GEAR BACK-UP EXTENDER ACTUATOR ASSEMBLY. (Refer to

Figure 6-6.) The back-up extender actuator is located under the center seat floorboard. To
reach the actuator, remove the center seats and floorboard.
a. Disconnect the actuator electrical leads at the quick disconnect terminals.
b. Disconnect the manual override control rod (30) at the actuator control arm (19) by
removing cotter pin, washers, and clevis pin (1).
c. Disconnect the pressure (13) and static (11) hoses from the elbows (12) of the
diaphragm housing (10) by releasing clamps and sliding the hoses from their elbows. The
hoses should be tagged for ease of reassembly.
d. Place a shop cloth under the actuator hydraulic valve (25) to absorb fluid, and then
disconnect the hydraulic tubes (26, 39, 40 and 41) from cross (38) and tee (46). Cover open
tubes and fittings to prevent contamination.
Revised:9/2/78 HYDRAULICSYSTEM
111
1. LANDING GEAR OVERRIDE SUPPORT BRACKET

2. ALIGNING TOOL
3. DIAPHRAGM SUPPORT BRACKET
Figure 6-5. CheckingAligningBrackets of Gear Back-UpExtender Actuator
e. Remove the hardware that secure the actuator base to the mounting brackets. There
are two mounting bolts at the inboard side of the base and one mounting screw at the
outboard side of the diaphragm housing. Removethe actuator from the mounting brackets.
6-13. INSTALLATION OF GEAR BACK-UPEXTENDER ACTUATOR ASSEMBLY.

a. Position the gear back-up extender actuator against its mounting brackets and install
attaching hardware. Do not tighten nuts.
NOTE
With the base attached and before installing the attaching
screw through the ring of the diaphragmhousing, insure that
the attaching holes in the housing and mounting bracket align
without using force. Should they misalign, it may be
necessary to reform the main fuselagemounting bracket.
To reform the main fuselage mounting bracket, an aligning

tool may be used. (Refer to Figure 6-5.) This tool may be
fabricated from dimensions given in Figure 6-10. When
proper alignment has been accomplished, tighten the
attaching hardware.
0
112
31
DETAIL A
a
837 MAX
VIEW 8-B
40
IL A
1. CLEVIS PIN 16. SHAFT, DIAPHRAGM 31. SPACER
2. SCREW, ADJUSTMENT 17. CLEVIS PIN 32. ADJUSTMENT NUT
3. BASE 18. LINK 33. WASHER
4. NIPPLE 19. ARM, ACTUATING 34. CAM
5. TEE 20. SCREW 35. ECCENTRIC BOLT
6. BOLT & NUT 21. SWITCH, PUMP 36. NUT
7. HOUSING ASSEMBLY, STATIC 22. SCREW& NUT 37. ELBOW
8. SEAL 23. ACTUATOR, SWITCH 38. TEE
9. RING, HOUSING 24. SPRINGS 39. TUBE
10. HOUSING ASSEMBLY, PRESSURE 25. VALVE, HYDRAULIC 40. TUBE
11. HOSE, STATIC 26. TUBE 41. TUBE
12. ELBOW 27. ELBOW 42. NIPPLE
13. HOSE PRESSURE 28. JAM NUT 43. NIPPLE
14. NUT 29. ANCHOR
15. BUSHING, TEFLON 30. PUSH ROD
Figure 6-6. Gear Back-Up Extender Actuator
Revised: 7/15/81 HYDRAULIC SYSTEM

113
b. Connect the manual control push rod (30) to the actuator control arm (19) using
clevis pin ( ). Place a washer over end of clevis pin and secure with cotter pin.
c. Move the actuator on its mounting brackets to allow the manual control push rod to
have maximum clearance from the left stabilator cable and center in the fairlead on the aft
face of the main spar box. Check system for sufficient travel and freedom of movement of
controls. Tighten actuator attaching hardware.
NOTE
Care should be used when attaching the forward hose (13) to

the diaphragm assembly (10) so that no strain is placed on
the teflon bushing (15) and diaphragm shaft (16), thus
causing friction in movement.
d. Connect hydraulic tubes (26, 39, 40 and 41) to respective tees (5) and (38).
e. Connect the pressure (13) and static (11) hoses to the elbows (12) of the diaphragm
housing (10). Secure hoses with clamps.
f. Connect the actuator electrical leads terminal to their mating terminals and insulate.
Refer to the electrical schematic for hookup.
g. Check the actuator adjustments as given in Paragraph 6-14.
h. Check to ensure that maximum distance between end of link (18) and teflon bushing
(15) does not exceed .65 inch. Override must be engaged for this check. Make any adjustments
at the control cable assembly connector located at the spar box linkage (Refer to Figures 6-2
and 6-6).
i. Install floorboard and center seats.
6-14. CHECK AND ADJUSTMENT OF GEAR BACK-UP EXTENDER ACTUATOR.

a. If diaphragm failure is suspected note the following:
1. If the landing gear retracts or extends at too high an airspeed or will not retract
at all unless the back-up extender is placed in the override position, then the diaphragm is
possibly defective.
2. If it is determined that the diaphragm is defective, then remove the Back-Up
Extender per instructions given in Paragraph 6-12 and install. Piper Kit No. 761 138V.
Back-Up Gear Extender Diaphragm Replacement. Instructions for installing the diaphragm
are included in the kit.
3. Following completion of Replacement Kit, reinstall the extender unit in the
aircraft and functionally test and adjust as outlined below and in Paragraph 6-14a.
b. Adjustment of the gear back-up extender actuator is preset to allow the hydraulic
valve (25) of the actuator to open when the airspeed is reduced below 103 KIAS with the
engine power OFF. This adjustment is accomplished by setting the tension of spring (24) on
the actuator with adjustment screw (2) as follows:
NOTE
The airspeed at which the hydraulic valve of the actuator

opens was preset at the factory under ideal conditions. There
could be some variations at different altitudes and
atmosphere conditions.
114
CAUTION
The micro switch (21) and eccentric bolt (35) must not be
adjusted. These components are set at the factory under
specific conditions, with the use of special set-up equipment.
NOTE
This adjustment will require two persons, a qualified pilot

and a mechanic to set the actuator adjustment screw (2).
1. Remove the center seats and floorboard.

2. The pivot screw (20) should be torqued 8 to 10 inch-pounds.
3. Loosen the jam nut (28) of the adjustment screw (2).
4. Ascertain that the electrical switch (21) will actuate with the use of the
emergency gear extension lever.
5. Fly the airplane (refer to Owner's Handbook). Should the spring tension be out
of adjustment very much, it may be necessary to assist gear retraction with the use of the
emergency gear extension lever moved to the up override position.
6. Loosen the adjustment screw (2) by turning counterclockwise until spring (24)
tension is free.
WARNING
While making adjustments, do not lay tools in area exposed

by the removal of floorboard. This may interfere with
airplane controls.
7. With the airplane at a safe altitude, slow the airplane to a glide of 109 KIAS with
the gear selector handle up and the throttle reduced to power OFF. (Gear unsafe light and
horn will indicate when power is reduced.) At 109 KIAS, slow the airplane at a rate of one
(1) knot per second until 103 KIAS is obtained, hold the airplane at this speed.
NOTE
Adjustment of the nut (32) may be necessary to increase or

decrease the spread between the gear up and gear down
actuation speeds. To expand the spread between these
speeds, loosen the nut. Tighten the nut to bring the airspeeds
closer together. Whenever the nut is adjusted, it may be
necessary to readjust the tension on the springs (24) and to
repeat the nut adjustment procedure. CAUTION should be
observed so as not to disturb the position of eccentric bolt
(35) in relation to the rest of the unit.
115
8. With the glide established, turn the adjustment screw (2) clockwise until the
gear drops. (First indication of gear dropping will be that the gear unsafe light comes ON.)
9. Climb again to a safe altitude and check that the gear drops at the correct
airspeed.
10. Land the airplane and tighten the adjustment screw jam nut (28).
c. To check adjustment of electrical switch, the following procedure may be used:
1. Place the airplane on jacks. (Refer to Jacking, Section II.)
2. Move the mixture control back to idle cut-off and the throttle to full
forward to prevent gear warning horn from sounding during adjustment.
3. Ascertain that the actuator tension springs are properly adjusted according
to Step a.
4. Retract the landing gear hydroelectrically by turning the master switch ON,
raising the emergency gear extension lever and moving the gear selector switch to the up
position. The emergency gear extension lever must be retained in the up position to keep
the gear up.
5. Check for proper switch operation by the following procedure:
(a) Turn master switch ON and move gear selector switch to the up
position. Pump should not operate.
(b) Move the emergency gear extension lever to the up override position.
Pump should operate and gear should retract.
(c) With selector lever up, slowly lower emergency gear extension lever to
allow gear to drop to down position. The pump should not operate at
any time during extension.
(d) Turn master switch OFF.
6. Check gear operation in the normal manner with the use of the gear selector
switch. The emergency extension lever must be held in the up override position.
7. Ascertain that gear is down and locked and remove airplane from jacks. Then
flight check the retractable landing gear system. (Refer to Paragraph 6-14a.)
6-14a. OPERATIONAL CHECK OF RETRACTABLE LANDING GEAR SYSTEM.
a. Maximum Gear Extend: Place the gear selector in the down position at 130 KIAS.
In approximately 5 to 10 seconds the three green gear lights should be on indicating that the
gear is down and locked.
b. Minimum Gear Retract: Allow approximately 8 seconds for the pressure in the
hydraulic system to normalize between gear extension and retraction. Place the selector
switch in the UP position at 109 KIAS. In approximately 5 to 10 seconds all the gear
indicating lights should be out, indicating that the gear is fully retracted.
c. Override Gear Down and Up:
1. Down: Establish a normal glide at approximately 113 KIAS, with power at idle.
Slowly move the override lever down, while observing the ammeter to confirm that the
hydraulic pump does not start. The gear should go down and lock. Move the gear selector
switch down. Release the override lever. The gear should remain down.
2. Up: Set maximum climb power. Maintain approximately 70 KIAS for
approximately 15 seconds. Move the gear selector switch to the up position. The gear should
not retract. Pull the override lever up. The gear should retract. Allow the airspeed to
increase to at least 113 KIAS. Release the override lever and the gear should remain up.

1I6
d. Gear "Back-Up" Down and Up:

1. Gear Down: Set power at idle. Glide the aircraft at 113 KIAS. Decrease the
airspeed at the rate of 1 knot per second. The gear should start down between 98 to 108
KIAS. Place the gear selector switch down, after the gear is down and locked.
2. Gear Up: Set maximum climb power. Maintain approximately 70 KIAS for
approximately 15 seconds. Move the gear selector up. The gear should stay down and
locked. Increase the airspeed at the rate of 1 knot per second. The gear should begin to
retract between 76 and 85 KIAS at zero density altitude. The speed at which the gear starts
up will increase 1.3 KIAS for each 1000 feet increase of density altitude.
3. Manual Override Up Latch: With the gear up, the aircraft in normal flight
configuration, select up on the gear override lever. Engage the up latch. The amber up latch
warning light, below the gear selector switch, should be flashing. Gradually slow the aircraft
below the auto gear extend speed and observe that the gear stays fully retracted. Disengage
the up latch. The flashing amber warning light should go out.
e. Gear Indicator Lights:
1. The green lights indicate when the corresponding gear is in the down and
locked position. Turn landing light switch on and off-observe ammeter for indication.
2. The red gear warning light will indicate an unsafe condition. It will indicate
when the gear is in an intermediate position neither fully up nor down. In conjunction with
the gear warning horn, it will indicate when the throttle setting is less than 14 ± 2 inches of
manifold pressure while the gear is not down and locked. It will also indicate when the gear
is down and locked while the selector switch is in the UP position, except at full throttle.
f. The Gear Warning Horn: It will sound in conjunction with red gear unsafe light
per the conditions noted above.
g. Micro Switch Check:
1. The forward throttle micro switch is checked by moving the throttle full
forward while the gear is down and the gear selector switch is in the up position. The horn
should stop sounding and the red light should go out. Retard the throttle slightly and the
horn and light should come on.
2. The aft throttle micro switch setting is checked as follows: With the gear up,
reduce the throttle at a normal rate. The gear warning horn and the red light should come
on at 14 inches of manifold pressure + 2".
6-15. NOSE GEAR ACTUATING CYLINDER.
6-16 REMOVAL OF NOSE GEAR ACTUATING CYLINDER.

a. Place the airplane on jacks. (Refer to Jacking, Section II.)
b. Disconnect the hydraulic lines from the actuating cylinder and cover the open line
ends to prevent contamination.
c. Disconnect the cylinder operating rod end, this will require manually unlocking
the nose gear to allow clearance from the engine mount for removal of attachment bolt.
117
2 4 5 6 7
1. SAFETY WIRE
2. END GLAND
3. "O" RING
4. "O" RING
5. PISTON
6. BODY, CYLINDER
7. "O" RING
Figure 6-7. Nose Gear Actuating Cylinder
CAUTION
Whenever aircraft is placed on jacks for the purpose of
manually retracting the nose gear assembly,insure the
nose gear downlock is fully disengagedbefore releasing
the nose gear drag links. Damage could occur to the
downlock if not disengagedfully.
d. Disconnect the aft end of cylinder from its attachment fitting and remove the
cylinder from the wheel well.
6-17. DISASSEMBLYOF NOSE GEAR ACTUATINGCYLINDER (Refer to Figure 6-7.)

a. With the cylinder removed from the airplane, mark the position of the end gland (2)
to facilitate reinstallation.
b. Remove safety wire (1) and unscrew end gland (2).
c. Additional disassembly of piston (5) and "O" rings (3), (4) and (7) may now be
accomplished.
Issued: 1/3/78 HYDRAULICSYSTEM

6-18. CLEANING, INSPECTION, AND REPAIR OF NOSE GEAR ACTUATING

CYLINDER.
a. Clean the cylinder parts with a suitable dry type solvent and dry thoroughly.
b. Inspect the cylinder assembly for the following:
1. Interior walls of the cylinder and exterior surfaces of the piston for scratches,
burrs, corrosion, etc.
2. Threaded areas for damage.
3. Rod end fitting and swivel fitting of cylinder for wear and corrosion.
c. Repairs to the cylinder and limited to polishing out small scratches, burrs, etc., and
replacing parts.
6-19. ASSEMBLY OF NOSE GEAR ACTUATING CYLINDER. (Refer to Figure 6-7.)

a. Install "O" ring (4) on the exterior of the end gland (2).
b. Install "O" ring (3) in the interior of the end gland.
c. Install "O" ring (7) on the body of the piston assembly.
d. Lubricate the areas around the "0" rings with hydraulic fluid, slide the end gland on
the piston rod and screw end gland in cylinder body (6).
e. Align reference marks and secure end gland with safety-wire (1).
f. Check smoothness of operation of the piston.
6-20. INSTALLATION OF NOSE GEAR ACTUATING CYLINDER.

a. Attach the cylinder to its attachment fitting using bolt and nut.
b. Attach the operating rod end to the downlock, this will require manually
unlocking the nose gear to allow clearance from the engine mount to install attaching bolt.
(Refer to Caution Note Paragraph 6-16).
c. Connect the hydraulic lines to the cylinder fittings.
d. Check the adjustment of the 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 the airplane from jacks.
6-21. MAINGEAR ACTUATINGCYLINDER.
6-22. REMOVAL OF MAIN GEAR ACTUATING CYLINDER.

b. Disconnect the hydraulic lines from the actuating cylinder and cover the open line
ends to prevent contamination.
c. Disconnect the gear downlock spring from the swivel fitting at the upper end of the
spring.
d. Remove the downlock spring swivel fitting and disconnect the cylinder operating
rod end from the upper side brace retraction fitting by removing the attaching nut, washer
and bolt.
e. Disconnect the cylinder from its attachment by removing nut and bolt.
f. Remove the cylinder from the wheel well.

119
895
BEARING
END
Figure 6-8. End Gland Locking Device(MainGear)
1767
10
1. END GLAND 6. PISTON

2. BACK-UP RING 7. CYLINDER BODY
3. "O" RING 8. "O" RING
4. RETAINER RING 9. CLEVIS
5. "O" RING 10. BEARING
Figure 6-9. Main Gear Actuating Cylinder

1110
6-23. DISASSEMBLY OF MAIN GEAR ACTUATING CYLINDER. (Refer to Figure 6-9.)

a. With the cylinder removed from the airplane, push the piston rod (6) (by hand)
toward the clevis (9) to remove oil from the unit.
b. Put clevis (9) only in a soft jaw vise and clamp against the clevis bearing (10).
c. If no pipe fitting is installed in the port of the end gland (1), install a fitting (1/8 -
27) into the port. This fitting need not be tight as it will be used for leverage only.
d. Rotate the gland counterclockwise (with use of fitting) until the end of the gland
lock ring (4) shows in the slot in the cylinder body (7). Reverse rotation of the gland
(clockwise direction) to allow the lock ring to move out of the slot. (Refer to Figure 6-8.)
(It may be necessary to give the ring an assist to start out of the slot. If so, insert a strong
wire pick or other available tool in the slot to lift up the end of the ring and then rotate
gland.)
e. Pull the piston (6) and end gland from the cylinder.
f. Remove O-rings as desired.
6-24. CLEANING, INSPECTION AND REPAIR OF MAIN GEAR ACTUATING

CYLINDER.
a. Clean the cylinder parts with a suitable dry type solvent and dry thoroughly..
b. Inspect the cylinder assembly for the following:
1. Interior walls of cylinder and exterior surfaces of piston for scratches, burrs,
corrosion, etc.
2. Threaded areas for damage.
3. End fitting retainer slot for excess wear.
4. Rod end fitting and swivel fitting of cylinder for wear and corrosion.
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.)
6-25. ASSEMBLY OF MAIN GEAR ACTUATING CYLINDER. (Refer to Figure 6-9.)

a. Install O-ring (5) on the exterior of the end gland (1).
b. Install O-ring (3) and back-up ring (2) in the interior of the end gland.
c. Install O-ring (8) on the body of the piston assembly.
d. Lubricate the areas around the O-rings with hydraulic fluid, park-o-lube or vaseline;
slide the end gland on the piston rod and the piston into the cylinder housing (7).
e. Insert the hook end of a new lock ring (4) (P/N 755 997) in the slot in the cylinder
body (7) and slot in the end gland (1). Rotate gland counterclockwise to completely wrap
lock ring into assembly.
f. Align port in end gland and cylinder body.
g. Check smoothness of operation of piston and static pressure test unit to check for
possible cut O-rings.
1I11
6-26. INSTALLATIONOF MAINGEAR ACTUATINGCYLINDER.

a. Attach the cylinder to its attachment fitting in the wheel wellusing bolt and nut.
b. Attach the operating rod end and downlock spring swivel fitting to the upper side
brace retraction fitting by using bolt, washer and nut. Ascertain swivel fitting is free to
rotate.
c. Connect the downlock spring to the swivelfitting.
d. Check the adjustment of the cylinder rod end. (Refer to Adjustment of Main
Landing Gear, Section VII.)
e. Operate pump to purge system of air and check fluid levelin reservoir.
f. Remove the airplane from jacks.
6-27. HYDRAULICLINES.
6-28. REMOVAL AND INSTALLATIONOF HYDRAULICLINES. Remove a damaged

hydraulic line by disconnecting the fitting at each end and by disconnectingwhere secured
by brackets. Refer to Figure 6-2 as an aid in the location of attaching brackets and bends in
the lines. Provide a small container for draining the line. Install a new or repaired line in
reverse. Operate the pump to purge the system of air and check fluid level in reservoir.
6-29. TESTING HYDRAULIC SYSTEM. The hydraulic system should be tested to

determine that it functions properly after performing any serviceor repairs. It is suggested
that the airplane be connected to an outside power source in order to conservethe battery.
(Refer to External Power Receptacle, Section II.)
CAUTION
Turn master switch OFF before inserting or removing
external power supply plug.
a. Place airplaneon jacks. (Refer to Jacking, Section II.)
b. With gear down, master switch ON, and circuit breaker closed, place landing gear
selector switch 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 gear retraction.
c. Place gear selector switch 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 leakageof hydraulic fluid.
d. Recycle the landing gear to determine that it functions properly.
CAUTION
Prior to removing the airplanefrom jacks, turn master switch
on and determine that all three green lights are energized.
This willindicate the landing gear is down and locked.

1112
e. To check operation of gear back-up extender actuator, refer to Paragraph 6-14 for
Check and Adjustment Procedures.
6-30. SERVICINGHYDRAULICPUMP/RESERVOIR. The fluid level of the reservoirof

the combination pump and reservoir should be checked every 50 hours by viewingthe fluid
through the filler plug hole in the hydraulic pump. Accessto the pump is through the panel
at the left side of forward baggagecompartment.
To check fluid level, remove the filler plug located on the forward side of the pump and
ascertain that fluid is within 1/2 inch of the bottom of the filler plug hole. Should fluid be
below this level, add fluid, MIL-H-5606A,through the filler hole. 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.
THIS SPACEINTENTIONALLYLEFT BLANK
1113
TABLE VI-III. HYDRAULICSYSTEMTROUBLESHOOTING
Landing gear retraction Landing gear actuator Reset circuit breaker

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

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

circuit wires broken.
Landing gear selector Check wiring.

Safety (squat) switch Readjust switch. (Refer

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

ative.
Pressure switch Replace switch.

inoperative.
Pump retraction sole- Replace solenoid.

noid inoperative
(inboard solenoid).

1114
TABLEVI-III. HYDRAULICSYSTEMTROUBLESHOOTING(cont.)
Trouble
I Cause Remedy
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.
Landing gear retraction Gear selector switch Check ground.

system fails to ground incomplete.
operate. (cont.)
Gear selector switch Replace switch.
inoperative.
Hydraulic pump ground Check ground.

incomplete.
Hydraulic pump inop- Replace or overhaul

erative. pump.
Auxiliary extender Replace unit.

switch inoperative.
Hydraulic fluid in Fill reservoir with

reservoir below hydraulic fluid.
operating level.
Battery low or dead. Check condition of

battery.

1115
Landing gear retraction Pressure head air Clear obstruction.

system fails to passage obstructed. *
operate. (cont.)
Pressure head hose Reconnect hose.

off.*
Split or hole in dia- Replace diaphragm.

phragm of auxiliary Refer to Piper Service
extender. * Letter No. 810.
*Can be checked by
using override.
Landing gear exten- Landing gear actuator Reset circuit breaker

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

circuit breaker open.
Reset circuit breaker
and determine cause
for open circuit
0
breaker.
Landing gear actuator Check wiring.

Landing gear selector Check wiring.

Issued:1/3/78 HYDRAULICSYSTEM 0
1116
TABLE VI-III. HYDRAULIC SYSTEM TROUBLESHOOTING (cont.)
Landing gear extension Pump extension sole- Replace solenoid.

system fails to oper- noid inoperative
ate. (cont.) (outboard sole-
noid).
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.
Gear selector switch Check ground.

ground incomplete.
Gear selector switch Replace switch.

inoperative.
Hydraulic pump ground Check ground.

incomplete.
Hydraulic pump inop- Replace or overhaul

erative. pump.

operating level.
Low or dead battery. Check condition of

battery.

1117
Landing gear retraction Hydraulic fluid in res- Fill reservoir with

extremely slow. ervoir below operating hydraulic fluid.
level.
Restriction in hydraulic Isolate and check

lines. hydraulic lines.
Shuttle valve sticking Check cause.

in pump base.
Pump stops during gear Landing gear actuator Reset circuit breaker
retraction. circuit breaker opens. and determine cause
for overload.

circuit breaker opens. and determine cause
for overload.
Pressure switch out of Remove and readjust or

adjustment. replace switch.
Mechanical restriction Place airplane on jacks

or obstruction in hyd- and run retraction
raulic system to allow check. Isolate and
pressure to build up determine cause.
and shut off pump be-
fore gear has re-
tracted.
Shuttle valve sticking in Check cause.

pump base.
Pump stops during gear Landing gear actuator Reset circuit breaker
extension. circuit breaker opens. and determine cause
for overload.

circuit breaker opens. and determine cause
for overload.
Isued: 1/3/78 HYDRAULIC SYSTEM

1118
Pump fails to shut off Pressure switch inop- Replace switch.

though gear has fully erative.
retracted.
Pressure switch out of Replace switch.

adjustment.
Pump retraction sole- Replace solenoid.

noid sticking (in-
board solenoid).
Internal leakage of Check back-up exten-

system. sion unit valve for
internal leakage.
Check gear actuating

cylinders for internal
leakage.
Check for internal dam-

age to hydraulic pump.
External leakage of Check back-up exten-

external leakage.

cylinders for external
leakage.

1119
Pump fails to shut off External leakage of Check for broken or

though gear has fully system. (cont.) damaged hydraulic
retracted. (cont.) lines or hoses.
Pump relief valve out Replace pump.

of adjustment.
Pump fails to shut off Pump extension sole- Replace solenoid.

though the gear has noid sticking (out-
fully extended. board solenoid).
Nose gear down limit Adjust switch actuator.

switch actuator out (Refer to Adjustment
of adjustment. of Nose Gear Down
Limit Switch, Section
VII.)
Nose gear down limit Replace switch.
switch failed.
Main gear down limit Adjust switch. (Refer to

switch out of adjust- Adjustment of Main
ment. Gear Down Limit
Switch, Section VII.)
Main gear down limit Replace switch.

switch failed.
Isued: 1/3/78 HYDRAULIC SYSTEM

1120
Trouble
I Cause
NOTE
I Remedy
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 leakage of Check auxiliary retrac-
system. tion unit valve for
internal leakage.

leakage.
External leakage of Check back-up exten-

external leakage.

cylinders for external
leakage.
Check for broken or

damaged hydraulic
lines.
Gear stops part way Pump high pressure Replace pump.

up, but pump con- relief valve out of
tinues to run. adjustment.

1121
Gear stops part way up, Internal leakage of Check back-up exten-
but pump continues system. sion unit valve for
to run. (cont.) internal leakage.

leakage.
Check for broken or

damaged hydraulic
lines.

operating level.
All gears fail to Back-up extension unit Check unit and valve
free fall. valve fails to open. and replace.
Gear free falls at Back-up extender unit Check extender unit

air speeds above hydraulic valve fails spring adjustment.
that required. to close.
Check hydraulic valve
for sticking open.
Check extender unit

diaphragm for damage.
Check for restriction in

air pressure and
static lines.

1122
Landing gear fails to Friction or tight Clean, free and lub-

operate at required connection at any of ricate all pivot points.
speeds. (Gear up at the attachment points
81 KIAS, gear down (pivot points) of the
at 103 KIAS.) override control
components.
Binding of diaphragm Clean all moving parts.

shaft caused by build
up of sand or dirt.
Landing gear will not Restriction in pres- Disconnect hoses at

retract after select- sure head of gear back-up extender and
ing up at an airspeed back-up extender clean out hoses and
above actuator speed. actuator. head.
(Also, upon trying to
override it is found
that only with a
steady pressure can
the override be activ-
ated. After gear does
retract and the over-
ride lever (manual
extruder) is relaxed
(approximately 11 to
15 seconds) the gear
will fall free.

1123
With gear selector down Shorted gear up Replace solenoid.

and three green lights solenoid.
on, gear unsafe light
comes on or inter-
mittently on.
With gear selector down Shorted gear up Replace solenoid.

and three green lights solenoid.
on, pump motor circuit
breaker opens.
With gear unsafe light on, Shorted gear down Replace solenoid.
pump operates on and solenoid.
off.
With gear unsafe light on, Shorted gear down Replace solenoid.
pump motor circuit solenoid.
breaker opens.
With override lever up, Auto extension off Adjust switch. (Refer to
auto extension off switch actuator Section VI, Paragraph
light fails to out of adjustment. 6-2 for switch loca-
operate. tion) by moving mount-
ing bracket at attach-
ment slot. Adjust
switch until actuator
is closed when emer-
gency gear handle is
in override position
and open when handle
is in neutral.
Auto extension Replace switch.

off switch failed.
Auto extension off Replace flasher.

flasher failed.

1124
12.00
-1.50- 50
25
((((((((
1.
1.50
.25
.062
ALLEN SET-SCREW .25
MATERIAL: Steel
Figure 6-10. Gear Back-Up Extender Actuator AligningTool

1J1
1J2
VII
SECTION
GEAR
LANDING SYSTEM
ANDBRAKE
Aerofiche
Paragraph Grid No.
7-1. Introduction ................... ........ . . .. . 1J5

7-2. Description ................... .................. J5
7-3. Troubleshooting .. ...................... .......... 1J9
74. Landing Gear System ...................... . . 1J9
7-5. Nose Landing Gear System ............................ IJ9
7-6. Disassembly of Nose Gear Oleo ........................ IJ9
7-7. Cleaning, Inspection and Repair of Nose Gear Oleo ........ 1J10
7-8. Assembly of Nose Gear Oleo ..................... J 10
7-9. Removal of Nose Landing Gear .................. . 1J 12
7-10. Cleaning, Inspection and Repair of Nose Landing Gear ...... J 14
7-11. Installation of Nose Landing Gear ................. . IJ 14
7-12. Adjustment of Nose Landing Gear .................. J20
7-13. Alignment of Nose Landing Gear .................. J21
7-14. Removal of Nose Gear Door Assembly ................... IJ22
7-15.' Cleaning, Inspection and Repair of Nose Gear Door Assembly . .. IJ23
7-16. Installation of Nose Gear Door Assembly ................... IJ24
7-17. Adjustment of Nose Gear Doors .................... IJ24
7-18. Main Landing Gear System . ............................. J24
7-19. Disassembly of Main Gear Oleo .............. 1......
IJ24
7-20. Cleaning, Inspection and Repair of Main Gear Oleo ......... I K5
7-21. Assembly of Main GearOleo ............. . . . .. . IK5
7-22. Removal of Main Landing Gear ..... ............. . IK9
7-23. Cleaning, Inspection and Repair of Main Landing Gear ....... IK10
7-24. Installation of Main Landing Gear ...................... IK 11
7-25. Adjustment of Main Landing Gear ................. 1K12
7-26. Alignment of Main Landing Gear ................. I K 13
7-27. Removal of Main Gear Door Assembly ............... I K16
7-28. Cleaning, Inspection and Repair of Main Gear Door Assembly . . I K 16
7-29. Installation of Main Gear Door Assembly .............. I K 16
7-30. Landing Gear Limit Switches . .. . ......... . . . . ...... . I K 16
7-31. Adjustment of Nose Gear Up Limit Switch ............. 1K 17
7-32. Adjustment of Nose Gear Down Limit Switch ........... 1K17
7-33. Adjustment of Main Gear Up Limit Switch ............. 1K17
7-34. Adjustment of Main Gear Down Limit Switch .......... IK 18
7-35. Adjustment of Landing Gear Safety Switch (Squat Switch) . .. IK 19
7-36. Adjustment of Gear Back-Up Extender Actuator Switch ..... I K19
Issued:1/3/78
1J3
7-37. Landing Gear WarningSwitches (Throttle Switches) ............. IK19
7-38. Landing Gear Up/Power Reduced WarningSwitch .. 1K9
7-39. Removal of Landing Gear Up/Power Reduced WarningSwitch . IK19
740. Installation of Landing Gear Up/Power Reduced WarningSwitch I K19
7-41. Adjustment of LandingGear Up/Power Reduced WarningSwitch IK20
7-42. Gear Down/SelectorHandle Up WarningSwitch ..... . K21
743. Removal of Gear Down/Selector Handle Up WarningSwitch . .1K21
7-44. Installation of Gear Down/Selector Handle Up WarningSwitch IK21
745. Nose Wheel ......................... . 1
746. Removal and Disassembly of Nose Wheel ..... ... ...... IK21
747. Inspection of Nose Wheel Assembly .................. K22
748. Assemblyand Installation of Nose Wheel ........... IK23
7-49. Main Wheels .................................... K23
7-50. Removaland Disassemblyof Main Wheel ............. IK23
7-51. Inspection of Main WheelAssembly ................. K23
7-52. Assemblyand Installation of Main Wheel ............ IK24
7-53. Repair of Nose and Main Wheel Assemblies .. ILI
7-54. Brake System ............. ..................... 1L2
7-55. Wheel Brake Assembly ......... ....... 1L2
7-56. Brake Adjustment and Lining Tolerance .... 1L2
7-57. Removaland Disassemblyof Wheel Brake Assembly ....... L2
7-58. Cleaning, Inspection and Repair of Wheel Brake Assembly . ... 1L5
7-59. Assemblyand Installation of Wheel Brake Assembly....... IL6
7-60. Brake Master Cylinder (Hand Parking Brake) ................ ... .. 1L6
7-61. Removal of Brake Master Cylinder ..... ........ IL6
7-62. Disassemblyof BrakeMaster Cylinder ............... .IL8
7-63. Cleaning, Inspection and Repair of Brake Master Cylinder . . . 1L8
7-64. Assembly of Brake Master Cylinder ............... IL9
7-65. Installation of Brake Master Cylinder .... ... ..... 1L9
7-66. Brake Cylinder (Toe Brake) .......................... IL 12
7-67. Removal of Brake Cylinder .............. IL12
7-68. Disassemblyof BrakeCylinder ........... ..... . IL12
7-69. Cleaning,Inspection and Repair of Brake Cylinder ........ 1L12
7-70. Assemblyof BrakeCylinder . ... ............ IL13
7-71. Installation of BrakeCylinder .................. . IL13
7-72. Bleeding Brakes ............................ . IL15
7-73. Brake BleedingProcedure (Gravity) .... ..... ..... .. IL15
7-74. Brake BleedingProcedure (Pressure) ................ IL15
7-75. Brake System Leak Check ...................... IL16
7-76. Bleedingof the Brakes After a Unit Has Been Changed ... . I L 16
Revised:9/2/78
1J4
SECTION VII
LANDING GEAR AND BRAKE SYSTEM
7-1. INTRODUCTION. In this section are instructions for the overhaul, inspection and
adjustment of the various components of the landing gear and brake system. Also are
adjustments for the electrical limit, safety and warning switches. This section though does not
cover the hydraulic function of the landing gear, except brakes, and this information may be
found in the hydraulic section listed as Section VI.
7-2. DESCRIPTION. The Lance II is equipped with a retractable tricycle air-oil strut type
landing gear which is hydraulically operated by an electrically powered reversible pump. A
selector handle on the instrument panel to the left of the control quadrant is used to select gear
UP or DOWN positions.
Gear positions are indicated by three green lights located above the selector lever for gear
down and locked, and a red light located at the top of the instrument panel for gear unsafe
positions. There is no light to indicate the gear has fully retracted other than all lights are out.
As the landing gear swings to the down position and each downlock hook moves into its locked
position, a switch at each hook actuates to the switch normally closed (NC) circuit to indicate
by a green light that the individual gear is safely down and locked. The activation of all three
downlock switches will also shut the hydraulic pump off. As the instrument lights are turned
on, the green lights will dim. When the gear begins to retract and the downlock hook
disengages, the down limit switch actuates to the NC circuit and in series with the NC circuit of
the up limit switch allows the gear unsafe light to come on. The gear unsafe light will remain on
until the gear is up and all up limit switches are actuated to their normally open (NO) circuit.
The red gear unsafe light also operates simultaneously with the warning horn, and in
conjunction they have a twofold purpose. Their primary purpose is to give warning when
power is reduced below approximately 14inches of manifold pressure and the landing gear has
not reached the down and locked position. This circuit is controlled by the three paralleling
down limit switches connected in series with a throttle switch (Switch "A") located in the
control quadrant. The secondary function of the warning light and horn is to give warning
when the gear selector handle is up and while the airplane is on the ground or airspeed is below
that required to close the hydraulic valve and the pump switch of the backup gear extender
unit. When the airplane is setting on the ground, the warning circuit is controlled through the
NO side of the safety switch (squat switch) located on the left gear and the up position of the
selector lever. Should the airplane be raised from the ground, such as in flight, far enough to
move the safety switch to its NC position, then current is directed in series through the
hydraulic pressure switch, the pump switch (providing airspeed has actuated the switch to its
NO position), throttle switch on PA-32RT-300 only (Switch "B") and the up positioned
selector lever. Throttle switch "B" on PA-32RT-300 only is located forward of the instrument
panel directly below the arm of the throttle lever. The up limit, safety, throttle, pressure and
selector switch, and pump solenoids are all protected by the landing gear control and warning
circuit protector. (Refer to Section XI for electrical schematic.)
Revised: 10/3/80 LANDING GEAR AND BRAKE SYSTEM
1J5
Each landing gear is retracted and extended by a single hydraulic cylinder attached to the
drag link assembly of the nose gear and the side brace link assembly of the main gears. As the
gears retract, doors partially enclose each gear through mechanical linkage. The gears are held
in their up position by hydraulic pressure alone on the cylinder. There are no uplocks and loss
of hydraulic pressure will allow the gears to drop. It is preferred that the gears be extended and
retracted with the use of the gear selector handle; however in the event of hydraulic loss or
electrical failure, they can be lowered by pushing down on the emergency extension lever
between the pilot seats or they will drop themselves should airspeed drop below approximately
103 KIAS, engine power off. In either instant the hydraulic valve of the back-up extender unit
opens to allow hydraulic pressure to neutralize between each side of the cylinder pistons. The
emergency extension lever can also be used to manually overcome system malfunctions or to
meet special pilot needs such as, a delibrate wheels up landing -needed for emergency landings
on water, or during various flight maneuvers where airspeed and power settings would
normally allow the gear to extend. It also permits gear retraction after take-off at speeds lower
than those normally permitted by the automatic system. When using the manual extension
lever, the gear position is controlled by the selector switch, regardless of airspeed/power
combinations. An override latch mechanism is installed which allows the pilot to latch the
extension lever in the up override position, thus bypassing the automatic portion of the system.
A flashing warning light is mounted below the gear selector lever to indicate whenever the latch
is in use. The latch is disengaged by pulling up on the extension lever. To assist the nose gear to
extend under these conditions are two springs, one inside the other, mounted on arms above
the gear links. The main gears require no assist springs. Once the gears are down and the
downlock hooks engage, a spring maintains each hook in the locked position until hydraulic
pressure again releases it. A further description of the hydraulic system and the gear back-up
extender unit may be found in Section VI, Hydraulic System.
The nose gear is steerable through a 45 degree arc by the use of rudder pedals. As the gear
retracts, however, the steering linkage becomes separated from the gear so that rudder pedal
action with the gear retracted is not impeded by the nose gear operation. A shimmy dampener
is also incorporated in the nose wheel steering mechanism.
The two main wheels are equipped with self adjusting single piston, single disc hydraulic
brake assemblies. Toe brakes are standard on both the pilot's and copilot's rudder pedals. An
optional heavy duty double piston, single disc brake, wheel and tire kit is available as an option
or as a field kit (Kit No. 761 - 052v).
A parking brake is incorporated with the handle and may be 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. Hydraulic fluid for the cylinders is
supplied by a reservoir installed on the left forward side of the firewall.

1J6
I. CAP BOLTS AND WASHERS

2. SAFETY WIRE
3. SUPPORT FITTING
4. BUSHING, SUPPORT FITTING
3. BUSHING
6. BOLT, WASHERS, NUT AND COTTER PIN
7, BOLT. WASHERS, NUT AND COTTER PIN
8. AXLE
9. CAP BOLT
10. BUSHING, ROLLER
II. ARM. STEERING 6
12. BRACKET ALIGNER
13. CAP, AIR VALVE
14. CORE. AIR VALVE
15. BODY, AIR VALVE
I6. NUT, ORIFICE TUBE
17. SNAP RING
18. ROLL PIN / /
19. WASHER, STOP
20. DELETED
21. HOUSING. STRUT
22. DELETED
23. OLEO CYLINOER
24. LINK, UPPER TORQUE
23. BOLT, WASHER, BUSHINGS, NUT AND COTTER PIN
26. LINK, LOWER TORQUE
27. PIN, BEARING RETAINING
28. "O" RING
29. BEARING, UPPER TUBE
30. TUBE, ORIFICE
31. PLATE, ORIFICE
32. SNAP RING
33. "O" RING
34. BEARING, LOWER TUBE
35. "O" RING
36. WIPER STRIP
37. WASHER
38. SNAP RING
39. TUBE, PISTON
40. PISTON TUBE PLUG
41, "O" RING
42. FORK
43. WASHER
~Figure 7-1.
Figure 7-1. NoseGear Oleo Strut Assembly
Issued: 1/3/78 1J7 LANDINGGEARANDBRAKESYSTEM

1J7
11
Figure 7-1. Nose Gear Oleo Strut Assembly (cont.)
Issued: 1/3/78 1J8 LANDING GEAR AND BRAKE SYSTEM

7-3. TROUBLESHOOTING. Mechanical and electrical switch 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 listed in this section. Always place the airplane on jacks before attempting any
troubleshooting of the gear. To operate the gear, the emergency gear lever must be
maintained in the up override position.
7-4. LANDING GEAR SYSTEM.
7-5. NOSE LANDING GEAR SYSTEM.
7-6. DISASSEMBLY OF NOSE GEAR OLEO. (Refer to Figure 7-1.) The nose gear oleo
assembly may be removed and disassembled from the gear oleo housing with the gear
removed from or installed on the airplane.
b. Place a drip pan under the nose gear to catch spillage.
c. Remove air and fluid from the oleo strut. Depress the air valve core pin until strut
chamber pressure has diminished; remove the filler plug and with a small hose siphon as
much hydraulic fluid from the strut as possible.
d. To remove the complete cylinder and fork assembly from the oleo housing (21), cut
safety wire (2) at the top of the unit and remove cap bolts (1) that attach steering arm (11)
and aligner guide bracket (12) to the top of the oleo cylinder (23).
e. Disconnect the shimmy dampener by removing each cotter pin, nut, washer and bolt
that connects the dampener to the oleo cylinder (23) and housing.
f. Release and remove the snap ring (17) and washer(s) (43), if installed, at the top of
the housing (21), and pull the complete cylinder and fork assembly from the bottom of the
housing.
g. To remove the piston tube (39) and fork (42) from the cylinder (23), first separate
the upper and lower torque links (24 and 26) by removing the link connecting bolt assembly
(25) and then separate the two links. Note spacer washer between the two links.
h. Compress the piston tube (39); reach up along the tube and release the snap ring
(38) from the annular slot at the bottom of the oleo housing.
i. Pull the piston tube (39) with component parts from the cylinder.
j. The piston tube components may be removed by reaching in the tube and pushing
out the upper bearing retainer pins (27). Slide from the tube, the upper bearing (29), lower
bearing (34) with outer and inner "O" rings (33 and 35), wiper strip (36), washer (37) and
snap ring (38).
Issued:1/3/78 LANDINGGEARAND BRAKESYSTEM
1J9
k. To remove the orifice tube (30), remove the large locknut (16) and lock washer (19)
from the top of the cylinder. Pull the tube from the cylinder.
1. The orifice plate (31) is removed from the bottom of the orifice tube by releasing
the snap ring (32) that holds the plate in position.
m. To remove the piston tube plug (40) with "O" ring (41) located in the lower end of
the tube, remove the bolt assembly and insert a rod up through the hole in the body of the
fork (42). Push the plug out through the top of the tube.
7-7. CLEANING. INSPECTION AND REPAIR OF NOSE GEAR OLEO.

a. Clean all parts with a suitable dry type cleaning solvent.
b. Inspect the landing gear oleo assembly component for the following:
1. Bearings and bushings for excess wear, corrosion, scratches and overall damage.
2. Retaining pins for wear and damage.
3. Lock rings for cracks, burrs, etc.
4. Cylinder and orifice tube for corrosion, scratches, nicks and excess wear.
5. Upper and lower cylinder bushings loose or turning in cylinder.
6. Orifice plate for hole restriction.
7. Fork tube for corrosion, scratches, nicks, dents and misalignment.
8. Air valve general condition.
c. Repair of the oleo is limited to smoothing out minor scratches, nicks and dents and
replacement of parts.
7-8. ASSEMBLY OF NOSE GEAR OLEO. (Refer to Figure 7-1.)

a. Ascertain that parts are cleaned and inspected.
b. To install the piston tube plug (40), first lubricate the tube plug and "O" ring (41)
with hydraulic fluid (MIL-H-5606A) and install the "O" ring on the plug. Lubricate the
inside wall of the tube (39); insert the plug into the top of the tube 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.
d. To assemble the components of the orifice tube (30), insert the orifice plate (31)
into the bottom of the tube, with the countersunk side of the orifice hole exposed. Secure
the plate with the snap ring (32), lubricate and install the "O" ring (28) on the upper end of
the tube.
e. Insert the orifice tube (30) up through the bottom of the cylinder (23). With the
tube exposed through the top of the cylinder, install the lock washer (19) and insert roll pin
(18) through the lock washer into the piston. Install the tube locknut (16) finger tight at
this time.
f. The fork (42) and tube (39) assembly may be assembled by installing the tube
components on the tube. In order, slide onto the tube, the snap ring (38), washer (37),
lower bearing (34) with outer and inner "O" rings (33 and 35) and upper bearing (29). Align
the lock pin holes in the upper bearing with the pin holes in the piston tube (39) and install
pins (27).
1J10
g. Lubricate the inner wall of the cylinder (23) with hydraulic fluid. Carefully insert
the piston tube assembly into the bottom of the cylinder, allowing the orifice tube to guide
itself into the fork tube, until the snap ring (38) can be installed in the annular slot at the
bottom of the cylinder. Install wiper strip (36), slide washer (37) into position and secure
assembly with snap ring (38).
h. At the top of the cylinder (23), tighten (torque) the orifice tube locknut (16).
i. Ascertain that bushings are installed in the upper and lower torque links (24 and 26)
and then install both links. The torque link bolt assemblies should be lubricated and
installed with the flat of the bolt head hex adjacent to the milled stop on the wide end of
the link. Tighten the bolts only tight enough to allow no side play in the link, yet be free
enough to rotate.
j. Install the cylinder into the oleo housing, position spacer washer(s) (43) over the top
of the cylinder and secure with snap ring (17). Install spacer washers as required to obtain .0
to .015 of an inch thrust of the cylinder within the housing.
k. At the top of the oleo housing, install on the cylinder the aligner guide bracket (12)
and steering arm (11). Install cap bolts (1), tighten 20 to 25 inch-pounds torque and safety
with MS20995C40 wire (2).
1. Install the shimmy dampener and safety.
m. Lubricate the gear assembly. (Refer to Lubrication Chart, Section II).
n. Compress and extend the strut several times to ascertain that the strut will operate
freely. Weight of the gear wheel and fork should allow the strut to extend.
o. Service the oleo strut with fluid and air. (Refer to Oleo Struts, Section II.)
p. Check nose gear for alignment (refer to Paragraph 7-13) and gear operation.
Isued: 1/3/78 LANDINGGEARAND BRAKESYSTEM
1J11
7-9. REMOVALOF NOSE LANDINGGEAR. (Refer to Figure 7-2.)

a. Remove the PA-32RT-300engine cowlingby the followingprocedure:
1. Release the cowl fasteners, two on each side and two at the top aft of the cowl.
2. Lift the aft end of the cowl and then slide it forward to release the two stud
type front fasteners. Remove the top cowl.
3. Disconnect the landing light lead at the quick disconnect at the right rear side of
the bottom cowl.
4. Remove the induction air filter accessdoor, the filter and four bolts which hold
the air box to the cowl.
5. Remove the screws securing the bottom cowl at its aft end and fuselagefirewall
flange.
6. Remove screws which support bottom cowl to the nose gear doors support
brackets, and fuselagefirewall flange.
7. Push nose gear doors inward against spring pressure and remove bottom cowl.
b. Remove the PA-32RT-300Tengine cowlingby the followingprocedure:
1. Release fasteners from each side of the cowl.
2. Releasestuds fasteners from cowl center and lift top cowl free of aircraft.
3. Disconnect the landing light lead at the quick disconnect.
4. Remove screws from nose cowl, firewall and nose gear door frame, loosen
wing nuts from air filter assembly and remove lower cowl from aircraft.
c. Place the airplane on jacks. (Refer to Jacking, Section II.)
d. Disconnect the gear tension springs (15, 17 and 46) from the forward spring arm
(43) that is attached to the right side of the strut housing (25).
e. Retract nose gear slightly to remove the gear from its downlocked position.
f. To remove the upper and lower drag links (32 and 35), the followingprocedure may
be used.
1. Disconnect the rod end of the hydraulic cylinder (42) from the downlock hook
(40) by removing nut and bolt that connects these two units. This will require manually
unlocking the nose gear to allow clearance from the engine mount.
CAUTION
Whenever aircraft is placed on jacks for the purpose of
manually retracting the nose gear assembly, insure the nose
gear downlock is fully disengaged before releasing the nose
gear drag links. Damage could occure to the downlock if not
disengagedfully.
2. Retract the gear and disconnect the gear downlock spring (39) from the upper
drag link (35).
3. Remove the cotter pins, washers and nuts from the bolts that secure the upper
drag link (35) and lower drag link (32).
4. Remove the lower and upper gear tension spring arms (43 and 45).
5. Slide the attachment bolts from the upper and lower drag links and remove the
links.
g. With the lower drag link (32) disconnected from the gear oleo housing (25), the
housing may be removedby removing cotter pins, nuts, washers,and bolts (7 and 33) at the
attachment points on each side of the housing at the engine mount.
h. The steering bellcrank (4 may be removed by removing the nut and bolt (3) at the
steering rod, and nut and bolt (13) with bushing at the bellcrank pivot point.
Issued: 1/3/78 LANDINGGEARAND BRAKESYSTEM

1J12
24. TIRE
25. HOUSING, STRUT
26. SHIMMY DAMPENER
27. BOLT, WASHER, NUT AND
COTTER PIN
28. BRACKET, SHIMMY
DAMPENER
COTTER PIN
30. JAM NUT
31. ROD END BEARING
32. DRAG LINK, LOWER
COTTER PIN
COTTER PIN
35. DRAG LINK. UPPER
36. BOLT AND NUT ASSEMBLY
37. BOLT, WASHER AND NUT
38. JAM NUT
39. SPRING, DOWNLOCK
40. HOOK, DOWNLOCK
41. ROD, ACTUATOR
42. CYLINDER, HYDRAULIC
43. ARM, SPRING
44. ENGINE MOUNT
45. ARM, SPRING
46. SPRING
Figure 7-2. Nose Gear Installation
Issued: 1/3/78 LANDINGGEAR AND BRAKESYSTEM
1J13
7-10. CLEANING. INSPECTION AND REPAIR OF NOSE LANDING GEAR.

b. Inspect the gear components for the following unfavorable conditions:
1. Bolts, bearings and bushings for excess wear, corrosion and damage.
2. Gear housing, drag links, torque links, and tension spring arm for cracks, bends
or misalignment.
3. Downlock hook for excess wear of the hook and bearing surfaces.
4. Downlock pin to insure no looseness is present.
c. Inspect the gear tension and downlock hook springs for the following:
1. Excess wear or corrosion, especially around the hook portion of the springs. A
spring should be rejected if wear or corrosion exceeds one-quarter the diameter of the
spring. Clean away all corrosion and repaint.
2. Check the gear tension springs for load tensions below minimum allowable
tolerances. The minimum allowable tension of the inner spring is 37 pounds pull at 13.75
inches and the outer is 60 pounds pull at 13.75 inches. Measurement is taken from the inner
side of each hook. If it is found that either spring should be rejected, replace both springs.
3. Check the gear downlock hook spring for load tension below minimum
allowable tolerance. The minimum tension of the spring is 10.5 pounds pull at 4.5 inches.
Measurement is also taken from the inner side of each hook.
d. Check the general condition of each limit switch and its actuator, and wiring for
fraying, poor connections or conditions that may lead to failures.
e. Check drag link through center travel by attaching the upper and lower drag links,
and ascertaining that when the stop surfaces of the two links touch, linkage is not less than
.125 nor more than .250 of an inch through center. Should the distance exceed the required
through center travel and bolt and bushing are tight, replace one or both drag links.
f. The shimmy dampener requires no service other than routine inspection. In case of
damage or malfunction, the dampener should be replaced rather-than repaired.
g. Repair to the landing gear is limited to reconditioning of parts such as replacing
bearings and bushings, smoothing out minor nicks and scratches, repainting of areas where
paint has chipped or peeled and replacement of parts.
7-11. INSTALLATION OF NOSE LANDING GEAR (Refer to Figure 7-2.)
NOTE
When assembling any units of the landing gear, lubricate

bearings, bushings, and friction surfaces with the proper
lubricant as described in Section II.
a. Attach the steering bellcrank (4) with bushing to its mounting plate on the engine
mount (44) and connect the steering rods (1). Secure each with bolt and nut (3). The
adjustment, fore and aft, of the bellcrank may be made after the gear has been installed and
rigged and adjusted.
b. To install the gear housing assembly, position the gear so that the bolt attachment
points on the housing (25) align with the attachment points on the engine mount (44).
Install pivot bolts, washers and nuts (7 and 33). Tighten the nuts to a snug fit, yet allowing
the gear to swing free, and safety.
c. The drag links (32 and 35) and gear tension spring arms (43 and 45) may be installed
by the following procedure:
Revised: I I / 1/83 LANDINGGEAR AND BRAKESYSTEM
1J14
3018
I
19 20 21
16
15-
26
12
Figure 7-2a. Nose Gear ServiceTolerances
Added: 7/15/81 -.
1J15
1J15 LANDING GEAR AND BRAKESYSTEM
TABLE VII-1. Nose Gear Service Tolerances
Manufacturers Service Service

0
Fig. No. Part No. Nomenclature Dimension Dimension Tol. Remarks
1 65003-45 Upper Draglink I.D. .4385 .4395 .002
Bushing .4375 .4375
2 87319-03 LH Upper 1.D. .4385 .4395 .002

Draglink Bushing .4375 .4375
3 87319-04 RH Upper I.D. .4385 .4395 .002

Draglink Bushing .4375 .4375
4 95061-133 Bushing I.D. .376 .376 .002

.375 .377
5 95061-134 Bushing I.D. .645 .640 .002
.640 .647
6 87319-02 Upper Drag 1.D. .2505 .2515 .002

Brace Bearing .2495 .2495
7 61402-93 Upper Drag 1.D. .189 .193 .004
Brace Bushing .191 .189
8 67026-07 Drag Link I.D. .313 .3130 .0025 SEE NOTE I
Trunnion Bushing .314 .3155
9 67026-07 Bearing 1.D. .313 .313 .002 SEE NOTES 2. 3. AND 4
.314 .315
10 452-366 Link Assembly 1.D. .2495 .2495 .002 SEE NOTES 2 AND 3
Bearing .2505 .2515
11 21831-4 Nose Gear Strut I.D. .247 .247 .003 SEE NOTE 2
Tube Bearing .248 .250
12 82732-99 Nose Gear I.D. .241 .241 .010

Arm Bushing .246 .251
13 95061-144 Trunnion I.D. .249 .249 .010 SEE NOTE I
Assembly Bushing .250 .259
14 63900-168 Bushing I.D. .201 .211 .020
.181 .181
15 82732-95 Bushing 1.D. .249 .253 .008
.245 .245
16 63900-122 Nose Gear I.D. .443 .443 .0015

Outer Bushing .441 .4445
Added: 7/15/81 LANDING GEAR AND BRAKE SYSTEM

1J16
TABLE VII-I (cont.). Nose Gear Service Tolerances

17 452-477 Sleeve Bearing I.D. .375 .395 .020

.375
18 63900-109 Nose Gear I.D. .3125 .3235 .011

Inner Bushing .3180 .3125
19 14976-15 Bushing I.D. .385 .395 .010

.390 .385
20 14976-16 Bushing I.D. .260 .270 .010

.265 .260
21 452-445 Steering Cam I.D. .502 .512 .010

Bearing .502
22 82732-99 Nose Gear I.D. .241 .241 .010 SEE NOTE 3

Arm Bushing .246 .251
23 65003-30 Down Lock I.D. .193 .196 .003

Bushing .195 .193
24 95061-136 Bushing 1.D. .2495 .2515 .002

.2505 .2495
25 95061-135 Bushing I.D. .2495 .2515 .002

.2505 .2495
26 67026-11 Bearing SEE NOTE I
27 35662-02 Bushing, Eccentric I.D. .191 .189 .004

.189 .193
28 38068-02 Bearing. Downlock I.D. .191 .189 .004

.189 .193
29 67050-02 Lower Strut

Assembly Torque
Link Fitting
30 20735-05 Torque Link I.D. .377 .377 .002

.3785 .3790
31 67148-00 Trunnion I.D. .4385 .4385 .0015

Torque Link Fitting .4370 .4370
32 20735-05 Torque Link I.D. .312 .312 .002

.313 .314

1J17
TABLE VII-I (cont.). Nose Gear Service Tolerances

33 44386-03 Steering Arm I.D. .4370 .4370 .0015
.4385 .4385
34 67054-03 Trunnion Assy. I.D. .302 .302 .0015
Assist Spring Fitting .303 .3035
35 20735-05 Torque Link I.D. .312 .312 .002 SEE NOTE 4
.313 .314
36 67148-00 Shimmy Damper I.D. .3745 .3745 .0017
Fitting .3760 .3760
37 67054-03 Trunnion Housing I.D. .4415 .4415 .0010
Drag Link Attachment .4425 .4425
38 38040-02 Drag Link, Upper I.D. .378 .3775 .002
.379 .3795
39 67054-3 Trunnion Assy. I.D. .6285 .6285 .001
Main Attach Fitting .6295 .6295
40 38040-02 Drag Link. Upper I.D. .4385 .4385 .002
.4375 .4405
41 38040-02 Drag Link, Upper I.D. .6235 .6230 .002
.6245 .6250
NOTES
1. INSTALL NEW BUSHING BY
COATING O.D. OF BUSHING
WITH LOCTITE 601 AND
ROTATING BUSHING WHILE
INSERTING IT TO INSURE
COVERAGE.
2. INSTALL BUSHING WITH WET
ZINC CHROMATE.
3. PRESS FIT.
4. LINE REAM TO THIS DIMEN-
SION AFTER INSTALLATION
OF PARTS.

1J18
SKETCH A
1. ECCENTRIC BUSHING CLEARANCE

2. BEARING, DOWNLOCK
Figure 7-2b. Adjustment of Eccentric Bushing
1. Ascertain that the upper and lower links (32 and 35) are assembled with the
downlock hook attached, and the through travel of the links checked according to
Paragraph 7-10.
2. Position the link assembly to allow the bolt holes in links to align with holes in
gear housing and engine mount.
3. Add the upper gear tension spring arm (45), bushings and washers on upper link
(35) attachment bolt.
4. Install the bolt and tighten nut to allow the link to rotate freely and safety.
5. Install the lower gear tension spring arm (43) on the drag link bolt (29) on the
right side of the gear oleo housing (25), secure and safety. A washer is installed on the bolt
between the lower drag link and the arm.
d. Connect the gear downlock spring (39) between the downlock (40) and the upper
drag link (35).
e. Connect the two gear tension springs (15 and 17).
f. Adjust the eccentric bushing (used for downlock pin) with the gear extended and
downlock engaged to obtain .001 to .010 clearance between the bottom of the down lock
pin (bearing) and the downlock hook (Refer to Figure 7-2b).
g. Retract gear and tighten with eccentric bushing in its adjusted position.
h Ascertain that the landing gear is lubricated per Lubrication Chart, Section II.
L Check adjustment of the gear per Paragraph 7-12.
j. Install engine cowling.
Issued:1/3/78 LANDINGGEAR AND BRAKESYSTEM

1J19
FUSELAGE SKIN
(REFERENCE)
1. STEERING BELLCRANK 5. JAM NUT 9. BOLT ASSEMBLY

2. STEERING ROD 6. SHIMMY DAMPENER 10. ACTUATOR ROD, CYLINDER
3. UPPER DRAG LINK 7. STRUT HOUSING 11. STRUT TUBE
4. GEAR UP STOP 8. ROD END BEARING
Figure 7-3. Nose Gear Adjustment
k. Retract landing gear and check door operation as per Paragraph 7-17.
1. Check the alignment of the nose gear per Paragraph 7-13.
m. Remove the airplane from jacks.
7-12. ADJUSTMENT OF NOSE LANDING GEAR. (Refer to Figure 7-3.) The gear up stop
(4) is located on under side of upper drag link (3).
a. Remove the engine cowl. For removal instructions, refer to Paragraph 7-9, Step a.
b. Place the airplane on jacks. (Refer to Jacking, Section II.)
c. Retract the landing gear hydroelectrically by turning the master switch on, raising
the emergency gear extension lever and moving the gear selector handle to the UP position.
Retain the emergency extension lever in the UP Override position.
d. Check the adjustment of the gear up stop by placing a carpenters square with the
longest end along the bottom of the fuselage, and the shortest end running up through the
centerline of the wheel axle. Measure up along the square from the bottom of the fuselage
4.80 inches, to determine if the center of the wheel axle meets this measurement. If this
measurement is incorrect, extend the gear, loosen the jam nut (5) on the gear up stop, and
make the required adjustment by turning the stop.
e. Adjust rod end of nose gear retracting cylinder so that at least .07 to .10 rod travel
remains to full extension when the downlock is fully engaged. Check rod end safety hole
and tighten safety nut.
f. Recheck all adjustments and retighten the jam nut on the gear up stop. When the
gear is fully retracted, the strut tube (11) should be firmly against the gear up stop. Extend
the gear.
Issued: 1/3/78 LANDING GEAR AND BRAKE SYSTEM
1J20
g. Adjust shimmy dampener by turning nose wheel against stops and adjusting the rod
end of the dampener for adequate travel to both extremes.
h. Install engine cowling.
i. Remove the airplane from jacks.
7-13. ALIGNMENT OF NOSE LANDING GEAR.

a. Place the airplane on a smooth level floor that will accommodate the striking of a
chalk line.
b. Ascertain that the nose gear is properly adjusted as given in Paragraph 7-12.
c. With the landing gear in the down-locked position, weight proportionally on the
nose gear and the nose wheel facing forward, adjust the steering bellcrank. The bellcrank is
attached at the lower front of the engine mount directly aft of the gear housing and may be
adjusted by loosening its attachment bolt and sliding the bellcrank for and aft until it clears
each steering arm rollers by .03 of an inch. Retighten the attachment bolt.
d. Place the airplane on jacks. (Refer to Jacking, Section II.)
e. Level the airplane laterally and longitudinally. (Refer to Leveling, Section II.)
f. From the center point of the tail skid, extend a plumb bob and mark the contact
point on the floor.
g. Extend a chalk line from the mark on the floor below the tail skid to a point
approximately three feet forward of the nose wheel. Allow the line to pass under the wheel
at the centerline of the tire. Snap the chalk line.
h. Clamp the rudder pedals to alignthem in a lateral position. Ascertain that the rudder
pedals are in their neutral position. (Refer to Figure 7-4 and Figure 7-5.)
i. Adjust the rod end bearings of each steering control rod to align the nose wheel with
the chalk line and to bring the rudder pedals into neutral angle fore and aft.
j. Install the steering push rods on the rudder pedals. Adjust the rods so the lengths are
both the same and the rudder pedals are at their neutral position.
k. 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 the straightedge with the chalkline.
1J21
A599 1737
Figure 7-4. Clamping Rudder Figure 7-5. Rudder Pedals

Pedals in Neutral Position at Neutral Angle
1. Place a bubble protractor against a rudder pedal steering tube to check the neutral
angle. (Refer to Figure 7-5.)
m. One end of each rod must be disconnected and the jam nuts loosened to make any
adjustment. Do not attempt to make the adjustment by means of one rod end bearing, but
divide the adjustment between the bearings at each end of each rod. Check that the rod ends
have sufficient thread engagement by ascertaining that a wire will go through the check hole
in the rod. Where no check holes are provided, ascertain a minimum of 3/8 inch thread
engagement. Reinstall the rods and tighten the jam nuts.
n. To check the nose gear steering for its 22.5 ° ± 2 ° maximum right and left. travel.
mark on each side of the nose wheel an angle line from the centerline and wheel pivot point.
Turn the wheel to its maximum travel in both directions to check for allowable travel.
Should travel be exceeded in one direction and not enough in the other direction, check for
possible damage to the gear fork or torque links.
7-14. REMOVAL OF NOSE GEAR DOOR ASSEMBLY. (Refer to Figure 7-6.)

a. With the nose gear extended, disconnect springs (2) from door arms (3) by removing
upper attachment hardware.
b. Disconnect link assemblies (4) from doors (1) and remove mechanism.
c. To remove the doors from cowl, bend the end of the hinge pin (8) straight and pull
out the pin.
1J22
1617
AFT DOORS ON
32RT-300T ONLY
1. DOOR, GEAR FORWARD 5. STRIKER 9. ADJUSTMENT BOLT

2. SPRING 6. CHANNEL ASSEMBLY 10. JAM NUT
3. ARM 7. SUPPORT ASSEMBLY - 11. DOOR, GEAR AFT
4. LINK ASSEMBLY 8. PIN, HINGE
Figure 7-6. Nose Gear Doors
7-15. CLEANING,INSPECTIONAND REPAIR OF NOSE GEAR DOOR ASSEMBLY.

a. Clean all parts with a suitable cleaningsolvent.
b. Inspect doors for damage,loose or damaged hingesand brackets.
c. Inspect door retraction link assembliesand arms for damageand wear.
d. Check the door tension springs for wear and tension. Reject springsif tension does
not maintain the doors in the full open position.
e. Repairsto the doors may be replacement of hingesand painting.
f. Repairsto the retraction mechanism is limited to replacement of parts, and sanding
and painting.
ISSued:1/3/78 LANDINGGEARAND BRAKESYSTEM

1J23
7-16. INSTALLATION OF NOSE GEAR DOOR ASSEMBLY. (Refer to Figure 7-6.)

a. Install the gear doors by positioning the hinge halves of the door and the door
support assembly, and inserting the hinge pins. It is recommended a new pin be used. Bend
the ends of the pins to secure in place.
b. Assemble the door mechanism to the doors and attach springs.
7-17. ADJUSTMENT OF NOSE GEAR DOORS.

b. Adjust the door retraction links to align doors with the lower cowl in the closed
position.
c. The door down adjustment bolts should be positioned to limit the doors travel to 90
degrees from the closed position.
d. Check attaching hardware and jam nuts for safety and tightness.
e. Remove the airplane from jacks.
7-18. MAIN LANDING GEAR SYSTEM.
7-19. DISASSEMBLY OF MAIN GEAR OLEO. (Refer to Figure 7-7.) 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.
a. Place airplane on jacks.
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.
Issued: 1/3/78 LANDINGGEARANDBRAKESYSTEM
1J24
1. BRACKET, SWITCH ACTUATOR

4. BOLT, WASHERS. NUT AND COTTER PIN
5. AXLE NUT
6. NUT
7. WASHER
8. RETAINER
9. O-RING
10. VALVE ASSEMBLY
11. HOUSING, OLEO STRUT
12. ORIFICE TUBE
13. PLATE, ORIFICE
14. SNAP RING
15. LINK ASSEMBLY, UPPER
16. UNK ASSEMBLY, LOWER
17. RETAINER PIN, BEARING
18. BEARING, UPPER
19. O-RING, OUTER
20. BEARING, LOWER
21. O-RING, INNER
22. WIPER STRIP
23. WASHER
24. SNAP RING
25. PISTON TUBE
26. PLUG
27. O-RING
28. FORK ASSEMBLY
29. BOLT ASSEMBLY
30. BRACKET - SQUAT SWITCH
31. PLATE, SPRING ATTACHMENT
32. PISTON RING
Figure 7-7. Main Gear Oleo Strut Assembly

1K1
Figure 7-7. Main Gear Oleo Strut Assembly (cont.)

1K2
12
2
3
4
TORQUE SUPPORT BRACKET
NOTES
1. IT MAY HAVE BEEN NECESSARY TO USE SPECIALLANDINGGEAR ATTACHMENTHARDWAREDURING

ASSEMBLYOF THE AIRCRAFTDUE TO MANUFACTURING TOLERANCES. THEREFORE, SPECIALATTENTION
SHOULDBEGIVENWHENREMOVINGHARDWARE TO INSPECTAND INSURETHESAMEDIAMETER HARDWARE
IS USEDUPONREASSEMBLY. STANDARDAN4 OR AN5 BOLTSARE REPLACED BY ALTERNATEOVERSIZED
BOLTSNAS3004OR NAS3005RESPECTIVELY, WHENOVERSIZED HARDWAREIS REQUIRED.
2. WHENNEWBUSHINGS, P/N 14843-16,AREINSTALLED TO BEPRESS
LINEREAMI.D.TO.376/.375. BUSHINGS
FITAND IF LOOSEON INSTALLATION, INSTALLWITH LOCTITE601.
Revise 7/15/81 LANDING GEAR AND BRAKE SYSTEM

1K3
1. SUPPORTFITTING, AFT
2. SNAPRING
3. BEARING
4. RETAINER, TUBE ASSEMBLY
5. FITTING, GREASE
6. HINGE, GEAR DOOR
7. BOLT, WASHERSAND NUT
8. LINK, UPPER
9. WASHER.SPACER
10. LINK, LOWER
11. DOOR.GEAR
12. NUT
13. HOUSING,STRUT
14. PLUG. HYDRAULIC FLUID
15. VALVE ASSEMBLY
16. SUPPORTFITTING, FORWARD
17. FITTING, GREASE
18. SPRING, DOWNLOCK
19. TURNBUCKLE
20. SWIVEL ASSEMBLY
21. RETRACTION FITTING
22. JAM NUT
TORQUE 23. ROD, PISTON
24. CYLINDER, HYDRAULIC ACTUATING
50-70IN.-LB. 25. BOLT, WASHERS,NUT AND COTTER PIN
TORQUE 26. STUD.SIDE BRACE SUPPORT
27. SUPPORTBRACKET
SKETCHA IN.-LB.50-7028. LINK, UPPERSIDE BRACE
29. PLATE
30. HOOK, OOWNLOCK
31. BOLT, WASHERS,NUT AND COTTERPIN
32. PIN, DOWNLOCK
33. LINK, LOWERSIDE BRACE
34. BRACKET, SPRING
NOTE 35. SWITCH,SAFETY
36. ACTUATOR, SAFETY SWITCH
37. BOLT, WASHERS,NUT AND COTTER PIN
WHEN REPLACING BEARINGS 38. ROD,GEAR DOOR
14843-16 IN THE UPPER SIDE 39. BOLT, WASHERS, NUT AND COTTER PIN
40. FORK GEAR
BRACE LINK, IT WILL BE CLAMP
41.
NECESSARY TO ONE REAMTHE 42. HOSE, BRAKE
I.D. TO .375/.376. THE 43. BRAKEHOUSING
BUSHINGS MUST BE A PRESS 44.
45. BRAKE
TIRE DISC
FIT; IF THEY ARE LOOSE UPON 46. ROD END BEARING
INSTALLATION, USE LOCTITE 47. BOLT, WASHER,NUT AND BUSHING
TO ELIMINATE ANY LOOSE- 49. BOLT
49. SHIMWASHER
NESS. 50. BOLT
51. WASHER
52. WASHER
53. BEARING, FORWARDSUPPORT
54. BEARING, AFT SUPPORT
55. SNAPRING
56. RODEND BEARING
57. JAM NUT
58. BRACKET,SWITCH
59. CLIP, SAFETY
60. BUSHING,TAPERED
31
SKETCH B
Figure 7-8. Main Gear Installation (cont.)

1K4
7-20. CLEANING, INSPECTION AND REPAIR OF MAIN GEAR OLEO.

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.
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.
c. Repair of the oleo is limited to smoothing out minor scratches, nicks and dents and
replacement of parts.
7-21. ASSEMBLY OF MAIN GEAR OLEO. (Refer to Figure 7-7.)

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-5606A)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.
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.
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" pertain to left oleo

strut assemblies only.
1K5
3056
1-2
25- 4
13-14
-21
Figure 7-8a. Main Gear Service Tolerances
Added: 7/15/81 K6
1K6 LANDING GEAR AND BRAKE SYSTEM
TABLE VII-II. Main Gear Service Tolerances

1 67025-2 Link. Upper Side .3645 NO ROTATION

Brace .3625
2 63900-89 Upper Side Brace .249 .248 .004 SEE NOTES I AND 4
Link Bushing .251 .252
3 95642-4 Side Brace .7495 .7490 .002

95642-5 Support Bracket .7505 .7510
4 67026-12 Support Bracket .624 .624 .002 SEE NOTE 3

Bushing .625 .626
5 78717-2 Side Brace OD .6235 OD .6220

Support Stud .6225
6 78717-2 Side Brace 4365 .4355 .004

Support Stud 4385 .4395
7 65003-41 Bushing. Side Brace .375 .376 .004 SEE NOTE I

Support Stud .373 .372
8 67025-2 Link .4945 .4925

Upper Side Brace .4935
9 14843-16 Side Brace Link .376 .374 SEE NOTES I AND 4

Bushing .375
10 AN26-25 Link/Stud OD .373 .373 .004

400-761 Attaching Bolt .371 .369
11 67025-2 Upper Side .4945 .4925

Brace Link .4935
12 14843-16 Side Brace .3745 .374 SEE NOTE I

Link Bushing .3755
13 67797-04 Link. Lower Side .4925 .500

67797-05 Brace .4905
14 65003-44 Lower Side Brace .373 .372 .004 SEE NOTES I AND 4
Link Bushing .375 .376
15 NAS 464- Side Brace Link OD .3742 .3740

6-16 Assembly Bolt .3737
16 452368 Rod End Lower .5015 .5030 .0035

(HFX-8G) Side Brace Link .4995 .4995
1K7
TABLE VII-II (cont.). Main Gear Service Tolerances

ig. No. Part No. Nomenclature Dimension Dimension Tol. Remarks
17 67926-04 Trunnion Housing .7530 .7530

67926-05 Side Brace Attachment .7550 .7550
18 67026-05 Trunnion Bushing .499 .498 .004 SEE NOTE 2

.500 .502
19 NAS-464 Trunnion Side OD .4991

P8A-44 Brace Attaching Bolt .4982
20 67926-04 Trunnion ID .4410 .4410

67926-05 Housing Torque Link ID .4430 .4440
Attachment
21 6702607 Trunnion .313 .315 SEE NOTES 1, 2 AND 4

Bearing .314
22 67037-06 Strut Assembly .4385 .4395 .0025

.4370 .4370
23 67026-07 Strut Bearing .313 .313 .002 SEE NOTES I AND 4

.314 .315
24 67012-00 Torque Link .313 .314 .002

.312 .312
25 67012-00 Torque Link .3760 .3770 .0025

.3745 .3745
26 31796-00 Torque Link Bushing .252 .253 .002 SEE NOTES I AND 4
.251 .251
NOTES
1. Line ream to this dimension after installation of new part.
2. Install bearing with wet zinc chromate on adjacent surfaces of bearings and casting.
3. Install using Loctite 601. Rotate part while inserting, if possible, to insure complete coverage.
4. Press fit.

1K8
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.
1. Connect brake line and bleed the brakes per Paragraph Paragraph 7-72.
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 7-26) and gear operation. Ascertain
that gear is down and locked.
q. Remove the airplane from jacks.
7-22. REMOVAL OF MAIN LANDING GEAR. (Refer to Figure 7-8.)

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 actuating 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.

1K9
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.
7-23. CLEANING, INSPECTION AND REPAIR OF MAIN LANDING GEAR.

b. Inspect the gear components for the following unfavorable conditions:
1. Bolts, bearing and bushings for excess wear, corrosion and damage.
2. Gear housing, side brace links, torque links and attachment plates for cracks,
bends or misalignment.
3. Downlock hook for excessive wear of the bearing surfaces.
c. Inspect the gear downlock spring for the following:
1. Excessive wear or corrosion, especially around the hook portion 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.
2. 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.
d. Check the general condition of each limit switch and its actuator, and wiring for
fraying, poor connections or conditions that may lead to failures.
e. 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 .062 nor more than .125 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.
f. 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.
g. 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.
Revised6/15/79 LANDINGGEARAND BRAKESYSTEM

1K10
7-24. INSTALLATION OF MAIN LANDING GEAR. (Refer to Figure 7-8.)
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 6283344).
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. Tighten bolt 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. 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. (One each AN960-416 and AN960-416L washer per
bolt.)
5. Push the retainer tube into the arm of the housing and secure with bolt (48).
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 7-72.
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 Paragraph7-23.
1K1l
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. 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, Section II.
e. Check adjustment of landing gear per Paragraph 7-25.
f. Check alignment of the wheel per Paragraph 7-26.
g. Install the access plate on the underside of the wing and remove the airplane from
jacks.
7-25. ADJUSTMENT OF MAIN LANDING GEAR.

a. Place the airplane on jacks.
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 upper side brace link with no load on wheels, to obtain 90 degree
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 .025 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.

1K12
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.
7-26. ALIGNMENT OF MAIN LANDING GEAR. (Refer to Figure 7-9.)

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 Toe-in, Toe-out Correction Chart (Table VII-III).
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. 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.
1K13
TABLE VII-III. TOE-IN - TOE-OUT CORRECTION CHART
TOE-IN
TOE-OUT SHIM WASHERS WASHERS AN 174
ANGLE 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°05 ' AN960-416 (4) AN960-416 AN960-416 -15

Max. Allow.
AN960-416L Washers .031 Thick
AN96-416 Washers .062 Thick
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 7-9.) 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 7-9.)
h. Check adjustment of landing gear safety switch (squat switch) per Paragraph 7-35.
1K14
973
BRACKET
RIVET
WASHER
SKETCHA
973
BRACKET
A&B
SKETCH B
972
Figure 7-9. Aligning Main Gear
1K15
7-27., REMOVAL OF MAIN GEAR DOOR ASSEMBLY.

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.
7-28. CLEANING, INSPECTION AND REPAIR OF MAIN GEAR DOOR ASSEMBLY.

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.
7-29. INSTALLATION OF MAIN GEAR DOOR ASSEMBLY.

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.
7-30. 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.

1K16
7-31. ADJUSTMENTOF NOSE GEAR UP LIMIT SWITCH.The gear up limit switch is

mounted on a bracket above the point where the right side of the upper drag link attaches
to the engine mount. (Refer to Figure 7-10.)
a. To facilitate adjustment of the limit switch, disconnect the gear doors or remove the
bottom cowl, as desired.
b. Retract the landing gear hydroelectrically by turning the master switch on, raising
the emergency gear extension lever and moving the gear selector handle to the up position.
Retain the emergency extension lever in the up position and turn the master switch off.
c. Block the nose gear in the up position and then slowly release the emergency
extension lever. This will relieve hydraulic pressure and the main gears will drop.
d. Push the gear up tight and block.
e. Loosen the lower attachment screw of the switch bracket and rotate the switch
toward the actuator tang until the .06 to .08 measurement (noted in Figure 7-10) is
obtained. Switch tang should be actuated, a minimum of .12 inches in from the lower end
of the tang.
f. Manually move the gear up and down only as far as necessary to ascertain that the
switch actuates within .12 of full up position. Remove the block from under the gear and
allow it to slowly extend.
g. Retract the gear hydroelectrically and ascertain that the red gear unsafe light will go
out when the gear has retracted and the pump has shut off.
7-32. ADJUSTMENT OF NOSE GEAR DOWN LIMIT SWITCH. The gear down limit
switch is mounted on the horizontal support tube of the engine mount that runs between
the right attachment points of the gear housing and upper drag link.
a. Ascertain that the gear is down and locked.
b. The down limit switch should actuate only after the leading edge of the downlock
hook, when moving to the locked position, has passed the downlock roller by .06 of an
inch. (Refer to Figure 7-10.) Position the hook at this.location in relation to the roller by
moving the actuator piston manually toward the up position. The downlock spring may be
disconnected, if desired.
c. Loosen lower attachment screw of the switch mounting bracket and move bracket
toward the downlock hook until it is heard to actuate. Retighten the bracket attachment
screw.
d. Manually move the hook from the locked to the unlocked position and ascertain
that the switch actuates at the correct location of the hook.
e. Retract and extend the gear hydroelectrically by turning the master switch on,
raising the emergency gear extension lever and moving the gear selector handle to the up
position. As the gear begins to retract the green light below the selector should go out and
the red gear unsafe light at the top of the instrument panel should come on.
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. There is no adjustment of these
switches other than check that the gear, when retracting, will actuate the switch within .88
of an inch of full up. Switch operation turns the red gear unsafe light out.
1K17
840
.12 MIN.
UP LIMIT SWITCH
DOWN UMIT SWITCH .06 to.08
.06
Figure 7-10. Adjustment of Nose Figure 7-11. Adjustment of Main

Gear Limit Switches Gear Down Limit Switch
7-34. ADJUSTMENTOF MAIN GEAR DOWNLIMIT SWITCH. A gear down limit switch
is mounted on a bracket which is attached to the lower drag link of each main gear. The
switch should be adjusted to allow it to actuate thus turning on the green indicator light
with the cockpit when the downlock hook has entered the locked position and is within
.025 and .035 of an inch of contacting the downlock pin. (Refer to Figure 7-11.)
Adjustment of the switch may be as follows:
a. Ascertain that the main gear downlock is properly adjusted as described in Paragraph
7-25.
b. Raise the airplane on jacks. (Refer to Jacking, Section II.)
c. Ascertain that the landing gear is down and pressure is relieved from the hydraulic
system. To relievepressure, hold down the emergencyextender lever.
d. Raise the downlock hook assemblyand place a .030 of an inch feeler gaugebetween
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 screwsof the switch and, whilepushing up on the center of the
link assembly, rotate the switch toward the hook until it is heard to actuate. Retighten the
attaching screwsof the switch.
f. Manually move the hook assemblyup from the pin until the hook nearly disengages
from the pin. Then, with pressure against the bottom of the link assembly,move back to
ascertain that the switch actuates within .025 to .035 of an inch of full lock.
g. Retract and extend the gear hydroelectrically by turning the master switch on,
raising the emergency gear extension lever and moving the gear selector handle to the up
position. As the gear begins to retract, the green light below the selector should go out and
the red gear unsafe light at the top of the instrument panel should come on.
Issued:1/3/78 LANDINGGEARANDBRAKESYSTEM
IK18
7-35. ADJUSTMENT OF LANDING GEAR SAFETY SWITCH (SQUAT SWITCH). The

landing gear safety switch, located on the left main gear housing is adjusted so that the
switch is actuated within the last quarter of an inch of gear extension.
a. Compress the strut until 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 switch down until it actuates at this point. Secure the switch.
c. Extend and then compress the strut to ascertain that the switch will actuate within
the last quarter of an inch of oleo extension.
7-36. ADJUSTMENT OF GEAR BACK-UP EXTENDER ACTUATOR SWITCH. The

back-up gear extender actuator switch is mounted on the extender unit located under the
center seats floorboard. Inasmuch as the switch is a component of the back-up extender,
instructions for the adjustment of the switch will be found with the adjustment instructions
for the extender as found in Section VI.
7-37. LANDINGGEARWARNINGSWITCHES(THROTTLESWITCHES).
7-38. LANDINGGEAR UP/POWERREDUCEDWARNINGSWITCH.The gear up/power

reduced warning switch (Switch "A") is within the control quadrant below the throttle
control lever. (Refer to Figure 7-12.) This switch will actuate the warning horn and red light
simultaneously when the landing gear is not down andlocked, and the throttle is reduced to
below 14 inches of manifold pressure.
7-39. REMOVAL OF LANDING GEAR UP/POWER REDUCED WARNING SWITCH.

a. Loosen the quadrant cover by removing the cover attaching screws from each side
and at the bottom of the cover.
b. Pull the cover aft enough to remove the screws that secure the reinforcing clip to the
top underside of the cover. Remove the cover.
c. Remove the switch from its mounting bracket by removing the switch attaching
screws.
d. Disconnect the electrical leads from the switch.
7-40. INSTALLATIONOF LANDINGGEAR UP/POWERREDUCEDWARNINGSWITCH.

a. Connect the electrical leads to the switch.
b. Position the switch with actuator follower against its mounting bracket and secure
with screws.
c. The switch may be adjusted at this time per instructions in Paragraph 741.
d. With the control levers aft, slide the quadrant cover into position around the
controls far enough to allow the cover reinforcement clip to be installed to the top
underside of the cover and secure with screws.
e. Install the cover and secure with screws.
1K19
INSTRUMENT PANEL
SWITCH "A"
PA-32RT-300
&
PA-32RT-300T
SWITCH "B" -
PA-32RT-300
Figure 7-12. Throttle WarningSwitches
7-41. ADJUSTMENTOF LANDINGGEAR UP/POWERREDUCEDWARNINGSWITCH.

a. Remove the control quadrant cover as givenin Paragraph 7-39.
b. Flight test the airplane and at a safe altitude, establish a normal descent with gear up
and the propeller control at a desired low pitch setting.
c. Retard the throttle to a manifold pressure of approximately 14 inches. This setting
should be an airspeed above 104 KIAS.
d. In some manner, mark the throttle lever in relation to its position next to the
mounting bracket.
e. With the airplane on the ground and the throttle positioned to the mark, loosen the
screws that secure the switch and rotate it toward the throttle until it is heard to actuate.
Retighten the switch attachment screws.
f. Advance and retard the throttle to ascertain that the switch actuates at the desired
throttle lever setting. The airplane may also be flown to ascertain that the horn and light
will actuate when the throttle is reduced below approximately 14 inches of manifold
pressure with gear up.
g. Reinstall the quadrant cover as givenin Paragraph7-40.
1K20
7-42. GEAR DOWN/SELECTOR HANDLE UP WARNING SWITCH.

(PA-32RT-300) The gear down/selector handle up warning switch (Switch "B") is located
directly forward of the instrument panel, below the arm of the throttle control lever. (Refer
to Figure 7-12.) This switch will actuate the gear warning horn and light simultaneously
when the gear selector handle is at the up position and the airplane is on the ground or
airspeed is below that required to close the hydraulic valve and the pump switch of the
back-up gear extender. The latter applies except at full throttle.
7-43. REMOVAL OF GEAR DOWN/SELECTOR HANDLE UP WARNING SWITCH.

a. Remove the switch from its mounting bracket by removing the switch attachment
screws.
b. Disconnect the electrical leads from the switch.
NOTE
The switch with mounting bracket may be removed by

removing the control quadrant cover and removing the two
screws that secure the switch.
7-44. INSTALLATION OF GEAR DOWN/SELECTOR HANDLE UP WARNING SWITCH.

a. Connect the electrical leads to the switch. Leads attach to terminals C and NC.
b. Position the switch against its mounting bracket and secure.
c. With the throttle control adjusted to obtain a clearance of .010 to .030, adjust the
switch to actuate at this point also. Ascertain that switch actuates by moving throttle
control lever aft and then forward.
d. Reinstall the quadrant cover.
7-45. NOSE WHEEL.
7-46. REMOVAL AND DISASSEMBLY OF NOSE WHEEL. (Refer to Figure 7-13.)

a. Jack the airplane enough to raise the nose wheel clear of the ground. (Refer to
Jacking, Section II.)
b. To remove the nose wheel, first remove the cotter pin and washer that secures the
safety clevis pin of the wheel nut. Next remove the clevis pin, wheel nut and then slide the
wheel from the axle.
c. The wheel halves (7 and 10) may be separated by first deflating the tire. With the
tire sufficiently deflated, remove the wheel through bolts (18). Pull the wheel halves from
the tire by removing the wheel half opposite the valve stem first and then the other half.
d. The wheel bearing assemblies may be removed from each wheel half by first
removing the snap rings (1 or 16) that secure the grease seal retainers, and then the retainers,
grease seals (4 or 13) and bearing cones (6 or 12). The bearing cups (5 or 11) should be
removed by tapping out evenly from the inside.
1K21
NOTE
ON McCAULEY NOSE WHEEL

ASSEMBLIES ONLY, BUSHING (19) IS
REQUIRED TO PREVENT TUBE
MOVEMENT.
19
17
5
1. SNAP RING
2. RING, GREASE RETAINER
3. FELT RING
4. RING. GREASE SEAL
S. BEARING CUP
6. BEARING CONE
7. WHEEL HALF
8. NUT
9. WASHER
10. WHEEL HALF
11. BEARING CUP
12. BEARING CONE
13. RING. GREASE SEAL
14. FELT RING 12
IS. RING. GREASE RETAINER 13
16. SNAP RING
17. WASHER 14
18. BOLT
19. RUBBER BUSHING IS
Figure 7-13. NoseWheel Assembly
7-47. INSPECTION OF NOSE WHEEL ASSEMBLY.

a. Visually check all parts for cracks, distortion, defects and excess wear.
b. Check tie bolts for looseness or failure.
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 and relubricate.
f. Replace any wheel casting having visible cracks.
Issued:1/3/78 LANDING GEAR AND BRAKE SYSTEM
1K22
7-48. ASSEMBLYANDINSTALLATIONOF NOSE WHEEL. (Refer to Figure 7-13.)

a. Ascertain that the bearing cup (5 or 11) for each wheel half (7 and 10) is properly
installed. Install the tire with tube on the wheel half with the valvestem hole and then join
the two wheelhalves. Install the through bolts (18) with the washers(9 and 17) and nuts (8)
to the valvestem side.
NOTE
On aircraft models which use the ClevelandWheel Assembly
torque nuts to 90 inch-pounds. Those aircraft models which
use the McCauleyWheel Assembly torque nuts to 140-150
inch-pounds.
NOTE
On McCauleyNose Wheel Assembliesonly, bushing (19) is
required to prevent tube movement.
b. Lubricate the bearing cones (6 and 12) and install the cones, greaseseals (4 or 13),
felt rings (3 and 14) and seal retainer rings (2 or 15). Secure with snap rings (1 or 16).
c. Slide the wheel on the axle and secure with retainer nut. Tighten nut to allow no
side play, yet allow the wheel to rotate freely. Safety the nut with clevispin and securepin
with washerand cotter pin.
7-49. MAINWHEELS.
7-50. REMOVALAND DISASSEMBLYOF MAINWHEEL. (Refer to Figure 7-14.)

a. Place the airplane on jacks. (Refer to Jacking,Section II.)
b. To remove the main wheel, remove the cap bolts that join the brake cylinder
housing and the lining back plate assemblies.Remove the back plate from between brake
disc and wheel.
c. Remove the dust cover, the cotter pin and flat head pin that safeties the wheelnut,
and the wheelnut. Slidethe wheel from the axle.
d. The wheel halves (1 and 2) may be separated by first deflating the tire. With the tire
sufficiently deflated, remove the wheel through bolts (9). Pull the wheel halvesfrom the tire
by removingthe inner half from the tire first, and then the outer half.
e. The wheel bearing assemblies may be removed from each wheel half by first
removing the retainer snap rings (13) that secure the grease seal retainers (12 or 15), and
then the retainers, greaseseals (14) and bearingcone (11). The bearing cups (10) should not
be removed only for replacement. See paragraph 7-53. for bearing cup replacement
instructions.
7-51. INSPECTION OF MAIN WHEEL ASSEMBLY. Inspect brake disc for cracks,
excessive wear or scoring, rust, corrosion and warpage. Remove rust and blend out nicks,
using fine 400 grit sandpaper. Replacedisc if cracked or when disc is worn below minimum
thickness. (Refer to paragraph 7-58.)In addition also perform the same inspection givenfor
nose wheel in paragraph 7-47.
1K23
7-52. ASSEMBLYAND INSTALLATIONOF MAINWHEEL. (Refer to Figure 7-14.)

a. Ascertain that the bearing cup (10) for each wheel half (I and 2) is properly
installed. Install the tire with tube and wheel half with the valve stem hole. Ascertain that
the index mark is aligned with the index mark on the tire to insure proper tire, tube and
wheel balance. Join the two wheel halves and position the brake disc (3) in the inner wheel
half. Install the through bolts with nuts on the valve stem side. Torque the wheel nuts to
150 inch-pounds and inflate the tire. (Refer to Table II-I, Section II.)
b. Lubricate the bearing cones (11) and install the cones, grease seals (14) and seal
retainer rings (12 or 15). Secure retainer with snap ring (13).
c. Slide the wheel on the axle and secure with retainer nut. Tighten the nut to allow no
side play, yet allow the wheel to rotate freely. Safety the nut with a flat head pin, washer
and cotter pin. Reinstallthe dust cover.
d. Position the brake lining back plates between the wheeland brake disc and the brake
cylinder on the torque plate. Insert the spacer blocks between the back plates and cylinder,
and install the four bolts to secure the assembly. If the brake line was disconnected,
reconnect the line and bleed the brakes per paragraph 7-72.
Issued:1/3/78 LANDINGGEAR AND BRAKESYSTEM
1K24
1677
MIN. DISC THICKNESS

.3490 40-1 0A -STD.
.4050 40-1: 20 - HVY DUTY
VIEW A-A 1
2 A
1. WHEEL HALF
2. WHEEL HALF
3. BRAKE DISC
4. SCREW
5. LOCK WASHER
6. OUST SHIELD
7. NUT
8. WASHER
9. WHEEL THROUGH BOLT
12
10. BEARING CUP 14
I . BEARING CONE
12. GREASE SEAL RETAINER 12
13. SNAP RING
14. GREASE SEAL 13
15. GREASE SEAL RETAINER
Figure 7-14. MainWheelAssembly
7-53. REPAIR OF NOSE AND MAIN WHEEL ASSEMBLIES.Repairs are limited to

blending out small nicks, scratches, gouges and areas of slight corrosion, plus the
replacementof parts which are cracked or badly corroded.
NOTE
Remove rust and blend out small nicks, using fine 400 grit
sandpaper.
Wheelsmay also be repainted if the parts have been repaired and thoroughly cleaned.Paint
exposed areaswith one coat zinc chromate primer and one coat of aluminumlacquer.
1L1
LANCEI SERVICEMANUAL
NOTE
Never paint workingsurfaces of the bearing cups.
a. BearingCup Replacement:
1. Removal:
(a) Insert wheel half into boiling water for 15 minutes or place in an oven not
exceeding250°F (121°C) for 15 minutes.
(b) Remove from source of heat and invert wheelhalf. If the cup does not drop
out, tap the cup evenly from the axle bore with a fiber drift pin or suitable
arbor press.
2. Installation:
(a) To replace a new cup, apply one coat of zinc chromate primer to wheel half
bearing bore.
(b) Insert wheel half into boiling water for 15 minutes or place in an oven not
exceeding 250oF (121°C) for 15 minutes. Chill new bearing cup in dry ice
for a minimum of 15 minutes.
(c) Remove wheel half from source of heat and bearing cup from the dry ice.
Install the chilled bearing cup into the gearingbore of the heated wheel half.
Tap gently to seat evenly in place, using a fiber drift pin or suitable arbor
press.
7-54. BRAKESYSTEM.
7-55. WHEELBRAKE ASSEMBLY.
7-56. BRAKE ADJUSTMENTAND LININGTOLERANCE. No adjustment of the brake

lining clearance is necessary as they are self-adjusting.Inspection of the lining is necessary,
and it may be inspected visually while installedon the airplane.The liningsare of the riveted
type and should be replaced if the thicknessof any one segment becomes worn below .100
of an inch or unevenly worn.
7-57. REMOVAL AND DISASSEMBLYOF WHEEL BRAKE ASSEMBLY.(Refer to

Figure 7-17.)
a. To remove the brake assembly, first disconnect the brake line from the brake
cylinder at the tube fitting.
b. Remove the cap bolts that join the brake cylinder housing and the lining back plate
assembly.Remove the back plate from between the brake disc and wheel.
c. Slide the brake cylinder housing from the torque plate.
d. Remove the pressure plate by slidingit off the anchor bolts of the housing.
e. The piston(s) may be removed by injecting low air pressurein the cylinder fluid inlet
and forcing the piston from the housing.
f. Check anchor bolt for wear.
1L2
g. Remove anchor bolt by the followingprocedure:

1. Position cylinder assemblyon a holding fixture. (Refer to Figure 7-15.)
2. Use a suitable arbor press to remove the anchor bolt from the cylinder body.
h. Install anchor bolt by the followingprocedure:
1. Support anchor bolt in a hold ing fixture. (Refer to Figure 7-16, Step A.)
2. Align cylinderbody over anchor bolt. (Refer to Figure 7-16, Step B.)
3. Use a suitable arbor press and apply pressure on the spot face directlyover the
anchor bolt hole. (Refer to Figure 7-16, Step C.)
923
PRESS
CYLINDER
BODY
HOLDING
FIXTURE
Figure 7-15. Removal of Anchor Bolt.
1L3
A122
ANCHOR
BOLT
FIXTURE
STEPA CYLINDER
BODY
HOLDING TIur1E
F
FiXlURC
STEP B
PRESS
CYLINDER
BODY
HOLDING
FIXTURE
STEPC
Figure 7-16. Installation of Anchor Bolt
1L4
A629
1. TORQUE PLATE ASSY.
2. ANCHOR BOLT L
3. BRAKE LINING
4. RIVET
5. BACK PLATE ASSY.
6. BOLT
7. "O" RING
S. PISTON ASSY.
9. PRESSURE PLATE ASSY.
10. INSULATOR
11. SNAP
3
4
7 3065
30-83
Figure 7-17. Wheel Brake Assembly

7-58. CLEANING, INSPECTION AND REPAIR OF WHEEL BRAKE ASSEMBLY.
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.
d. Check the brake disc for wear, grooves, scratches, or pits. Minimum service thickness
of Disc 164-22A used on Wheel Assembly 40-90A is .345. A heavy duty brake and wheel
assembly is also optional. The minimum disc thickness of Disc 164-46 used on heavy duty
Wheel Assembly 40-120 is .405. A single groove or isolated grooves up to .030 of an inch deep
would not necessitate replacement, but a grooving of the entire surface would reduce lining life
and should be replaced. Should it be necessary to remove the wheel disc, refer to Paragraph
750.
e. It is recommended that both bearing surfaces of disc 164-46 used on heavy duty wheel
assembly be inspected periodically for the following items which would make replacement of
the disc necessary.
1. Any crack exceeding .80 inch in length or .21 inch in depth.
2. Any crack extending into the welded seam between the flange and cup.
3. If crack depth is not measurable, replace disc if crack length exceeds .400.
1L5
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
Replacement brake linings should be conditioned as follows:

a) For the optional heavy duty brakes; 1 to 3 consecutive
hard braking applications from 45 to 50 mph should be
performed.
b) For the standard brakes; a minimum of six light pedal
effort braking applications from 25 to 40 mph should be
performed, allowing the brakes to partially cool between stops.
7-59. ASSEMBLY AND INSTALLATION OF WHEEL BRAKE ASSEMBLY. (Refer to

Figure 7-17.)
a. Lubricate the piston "O" ring(s) with fluid MIL-H-5606A and install on piston(s).
Slide the piston in cylinder housing until flush with surface of housing.
b. Slide the lining pressure plate onto the anchor bolts of the housing.
c. Slide the cylinder housing assembly on the torque plate of the gear.
d. Position the lining back plate between the wheel and brake disc. Install the bolts and
torque to 40 inch-pounds to secure the assembly.
e. Connect the brake line to the brake cylinder housing.
f. Bleed the brake system as described in paragraph 7-72.
7-60. BRAKE MASTER CYLINDER. (Hand Parking Brake.)
7-61. REMOVAL OF BRAKE MASTER CYLINDER. (Hand Brake.) (Refer to Figure 7-

18.)
a. To remove the brake master cylinder (8), first disconnect the inlet supply line (13)
from the fitting at the top of the cylinder and allow fluid to drain from the reservoir and line
into a suitable container.
b. Disconnect the pressure line from the fitting on the cylinder and allow fluid to drain
from the cylinder line.
c. Disconnect the end of the cylinder rod from the brake handle (6) by removing the
cotter pin that safeties the connecting clevis pin (12). Remove the clevis pin and spacer washers.
d. Disconnect the base of the cylinder from its mounting bracket by removing the
attaching bolt assembly (11).
e. The handle assembly may be removed by removing the attaching bolt assembly that
secures the handle to its mounting bracket.
Revised:10/3/80 LANDINGGEARAND BRAKESYSTEM
1L6
2327
"
I l
1. BRAKE RESERVOIR
2. RIGHT BRAKE AND RUDDR PEEAL
3. LEFT BRAKE AND UDDER PEDAL
4. RIGHT BRAKE CYLINDER
5. LEFT RBAKECYLINDER
6. BRAKE HANDLE
7. HANDLE RELEASE BUTTON
8. MASTER CYLINDER ASSEMBLY
9. TOROUE TUBE
10. RUDDER PEDAL PADS
11. BOLT ASSEMLY
12. CLEVIS PIN
13. LINE, INLET
Figure 7-18. BrakeSystem Installation

Revised: 9/2/78 LANDINGGEAR ANDBRAKESYSTEM
1L7
A341
...... ,...............
2 3 4 5 78 9 10 11 12 13 14 15
00
1. HOUSING . PISTON 11. SNAP RING

2. SNAP RING 7. YNA SEAL 12. ROD, PISTO
-—' 3. BUSHING, RETAINER . "O" RING 13. SPING, RETAINING
4. SPRING . GLAND PACKING 14. ROLL PIN
5. "O" RING 10. "O" RIN* 1S. WASHER
Figure 7-19. BrakeMaster Cylinder. (Hand/ParkingBrake.)
7-62. DISASSEMBLYOF BRAKEMASTERCYLINDER. (Refer to Figure 7-19.)

a. Remove the cylinder from its mounting bracket as per paragraph7-61.
b. To disassemblethe cylinder, first remove the piston rod assemblyby removing the
snap ring (11) from the annular slot at the rod end of the cylinder. Draw the piston rod
assemblyfrom the cylinder.
c. The piston rod assembly may be disassembledby first removingthe small snap ring
(2) securing the retainer bushing (3), spring (4), piston (6), seal (7), gland (9), and, if
desired, the large return spring(13).
d. Remove the "O" rings from the piston and gland.
7-63. CLEANING,INSPECTIONAND REPAIR OF BRAKE MASTERCYLINDER.

a. Clean the cylinder parts with a suitable solvent and dry thoroughly.
b. Inspect the interior walls of the cylinder for scratches, burrs, corrosion,etc.
c. Inspect the general condition of the fitting threads of the cylinder.
d. Check the piston for scratches, burrs, corrosion, etc.
e. Repairs to the cylinder are limited to polishing out small scratches, burrs, etc., and
"O" rings.
1L8
7-64. ASSEMBLY OF BRAKE MASTER CYLINDER. (Refer to Figure 7-19.)
NOTE
Use a small amount of hydraulic fluid (MIL-H-5606A) on the
"O" ring and component parts to prevent damage and ease of
handling during reassembly.
a. Install new "0" rings on the inside and outside of the packing gland (9) and on the
outside of the piston (6). (When installing teflon "0" ring (5) on piston, it is recommended
that it be installed with the use of a cone placed against the piston. The cone may be
constructed of plastic or metal with dimensions shown in Figure 7-19.)
b. To assemble the piston rod assembly, install on the rod (12), in order, the roll pins
(14), return spring retainer washer (15), return spring (13), packing gland (9) with "O"
rings, seal (10), piston (6) with "0" ring, spring (4) and retainer bushing (3). Secure these
pieces with small ring (2) on the end of the rod.
c. Insert the piston rod assembly in the cylinder (1) and secure packing gland with snap
ring(ll).
d. Install the cylinder per paragraph 7-65.
7-65. INSTALLATION OF BRAKE MASTER CYLINDER. (Hand Brake.) (Refer to

Figure 7-18.)
a. Install the 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 the cylinder (8) between the mounting bracket and secure the 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 the rod end of the cylinder to the brake handle with a clevis pin and thin
washers. Safety the clevis with a cotter pin.
d. Connect the pressure line to the fitting at the bottom of the cylinder.
e. Connect the inlet supply line (12) to the fitting at the top of the cylinder and secure
with spring clamp.
f. Bleed the brake system per paragraph 7-72.
1L9
16
1. SPRING CLIP . CLEVIS PIN, WASHER & COTTER PIN

2. TOE BRAKE PEDAL CLEVIS
10. PIN, WASHER & COTTER PIN
3. ARM, TRIM CONTROL ATTACHMENT SPRING,11. RETURN
4. CLEVIS PIN, WASHER & COTTER PIN 12. BRACKET
5. CLEVIS ASSEMBLY BRACE
13. ASSEMBLY
. CLEVIS PIN 14. CYLINDER ASSEMBLY, HYDRAULIC
7. ARM, IDLER 15.
TUBE ASSEMBLY, LEFT
8. JAM NUT 17.CLEVIS PIN & COTTER PIN
17. HOSE ASSEMBLY - FLEXIBLE
18. TUBE ASSEMBLY,RIGHT
19. PEDAL PADS
Figure 7-20. Toe Brake Installation
1L10
1. HOUSING 5. O-RING 9. O-RING 13 WASHER

2. RETAINING RING 6. PISTON 10. O-RING 14 ROLL PIN
3. SLEEVE 7. SEAL 11. SPRING
4. SPRING 8. FITTING 12. PISTON ROD
Figure 7-21. Brake Cylinder (1700) (Toe Brake)
14
1 15 2 34 5 6 7 8910 11 12 13 14
1. HOUSING 6. O-RING 11. SPRING

2. SPRING 7. PACKING GLAND 12. PISTON ROD
3. PISTON 8. O-RING 13. WASHER
4. O-RING . WIPER WASHER 14. ROLL PIN
5. SEAL WASHER 10. RETAINING RING 15. ROLL PIN
Figure 7-22. Brake Cylinder (10-27) (Toe Brake)
1L11
7-66. BRAKECYLINDER. (Toe Brake.)
7-67. REMOVALOF BRAKE CYLINDER. (Refer to Figure 7-20.)

a. Disconnect the upper and lower lines from the cylinder (14) to be removed and cap
the lines to prevent fluid leakage or drain the fluid from the brake reservoir and master
cylinder.
b. Remove the cylinder from its attachment fittings by first removingcotter pins that
safety the cylinder attaching pins (4 and 16) and then removingthe pins.
7-68. DISASSEMBLYOF BRAKECYLINDER.

a. Gar-Kenyoncylinder number 17000. (Refer to Figure 7-21.)
1. Removethe cylinder from its mounting bracket as per Paragraph7-67.
2. To disassemble the cylinder, first remove the piston rod assemblyby unscrewing
the fitting (8) from the cylinder.
3. The piston rod assembly may be disassembled by first removing the retaining
ring (2) securingthe sleeve (3) and then removingthe spring (4), piston (6), seal(7), fitting
(8), and, if desired, the large return spring (11).
4. Removethe O-ringsfrom the piston and fitting.
b. Clevelandcylinder number 10-27. (Refer to Figure 7-22.)
1. Remove the cylinder from its mounting bracket per Paragraph7-67.
2. To disassemblethe 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
assemblyfrom the cylinder.
3. The piston rod assembly may be disassembledby fist removingthe 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-ringsfrom the piston and packinggland.
c. Clevelandcylinder number 10-30. (Referto Figure 7-23.)
1. Removethe cylinder from its mountingbracket per Paragraph7-67.
2. To disassemblethe cylinder,first removethe pistonrodassemblyby removingthe
retainingring from theannularslot in the cylinderhousing(1). Drawthe pistonrod assemblyfrom
the cylinder.
3. The pistonrod assemblymay be disassembledby first removingthe retainingring
(2), sleeve(3), spring(4), andthenthepiston assembly,O-ring(5), andgland(8), and if desired,the
return spring (13).
4. Removethe O-rings from the piston and packinggland.
7-69. CLEANING,INSPECTIONAND REPAIR OF BRAKE CYLINDER.

a. Clean cylinder components with a suitable solvent and dry thoroughly.
b. Inspect interior walls of cylinder for scratches, burrs, corrosion, etc.
c. Inspect generalcondition 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
replacingseal and O-rings.
Revised6/15/79 LANDINGGEARANDBRAKESYSTEM
1L12
7-70. ASSEMBLY OF BRAKE CYLINDER. (Refer to Figures 7-21 and 7-22.)
NOTE
Rub a small amount of hydraulic fluid (MIL-H-5606) 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 7-21.)

1. Install new -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 O-ring, 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 7-71.
b. Cleveland cylinder number 10-27. (Refer-to Figure 7-22.)
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).
c. Cleveland cylinder number 10-30 (Refer to Figure 7-23.)
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 in order, the roll pin,
washer, spring, washer-wiper packing gland with O-rings, O-ring, piston with O-ring, spring
and sleeve. Secure the assembly by placing the retaining ring on the end of the rod.
3. Insert the piston rod assembly in the cylinder (1) and secure with the retaining
ring (10).
7-71. INSTALLATION OF BRAKE CYLINDER. (Refer to Figure 7-20.)

a. Position the cylinder (14) at its mounting points and attach with clevis pins. Safety the
pins with cotter pins.
b. Connect the brake lines to the cylinder fittings.
c. Bleed the brakes per paragraph 7-72.
1L13
1. HOUSING 5. O-RING 9. O-RING 13. SPRING

2. RETAINING RING 6. PISTON 10. O-RING 14. WASHER
3. SLEEVE 7. O-RING 11. WASHER WIPER 15. ROLL PIN
4. SPRING 8. GLAND 12. ROD
Figure 7-23. Brake Cylinder

(10-30) (Toe Brake)
Revised 6/15/79 LANDING GEAR AND BRAKE SYSTEM
1L14
7-72. BLEEDING BRAKES.
7-73. 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-H-5606A.
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-H-5606A.
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 insure 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.
7-74. 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-H-5606A
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.
Issued:1/3/78 LANDINGGEARANDBRAKESYSTEM
1L15
LANCE IISERVICE
MANUAL
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 reservoirto fluid level line with a syringe.
7-75. BRAKESYSTEMLEAK CHECK.

a. Pull for a good firm hand brake and lock parking brake mechanism.Allowsystem 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 towards 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.
7-76. BLEEDINGOF THE BRAKES AFTER A UNIT HAS BEEN CHANGED.

a. Actuate the hand brake handle until some pressure builds up in the system. At this
time, crack the attaching B nuts at any of the hose connections of the replaced unit. Most of
the handle sponge feeling should be displacedby this action. Retighten B nuts.
b. Actuate the master cylinder and the toe brake cylinder of the side unit which was
changed and bleed fluid through the brake assemblyon the wheel by pumpingpressureand
cracking bleeder until pressure drops.
CAUTION
Do not allow pressure to bleed off before closing bleeders,
for this will allow air to enter the system. Repeat the
pumping and bleeding approximately 10 or more times or
until all the air is released from the system. During all
bleeding, fluid level of the reservoirmust be maintained.
1L16
TABLE VII-IV. TROUBLESHOOTING CHART (LANDING GEAR)
Red gear unsafe light out Indicator lamp burned Replace lamp.
while gear is in out.
transit.
Indicator light ground Check ground circuit.

incomplete.
Indicator light circuit Check wiring.

wire broken.
Indicator light circuit Reset circuit breaker

breaker open. and determine cause
for open circuit
breaker.
Red gear unsafe light on One or more up limit Isolate and replace
though gear has re- switches failed. switch.
tracted.
Nose gear up limit Check gear up adjust-

switch out of ad- ment and readjust up
justment. limit switch.
Main gear not re- Check gear up adjust-

tracting far enough ment.
to actuate switch.
Red gear unsafe light on One or more down limit Isolate and replace
though gear is down switches failed. switch.
and locked.
Nose gear down limit Readjust down limit

switch out of adjust- switch.
ment.
1L17
LANCE II SERVICE
MANUAL
TABLE VII-IV. TROUBLESHOOTING CHART (LANDING GEAR) (cont.)
Red gear unsafe light on Main gear down limit Readjust down limit
though gear is down switch out of adjust- switch.
and locked. (cont.) ment.
NOTE
The out of adjustment or failed switch may be determined by

noting which down light is not lit.
Red gear unsafe light Light circuit wire Check wiring.

operates on and off loose.
after gear has re-
tracted.
Hydraulic system Refer to Hydraulic

losing pressure. System, Section VI.
Gear up switch out of Check gear up adjust-
adjustment. ment and then switch
adjustment.
Red gear unsafe light out Lamp burned out. Replace lamp.
and one green gear
down light out though Gear down limit switch Replace switch.
gear is down and failed.
locked.
NOTE: Ascertain navi- Light circuit wire Check wiring.

gation lights are broken.
off (daytime).
1L18
Red gear unsafe light and Indicator lights circuit Reset circuit breaker
all green lights out. breaker open. and determine cause
for open circuit
breaker.
NOTE: Ascertain navi- Light circuit wire Check wiring.

gation lights are broken.
off (daytime).
Red gear unsafe light and Landing gear selector Reset circuit breaker
horn fail to operate circuit breaker open. and determine cause
when throttle is near for open circuit
closed and landing breaker.
gear is retracted.
Micro switch "A" at Adjust micro switch

throttle out of "A."
adjustment.
Micro switch "A" Replace switch.

failed.
Warning horn and light Check wiring.

circuit wire broken.
Diode in circuit between Replace diode.

throttle switch "A"
and light/horn open.
NOTE: When re-

placing diode,
connect banded
end (cathode) to
terminal ends of
wires G2Q and
G2K on mounting
block.
1L19
Red gear unsafe light Gear selector handle Place handle in down
and horn fail to stop in up position. position.
when throttle is
closed and gear
has extended. (Gear
extended through the
use of the free fall
lever or lack of air
speed.)
Red gear unsafe light Warning light and horn Check wiring.
and horn fail to operate circuit wire broken.
when selector switch is
moved to up position
with gear extended
and throttle not full
forward.
Above condition on Defective safety (squat) Replace switch.

ground. switch.
Red gear unsafe light Throttle micro switch Adjust switch.

and horn fail to shut off "B" out of adjust-
at full throttle. ment.
Gear selector at
up position and Throttle micro switch Replace switch.
gear extended. "B" failed.
Hydraulic pump shuts Gear not fully re- Check gear retraction
off. but red gear tracted. adjustments.
unsafe light Gear not contacting Check gear up switches.
remains on. up micro switches.

1L20
Green gear down lights Failed instrument panel Replace switch.

dim though position light control switch.
light switch is off, (Lights grounding
and gear is down and through dimming
locked. resistor instead of
instrument panel
light control.)
Green gear down light Gear down limit switch Replace switch.
fails to go out with failed.
gear in transit or
retracted.
Green gear down lights Green light ground Replace resistor.

will go out and not dimming resistor
dim when position open.
light switch is
turned on though
gear is down and
locked.
Green gear down lights Micro switch out of Adjust micro switch.
blink momentarily adjustment.
before the down lock
is engaged on roller.
1L21
Nose landing gear Internal wear in shimmy Replace shimmy

shimmies during fast dampener. dampener.
taxi, take-off,
or landing. Shimmy dampener or Replace necessary
bracket loose at parts and bolts.
mounting.
Tire out of balance. Check balance and re-

place tire if nec-
essary.
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 proceedings

shimmy. for correction.
Nose gear fails to Oleo cylinder binding Lubricate strut housing

steer properly. in strut housing. (refer to Lubrication
Chart).
Cylinder and/or strut

housing bushings
damaged.
One brake dragging. Determine cause and

correct.
Issued: 1/3/78 LANDINGGEARANDBRAKESYSTEM
1L22
Nose gear fails to Steering arm roller Replace defective

steer properly, sheared at top of roller.
(cont.) strut.
Steering bellcrank Readjust and tighten.
loose on attach-
ment plate.
Steering bellcrank Replace bearing and/or

bearing and/or bolt.
bolt worn.
Shimmy dampener Replace.

galling or binding.
Nose gear fails to Steering arm roller Replace defective

straighten when sheared at top of roller.
landing gear extends. strut.
Incorrect rigging of Check nose gear steer-

nose gear steering. ing adjustment.
Nose gear fails to Centering guide roller Replace roller.

straighten when sheared.
landing gear re-
tracts. Damaged guide. Replace guide.
1L23
Main landing shimmies Tire out of balance. Check balance and re-
during fast taxi, place tire if nec-
take-off, or essary.
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 Insufficient air and/or Service strut with air

normal landing or fluid in strut. and/or fluid.
taxiing on rough
ground. Defective internal parts Replace defective parts.
in strut.
Landing gear doors Landing gear not re- Check adjustment of

fail to completely tracting completely. landing gear.
close.
Door retraction mechanism Check adjustment.

out of adjustment.
1L24
LANCE
II
SERVICE
MANUAL
CARD2 OF2
PA-32RT-300
ANDPA-32RT-300T
PIPERAIRCRAFT
CORPORATION
NUMBER
(PART 761641)
2A1.
AEROFICHE EXPLANATION AND REVISION STATUS
Service manual information incorporated in this set of Aerofiche cards is arranged in accordance with the
general specifications of Aerofiche adopted by the General Aircraft Manufacturer's Association. The
information compiled in this Aerofiche service manual is kept current by revisions distributed periodically.
These revisions supersede all previous revisions, and are complete Aerofiche card replacements, and
supersede Aerofiche cards of the same number in the set.
Identification of revised material:

Revised text and illustrations are indicated by a black vertical line along the left-hand margin of the
frame, opposite revised, and added material. Revision lines indicate only current revisions with changes and
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.
Revisions to Service Manual 761 641 issued January 3, 1978 are as follows:
Revisions Date Aerofiche Card Effectivity
ORG780103 January 3, 1978 1and 2

PR780902 September 2, 1978 and 2
PR790615 June 15, 1979 and 2
PR801003 October 3, 1980 1and 2
PR810715 July 15, 1981 1and 2
PR831101 November 1, 1983 and 2
PR850815 August 15, 1985 2
IR860429 April 29, 1986 (Interim) 1
IR860730 July 30, 1986 (Interim) 1
IR860920 September 20, 1986 (Interim)* 1
* INTERIM CHANGE
Revisions appearon Table III-I of card1.

There are no other changes included in
this maintenancemanual.Please discard
your current card 1 and replace it with
this revised one. DO NOT DISCARD
CARDS 2.
The date on Aerofiche cards must not be earlier than the date noted for the respective card effectivity. Consult
the latest card in this series for current Aerofiche card effectivity.
2A2
TABLE OF CONTENTS
AEROFICHE CARD NO. 1 GRID NO.
INTRODUCTION ................................... 1A12
I 1A15
HANDLING AND SERVICING ......................
II INSPECTION ....................................... 1D5
IV STRUCTURE ....................................... 1D22
V SURFACE CONTROLS ............................. 1F11
VI HYDRAULIC SYSTEM.............................. 1H13
VI
VII LANDING GEAR AND BRAKE SYSTEM ............ 1J3
AEROFICHE CARD NO. 2

VIII POWER PLANT (PA-32RT-300) ..................... 2A8
VIIIA POWER PLANT (PA-32RT-300T) ................... 2C8
IX FUEL SYSTEM ..................................... 2D12
X INSTRUMENTS .................................... 2E1
XI ELECTRICAL SYSTEM ............................. 2F1 1
XII ELECTRONICS ..................................... 2121
XIII HEATING AND VENTILATING ...................... 2J8
XIV ACCESSORIES AND UTILITIES .................... 2J16
2A3
LIST OF ILLUSTRATIONS
Aerofiche
Figure Grid No.
8-1. Propeller Installation ............................ 2A11

8-2. Propeller Blade Minor Repair ..................... 2A12
8-3. Propeller Governor ............................. 2A15
8-4. Engine Installation ............................. 2A18
8-5. Adjustment of Engine Controls ...................... 2A20
8-6. Schematic Diagram of RSA Fuel Injection System ........... 2A22
8-7. Fuel Injector ................................. 2A23
8-8. Fuel-Air Bleed Nozzle ........................... 2B1
8-9. Height of Spring in Distributor Block Tower .............. 2B2
8-10. Contact Points ................................ 2B3
8-11. Engine Timing Marks ............................ 2B3
8-12. Timing Light Connected to Magneto ................... 2B5
8-13. Timing Markson Magneto Rotor .................. 2B6
8-14. Painted Tooth Centered in Timing Window ............... 2B7
8-15. Timing Mark on Rotor AlignedWith Pointer .............. 2B7
8-15a. Timing Light Connected to Magneto and Breakers ........ 2B8
8-16. Cam End View of Magneto ......................... 2B 10
8-17. RemovingImpulse Coupling ........................ 2B11
8-18. CheckingFlyweight to Stop Pin Clearance ................ 2B11
8-19. Stop Pin Installation Dimension ...................... 2B12
8-20. CheckingFlyweight Axial Wearwith Drill Shank ............ 2B13
8-21. Checking Flyweight Radial Wearwith Gauge .............. 2B13
8-22. Points of Coupling Body Wear ...................... 2B14
8-23. Acceptable and Deformed Coupling Springs ............... 2B14
8-24. Checking Impulse Coupling for Magnetization .............. 2B15
8-25. Orientation of Springs in CouplingBody ................. 2B15
8-26. Lifting Inner End of Spring ....................... 2B 16
8-27. CheckingHarness Lead Continuity .................... 2B17
8-28. CheckingHarness Lead Insulation Resistance .............. 2B17
8-29. ModifiedPliers ................. ... ........ . 2B18
8-30. RemovingSpring From Lead Assembly ................. 2B18
8-31. AssemblyTool ................................ 2B19
8-32. UsingAssemblyTool ............................ 2B19
8-33. Ferrule Positioned Under Braid .... .................. 2B19
8-34. Ferrule Seating Tool ............................ 2B20
8-35. Position of 11-8627 Kit and Contact Spring at Start of
Installation ............................... 2B21
8-36. Position of 11-8627 Kit and Contact Spring after Installation ..... 2B21
8-37. Lubricating Sleeve .............................. 2B21
8-38. Lubrication Ferrule Shoulder ....................... 2B21
8-39. RemovingSpark Plug Frozen to Bushing ................. 2B24
Revised:9/2/78
2A4
Figure Aerofiche
Grid No.
8A-1. Propeller Installation....................................................... 2C10

8A-2. Propeller Blade Minor Repair ............................................... 2C12
8A-4. Engine Mount Installation .................................................. 2C17
8A-5. Turbocharger Installation ................................................... 2C23
8A-5a. Adjustment of Engine Controls .............................................. 2D3
8A-6. Schematic Diagram of RSA-Fuel Injection System ............................. 2D5
8A-7. Fuel Injector .............................................................. 2D6
8A-8. Fuel-Air Bleed Nozzle ...................................................... 2D8
9-1. Fuel System (PA-32RT-300) ................................................ 2D 14
9-2 Fuel System (PA-32RT-300T) ............................................... 2D 15
9-2A. Fuel Cell Installation ....................................................... 2D19
9-3. Fuel Gauge ................................ ................. 2D20
9-4. Fuel Filter .......................................... 2D21
10-1. Instrument Panel (Typical) ............................................... 2E9
10-2. Instrument Air System Installation .......................................... 2E 12
11-1. Lamp-Bank Load ................................ ...................... 2F18
11-2. Checking Field Current ..................................................... 2F18
11-3. Testing Field Circuit ....................... ........................... 2F19
11-4. Testing Rectifiers (Positive) .............................................. 2F20
11-5. Testing Rectifiers (Negative) .............................................. 2F21
11-6. C-3929 Fixtures and Adapters ................... . ........................ 2F22
11-7. Removing Rectifiers .................................. .................... 2F22
11-8. Installing Rectifiers ........................................................ 2F23
11-9. Soldering Rectifier Lead ................................................... 2F24
11-10. Testing Stator Coils .............................. ...................... 2G 1
11-11. Removing End Bearing. ..................................................... 2G3
11-12. Installing End Bearing .................................................. 2G3
11-13. Removing Drive Pulley ............................... ............ 2G4
11-14. Removing Drive End Bearing ............................................ 2G4
11-15. Removing Slip Ring ................................ 2G5
11-16. Installing Slip Ring .................................... 2G5
11-17. Solder Points ....................................... 2G6
11-18. Installing Retainer ............................................ 2G7
11-19. Installing Driver End Shield and Bearing (Typical) ............................. 2G7
11-20. Installing Pulley ........................................................... 2G7
11-21. Meter Connections for Alternator Performance Test ........................... 2G10
11-22. Exploded View of Alternator ............................ 2G 13
11-23. Removal of Slip Ring End Bearing ............................ 2G 14
11-24. Removal of Rectifier ........................................... 2G 14
11-25. Removal of Drive End Head ......................... 2G15
11-26. Removal of End Head Bearing ........................... 2G 15
11-27. Testing Rotor for Ground ............................ 2G 16
11-28. Testing Rotor for Shorts ........................... 2G 16
11-29. Installation of Bearing ...................................................... 2G 17
Revised: 11/1/83
2A5
LIST OF ILLUSTRATIONS (cont)
Aerofiche
Figure Grid No.
11-30. Installation of Rectifier .................................................... 2G17

11-31. Terminal Assembly ........................................................ 2G18
11-32. Slip Ring End Bearing Assembly ........................................... 2G19
11-33. Testing Alternator ......................................................... 2G 19
11-34. Brush Installation ................. ......................................... 2G20
11-35. Internal Wiring Schematic .................................................. 2G20
11-36. No-Load Test ............................................................. 2G24
11-37. Resistance Test ............................................................ 2HI
11-38. Exploded View of Gear Reduction Starting Motor ............................. 2H5
11-39. Turning Starting Motor Commutator ....................................... 2H8
11-40. Testing Motor Armature for Shorts ..................... ...................... 2H8
11-41. Testing Motor Fields for Grounds ........................................... 2H8
11-42. No-Load Test Hook-up ................................................. 2H9
11-43. Stall-Torque Hook-up ...................................................... 2H10
11-43a. Ignition Switch ............................................................ 2H 16
11-43b. Terminal Block ............................................................ 219
12-1. ELT Portable Folding Antenna (NARCO) .................................... 2J5
12-2. ELT Using Fixed Aircraft Antenna (NARCO) ................................. 2J5
NOTE: (Electrical Schematics Figures 11-44 to 11-63, see Table XI-I.)
12-3. ELT Schematics ........................................................... 2J6

13-1. Cabin Heater, Defroster and Fresh Air System (PA-32RT-300) .................. 2J 10
13-2. Cabin Heater, Defroster and Fresh Air System (PA-32RT-300T) ................. 2J II
14-1. Air Conditioning System Installation (Typical) ................................ 2J19
14-2. Service Valves ............................................................. 2J24
14-3. Test Gauge and Manifold Set ............................................... 2KI
14-4. Manifold Set Operation ...................................... ............. 2K2
14-5. Leak Test Hookup ......................................................... 2K3
14-6. Evacuation Hookup ........................................................ 2K5
14-7. Charging Stand ........................................................... 2K7
14-8. Charging Hookup ......................................................... 2K9
14-9. Compressor and Fabricated Oil Dipstick ...................................... 2K13
14-10. Compressor and Alternator Belt Installation .................................. 2K15
14-11. Magnetic Clutch .......................................................... 2K19
14-12. Condenser Air Scoop Installation ............................................ 2K23
14-13. Expansion Valve ........................................................ 2K24
14-14. Components Installation .................................................... 2L 1
14-15. Air Conditioning Wiring Schematic .......................................... 2L3
14-16. Oxygen Installation ........................................................ 2L13
Revised: 11/1/83
2A6
LIST OF TABLES
Aerofiche
Table Grid No.
VIII. Propeller Specifications ........................... 2A13

VIII-II. CouplingTorques ................... 2B23
VIII-III.EngineTroubleshooting Chart ....................... 2C2
VIIIA-I. Propeller Specifications ........................... 2C13
VIIIA-II.Troubleshooting Chart (Turbocharger) ................. 2D8
IX-I. Sender/Fuel Quantity Gauge Tolerances ................. 2D20
IX-II. Troubleshooting Chart (Fuel System) .................. 2D23
X-I. Vacuum Systems .............................. 2E6
X-II. Directional Gyro Indicator ......................... 2E14
X-III. Gyro Horizon Indicator .......................... 2E15
X-IV. Rate of Climb Indicator .......................... 2E16
X-V. Altimeter ................................... 2E18
X-VI. AirspeedTubes and Indicator ....................... 2E20
X-VI. Magnetic Compass ........................... . 2E22
X-VII. ManifoldPressureIndicator ........................ 2E23
X-IX. Tachometer ................................. 2E24
X-X. Engine Oil PressureGauge ......................... 2FI
X-XI. Fuel Pressure Gauge (PA-32RT-300) ................... 2F2
X-XII Turn and Bank Indicator .......................... 2F3
X-XIII. Fuel Quantity Indicators .......................... 2F4
X-XIV. Oil Temperature Indicators ........................ 2F5
X-XV. Exhaust GasTemperature Gauge (Alcor) ................. 2F8
X-XVI. Cylinder Head Temperature Gauge .................... 2F9
X-XVII. Fuel Flow Gauge .............................. 2F10
XI-I. Index - Electrical System Schematics ................... 2F14
XI-II. Electrical System Component Loads ................... 2H13
XI-III Electrical System Troubleshooting .................... 2H17
XI-IV. Electrical Symbols ............................. 217
XI-V. Electrical WireCoding ........................... 218
XIV-I. Temperature PressureChart ........................ 2J21
XIV-II. Aluminum Tubing Torque ......................... 2J23
XIV-III. CompressorOil Charge ........................... 2K12
XIV-IV.Troubleshooting Chart (Air Conditioner) ................ 2L5
XIV-V. Oxygen System Component Limits ................... 2L13
XIV-VI. Troubleshooting Chart (Oxygen System) ................ 2L15
Revised 6/15/79
2A7
SECTION VIII
POWER PLANT
PA-32RT-300
Aerofiche
Paragraph Grid No.
8-1. Description ................................ 2A9

I 8-1a. Standard Practices - Engine... ....... 2A9
8-2. Troubleshooting........................................................... 2A10
8-3. Propeller................................................................. 2A10
8-4. Removal of Propeller ....................... 2A10
8-5. Cleaning, Inspection and Repair of Propeller ......................... 2A12
8-6. Installing Propeller....................................... 2A12
8-7. Blade Track...................................................... 2A13
8-8. Propeller Governor ........................................................ 2A 14
8-9. Removal of Propeller Governor .................................... 2A 14
8-10. Installation of Propeller Governor .................................. 2A 14
8-11. Rigging and Adjustment of Propeller Governor ....................... 2A14
8-12. Engine ................................................................... 2A 16
8-13. Removal of Engine and Engine Cowling ............................. 2A16
8-14. Installation of Engine ............................................. 2A17
8-15. Installation of Oil Cooler ................................................... 2A19
8-16. Adjustment of Throttle and Mixture Controls ................................. 2A20
8-17. Induction Air Filter ........................................................ 2A21
8-18. Alternate Air Door ....................................................... 2A21
8-19. Fuel Injector............................................................. 2A21
8-20. Fuel Injector Maintenance ......................................... 2A21
8-21. Adjustment of Idle Speed and Mixture ..................................... 2A23
8-22. Fuel Air Bleed Nozzle ...................................................... 2A24
8-23. Removal of Fuel-Air Bleed Nozzle ................................. 2A24
8-24. Cleaning and Inspection of Fuel-Air Bleed Nozzle..................... 2A24
8-25. Installation of Fuel-Air Bleed Nozzle ................................ 2BI
8-26. Ignition System Maintenance................................................ 2B1
8-27. Magneto (D-2000 Series) ................................................... 2B1
8-28. Description and Principle of Operation .............................. 2BI
8-29. Inspection of Magneto ...................................... 2BI
8-30. Magneto Installation and Timing Procedure
(Timing Magneto to Engine) ..................................... 2B4
8-31. Magneto Timing Procedure (Internal Timing) ........................ 2B7
8-32. Impulse Coupling Removal ........................................ 2B11
8-33. Inspection of Impulse Coupling ..................................... 2B12
8-34. Impulse Coupling Installation ...................................... 2B15
8-35. Harness Assembly ......................................................... 2B16
8-36. Inspection of Harness ............................................. 2B16
8-37. Maintenance of Harness ........................................... 2B17
8-38. Spark Plugs............................................................... 2B23
8-39. Removal of Spark Plugs ........................................... 2B23
8-40. Inspection and Cleaning of Spark Plug .............................. 2C1
8-41. Installation of Spark Plugs ......................................... 2C1
Revised: 10/3/80
2A8
SECTION VIII
POWER PLANT
(PA-32RT-300)
8-1. DESCRIPTION. The PA-32RT-300 is powered by a Lycoming engine of 300

horsepower. (Refer to Power Plant Specifications in Table II-I.) The engine is furnished with a
starter, 60 ampere, 12-volt alternator, voltage regulator, shielded ignition system, vacuum
pump drive, fuel pump, fuel injector and a dry paper type induction air filter. In the event of air
stoppage through the filter an alternate air source can be opened when selected manually by
the use of a lever in the cockpit.
The exhaust system consists of three individual mufflers combined into one unit. Each set
of opposing cylinders feeds into one muffler. A heat shroud encircles the complete unit to
provide heat for both the cabin and defrosting.
The engine is provided with a constant speed propeller controlled by a governor mounted
on the engine supplying oil through the propeller shaft at various pressures.
8-1a. STANDARD PRACTICES - ENGINE.

The following suggestions should be applied wherever they are needed when working on
the power plant.
a. To insure proper reinstallation and/or assembly, tag and mark all parts, clips, 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, dust, 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. Insure that all parts
are thoroughly clean before assembling.
Revised: 10/3/80 POWER PLANT

2A9
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.
f. All gaskets, packings and rubber parts must be replaced with new items of the same
type at reassembly. Insure 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. Anti-seize lubrication should be applied to all loose-fit spline drives which are
external to the engine and have no other means of lubrication. For certain assembly
procedures, molybdenum disulfide in either paste or powdered form mixed with engine oil or
grease may be used.
CAUTION
Ensure that Anti-seize compounds are applied in thin even

coats, and that excess compound is completely removed to
avoid contamination of adjacent parts.
i. Temporary marking methods are those markings which will ensure identification
during ordinary handling, storage and final assembly of parts.
8-2. TROUBLESHOOTING. Troubles peculiar to the power plant are listed in Table VIII-
III along with their probable causes and suggested remedies. When troubleshooting the
engine, ground the magneto primary circuit before performing any checks of the engine.
8-3. PROPELLER.
8-4. REMOVAL OF PROPELLER.

a. Insure master and magneto switches are off.
b. Move fuel selector to off position.
c. Place mixture control in idle cut-off.
d. Note position of components to facilitate reinstallation.
e. Remove screws attaching spinner cuff and spinner assembly and remove spinner.
f. Remove the safety wire from the six propeller mounting bolts and remove the bolts
and propeller.
g. Place a drip pan under propeller to catch oil spillage, remove propeller.
h. It is recommended that for severe damage, internal repairs and replacement of parts.
the propeller should be referred to the Hartzell Factory or Service Station.
Revised: 10/3/80 POWER PLANT

2A10
1740
1. SCREW,SPINNER ATTACHMENT 11. PROPELLER BLADE

2. SPINNER ASSEMBLY 12. SPINNER BACK PLATE
3. BOLT, BULKHEAD ATTACHMENT 13. STARTER RING
4. WASHER 14. "O" RING SEAL
5. PLATE 15. NUT, FLYWHEEL
6. BULKHEAD, FORWARD SPINNER 16. STUD
7. CUFF, SPINNER 17. WASHER
8. LOW PITCH STOP 18. NUT
9. JAM NUT 19. SAFETY WIRE
10. PROPELLER HUB 20. GREASE FITTING
Figure 8-1. Propeller Installation
Issued: 1/3/78 POWER PLANT

2A11
SECTIONAA-
Figure 8-2. Propeller Blade Minor Repair
8-5. CLEANING,INSPECTIONAND REPAIR OF PROPELLER.

a. Check for oil and greaseleaks.
b. Clean the spinner, propeller hub interior and exterior, and blades with a
non-corrosivesolvent.
c. Inspect the hub parts for cracks.
d. Steel hub parts should not be permitted to rust. Usealuminum paint to touch up if
necessary,or replate during overhaul.
e. Check all visible parts for wear and safety.
f. Check blades to determine whether they turn freely on the hub pivot tube. This can
be done by rocking the blades back and forth through the slight freedom allowed by the
pitch change mechanism. If they appear tight and are properly lubricated, the pitch change
mechanism should be removed so that each blade can be checked individually. If blades are
tight, the propeller should be disassembled.
g. Inspect blades for damage or cracks. Nicksin leadingedges 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 8-2 for propeller blade care.
8-6. INSTALLINGPROPELLER.
b. Place fuel selector to off position.
Issued: 1/3/78 POWERPLANT

2A12
TABLE VIII-I. PROPELLER SPECIFICATIONS
Hub, Model HC-C2YK-1BF

Blade, Model F8475D-4
Diameter 80 in.
Blade Angle Low Pitch (High RPM) 13.5 ± 0.2° ()
High Pitch (Low RPM) 34.0 ° 1.0 ° (1)
Propeller RPM Engine Static High RPM 2700 RPM max.

Setting
Propeller Torque Description Required Torque

Limits (Dry)
Propeller Mounting Nuts 60-70 foot-pounds
Fwd. Bulkhead Attachment Bolts 30-35 inch-pounds
Spinner Attachment Screws 20-25 inch-pounds
(1) MEASUREMENT TAKEN AT 30 INCH RADIUS
d. Observe the starter ring gear to make sure it is mounted properly on the engine
crankshaft flange. One of the bushings on the crankshaft is stamped with an "0" mark and
it must be inserted in the starter ring gear hole, likewise identified with an "0" mark.
e. Wipe crankshaft and propeller pilot to assure that no chips or foreign matter enter
the propeller mechanism.
f. Check interior of propeller hub for proper seating of "0" ring. Wipe inside of hub to
remove any traces of dirt. Check to see that "O" ring is covered with grease.
g. Install prop with blades aligned with mounting bolt hole marked "O".
h. Install rear spinner bulkhead.
i. Slide propeller carefully over pilot, taking care that "O" ring is not damaged.
j. Install the six hexagon head propeller hub mounting bolts and torque per Table
VIII-I.
k. Check propeller blade track as given in Paragraph 8-7.
1. Safety the propeller mounting bolts with MS20995-C41 safety wire.
m. Grease blade hub through 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 hub gaskets.
n. Install the forward spinner bulkhead and torque bolts per Table VIII-I. Safety bolts
with MS20995-C41 safety wire.
o. Install spinner and spinner cuff. Torque all attachment screws per Table VIII-I.
8-7. 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
Revised: 9/2/78 POWERPLANT

2A13
"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 .0625
inch.
c. Propellers having excess blade track should be removed and inspected for bent
blades, or for parts of sheared "0" ring, or foreign particles, which have lodged between hub
and crankshaft mounting faces. Bent blades will require repair and overhaul of assembly.
8-8. PROPELLERGOVERNOR
8-9. REMOVALOF PROPELLER GOVERNOR.

a. Remove the upper engine cowl.
b. Disconnect the control cable end from the governor control arm.
c. Remove the governor mounting stud nuts. It will be necessary to raise the governor
as the nuts are being removed before the nuts can be completely removed.
d. Remove the mounting gasket. If the governor is to be removed for a considerable
length of time and another unit not substituted, it is advisable to cover the mounting pad to
prevent damage caused by foreign matter.
8-10. INSTALLATIONOF PROPELLER GOVERNOR

a. Clean the mounting pad thoroughly, making very certain that there are no foreign
particles in the recess around the drive shaft.
b. Place the governor mounting gasket in position with the raised portion of the screen
facingaway from the engine.
c. Align the splines on the governor shaft with the engine drive and slide the governor
into position.
d. With the governor in position, raise the governor enough to install washersand start
mounting nuts. Torque nuts even.
e. Connect the control cable end to the governor control arm. The ball stud is installed
in the inner hole of the control arm.
f. Adjust governor control per paragraph 8-11.
g. Install engine cowl.
8-11. RIGGING AND ADJUSTMENTOF PROPELLER GOVERNOR (Refer to Figure

8-3.)
a. Prior to adjusting the propeller governor high RPM setting, the control linkage
should be thoroughly checked for correct function.
NOTE
A calibrated tachometer must be used to ascertain propeller

high RPM setting, Final high RPM adjustment must be
checked in flight or during high speed taxi.
To check rigging, move propeller control full forward. The propeller governor high RPM
stop must contact the adjusting screw when the cockpit control is 0.010 to 0.030 inch from
the cockpit mechanical stop. If adjustment is required complete the followingsteps.

2A14
1. CONTROL ARM
2. RPM ADJUSTMENT SCREW
3. CONTROL WHEEL LOW PITCH LOW PITCH
4. LOCK NUT 1 INSTALL CABLE END
5. BOLT ASSEMBLY 2 STUD IN THIS HOLE
5 PARALLELTOAPPROXIMATE
CENTER LINE OF GOVERNOR
HIGH PITCH
A 9555
Figure 8-3. Propeller Governor

1. Insure that the governor control arm is located approximately as shown on
figure 8-3.
2. Adjust control cable end hardware to obtain cockpit control cushion. Insure
there is adequate thread engagement of clevis end and rod end bearing (witnessholes) after
adjustment.
3. Insure that the control cable assembly is not bottoming internally.
b. Start engine, park 90 ° to wind direction and warm in normal manner.
c. To check high RPM, low pitch setting, move the propeller control all the way
forward. At this position the governor speed control arm (1) should be against the high RPM
fine adjusting screw (2). With the throttle full forward, observe engine RPM, which should
be 2700 RPMwith high RPM properly adjusted.
d. Should engine RPM not be as required, the high RPM setting should be adjusted as
follows:
1. Shut down the engineand remove the upper engine cowl.
2. Adjust the governor by means of the fine adjustment screw (2) for 2700 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.
3. Reinstall upper engine cowl 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.
5. Ascertain that the governor control arm (1) is adjusted to the proper angle on
the control wheel (3) as shown in Figure 8-3.

2A15
LANCE II SERVICE
MANUAL
e. 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 lever is
0.010 to 0.030 of an inch from forward stop on the power quadrant. 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.
f. It is usually only necessary to adjust the high RPM setting of the governor control
system, as the action automatically takes care of the positive high pitch setting.
8-12. ENGINE.
8-13. REMOVALOF ENGINE AND ENGINECOWLING.

a. Turn off all electrical switches in the cockpit and then disconnect the battery
ground wire at the battery.
b. Ascertain that the fuel selector lever is in the "OFF" position.
c. Remove the engine cowling by the followingprocedure:
1. Release the cowl fasteners, two on each side and two at the top aft of the cowl.
2. Lift the aft end of the cowl and then slide it forward to release the two stud
type front fasteners. Remove the top cowl.
3. Disconnect the landing light lead at the quick disconnect at the right rear side of
the bottom cowl.
4. Remove the induction air filter access door, the filter and four bolts which hold
the air box to the cowl.
5. Remove the screws securing the bottom cowl at its aft end and fuselage firewall
flange.
6. Remove screws which support bottom cowl to the nose gear doors support
brackets and fuselagefirewall flange.
d. Remove the propeller. (Refer to Paragraph8-4.)
e. Disconnect the starter positive and ground leads at the injector. (The injector may
be removed if desired.)
f. Disconnect the governor control cable at the governor and cable attachment clamps.
g. Disconnect the heater hose at the muffler.
h. Disconnect the throttle and mixture cables at the injector. (The injector may be
removed if desired.)
i. Disconnect the fuel pump supply line at the left side of the pump. Disconnect the
pump vent line.
NOTE
Where a question may arise as where to reconnect a hose, line
or wire; the item at the separation should be identified
(tagged) to facilitate reinstallation. Open fuel, oil, vacuum
lines and fittings should be covered to prevent
contamination.
j. Disconnect both lines from each oil cooler at the coolers.
k. Disconnect the magneto "P" leads at the magnetos.
1. Disconnect the engine vent tube at the engine.
Revised:9/2/78 POWER
PLANT
2A16
m. Disconnect the engine oil temperature lead at the aft end of the engine.
n. Disconnect the tachometer drive cable at the engine.
o. Untie the ignition harness hoses and lines at the aft of the engine.
p. Disconnect the vacuum pump lines at pump and remove fittings from pump.
q. Disconnect the oil pressure line at the engine.
r. Disconnect the static and fuel flow line at the right rear engine baffle.
s. Disconnect the manifold pressure line at the right rear side of the engine.
t. Disconnect the injector line at the flow divider.
u. Disconnect the alternator leads and the cable attachment clamps.
v. Attach a one-half ton (minimum) hoist to the hoisting straps and relieve the tension
from the engine mounts.
NOTE
Place a tail stand under the tail of the airplane before

removing the engine.
w. Check the engine for any attachments remaining to obstruct its removal.
x. Drain the engine oil, if desired, and then close drain.
y. Remove the four engine mount assemblies and swing the engine free, being careful
not to damage any attaching parts.
8-14. INSTALLATION OF ENGINE. (Refer to Figure 8-4.)

a. Attach a one-half ton (minimum) hoist to the engine hoisting straps and swing the
engine into alignment with its attaching points.
b. Insert an engine mount bolt, with washer against head, in the engine mount and slide
half of the mount assembly on the bolt. (Refer to Figure 8-4 for proper shock mount
assembly.) Repeat this procedure for the other three attachment points.
NOTE
Shock mount Part No. J-3049-38 sandwich (17) must be

positioned on the compression side of the engine lugs, with
the upper mounts on the forward side, and the lower mounts
on the aft side. The part number is stamped on the metal face
of the mount. (Refer to Figure 8-4.)
c. Position the mounting lugs of the engine so that they align with the engine mount
attaching points, then move the engine rearward onto the mounts.
d. Slide onto each mounting bolt a spacer and the forward half of the mount. Install
washer and nut, and torque the nuts of the bolts to 450 to 500 inch-pounds.
e. Connect the alternator leads and secure cable with clamps.
f. Connect the injector line to the flow divider.
g. Connect the manifold pressure line at the right rear side of the engine.
h. Connect the static and fuel flow line at the right rear engine baffle.
i. Connect the oil pressure line.
j. Install the line fitting in the vacuum pump and install lines.
Issued:1/3/78 POWERPLANT
2A17
133
A maximum of (3)
AN96066 washers can
used to permit a maximum of
2.5 threads exposd on the 21
bolt Torque to 230/240
Inch-pounds.
Section A-A
B34
TORQUE TO
140-160 IN.LBS. A
1. SPINNER
2. PROPELLER
3. FUEL FLOW DIVIDER
4. OIL FILLER
5. OIL COOLER, RIGHT
6. OIL COOLER, LEFT
7. VENT TUBE 21 11
8. STARTER 1t
9. GOVERNOR
10. FUEL NOZZLE
11. ENGINE MOUNT
12. VALVE, OIL DRAIN
13. AIR FILTER
14. COVER, FILTER
15. FILTER CAP
16. BOLT, NUT, WASHER
17. SANDWICH (J-3049-38)
1. SPACER (J-12333-2)
19. ENGINE MOUNT
20. PLUG
21. SANDWICH (J-3049-35)
22. ENGINE
23. MOUNTING KIT (J-3804-31)
Figure 8-4. Engine Installation

2A18
k. Connect the tachometer drive cable.

1. Connect the oil temperature lead.
m. Connect the engine vent tube.
n. Connect the oil cooler lines to each oil cooler.
o. Connect the magneto "P" leads. Check that magneto switch is "OFF."
p. Connect the fuel pump supply and vent line.
q. Install the injector.
r. Connect the throttle and mixture cables to the injector. Check adjustment of the
control by referring to Paragraph 8-16.
s. Connect the heater hose to the muffler.
t. Check adjustment of the alternate air door by referring to Paragraph 8-18.
u. Connect the governor control cable and secure with clamps.
v. Connect the starter positive and ground leads and secure cables with clamps.
w. Secure the ignition harness, lines, hoses, wires, etc., that may be loose.
x. Install the bottom cowl by the following procedure:
1. Position the bottom cowl and secure in place with screws along the sides and
nose gear doors support brackets.
2. Connect the air box to the cowl with four bolts and install the filter and access
cover. (Refer to Paragraph 8-18 for proper adjustment of alternate air control.)
y. Install the propeller. (Refer to Figure 8-1.)
z. Connect the electrical lead to the landing light.
aa. Install the proper grade and amount of engine oil.
ab. Turn on fuel valve; open throttle full and turn on the electric fuel pump, and check the
fuel lines and fittings for leaks.
ac. Install the upper cowling.
NOTE
To avoid a possible high speed bearing failure resulting from

lack of lubrication during the initial start, refer to the latest
revision of Lycoming Service Instructions No. 1241 for
information on pre-oiling the engine prior to its initial start.
ad. Perform an engine operational check.
8-15. INSTALLATION OF OIL COOLER.

a. When installing fittings in the oil coolers, care should be used to prevent excessive
torque being applied to the cooler. Where a rectangular fitting boss is provided, a back-up
wrench should be used, employing a scissor motion, so that no load is transmitted to the
cooler. When the oil cooler has a round fitting boss, care should be taken not to permit
excessive side load on the fittings.
b. If a pipe thread fitting is used, it should be installed only far enough to seal with
sealing compound.
c. Apply Lubon No. 404 to all male pipe thread fittings; do not allow sealant to enter the
system.
d. If fitting cannot be positioned correctly using a torque of 10 to 15 foot-pounds,
another fitting should be used.
e. When attaching lines to the cooler, caution must be used to prevent damage to the oil
radiator end plates. Fitting in radiator must be held when tightening oil hose fittings.
f. After installation, inspect the cooler for distorted end cups.
g. Run-up engine. After run-up, check for oil leaks.
2A19
A953
0.010 TO.030
STOP
Figure 8-5. Adjustment of Engine Controls.
8-16. ADJUSTMENT OF THROTTLE AND MIXTURE CONTROLS. (Refer to Figure

8-5.) Throttle and mixture controls are adjusted so that when the throttle arm on the
carburetor is rotated forward against its full throttle stop and the mixture control is rotated
forward against its full rich stop, the cockpit control levers of the throttle and mixture
should have 0.010 to 0.030 of an inch spring back on instrument panel stop when in full
rich position.
a. The throttle may be adjusted as follows:
1. At the carburetor, disconnect the clevis end of the throttle control cable from
the control arm. Loosen the jam nut that secures the clevisend.
2. Adjust the linkage by rotating the clevis end on the cable to obtain 0.010 to
0.030 of an inch spring back on instrument panel stop when in full throttle position.
3. On aircraft equipped with air conditioning systems, a micro switch is located
below the throttle control which is set to actuate in the full open position. With the throttle
control adjusted to obtain a clearance of .010 to .030, adjust the micro switch to actuate at
this point also.
4. Reconnect the clevisend to the control arm and safety.
b. The mixture may be adjusted as follows:
1. At the carburetor, disconnect the clevis end of the mixture control cable from
the control arm. Loosen the jam nut that secures the clevisend.
2. Adjust the linkage by rotating the clevis end on the cable to obtain 0.010 to
0.030 of an inch spring back on the instrument panel stop when in full rich position.
3. Reconnect the clevisend to the control arm and safety.
c. Check security of cable casingattachments.
d. Pull the throttle and mixture levers in the cockpit full aft to ascertain that the idle
screw contacts its stop and the mixture control arm contacts its lean position. A mixture
control lock is incorporated in the quadrant cover which prevents the mixture control from
being moved to the idle cutoff position inadvertently. The lock must be depressed before
the control can be moved completely aft. Ascertain that the lock operates freely without
any tendency to bind or hang up.
2A20
NOTE
Throttle and mixture free play of up to .30 inches measured

at the point where the control lever comes through the
quadrant is acceptable providing the throttle or mixture arm
at the injector is held against its stops when the control lever
is at the full forward and full aft positions.
8-17. INDUCTION AIR FILTER.

a. The filter should be cleaned daily when operating in dusty conditions. If any holes
or tears are noticed, the filter must be replaced immediately.
b. Remove the filter element and shake off loose dirt by rapping on a hard flat surface.
being careful not to damage or crease the sealing ends.
CAUTION
Never wash the filter element in any liquid or soak it in oil.

Never attempt to blow off dirt with compressed air.
c. The filter housing can be cleaned by wiping with a clean cloth soaked in unleaded
gasoline. When the housing is dry, reinstall and seal the filter element.
8-18. ALTERNATE AIR DOOR. The alternate air door is located on the backside of the
air filter box which is part of the lower cowl and controlled by a lever mounted next to the
engine control quadrant in the cockpit. The alternate air source is taken off the exhaust
stack assembly. The following should be checked during inspection:
a. Check that the air door seals are tight and hinge is secure.
b. Actuate the door to determine that it is not sticking or binding and the control cable
has free travel.
c. Check that when the air door is fully opened and the cockpit control is in the open
position, the cable has 6 to 8 pounds tension when lever goes into full open and locked
position. This insures positive seal in the air box. (Cable tension is measured at the control
lever with a spring scale. Adjust as required.)
8-19. FUEL INJECTOR.
8-20. FUEL INJECTOR MAINTENANCE.

a. In general, little attention is required between injector overhauls. However, it is
recommended that the following items be checked during periodic inspection of the engine;
torque all nuts to 135-150 inch-pounds. Seat pal type nuts finger tight, against plain nuts,
and then tighten an additional 1/3 to 1/2 turn.
1. Check tightness and lock of all nuts and screws which fasten the injector to the
engine.
2. Check all fuel lines for tightness and evidence of leakage. A slight fuel stain
adjacent to the air bleed nozzles is not cause for concern.
3. Check throttle and mixture control rod ends and levers for tightness and lock.
2A21
FUEL FLOW
INDICATOR
FUEL INLET FUEL STRAINER FLOWDIVIDER

FLOWDIVIDER
FLOW DIVIDER VALVE

SECTION AA
IDLE VALVELEVER
CONNECTEDTO THROTTLEVALVE
THROTTLE LEVER MANUALMIXTURE
LINKAGE CONTROLAND IDLE
CUT-OFF LEVER THROTTE LEVER
2
1. THROTTLE ARM
2. IDLE SPEED ADJUSTMENT
3. IDLE MIXTURE ADJUSTMENT
4. FUELSCREEN
5. MIXTURE ARM
6. THROTTLE CONTROL CABLE
7. NUT MS20365-1032C
Figure 8-7. Fuel Injector

4. Remove and clean the injector inlet strainer at the first 25 hours of operation
and each 50 hour inspection thereafter. Check the screen for distortion or openings in the
strainer. Replace for either of these conditions. Clean screen assembly in solvent and dry
with compressed air. Damaged strainer O-rings should be replaced. To install the screen
assembly, place the gasket on the screen assembly and install the assembly in the throttle
body and tighten to 35-40 inch-pounds torque. Attach air inlet elbow with spacer and
clamps (Torque clamps to 40-50 in. lbs.)
8-21. ADJUSTMENTOF IDLE SPEEDAND MIXTURE.

a. Start the engine and warm up in the usual manner until oil and cylinder head
temperatures are normal. The electric fuel pump must be "ON" for b, c, d and e below.
b. Checkmagnetos. If the "mag-drop" is normal, proceed with idle adjustment.
c. Set throttle stop screw so that the engine idles at 550-600 RPM. If the RPM changes
appreciably after making the mixture adjustment during the succeeding steps, readjust the
idle speed to the desired RPM.
d. When the idling speed has been stabilized, move the cockpit mixture control lever
with a slow smooth and steady pull toward the "Idle-Cut-Off" position and observe the
tachometer for any change during the leaning process. Caution must be exercised to return
the mixture control to the "Full Rich" position before the RPM can drop to a point where
the engine cuts out. An increase of more than 50 RPM while "leaning out" indicates an
excessively rich idle mixture. An immediate decrease in RPM (if not preceded by a
momentary increase) indicates the idle mixture is too lean.
Issued:1/3/78
e. If the above indicates that the idle adjustment is too rich or too lean, turn
the idle mixture adjustment in the direction required for correction, and check
this new position by repeating the above procedure. Make additional adjustments
as necessary until a check results in a momentary pick-up of approximately 50
RPM. Each time the adjustment is changed, the engine should be run up to 2000
RPM to clear the engine before proceeding with the RPM check. Make final ad-
justment of the idle speed adjustment to obtain the desired idling RPM with closed
throttle. The above method aims at a setting that will obtain maximum RPM with
minimum manifold pressure. In case the setting does not remain stable, check
the idle linkage; any looseness in this linkage would cause erratic idling. In all
cases, allowance should be made for the effect of weather conditions and field
altitude upon idling adjustment.
8-22. FUEL-AIR BLEED NOZZLE.
8-23. REMOVAL OF FUEL-AIR BLEED NOZZLE. The nozzles must be carefully

removed as they or the cylinders may be damaged.
a. Remove the lower engine cowl.
b. Disconnect the fuel line from the nozzle.
c. Carefully remove the nozzle, using the correct size deep socket.
d. Clean and inspect the nozzle as given in paragraph 8-24.
8-24. CLEANINGAND INSPECTIONOF FUEL-AIRBLEEDNOZZLE.

a. Clean the nozzle with acetone or equivalent and blow out all foreign parti-
cles with compressed air in the direction opposite that of fuel flow. Do not use
wire or other hard objects to clean orifices.
b. Inspect the nozzle and cylinder threads for nicks, stripping or cross-
threading.
c. Inspect for battered or rounded hexagons.

2A24
8-25. INSTALLATION OF FUEL-AIR

BLEEDNOZZLE.
a. Install nozzle and torque 60 inch
pounds.
CAUTION
Start nozzles and line coup-

lings by hand to prevent the
possibility of cross -threading.
b. Connect fuel line to nozzle.

c. Install engine cowl.
8-26. IGNITION SYSTEMMAINTENANCE.
Figure 8-8. Fuel-Air

Bleed Nozzle
8-27. MAGNETO(D-2000 SERIES).
8-28. DESCRIPTIONAND PRINCIPLE OF OPERATION. The D-2031 magnetos feature

two electrically independent ignition circuits in one housing. A single four pole rotor
provides the magnetic energy for both circuits. This magneto uses an impulse coupling to
provide reliable ignition to engine cranking speed. A single cam operates the main breakers
for both magneto circuits. Suppression of contact point arching and conducted ratio
interference is accomplished by feed-thru capacitors which are mounted in the magneto
cover which forms a part of the magneto harness assembly. At low engine cranking speeds
the impulse coupling automatically retards the magneto until the engine is also at its retard
firing position. The spring action of the impulse coupling is then released to spin the
rotating magnet and produce the spark required to fire the engine. After the engine starts,
the impulse coupling flyweights do not engage due to centrifugal action. The coupling then
acts as a straight drive and the magneto fires at the normal firing position of the engine.
8-29. INSPECTIONOF MAGNETO. After the first 50 hour period and every 100 hours
thereafter, the magneto ignition system should be checked. If engine operating troubles
develop which appear to be caused by the ignition system, it is advisable to check the spark
plug and wiring first before working on the magneto. Should trouble appear definitely
associated with the magneto, the most effective measure is to install a replacement magneto
which is known to be in satisfactory condition and send the suspected unit to the overhaul
shop for rest and repair. Should this not be possible, a visual inspection of the following
items may disclose the source of trouble.
2B1
236
O.422 MAX.
Figure 8-9. Height of Spring in Distributor Block Tower.

a. Check the lead terminals for definite contact with spring contacts in outlets.
b. Remove the harness outlet cover from the magneto and inspect for the presence of
moisture and carbon tracking due to moisture.
c. Check contact springsin distributor block for evidence of spark erosion.
d. Check height of contact springs (0.422 maximum from top of block tower to
spring). (Refer to Figure 8-9.)
e. With the cover and harness separated from the magneto housing, check contact
assembliesto see that cam follower is securely riveted to its spring.
f. 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.
CAUTION
Do not open point contacts more than .0625 of an inch for
examination of contact surfaces. Excessive spreading of the
breaker points will overstress and damage the contact spring.
Desired contact surfaces have a dull gray, sand-blasted (almost 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. Minor irregularities or roughnessof 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 (refer to
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 excessive
wear, the complete contact assemblyshould be replaced.

2B2
LANCEH SERVICEMANUAL
223
NORMAL POINT IS SMOOTH MINOR IRREGULARITIES - WELL DEFINEDMOUND

AND FLAT. SURFACEHAS SMOOTH ROLLING HILLS EXTENDINGNOTICEABLY
DULL GRAY "SANDBLASTED" AND DALES WITHOUT ANY ABOVESURROUNDING
APPEARANCE DEEP PITS OR HIGH PEAKS. SURFACE.REJECTPOINTS.
THIS IS A NORMALCON-
DITION OF POINT WEAR.
Figure 8-10. Contact Points
Figure 8-11. Engine Timing Marks

2B3
g. Check condition of cam follower felts for proper lubrication. If oil has migrated
from one follower felt to another, it may be necessary to remove the lubrication from one
felt strip while oiling another. If felt is over lubricated, remove oil by using a clean, lintless
cloth. If dry, apply one or two drops of Bendix Breaker Felt Lubricant 10-86527.
h. Check the capacitors for loosenessin the magneto cover of the harness assembly and
for any physical damage. Using a Bendix 11-1767-1,-2 or -3 condenser tester or equivalent,
check capacitors for capacitance, series resistance and leakage. Capacitanceshall be 0.34 to
0.41 microfarads.
i Check magneto to engine timing per instructions givenin Paragraph8-30.
j. Check action of impulse coupling. With the ignition switch off, observe breaker cam
end of rotor while manually cranking the engine through a firingsequence. The rotor should
alternately stop and then (with an audible snap) be rotated rapidly through a retard firing
position. If impulse action is not correct, remove the magneto for overhaul.
8-30. MAGNETO INSTALLATION AND TIMING PROCEDURE (TIMING MAGNETO

TO ENGINE).
WARNING
Do not attach harness spark plug ends to the spark plugs until
all magneto to engine timing procedures and magneto to
switch connections are entirely completed.
NOTE
The use of a timing light unit Part No. 11-9110 or 11-9110-1
will simplify the timing procedure. This unit is availablefrom
the Bendix Corporation at Sidney, New York 13838.
a. Remove the spark plug from the No. 1 cylinder and turn the crankshaft in the
direction of normal rotation until the compressionstroke is reached.
b. Continue turning the crankshaft until the 20° advance timing mark is in alignment
with the small hole located on the top face of the starter housing at the two o'clock
position. (Refer to Figure 8-11.)
c. The D-2000 series magneto may be mounted to the engine without removing the
cover from the magneto. The cover also has switch terminal outlets for the right and left
sides of the magneto, located in the center of the harness lead outlet section of the cover.
NOTE
It is recommended that short adapter leads be fabricated to
facilitate connecting the timing light unit to the switch outlet
terminalsof the cover. (Refer to Figure 8-12.)

2B4
A957
P/N 10-38298
BENDIX SWITCH LEAD

TERMINAL KIT
Figure 8-12. Timing Light Connected to Magneto
d. The magneto incorporates a built-in pointer and a degree wheel with sufficient
reference to assist the mechanic in magneto timing procedures. Printed upon the rotating
magnet are marks to indicate magneto neutral and magneto "E" gap (8'). (Refer to Figure
8-13.) Also included are retard angle references of 10, 15, 20 and 25 degrees. These marks
are set up for either clockwise (R) or counterclockwise (L) rotation of the magneto as
viewed from the magneto drive end. The timing tooth of each large distributor gear is
marked with red paint. (Refer to Figure 8-14.)
NOTE
A magneto, correctly timed internally, will have the timing teeth of

the large distributor gears approximately centered in the timing
windows at each end of the magneto; the L ("E" gap) mark which
is closest to the "K" or keyway up position indicator on the rotor
in alignment with the pointer, and both main breaker points open-
ing all at the same time. These three references, "E" gap, painted
teeth, and point opening are all used when timing the magneto to
the engine.
e. Remove the magneto drive gear backlash by turning the propeller opposite to
normal rotation approximately 40 past No. 1 firing position; then turn propeller in
direction of normal rotation up to No. 1 firing position of 20 BTC.
Revised 6/15/79 POWER PLANT
2B5
279 A
RETARD ANGLES
"E" GAP ANGLES
Figure 8-13. Timing Markson MagnetoRotor
f. Remove the plug from the distributor inspection windows at either end of the
magneto housing. (Refer to Figure 8-14.) Also remove the plug from the "E" gap inspection
window on the data plate side of the magneto housing. (Refer to Figure 8-15.)
g. Turn the rotating magnet drive shaft in the normal direction of magneto rotation
until the red distributor tooth appears in the distributor inspection window, and also check
to see if the letter "K" appears in the "E" gap inspection window on the data plate side. If
the letter "B" is in the window, turn the magneto shaft 1-1/2 times in the direction of
rotation and check again to be sure the "K" is in the window on the data plate side and the
red distributor tooth appears in each distributor inspection window.
h. Install the magneto to engine gasket on the magneto flange.
i. Feel the magnet into its No. 1 neutral position as described in Step g. With the
engine in its recommended No. 1 cylinder firing position of 20 BTDC,place the magneto
in position on the engine mounting pad and secure with the flangeclamps finger tight.
j. Install short adapter leads made from Bendix terminal kit (part number 10-382698)
into magneto switch terminals and connect to Bendix timing light (part number 11-9110) or
equivalent.
k. Bump the magneto in the direction opposite the normal shaft rotation until the first
breaker opens. Due to normal tolerances, one breaker may open slightly before the other
and timing should be done to the first or early breaker. Evenly tighten the magneto
mounting clamps.
2B6
LANCEH SERVICEMANUAL
1. When the Final timing check is done, back the engine up approximately 10 degrees;
carefully
then m. Step kthe
Repeat bump if necessary until and
engine forward conditions position
observeoftheStep met. the
1 are that breakers
If the open.
late breaker
a.
b. Remove
Loosen magneto
flange cover.
clamps and remove magneto from engine.
breaker opens first.
m. Repeat Step k if necessaryuntil conditions of Step 1 are met. If the late breaker
opens more than 3 degrees from theearly one, the internal timing ofthe magneto must be
rechecked. (Refer to Internal Timing, Paragraph 8-31.)
n. Torque the magneto securingclamps assembly
to Recheck
inch-pounds. timing once more
if disconnect the timing light andremove the adapter leads.
and satisfactory
o. Reinstall theplugs in the timing inspection holes and torque to 12-15 inch-pounds.
Loosely install the harness with clamps and/or brackets.
8-31. MAGNETO TIMING PROCEDURE (INTERNAL TIMING).

a. Removemagneto cover.
b. Loosen flange clamps and remove magneto from engine.
c. Checkcondition of points; replace if necessary.
d. Rotate magneto drive shaft until a main cam lobe touches the follower of the
left main breaker assembly and adjust the breaker points to an initial opening of .016 inch.
Wirefeeler gaugeis recommended.
e. Adjust right main breaker contact assembly to an initial point openingof .016 inch
just as in Step d.
f. Fixed contact support may be bent to adjust clearance. If support is bent, main
breaker contact must be rechecked. Torque breaker securing screws to 20-25 inch-pounds.

2B7
A958
Figure 8-15a. Timing Light Connected to Magnetoand Breakers
NOTE
Bend bracket carefully. Do not correct by bending back if
bent too much; this weakens the bracket.
g. Position rotor so keyway is at 12 o'clock position and red painted distributor teeth
are visiblein timing windows.
h. Loosen drive shaft nut and position the Rotor Holding Tool (Bendix part number
11-8465) under washer or bushing on drive end of rotor shaft with clamp at 4 o'clock
position so any shaft deflection caused by clamping action will be in a plane parallel to
breaker contacts. Tighten nut to secure holding tool to shaft. Check to insure proper
location of keyway and tighten adjusting screw of holding tool to lock rotor in position.
i. Loosen rotor holding tool and turn magnetin directionof rotation until adjacent "L"
("E" gap) mark is aligned with pointer and lock in position. Both red painted teeth should be
approximatelycenteredin timing windows.
NOTE
The use of the timing light unit, part number 11-9110-1
available from Bendix will simplify the internal timing
procedure and breaker synchronization.
j. Connect the timing light black lead to any unpainted surface of the magneto.
k. Connect the red timing light lead to the left breaker terminal and the green lead to
the right main breaker terminal. (Refer to Figure 8-15a.)
Revised6/15/79 POWERPLANT
2B8
1. Loosen rotor holding tool and move the rotor back a few degrees; then move it
forward. Both lights should go out to indicate opening of the main breakers when the timing
pointer is indicating within the width of the "L" mark and the red painted teeth are centered in
timing windows.
m. If breaker timing is not correct, loosen cam securing screw (refer to Figure 8-16) and
unseat main breaker cam from taper. Using 11-3031 Retaining Ring Pliers inserted in holes in
cam, rotate main breaker cam in direction of rotation until left main breaker points just open
and press cam onto taper. Install and torque cam retaining screw from 21 to 25 inch pounds.
NOTE
Refer to Lycoming Service Instructions No. 1400 for

recommended replacement of old cam retaining screw with
new self-locking cam retaining screw.
n. Loosen rotor holding tool to turn rotating magnet back a few degrees; then turn
rotating magnet in normal direction of rotation. Timing light should go out when timing
pointer is aligned with "L" ("E" gap) mark. Lock rotating magnet in position where points just
open.
o. Loosen right main breaker securing screws and position breaker so cam follower is
pressed against cam with points closed. Tighten contact assembly securing screws to prevent
contact assembly from bouncing back when moved. Using a small mallet and drift, tap right
breaker in until points just open.
p. Turn rotating magnet back a few degrees; then turn rotating magnet in normal
direction of rotation. Both timing lights should go out within one degree or half the width of
"L" mark on rotor. If breakers are not properly synchronized, reset right breaker.
q. Check right main breaker contact for 0.016 .004 inch point opening and torque right
breaker contact securing screws to 20-25 inch-pounds. If point opening is out of limits, repeat
timing procedure setting left main breaker opening at .016 .002 inch. If right contacts open
beyond .020 inch, set left contacts closer to .018 inch. If right contacts open less than .012 inch,
set left contacts closer to .014 inch.
r. Using timing light, recheck timing to insure main breakers open with one-half the
width of "L" mark and that retard breaker opens at correct degree setting. Using a wire feeler
gauge, check left main breaker for .016 .002 inch point opening and right main breaker and
retard breaker for .016 .004 inch point opening.
NOTE
If correct breaker timing cannot be achieved, remove magneto

and have it overhauled.
s. Check capacitors for looseness in the magneto cover of the harness assembly and for
any physical damage. The capacitors should be checked for capacitance, series resistance and
leakage. Capacitance should be 0.34 to 0.41 microfarads. The use of a Bendix condenser tester,
part number 11-1767-1, -2 or -3 or equivalent will simplify this test. Replace defective
capacitors and torque securing nut to 60-70 inch-pounds.
NOTE
Spring in capacitor outlet may cause an indication of a short to

ground if adapter lead is not used. (Refer to Paragraph 8-30,
Step c, Note.)
POWERPLANT
Revised: 10/3/80 2B9
280
DATA PLATE RIGHT MAIN BREAKER

(TOP OF MAGNETO) CONTACT ASSEMBLY
RIGHT MAGNETO
HIGH TENSION OUTLETS
1. RIGHT MAIN CONTACT ASSEMBLY 281

2. LEFT MAIN CONTACT ASSEMBLY
3. SCREW VIEW A-A
4. LOCK WASHER
5. FLAT WASHER (TORQUE SCREW TO 21-25
6. MAIN CAM INCH-POUNDS.)
3
4
-5
Figure 8-16. Cam End View of Magneto

2B10
805
0.015 MIN.
Figure 8-17. Removing Impulse Coupling Figure 8-18. Checking Flyweight to

Stop Pin Clearance
8-32. IMPULSE COUPLING REMOVAL.
a. Using heavy gloves or shop cloth, grasp the coupling body firmly to prevent the
internal spring from unwinding suddenly. Pull outward on the coupling body only enough
to release it from the cam assembly. Keep the coupling body close against the cam and allow
the body to turn as the spring unwinds. After one or two turns, the spring coils will wedge
against the projections on the body, restraining the spring from further unwinding.
b. Look into the hole in body and note the location of the inner eye of spring where it
engages with mating recess in cam hub. Insert a screwdriver under spring end and pry spring
eye out of recess. Remove the body and spring together. Uncoil spring from body and pry
spring eye from body recess to disengage spring.
c. Thread protective cap of 11-702-1 puller securely on end of shaft. Engage puller
over protective cap and cam assembly with wide jaws of puller hooked under cam assembly
as shown in Figure 8-17.
d. Tighten puller handle to remove coupling from shaft. If coupling does not release
with maximum hand torque at puller handle, apply penetrating thread release compound
between coupling and shaft. Then while puller is still fully tightened, hold tip of hot heavy
duty soldering iron in contact with hub of coupling cam assembly. Solder wetting of the tip
at point of contact with the cam hub will assist in heat transfer to the parts. Retighten
puller after about a minute of heat application.
CAUTION
Do not strike the puller with a hammer. If puller is struck

with a hammer the main bearings must be replaced.
2B11
0.0050.020
Figure 8-19. Stop Pin Installation Dimension

e. Do not tighten puller handle further after coupling cam releases from the shaft. This
could damage the flyweight if the flyweight is caught under the woodruff key. Remove the
puller from the shaft. Then while holding both flyweight tips inward, left cam from the
shaft, and remove woodruff key from rotor shaft.
8-33. INSPECTION OF IMPULSE COUPLING.

a. Check clearance between each flyweight and each stop pin by the following method:
1. Bend the end of a stiff piece of wire into a right angle, 1/8 inch long maximum.
2. Hold the magneto as shown in Figure 8-18. Pull the heel of the flyweight
outward with the fabricated hooked wire and make certain that a feeler gauge of 0.015 of
an inch minimum thickness will pass between the stop pin and the highest point of the
flyweight.
NOTE
A true and accurate check of the clearance between the

flyweights and stop pins can only be obtained by pulling the
flyweight outward as described. Do not attempt the check by
pushing in on the flyweight at point "A" of Figure 8-18.
b. Inspect impulse coupling stop pins for damage. If pins are bent, damaged or
excessively worn, remove pins using a suitable drift and arbor press. Press new pins into
flange until dimension shown in Figure 8-19 is obtained.
c. Visually inspect flyweight securing washers and flyweights, particularly in area
around the axle hole for cracks. Grip washers with pliers and exert moderate turning force
to check looseness. If washer moves or any cracks are found, reject cam assembly.
2B12
FLYWEIGHT GAUGE
11-10041
Figure 8-20. Checking Flyweight Axial Figure 8-21. Checking Flyweight Radial
Wear with Drill Shank Wear with Gauge
d. Inspect for axial wear between flyweight and axle using shank of a new No. 35 drill
as a guage. Hold flyweight so the outer radius is in alignment with the rim of the cam flange
and try to insert the drill shank between the flange and flyweight as shown in Figure 8-21.
Do not force the drill. If the drill can be inserted, replace the cam assembly.
e. Inspect for excess radial wear between the flyweight and axle using the 11-10041
flyweight gauge. Insert the gauge between flyweights and against cam hub as shown in
Figure 8-21. If the gauge cannot be inserted easily, remove burr from edges of hub keyway
with a small file. Hold the gauge firmly against the hub, at the same time squeezing the
flyweights against the gauge. If the inner end of either flyweight heel touches the gauge,
replace the cam assembly. If parts are near limits, check clearance between flyweight and
gauge with a .003 inch feeler. If flyweight heel is tight on feeler, replace the cam assembly.
CAUTION
Never attempt to repair any part of a rejected cam and
flyweight assembly.
f. Inspect ears of the coupling body for grooves worn by the tail of the flyweights and
wear at the triggering ramp and cam stop contact areas. (Refer to Figure 8-22.) If either ear
shows a perceptible groove or a ridge can be felt when fingernail is drawn across the surface,
replace the coupling body.
g. Inspect drive lugs of body. If wear is noted, measure difference between worn and
unworn areas on drive lug surface. If difference is in excess of .015 of an inch, replace the
body.
h. With spring released and free, it should form a smooth spiral curve with no sharp
bends or flat spots. (Refer to Figure 8-23.) If spring is deformed, replace it.

2B13
823
Figure 8-22. Points of Coupling Body Wear
803
ACCEPTABLE REJECT
Figure 8-23. Acceptableand Deformed Coupling Springs
i. Inspect spring for cracks particularly at the ends and around spring eyes. Inspect
coils of spring for excessivewear. If grooves or ridges are worn in coilsor cracks are found,
replace spring.
j. Inspect the housing for cracks, stripped threads or other damage. Replace if
necessary.
2B14
813 813
Figure 8-24. Checking Impulse Coupling Figure 8-25. Orientation of Spring

for Magnetization in Coupling Body
8-34. IMPULSE COUPLING INSTALLATION.

a. Check mating cam assembly and body for magnetization which would prevent
flyweights from engaging. Hold the assembly as shown in Figure 8-24 and push upper
flyweight against body. When released, flyweight must drop down. If flyweight sticks to
body, parts are magnetized and coupling may not function. Perform test on both flyweights.
b. To demagnetize, place body over shaft of a charged rotating magnet and spin body
rapidly by hand. While body is still spinning, invert magnet so body falls off. Catch body in
hand and repeat test for magnetization.
c. Clamp one drive lug of the body in a padded jaw vise with the spring recess side up.
d. Orient the spring with the body for correct rotation. On clockwise couplings,the
spring must coil in a clockwise direction from the outside toward the center when viewed
from the spring recess side of the body. (Refer to Figure 8-25.) Insert eye of outer end of
spring into hole drilled in inner rim of body.
e. Using heavy gloves to protect the hands, wind spring into body manually, lifting
spring coils one at a time over projections on body. Extreme care should be used to avoid
scratching or nicking the spring. After winding the spring, brush a coating of light oil over
the spring coils.
f. Pry up one and one-half turns at the inner end of the spring with a small screwdriver
and support in position as shown in Figure 8-26.
g. Engage recess in the hub on the cam assembly with eye at inner end of spring. With
eye engaged, rotate cam assembly slightly in direction to unwind spring to permit hub of
cam to slip into the inner turn of the spring. Rotate the cam in the opposite direction,
winding spring slightly, until projections on edge of cam clear over the projections on the
body. Push the cam assembly down into the body, at the same time taking the screwdriver
out.
2B15
810
Figure 8-26. Lifting Inner End of Spring
h. Insert a spare rotating magnet, with woodruff key in taper, into cam assembly. Turn
magnet slightly in direction of coupling rotation (to wind spring). Lift magnet with cam
only enough to clear projections on the body. Wind spring one-half turn and re-engage the
cam assembly into the body.
i. Tension of the spring assembly in the assembled coupling when wound to point of
impulse tripping must not be less than 9 or more than 15 inch-pounds.
8-35. HARNESSASSEMBLY.
8-36. INSPECTIONOF HARNESS

a. Inspect cover for cracks or other damage. Inspect lead assemblies for abrasions,
mutilated braid or other physical damage.
b. Inspect grommets for tears and eyelets for spark erosion.
c. Disconnect harness coupling nuts from the spark plugs and extract the lead
terminations. Inspect contact springs and compression springs for any damage or distortion.
Inspect sleevesfor cracks or carbon tracking.
d. Inspect coupling nuts and elbow assembliesfor damaged threads or other defects.
NOTE
Replace any damaged components per instructions given in
Paragraph8-37.

2B16
A95I 242 243
Figure 8-27. CheckingHarness Lead Figure 8-28. CheckingHarnessLead

Continuity Insulation Resistance
e. Test continuity of each harness lead using a High Tension Lead Tester, Part No.
11-8888 or 11-8888-1from Bendix as follows:
1. Connect black test lead to contact spring and red lead to eyelet of the same lead.
2. Observethat the continuity lamp illuminates.
f. Test insulation resistance of each harness lead by using the 11-8888 or 11-8888-1
tester as follows:
1. Attach the red high voltage test lead to contact spring of harness lead. (Refer to
Figure 8-28.)
2. Attach the black test lead to the ferrule of the same harness lead. (Refer to
Figure 8-28.)
3. DepressPRESS-TO-TESTpushbutton switch.
4. Observe that indicator lamp flashes and 'GAP fires simultaneously as long as the
PRESS-TO-TESTswitch is held depressed. Wheneverindicator lamp flashes and GAP failsto
fire, lead under test is defective and must be replaced.
8-37. MAINTENANCEOF HARNESS. Minor repairs of the harness assembly, such as

replacement of contact springs, sleeves, compression springs, eyelets, or grommets can be
accomplished with the harness mounted on the engine. Lead assemblies may also be
replaced with harness mounted on the engine unless inaccessibilityof installation or number
of leads to be replaced makes it unreasonable.
To replace grommets or eyelets, pull the conductor through the shielding sufficientlyto
make eyelet accessible. Remove the eyelet being careful not to damage conductor wire.
Replace grommet and eyelet using the "AB" groove of CrimpingTool No. 11-4152or a pair
of diagonal pliers modified as shown in Figure 8-29. Work the wire back into the shielding

2B17
244
CUT NOTCH TO FIT SNUG
ON NO. 58 DRILL WITH
JAWSCLOSED
Figure 8-29. ModifiedPliers Figure 8-30. RemovingSpring

From Lead Assembly
so the grommet fits properly against the ferrules in the plate. Slack in shieldingor wire can
be removed by grasping the lead in one hand and sliding the other hand firmly along the
lead towards the magneto cover.
To replace contact springs, insulating sleeves,compressionspring or elbows,proceed as
follows:
a. Using a Bendix 11-7073 needle or a mechanical pencil with the lead retracted, hook
the end of the contact spring as shown in Figure 8-30.
b. Using the needle or pencil, unscrew the spring.
c. Slide insulating sleeve and spring retainer assemblyoff end of lead assembly.
d. Replace defective component and reassembleas follows:
1. Fabricate a tool as shown in Figure 8-31 for installingthe insulating Sleevesover
cable terminals.
2. Slide elbow assembly over lead and attach nut finger tight to ferrule.
3. Push the fabricated tool through insulating sleeveand spring retainer assemblyas
shown in Figure 8-32. Screw the cable terminal into the tool.
4. Work insulating sleeve and spring retainer assembly into position over the cable
and unscrew the tool. Install contact spring on cable terminal.
NOTE
It may be necessary to lubricate the cable and insulating
sleeve with a thin film of DC-200 (200,000 centistokes) or
commercialgrade alcohol to facilitate assembly.
e. To replace one of the lead assemblies,proceed as follows:
1. Remove clamps and brackets from defective lead assembly. Cut cable ties from
assemblyand discard.
2B18
C346
BRAZE DRILL NO. 47

4 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 8-31. Assembly Tool
C346
SPRING RETAINER ASSY
Figure 8-32. Using Assembly Tool
1/2" COATINGSCRAPED
FROMBRAID
BRAID TO EDGE
OF KNURLING
BLUECOATING
Figure 8-33. Ferrule Positioned Under Braid

2B19
C347
2.750
2.375
MATER
IAL- BRASS
Figure 8-34. Ferrule Seating Tool

2B20
11-8625
PLUNGER
ASSEMBLY
11-3699
HANDLE
GUIDE
-8626
DISTRIBUTOR
DISTRIBUTOR
BLOCK BLOCK
Figure 8-35. Position of 1 1-8627 Kit and Figure 8-36. Position of 11-8627 Kit and
Contact Spring at Start of Installation Contact Spring after Installation
COAT
LUBRICATE
Figure 8-37. Lubricating Sleeve Figure 8-38. Lubricating Ferrule

Shoulder
2B21
2. Cut the eyelet from the lead and remove grommet.

3. Grip the ferrule of the lead with a pair of vise grip or water pump pliers and with
a twist-pull action remove the ferrule from the cover and discard ferrule. Pull lead from
cover.
4. Thread pre-stripped end of replacement lead through cover.
NOTE
Replacement leads are availablefrom Bendixin lengths of 17
thru 74 inches in 3 inch increments. Use nearest next longer
length to replace defective lead.
5. Scrape blue coating being careful not to cut braid for .50 of an inch from end of
lead.
6. Push back braid and thread a new ferrule over wire and under braid until braid
just covers knurling. (Refer to Figure 8-33.)
CAUTION
New ferrules must be used and inserted under the braid
exactly as stated in Step 6.
7. Pull the lead back into the cover to wedge the braid between the tapers of the
cover and ferrule.
8. Provide a back up support for the cover and seat the ferrule using the 11-7074
Ferrule Seating Tool (refer to Figure 8-34) and a mallet. Ferrule must be driven straight
into the cover and fully seated.
9. Thread the pre-stripped end of conductor through grommet. Place a new eyelet
on conductor and crimp per instructions given in second paragraph of Maintenance of
Harness,8-37.
f. When lead being replaced is of the elbow type, salvage the used elbow and
compression springs for installation on replacement lead. Install these and new sleeve and
contact spring (refer to Figures 8-35 and 8-36) furnished with replacement lead per
instructions givenin Steps a thru d.
g. Reposition clamps and brackets and replace cable ties removed earlier. Clean the
grommets, sleevesand the inside of the cover with methylethylketone or denatured alcohol.
h. Spray grommets and sleeves with Fluorocarbon Spray, such as MS-S-122,supplied
by Miller-Stephenson Chemical Co. Inc., 16 Sugar Hollow Road, Danbury,
Connecticut 06810, or equivalent.
i. Prior to seating spark plug lead terminal in plug barrel use fluorocarbon spray on
spark plug terminal insulating sleeve (refer to Figure 8-37) to prevent heat from sticking
sleeve to spark plug barrel. Lightly lubricate the shoulder of ferrule to minimize twisting of
ferrule. (Refer to Figure 8-38.) Use GO-JONO LOKmanufactured by Goger Inc., Akron,
Ohio 44309.
j. Check cam securing screw. Screw must be torqued to 16-20 inch-pounds.
2B22
k. With all high tension terminal grommets seated against the ferrules in the cover,
attach the bottom capacitor lead to the right main breaker and then the top capacitor lead
to the left main breaker. Position the cover on the magneto and secure. Torque cover screws
to 30-35 inch-pounds.
1. Carefully route the high tension spark plug leads away from any hot spots such as
manifolds and sharp edges which might cause heat damage or chafing. Check leads for
proper location in clamps so when clampsare tightened the leads will not be crushed. Leads
should be taut to prevent chafing due to vibration, but not so taut as to produce undue
strain or leads.
m. After all leads have been properly routed and secured to the engine, recheck all
clamp securing screws for tightness. Fasten coupling nuts to proper spark plugs and torque
as specified in Table VIII-II. Do not allow ferrules to turn while torquing nuts.
TABLEVI-II. COUPLINGTORQUES
Spark Plug Torque

CouplingThreads (lb.-in.)
5/8-24 90-95
3/4-20 110-120
8-38. SPARKPLUGS.
8-39. REMOVALOF SPARKPLUGS.

a. Loosen the coupling nut on the harness lead and remove the terminal insulator from
the spark plug barrel well.
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 willbe 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 removing a plug than for its installation. Accordingly, the torque limitations given do
2B23
234
Figure 8-39. Removing Spark Plug Frozen to Bushing
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.

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 in the apex just large
enough to accommodate the funnel of a CO2 bottle. (Refer to Figure 8-39.) 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.

2B24
8-40. INSPECTIONAND CLEANINGOF SPARKPLUG.

a. Visuallyinspect each spark plug for the followingnon-repairabledefects:
1. Severely damaged shell or shield threads nicked up, stripped or cross-threaded.
2. Badlybattered or rounded shell hexagons.
3. Out-of-round or damaged shielding barrel.
4. Chipped,cracked or broken ceramic insulator portions.
5. Badlyeroded electrodes worn to approximately 50% of original size.
b. Clean the spark plug as required, removingcarbon and foreign deposits.
c. Test the spark plug both electrically and for resistance.
d. Set the electrode gap at 0.015 to 0.018 inches.
8-41. INSTALLATIONOF 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. Carefullyinsert the terminal insulator in the spark plug and tighten the coupling nut.
2C1
TABLE VIII-III. ENGINE TROUBLESHOOTING CHART
Failure of engine to Lack of fuel. Check fuel system for

start. leaks. Fill fuel tank.
Clean dirty lines, strain-
ers or fuel valves.
Check fuel selector valve
for proper tank.
Check fuel pressure with
electric boost pump ON.
Check mixture control
knob for full rich.
Overpriming. Open throttle and "unload"

engine by engaging
starter. Mixture in
idle cut-off.
Incorrect throttle Open throttle to one-

setting. eighth of its range.
Defective spark plugs. Clean and adjust or

replace spark plugs.
Defective ignition wire. Check with electric tester

and replace defective
wires.
Defective battery. Replace with charged

battery.
Improper operation of Clean points. Check

magneto breaker. internal timing of
magnetos.
Lack of sufficient fuel Disconnect fuel line at

flow. fuel injector and check
fuel flow.
Water in fuel injector. Drain fuel injector and

fuel lines.
2C2
TABLE VIII-III. ENGINE TROUBLESHOOTINGCHART (cont.)
Failure of engine to Internal failure. Check oil screens for

start. (cont.) metal particles. If
found, complete over-
haul of engine may be
indicated.
Failure of engine to Incorrect idle mixture. Adjust mixture.

idle properly.
Leak in the induction Tighten all connections
system. in the induction sys-
tem. Replace any parts
that are defective.
Incorrect idle adjust- Adjust throttle stop to

ment. obtain correct idle.
Uneven cylinder com- Check condition of pis-

pression. ton rings and valve
seats.
Faulty ingition system. Check entire ignition

system.
Insufficient fuel pres- Adjust fuel pressure.

sure.
Low power and uneven Mixture too rich; indi- Readjustment of fuel in-
running. cated by sluggish en- jector by authorized
gine operation, red ex- personnel is indicated.
haust flame at night.
Extreme cases indi-
cated by black smoke
from exhaust.
Isued: 1/3/78 POWERPLANT

2C3
TABLE VIII-III. ENGINETROUBLESHOOTINGCHART(cont.)
Low power and uneven Mixture too lean; indi- Check fuel lines for
running. (cont.) cated by overheating dirt or other restric-
or backfiring. tions. Check fuel in-
jection nozzles.
Leaks in induction Tighten all- connections.

system. Replace defective
parts.
Defective spark plugs. Clean and gap or re-

place spark plugs.
Improper fuel. Fill tank with fuel of

recommended grade.
Magneto breaker points Clean points. Check

not working properly. internal timing of mag-
netos.
Defective ignition wire. Check wire with electric

tester. Replace de-
fective wire.
Defective spark plug Replace connectors on

terminal connectors. spark plug wire.
Failure of engine to Leak in the induction Tighten all connections

develop full power. system. and replace defective
parts.
Throttle lever out of Adjust throttle lever.

adjustment.
Improper fuel flow. Check strainer, gauge

and flow at fuel injec-
tor inlet.
2C4
TABLEVIII-III. ENGINETROUBLESHOOTINGCHART (cont.)
Failure of engine to Restriction in air scoop. Examine air scoop and

develop full power. remove restrictions.
(cont.)
Improper fuel. Drain and refill tank
with recommended
fuel.
Faulty ignition. Tighten all connections.

Check system with
tester. Check ignition
timing.
Rough engine. Cracked engine mount. Replace or repair

mount.
Defective mounting Install new mounting

bushings. bushings.
Uneven compression. Check compression.
Low oil pressure. Insufficient oil. Fill sump with recom-

mended oil.
Air lock or dirt in re- Remove and clean oil

lief valve. pressure relief valve.
Leak in suction line or Check gasket between

pressure line. accessory housing and
crankcase.
Dirty oil strainers. Remove and clean oil

strainers.
Defective pressure Replace gauge.

gauge.
2C5
TABLE VIII-III. ENGINETROUBLESHOOTINGCHART (cont.)
Low oil pressure. Stoppage in oil pump Check line for obstruc-
(cont.) intake passage. tion. Clean suction
strainer.
High oil temperature. See "High Oil Temper-

ature" in "Trouble"
column.
High oil temperature. Insufficient air cooling. Check air inlet and out-
let for deformation or
obstruction.
Insufficient oil supply. Fill oil sump to proper

level with specified oil.
Low grade of oil. Replace with oil con-

forming to specifica-
tions.
Clogged oil lines or Remove and clean oil

strainers. strainers.
Excessive blow-by. Usually caused by worn

or stuck rings.
Failing or failed Examine sump for

bearing. metal particles. If
found, overhaul of en-
gine is indicated.
Defective temperature Replace gauge.

gauge.
Excessive oil consump- Low grade of oil. Fill tank with oil con-
tion. forming to specifica-
tions.

2C6
TABLE VIII-III. ENGINETROUBLESHOOTINGCHART(cont.)
Excessive oil consump- Failing or failed bear- Check sump for metal
tion. (cont.) ings. particles.
Worn piston rings. Install new rings.
Incorrect installation of Install new rings.

piston rings.
Failure of rings to seat Use mineral base oil.

(new nitrided cylin- Climb to cruise altit-
ders. ) ude at full power and
operate at 75% cruise
power setting with high
oil temperature until
oil consumption stabil-
izes.

2C7
SECTION VIIA
POWER PLANT
PA-32RT-300T
Aerofiche
Paragraph Grid No.
8A-1. Description ............................................................... 2C8

8A-la. Standard Practices - Engine ................................................. 2C8
8A-2. Troubleshooting ........................................................... 2C II
8A-3. Propeller ................................................................. 2C 1
8A-4. Removal of Propeller .............................................. 2CI I
8A-5. Cleaning, Inspection and Repair of Propeller ......................... 2C12
8A-6. Installing Propeller ................................................ 2C 12
8A-7. Blade Track ...................................................... 2C14
8A-9. Removal of Propeller Governor ............................... .............. 2C15
8A-10. Installation of Propeller Governor ........................................... 2C 15
8A-11. Rigging and Adjustment of Propeller Governor ................................ 2C15
8A-12. Engine Cowl Flaps .................................................... 2C18
8A-13. Operation and Adjustment of Cowl Flaps ............................ 2C18
8A-14. Engine ................................................................... 2C18
8A-15. Removal of Engine and Engine Cowling ............................. 2C18
8A-16. Installation of Engine ............................................. 2C20
8A-17. Engine Turbocharger ......................................... ............ 2C21
8A-18. Turbocharger Nomenclature ........................................ 2C21
8A-19. Turbocharger Lubrication System Priming ........................... 2C24
8A-20. Removal of Turbocharger .......................................... 2C24
8A-21. Installation of Turbocharger ........................................ 2C24
8A-22. Exhaust Wastegate Assembly ................................................ 2DI
8A-23. Removal of Exhaust Wastegate Assembly ............................ 2DI
8A-24. Installation of Exhaust Wastegate Assembly .......................... 2DI
8A-25. Turbocharger Decoking .................................................... 2DI
8A-26. Throttle Control Stop Limits ................................................ 2DI
8A-27. Installation of Oil Cooler ................................................... 2D2
8A-28. Induction Air System ...................................................... 2D2
8A-29. Removal of Air Filter ............................................. 2D2
8A-30. Servicing Air Filter ........................... .................... 2D2
8A-31. Installation of Filter .............................................. 2D3
8A-32. Adjustment of Throttle and Mixture Controls .................. .............. 2D3
8A-33. Fuel Injector ............ .................................................. 2D4
8A-34. Fuel Injector Maintenance ......................................... 2D4
8A-35. Adjustment of Idle Speed and Mixture ....................................... 2D6
8A-36. Fuel Air Bleed Nozzle ...................................................... 2D7
8A-37. Removal of Fuel-Air Bleed Nozzle ................... .............. 2D7
8A-38. Cleaning and Inspection of Fuel-Air Bleed Nozzle ..................... 2D7
8A-39. Installation of Fuel-Air Bleed Nozzle ................................ 2D7
8A-40. Ignition System Maintenance ............................................... 2D8
For Maintenance to the magneto, magneto harness assembly or

spark plugs, refer to Section VIII of this manual.
Revised:10/3/80
2C8
SECTION VIIIA
POWER PLANT
(PA-32RT-300T)
8A-1. DESCRIPTION. The PA-32RT-300T is powered by a Lycoming engine model TIO-

540-SIAD. This engine is a direct drive, six cylinder, fuel injected, horizontally opposed, air
cooled engine with top side exhaust incorporating oil jets for internal piston cooling. The
engine is furnished with a starter, 60 ampers, 12-volt alternator, voltage regulator, shielded
ignition system, vacuum pump drive, fuel injector and a dry paper type induction filter. In the
event of air stoppage through the filter an alternate air source can be opened when selected
manually by the use of a lever in the cockpit. An automatic alternate air door is also provided
on the induction tube downstream from the blower.
The turbocharged engine develops 300 horsepower at 2700 rpm and 36 inches of mercury
manifold pressure at take-off for a maximum 5 minute limit. Maximum continuous power
rating is 270 horsepower at 2575 rpm and 33 inches of mercury manifold pressure to an altitude
of approximately 15,000 feet. The turbocharger-blower has an integral overboost safety valve.
Output is controlled by an interconnected control between the injector throttle arm and the
wastegate control arm. This mechanically programmed interconnect eliminates a separate
wastegate control lever.
The engine is provided with a constant speed propeller controlled by a governor mounted
on the engine supplying oil through the propeller shaft at various pressures.
8A-la. STANDARD PRACTICES - ENGINE.

The following suggestions should be applied wherever they are needed when working on
the power plant.
a. To insure proper reinstallation and/or assembly, tag and mark all parts, clips, 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, dust, 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.
Revised:10/3/80 POWER
PLANT- TURBO
2C9
SEE NOTE 2
SKETCH
SPINNER ASSEMBLY
1.
CUFF, SPINNER
2.
LOW PITCH STOP SCREW
3.
4.
PROPELLER HUB
5.
PROPELLER BLADE
6.
SPINNER BULKHEAD
NOTES 7.
STARTER RING
9. 8.
GREASE
STUD FITTING
1. CLAMPS TO BE INSTALLED WITH
WORM GEAR HOUSING 110 OPPOSITE 10. WASHER
TO EACH OTHER. 11 NUT
2. APPLY GENEROUS BRUSH COATING 12. SAFETY WIRE

OF EC776 TO ENTIRE CIRCUMFERENCE 13. SCREW, SPINNER-ATTACHMENT
OF PROPELLER HUB FOR DISTANCE 14. BOLT, ATTACHMENT
BULKHEAD ATTACHMENT
14. NUT BULKHEAD
SHOWN, WITHIN 10 MINUTES OF 16 SAFETY WIRE
APPLCATION OF COATING INSTALL 17 CLAMP(NOTE 1)
CHAFING RING. CHAFING 17. CLAMP (SEE NOTE 1)
RING. 18. PROPELLER HUB CHAFING RING
Figure 8A-1. Propeller Installation
Revised: 9/2/78 POWER PLANT- TURBO

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. Insure 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.
f. All gaskets, packings and rubber parts must be replaced with new items of the same
type at reassembly. Insure 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. This would also apply to parts that have corrosion preventive
compounds applied.
i. Anti-seize lubrication should be applied to all loose-fit spline drives which are
external to the engine and have no other means of lubrication. For certain assembly
procedures, molybdenum disulfide in either paste or powdered form mixed with engine oil or
grease may be used.
CAUTION
Ensure that Anti-seize compounds are applied in thin even

coats, and that excess compound is completely removed to
avoid contamination of adjacent parts.
j. Temporary marking methods are those markings which will ensure identification
during ordinary handling, storage and final assembly of parts.
8A-2. TROUBLESHOOTING. Troubles peculiar to the power plant are listed in Table VIII-
III, of Section VIII along with their probable causes and suggested remedies. When
troubleshooting the engine, ground the magneto primary circuit before performing any checks
of the engine. Refer to Table VIIIA-II for troubleshooting information relating to the
turbocharger.
8A-3. PROPELLER.
8A-4. REMOVAL OF PROPELLER.

b. Move fuel selector to off position.
d. Note position of components to facilitate reinstallation.
e. Remove screws attaching spinner cuff and spinner assembly and remove spinner.
f. Remove the safety wire from the six propeller mounting bolts and remove the bolts
and propeller.
g. Place a drip pan under propeller to catch oil spillage, remove propeller.
h. It is recommended that for severe damage, internal repairs and replacement of parts,
the propeller should be referred to the Hartzell Factory or Service Station.
Revised: 10/3/80 POWER PLANT-TURBO

Exgs vie of nicks

in leading edge Eaggerted vie o nick
in fce of blade
A.
Reo edmnRcod methodm o re moin

ickk by iffl file dnd crcos cll . SECTIONAA-
Nick in face o blade
Blend deepest portio of ick int
reved by file and
ding edge linmet ith croc cloth as recen.
curuvs.
nee
Figure 8A-2. Propeller Blade Minor Repair
8A-5. CLEANING,INSPECTIONAND REPAIR OF PROPELLER.

a. Check for oil and greaseleaks.
b. Clean the spinner, propeller hub interior and exterior, and blades with a
non-corrosivesolvent.
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 during overhaul.
e. Check all visible parts for wear and safety.
f. Check blades to determine whether they turn freely on the hub pivot tube. This can
be done by rocking the blades back and forth through the slight freedom allowed by the
pitch change mechanism. If they appear tight and are properly lubricated, the pitch change
mechanism should be removed so that each blade can be checked individually.If bladesare
tight, the propeller should be disassembled.
g. Inspect blades for damage or cracks. Nicks in 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 8A-2 for propeller blade care.
8A-6. INSTALLINGPROPELLER.
b. Place fuel selector to off position.
Issued: 1/3/78 POWERPLANT - TURBO

2C12
TABLEVIIA-I. PROPELLERSPECIFICATIONS
Hub, Model HC-E2YR-1BF

Blade, Model F8477( )4
Diameter 80 in.
BladeAngle Low Pitch (High RPM) 15.6 ± 0.2 ° ( 1)
High Pitch (Low RPM) 34.0 ° 1.0 ()
Propeller RPM Engine Static High RPM 2700 RPM max.

Setting
PropellerTorque Description Required Torque

Limits (Dry)
Propeller Mounting Nuts 60-70 foot-pounds
Spinner Attachment Screws 20-25 inch-pounds
I Propeller Bulkhead
Attachment Bolts
20-22 foot-pound
(1) MEASUREMENT TAKEN AT 30 INCH RADIUS
d. Observe the starter ring gear to make sure it is mounted properly on the engine
crankshaft flange. One of the bushings on the crankshaft is stamped with an "O" mark and
it must be inserted in the starter ring gear hole, likewiseidentified with an "0" mark.
e. Wipe crankshaft and propeller pilot to assure that no chips or foreign matter enter
the propeller mechanism.
f. Check interior of propeller hub for proper seating of "0" ring. Wipeinside of hub to
remove any traces of dirt. Check to see that "O" ring is covered with grease.
g. Install rear spinner bulkhead.
h. Apply a generous brush coating of EC776 adhesive to the entire circumference of
propeller hub for distance as shown in Figure 8A-1, Sketch A.
NOTE
EC776 adhesive coating can be purchased through the

Minnesota Mining and Manufacturing Company, St. Paul,
Minnesota.
NOTE
Propeller hub must be clean, dry and free from oil or grease.
Revised:9/2/78 POWER PLANT - TURBO

2C13
i Install propeller hub chafing ring within ten minutes of application of coating.
j. Install and secure clamps around chafing ring. (Refer to Figure 8A-1, Sketch A for
proper installation.)
k. Slide propeller carefully over pilot, taking care that "O" ring is not damaged.
1. Install the six hexagon head propeller hub mounting bolts and torque per Table
VIIIA-I.
m. Check propeller blade track as given in Paragraph8A-7.
n. Safety the propeller mounting bolts with MS20995-C41safety wire.
o. Grease blade hub through 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 hub gaskets.
p. Install spinner and spinner cuff. Torque all attachment screwsper Table VIIIA-I.
8A-7. 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, secureto the aircraft a smooth board
just under the tip of the lower blade. Move the tip fore and aft through its full
Revised:9/2/78 POWER PLANT - TURBO

2C14
"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 .0625
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 lodgedbetween hub
and crankshaft mounting faces. Bent blades will require repair and overhaul of assembly.
8A-8. PROPELLERGOVERNOR.
8A-9. REMOVALOF PROPELLERGOVERNOR.

a. Removethe upper engine cowl.
b. Disconnect the control cable end from the governor control arm.
c. Remove the governor mounting stud nuts. It will be necessary to raise the governor
as the nuts are being removed before the nuts can be completely removed.
d. Remove the mounting gasket. If the governor is to be removed for a considerable
length of time and another unit not substituted, it is advisable to cover the mounting pad to
prevent damage causedby foreign matter.
8A-10. INSTALLATIONOF PROPELLER GOVERNOR.

a. Clean the mounting pad thoroughly, making very certain that there are no foreign
particles in the recess around the drive shaft.
b. Place the governor mounting gasket in position with the raised portion of the screen
facing away from the engine.
c. Align the splines on the governor shaft with the engine drive and slide the governor
into position.
d. With the governor in position, raise the governor enough to install washersand start
mounting nuts. Torque nuts even.
e. Connect the control cable end to the governor control arm. The ball stud is installed
in the inner hole of the control arm.
f. Adjust governor control per paragraph 8A-11.
g. Install engine cowl.
8A-11. RIGGING AND ADJUSTMENTOF PROPELLER GOVERNOR (Refer to Figure

8A-3.)
a. Prior to adjusting the propeller governor high RPM setting, the control linkage
should be thoroughly checked for correct function.
NOTE
A calibrated tachometer must be used to ascertain propeller
high RPM setting. Final high RPM adjustment must be
checked in flight or during high speed taxi.
To check rigging, move propeller control full forward. The propeller governorhigh RPM
stop must contact the adjusting screw when the cockpit control is 0.010 to 0.030 inch from
the cockpit mechanicalstop. If adjustment is required complete the following steps.
Issued: 1/3/78 POWERPLANT- TURBO

2C15
1. CONTROL ARM
2. RPM ADJUSTMENT SCREW
3. CONTROL WHEEL LOW PITCH LOW PITCH
4. LOCK NUT
. BOLT ASSEMBLY INSTALL CABLE EN
PARALLEL TO APPROXIMATE
CENTER LINE OF GOVERNOR
Figure 8A-3. Propeller Governor
1. Insure that the governor control arm is located approximately as shown on

figure 8A-3.
2. Adjust control cable end hardware to obtain cockpit control cushion. Insure
there is adequate thread engagement of clevis end and rod end bearing (witness holes) after
adjustment.
3. Insure that the control cable assemblyis not bottoming internally.
b. Start engine, park 90 ° to wind direction and warm in normal manner.
c. To check high RPM, low pitch setting, move the propeller control all the way
forward. At this position the governor speed control arm (1) should be against the high RPM
fine adjusting screw (2). With the throttle full forward, observe engine RPM, which should
be 2700 RPM with high RPM properly adjusted.
d. Should engine RPM not be as required, the high RPM setting should be adjusted as
follows:
1. Shut down the engine and remove the upper enginecowl.
2. Adjust the governor by means of the fine adjustment screw (2) for 2700 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 counterclockwisedirection to increase
engine speed.
NOTE
One revolution of the fine adjustment screw will increase or
decrease the engine speed approximately 20 RPM.
3. Reinstall upper engine cowl 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.
5. Ascertain that the governor control arm (1) is adjusted to the proper angle on
the control wheel (3) as shown in Figure 8A-3.
Issued: 1/3/78
PLANT
POWER
2C16 POWER PLANT - TURBO
841
HEAT SHIELD ASSEMBLY (UPPER MOUNTS ONLY)
ROTATE SHIELD TO PROVIDE MAXIMUM
PROTECTION AGAINST EXHAUST HEAT
FWD
BOLT, WASHERS AND NUT
(UPPER MOUNTS ONLY)
J3-439 MOUNTING KIT (2 UPPER MOUNTS)

J-3804-37 MOUNTING KIT (2 LOWER MOUNTS)
J409-64 SANDWICH (PART OF J3804-37 KIT)

J-3049-5 SANDWICH (PART OF J-3804-39 KIT)
VIEW A
856
880
B
VIEW B
Figure 8A4. Engine Mount Installation
Issued: 1/3/78 POWER PLANT - TURBO

2C17
e. 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 propeller lever is
0.010 to 0.030 of an inch from forward stop on the power quadrant. To adjust the control
travel, disconnect the control cable end from the control arm, loosen the cable end jam nut
and rotate the rod end to obtain the desired lever clearance. Reconnect the cable end and
tighten jam nut.
f. It is usually only necessary to adjust the high RPM setting of the governor control
system, as the action automatically takes care of the positive high pitch setting.
8A-12. ENGINE COWL FLAPS. The cowl flaps are all metal flaps located at the rear of the
bottom cowls. The flaps are manually operated through a control lever from the cockpit.
8A-13. OPERATION AND ADJUSTMENT OF COWL FLAPS. The cowl flaps operate
through three positions; closed, intermediate and open by a control lever located on the
console. When the control lever is 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 initial
movement and continue to move the control down until the lock stops the travel of 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 at the forward edge, flap attachment brackets are slotted for
adjustment.
e. If the flap is not flush at the trailing edge, the cable may be adjusted.
f. Place the control lever in the down position.
g. Ascertain that the control lock is engaged.
h. Cowl flap arms should contact stop bushings at the point the flaps open to the 26 °
+ 2 ° position. The left and right cowl flaps must be within 1.5 ° of each other. The stop
bushing is attached at a slotted hole for adjustment.
i. After any adjustment operate the cowl flap through its full range a few times; then
recheck adjustment per steps a through h.
8A-14. ENGINE.
8A-15. REMOVAL OF ENGINE AND ENGINE COWLING.

a. Turn off all electrical switched in the cockpit and then disconnect the battery
ground wire at the battery.
b. Ascertain that the fuel selector lever is in the "OFF" position.
c. Remove the engine cowling by the following procedure:
1. Release the upper cowl stud fasteners, at the forward and aft end of the cowl.
2. Release the side latches, two each side.
3. Remove the upper cowl by lifting straight up to clear the positioning studs and
latch eyebolts.
4. Remove the screws attaching the nose cowl to the bottom cowl.
5. Disconnect the landing light lead at the quick disconnect just behind the light.
6. Support the cowl and remove the screws which attach the bottom cowl to the
nose gear doors support brackets, outboard cowl flap hinge brackets and the fuselage
firewall flange.
Revised: 9/2/78 2C18 POWER PLANT - TURBO
2C18
7. Loosen the nuts attaching the air filter box to cowl brackets.
d. Remove the propeller. (Refer to Paragraph 8A-4.)
NOTE
Where a question may arise as where to reconnect a hose, line

or wire; the item at the separation should be identified
(tagged) to facilitate reinstallation. Open fuel, oil, vacuum
lines and fittings should be covered to prevent
contamination.
e. Make the followingelectrical disconnections:

1. Starter positive and ground leads.
2. Alternator leads and the cable attachment clamps.
3. Magneto"P" leads to the magnetos.
4. Oil temperature, cylinder head temperature and exhaust gas temperature leads.
f. Mechanicaldisconnections necessary for engine removal are as follows:
1. Control cable at the propeller governor and cable attachment clamps.
2. The throttle and mixture cables at the injector.
3. The tachometer drive cable at the engine.
g. The followingdisconnections of environmental equipment are also necessary:
1. Heater and defroster hoses at the muffler.
2. Air conditioning compressor lines.
h. The followingengine lines should also be disconnected.
1. Manifoldpressure line at the right rear side of the engine.
2. Oil pressure line at the engine.
3. Vacuum pump lines at the pump.
4. Deck pressure and fuel flow lines at the engine baffle.
5. Fuel supply line at the engine pump and pump drain tube.
6. Induction air inlet duct hose.
7. Oil breath tube from the engine mount.
8. Coolingducts to vacuum pump and fuel pump shroud.
9. Removeoil cooler support bracket.
10. Disconnectoil cooler at mounting bolts.
i. Attach a one-half ton (minimum) hoist to the hoisting straps and relievethe tension
from the engine mounts.
NOTE
Place a tail stand under the tail of the airplane before

removingthe engine.
j. Check the engine for any attachments remaining to obstruct its removal.
k. Drain the engine oil, if desired, and then close drain.
. Remove the four engine mount assembliesand swing the engine free, being careful
not to damageany attaching parts.
Issued:1/3/78 POWERPLANT - TURBO

2C19
8A-16. INSTALLATION OF ENGINE. (Refer to Figure 8A-4.)

a. Attach a one-half ton (minimum) hoist to the engine hoisting straps and swing the
engine into alignment with its attaching points.
b. Insert an engine mount bolt, with washer against head, in the engine mount and slide
half of the mount assembly on the bolt. (Refer to Figure 8A-4 for proper shock mount
assembly.) Repeat this procedure for the other three attachment points.
NOTE
Upper mounts also have a heat shield assembly which must

be installed with the engine mounts. Rotate shield assembly
to provide maximum protection against exhaust heat.
c. Position the mounting lugs of the engine so that they align with the engine mount
attaching points, then move the engine rearward onto the mounts.
d. Slide onto each mounting bolt a spacer and the forward half of the mount. Install
washer and nut, and torque the nuts of the bolts to 450 to 500 inch-pounds.
e. Install propeller (Refer to Paragraph 8A-6).
f. Make the following electrical connections:
1. The starter positive and ground leads and secure cables with clamps.
2. The altenator leads and secure cable with clamps.
3. The magneto "P" leads. Check that magneto switch is "OFF".
4. Oil temperature, cylinder head temperature and exhaust gas temperature leads.
g. Mechanical connections necessary for engine installation are as follows:
1. Governor control cable and secure with clamps.
2. The throttle and mixture cables to the injector. Check adjustment of the control
by referring to Paragraph 8A-32.
3. Connect the tachometer drive cable.
h. The following connections of environmental equipment are also necessary:
1. Heater and defroster hoses at the muffler.
2. Air conditioning compressor lines. (Refer to Section XIV).
i The following engine lines should also be connected.
1. Manifold pressure line at the right rear side of the engine.
2. Oil pressure line at the engine.
3. Vacuum pump lines at the pump.
4. Deck pressure and fuel flow lines at the engin baffle.
5. Fuel supply line at the engine pump and pump drain tube.
6. Induction air inlet hose.
7. Oil breath tube to the engine mount.
8. Check the engine for any connections remaining.
9. Install the proper grade and amount of engine oil.
10. Connect cooling ducts to vacuum pump and fuel pump shroud.
j. Turn on fuel valve; open throttle full and turn on the electric fuel pump, and check
the fuel lines and fittings for leaks.
k. Install engine cowling in the reverse order of removal (Refer to Paragraph 8A-15).
Connect the electrical lead to the landing light.
l. Perform an engine operational check.

2C20
8A-17. ENGINE TURBOCHARGER. The turbocharger system requires little attention

between turbo overhauls. However, it is recommended that the items outlined in the
Inspection Report of Section III be checked during required inspection ivtervals. Should
trouble occur, refer to the Troubleshooting Table in this section and seek out the possible
cause. Do not break the clamp seal joining the turbine and compressor units.
8A-18. 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.
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.
Wastegate The wastegate is a butterfly type valve in the exhaust by-pass
which, throughout its travel from open to closed, allows
varied amounts of exhaust pressure to by-pass the turbine,
controlling its speed, hence the output of the compression.
Ground Boosted or These phrases indicate that the engine depends on a certain
Ground Turbocharged amount of turbocharging 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."
Added: 9/2/78 POWER PLANT - TURBO

2C21
Overboost An overboost condition means that manifold pressure is

exceeding the limits at which the engine was tested and FAA
certified and can be determental 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 overboost in that the high
manifold pressure lasts only for a few seconds. This condition
can usually be overcome by smooth throttle advance.
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 directly back into the turbine of that
turbocharger, it would be called a bootstrap system and if no
losses were encounted, it would thereoretically 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 changescaused the exhaust gas to
change slightly, which causes the turbine speed to change
slightly, which causes the compressor 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 high altitude
(lower ambient pressures) 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.
NOTES:
1. Refer to Lycoming Service Bulletin No. 369 for recommended engine inspections
after any Overspeedor Overboost conditions.

2C22
LANCE SERVICE MANUAL
1. TAIL PIPE
2. BLANKET TURBINE
3. WASTE GATE - INTERCONNECT CABLE
4. OIL LINE
5. COMPRESSOR
6. AIR INTAKE
7. TURBINE SUPPORT TUBE
Figure 8A-5. Turbocharger Installation

2C23
8A-19. TURBOCHARGER LUBRICATION SYSTEM PRIMING. Immediatelyprior to mounting th

unit, prime the lubrication system as follows:
a. Invert turbocharger and fill center housing with new clean oil through oil drain.
b. Turn rotating assembly by hand to coat bearings and thrust washer with oil.
c. Coat threads of attaching bolts or studs with high temperature thread lubricant.
d. After installing turbocharger, flush oil through oil inlet line and ensure that line is clean and
unobstructed.
e. Fill engine and oil inlet line with new, clean lubricating oil, and connect line.
f. Connect oil return line.
NOTE
If the turbocharger is to be installed on a new or newly overhauled
engine, operate the engine with a separate oil filter in the oil supply
line to the turbocharger during the first hour of operation. This must
be done to ensure that no metal particlesare carried from the engine
into the turbocharger lubrication system.
8A-20. REMOVAL OF TURBOCHARGER (Refer to Figure 8A-5.)
a. Remove the engine cowling. (Refer to Paragraph 8A-15.)
b. Remove the turbocharger compressor and turbine assembly by the following procedure.
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 tailpipe support bracket at the turbocharger and remove the tailpipe and
wastegate assembly.
4. Remove the bolts that attach the turbocharger to the mounting bracket and remove th
turbocharger assembly.
8A-21. INSTALLATION OF THE TURBOCHARGER.
a. Position the turbocharger assembly in the mounting bracket and secure with mounting hardware.
b. Carefully align exhaust system with the turbo inlet.
c. Carefully position the exhaust tailpipe and wastegate assembly to the turbocharger outlet.
d. Install coupling clamp and while tighteningthe couplingclamp nuts, gentlytap around the periphery
of the couplings with a soft mallet while shaking the tailpipe. This willdistribute the band tensions evenly.
Continue tightening the clamp nuts until a torque of 40-50 inch pounds is reached on the turbocharger to
tailpipe clamp and 80-90 inch pounds on the bypass coupling. Safety the clamp nuts.
e. Connect the induction tube to the compressor outlet and the induction airfilter assembly to the
compressor inlet.
f. Connect the oil supply and return lines to the turbocharger center section.
g. Install engine cowling.
Revised: 8/15/85 POWER PLANT - TURBO

2C24
8A-22. EXHAUSTWASTEGATEASSEMBLY.
8A-23. REMOVALOF EXHAUSTWASTEGATEASSEMBLY.

a. Removeengine cowling. (Refer to Paragraph8A-15.)
b. Disconnectspring and interconnectcable from throttle.
c. Remove V band clamps securingwastegateto exhaust transitionand tailpipe.
8A-24. INSTALLATIONOF EXHAUSTWASTEGATEASSEMBLY.

a. Install wastegate assemblywith gasket between exhaust transition and tailpipe.
b. Secure wastegate with V band clamps and torque clamps to specifications givenin
Figure 8A-5.
Connectspring and interconnectcable to throttle.
NOTE
The wastegate valve should be lubricated with Mouse Milk or

WD-40at the butterfly pivot points every 50 hours. Purchase
Mouse Milk from: Worldwide Aircraft Filter Corp. 1685
Abram Ct. San Leandro, CA 94577.
8A-25. TURBOCHARGERDECOKING.
Mouse Milk lubricant may be used for decoking the turbine and compressor driveshaft
by the followingprocedure:
a. Disconnect the oil inlet and outlet lines from the turbocharger and allow all oil to
drain.
b. Cap the oil outlet port on the turbocharger.
c. Pour the MouseMilk into the oil inlet port of the turbocharger and allow the unit to
soak overnight.
d. Drain all MouseMilk from the turbocharger and flush the unit engine oil.
e. Prime the turbocharger in accordance with Paragraph 8A-19.
8A-26.THROTTLE CONTROLSTOP LIMITS.The adjustment of the throttle control stop

limits is limited to just checking that the throttle control arm contacts the full open stop
before the turbo waste gate contacts the fully closedstop.
NOTE
Do not adjust the waste gate stop screw. This is preset by the
engine manufacturer to maintain .005 inch to .015 inch
clearance between the waste gate valve and exhaust tube
when the throttle is full open.
Revised 6/15/79 POWERPLANT - TURBO

2D1
8A-27. INSTALLATIONOF OIL COOLER.

a. When installing fittings in the oil cooler, care should be used to prevent excessive
torque being applied to the cooler. A back-up wrench should be used on the rectangular
fitting boss, employing a scissor motion, so that no load is transmitted to the cooler.
b. If fitting cannot be positioned correctly using a torque of 10 to 15 foot-pounds,
another fitting should be used.
c. When attaching lines to the cooler, a back-up wrench should be used.
d. After installation, inspect the cooler for distorted end cups.
e. Run-up engine. After run-up, check for oil leaks.
8A-28. INDUCTION AIR SYSTEM. Induction air enters the intake in the lower cowl,
passes through the filter to the air box. Air is then ducted through the turbocharger and into
the injector. A valve is installed at the air box to allow for the manual selection of alternate
air. Alternate air is taken from the nose gear box area. The following should be checked
during inspection:
a. Check that the air valve seals are tight and hinge is secure.
b. Actuate the valve to determine that it is not sticking or binding and the control
cable has free travel.
c. Check that when the air valve is fully opened and the cockpit control is in the open
position, the cable has 6 to 8 pounds tension when lever goes into full open and locked
position. This insures positive seal in the air box. Cable tension is measured at the control
lever with a spring scale. Adjust as required.
d. Check the automatic magnetic held air door in the induction tube down stream of
the blower for proper operation and retension.
8A-29. REMOVALOF AIR FILTER.

a. Remove the filter attachments located on the left, right and forward side of the
filter by removing the screws on the outside of the air box and then remove the brackets
securing the filter.
b. Remove the filter.
8A-30. SERVICING AIR FILTER. Visually inspect the filter to determine its condition.
Accumulation of exhaust soot (fine carbon particles) collects on the filter and causes a rapid
increase in restriction or short filter life, washing is effective on carbon, soot and oil laden
filters. Filters should be rejected for use if the paper filter material is torn or ruptured or the
housing is damaged. The filter gasket should have no tears and be securely bonded in place.
The usable life of the filter should be restricted to one year or 500 hours, whichevercomes
first.
The method of cleaning the filter is as follows:
a. Tap the filter on a hard surface to remove any loose particles of dust, etc.
b. Wash the filter in a good non-sudsing detergent or the filter manufacturer's cleaner
D-1400. Mix two ounces of D-1400 to one gallon of water.
c. Soak the filter in solution for 15 minutes, then move the filter back and forth about
two minutes to free the dirt deposits from the filter.
d. Rinse the complete filter in a stream of water until rinse water is clear. (Maximum
water pressure 40 psi.) A good thorough rinse is very important.
e. Dry filter thoroughly before reusing. Do not use light bulbs or extreme heat for
drying.
f. After cleaning, hold filter up to a light bulb and inspect for damage or ruptures.
Filters should not be oiled.

2D2
A963
0.010 TO 0.030
Figure 8A-5a. Adjustment of Engine Controls
8A-31. INSTALLATION OF FILTER.

a Position filter in filter air box with arrow pointed up.
b. Insert filter mounting brackets out through the slots in the air box sides and secure
with screws. Tighten screws only enough to hold filter firm.
8A-32. ADJUSTMENT OF THROTTLE AND MIXTURE CONTROLS. (Referto Figure

8A-5a.) Throttle and mixture controls are adjusted so that when the throttle arm on the fuel
injector is rotated forward against its full throttle stop and the mixture control is rotated
forward against its full rich stop, the cockpit control levers of the throttle and mixture should
have 0.010 to 0.030 of an inch spring back on instrument panel stop when in the full throttle or
full rich position.
a. The throttle may be adjusted as follows:
1. At the fuel injector, disconnect the rod end of the throttle control coble from
the control arm. Loosen the jam nut that secures the rod end.
2. Adjust the linkage by rotating the rod end on the cable to obtain 0.010 to 0.030
of an inch spring back on the instrument panel stop when in full throttle position.
3. Reconnect the rod end to the control arm and torque to 20-25 inch lbs.
b. The mixture may be adjusted as follows:
1. At the fuel injector, disconnect the rod end of the mixture control cable from
the control arm. Loosen the jam nut that secures the rod end.
2. Adjust the linkage by rotating the rod end on the cable to obtain 0.010 to 0.030
an inch spring back on the instrument panel stop when in full rich position.
3. Reconnect the rod end to the control arm and torque to 20-25 inch lbs.
c. Check security of cable casting attachments.
Revised:10/3/80 POWERPLANT- TURBO

2D3
d. Pull the throttle and mixture levers in the cockpit full aft to ascertain that the idle
screw contacts its stop and the mixture control arm contacts its lean position. A mixture
control lock is incorporated in the quadrant cover which prevents the mixture control from
being moved to the idle cutoff position inadvertently. The lock must be depressed before
the control can be moved completly aft. Ascertain that the lock operates freely with any
tendency to bind or hang up.
e. Insure that the anti-icing boots on the throttle, mixture and waste gate interconnect
controls are properly positioned and attached at the injector.
NOTE
Throttle and mixture free play of up to .30 inches measured

at the point where the control lever comes through the
quadrant is acceptable providing the throttle or mixture arm
at the injector is held against its stops when the control lever
is at the full forward and full aft positions.
8A-33. FUEL INJECTOR.

8A-34. FUEL INJECTORMAINTENANCE.
a. In general, little attention is required between injector overhauls. However, it is
recommended that the following items be checked during periodic inspection of the engine;
torque all nuts to 135-150 inch-pounds. Seat pal type nuts finger tight, against plain nuts,
and then tighten an additional 1/3 to 1/2 turn.
1. Check tightness and lock of all nuts and screws which fasten the injector to the
engine.
2. Check all fuel lines for tightness and evidence of leakage. A slight fuel stain
adjacent to the air bleed nozzles is not cause for concern.
3. Check throttle and mixture control rod ends and leversfor tightness and lock.
4. Remove and clean the injector inlet strainer at the first 25 hours of operation
and each 50 hour inspection thereafter. Check the screen for distortion or openings in the
strainer. Replace for either of these conditions. Clean screen assembly in solvent and dry
with compressed air. Damaged strainer O-rings should be replaced. To install the screen
assembly, place the gasket on the screen assembly and install the assembly in the throttle
body and tighten to 35-40 inch-pounds torque.
Issued:
1/3/78 POWERPLANT- TURBO
2D4
NOZZLE
(ONE PER CYLINDER)
FUEL INLET FUEL STRAINER
FLOWDIVIDER
SECTION- AA
IDLE VALVE LEVER
CONNECTEDTO THROTTLEVALVE
THROTTLE LEVER MANUAL
LINKAGE CONTROL
CUT-OFF
THROTTLE LEVER
IDLE SPEED
ADJUSTMENT
FUEL
CONSTANTHEAD
IDLE SPRING
CONSTANT EFFO
SPRING
AIR DIAPHRAGM
CT TUBE
FUEL DIAPHRAGM
BALL SERVO VALVE AIR
Figure 8A-6. Schematic Diagram of RSA-Fuel Injection System
POWER PLANT - TURBO

824
2 3
1 THROTTLE ARM
2. IDLE SPEED ADJUSTMENT
3. IDLE MIXTURE ADJUSTMENT
4. FUEL SCREEN
5. MIXTURE ARM
6. THROTTLE CONTROL CABLE
7. WASTE-GATE INTERCONNECT
Figure 8A-7. Fuel Injector
8A-35. ADJUSTMENTOF IDLE SPEEDAND MIXTURE.

a. Start the engine and warm up in the usual manner until oil and cylinder head
temperatures are normal. The electric fuel pump must be "ON" for b, c, d and e below.
b. Check magnetos. If the "mag-drop" is normal, proceed with idle adjustment.
c. Set throttle stop screw so that the engine idles at 550-600 RPM.If the RPM changes
appreciably after making the mixture adjustment during the succeeding steps, readjust the
idle speed to the desired RPM.
d. When the idling speed has been stabilized, move the cockpit mixture control lever
with a smooth, steady pull toward the "Idle-Cut-Off" position and observe the tachometer
for any change during the leaning process. Caution must be exercised to return the mixture
control to the "Full Rich" position before the RPM can drop to a point where the engine
cuts out. An increase of more than 50 RPMwhile "leaning out" indicates an excessivelyrich
idle mixture. An immediate decrease in RPM (if not preceded by momentary increase)
indicates the idle mixture is too lean.

2D6
e. If the above indicates that the idle adjustment is too rich or too lean, turn the idle
mixture adjustment in the direction required for correction, and check this new position by
repeating the above procedure. Make additional adjustments as necessary until a check
results in a momentary pick-up of approximately 50 RPM. Each time the adjustment is
changed, the engine should be run up to 2000 RPM to clear the engine before proceeding
with the RPM check. Make final adjustment of the idle speed adjustment to obtain the
desired idling RPM with closed throttle. The above method aims at a setting that will obtain
maximum RPMwith minimum manifold pressure. In case the setting does not remain stable,
check the idle linkage; any looseness in this linkage would cause erratic idling. In all cases,
allowance should be made for the effect of weather conditions and field altitude upon idling
adjustment.
8A-36. FUELAIR BLEEDNOZZLE.
8A-37. REMOVAL OF FUEL-AIR BLEED NOZZLE. The nozzles must be carefully

removed as they or the cylinders may be damaged.
a. Removethe lower engine cowl.
b. Disconnectthe fuel line from the nozzle.
c. Removethe spring retainer and spring from the nozzle stem.
d. Disconnectthe nozzle shroud from the vent hose and remove it from the nozzle.
e. Carefullyremove the nozzle, using the correct size deep socket.
8A-38. CLEANING AND INSPECTION OF FUEL-AIR BLEED NOZZLE.

a. Clean the nozzle with acetone or equivalent and blow out all foreign particles. Do
not use wire or other hard objects to clean orifices. (Refer to latest revision of Lycoming
Service Instruction No. 1275.)
b. Inspect and replace nozzle "0" rings if found to be cracked. brittle or distorted.
c. A test procedure for air bleed nozzles is described on latest revision of Lycoming
Service Instruction No. 1275.
8A-39. INSTALLATION OF FUEL-AIR BLEED NOZZLE.

a. It is important for the nozzles to be correctly positioned with the bleed hole
upward.
CAUTION
Start nozzles and line couplings by hand to prevent the

possibility of cross-threading.
b. Install the nozzles and torque to 60-inch-pounds.
c. Ascertain that the "0" rings are properly installed on the nozzle stem and install the
nozzle shroud. (Refer to Figure 8A-8.)
d. Connect the vent to the nozzle shroud.
e. Install the spring and spnng retainer on the nozzle stem.
f. Connect the fuel line to the nozzle and clamp the fuel lines as described in the latest
revision of Lycoming Service Bulletin No. 335.
g. Install the engine cowl.

2D7
222
1. RETAINER
2. SPRING
3. CAP
4. "O" RING
5. "O" RING
6. NOZZLE
Figure 8A-8. Fuel-Air Bleed Nozzle
8A40. IGNITION SYSTEM MAINTENANCE.

For maintenance to the magneto, magneto harness assembly or spark plugs refer to
Section VIII of this manual.
TABLE VIIIA-II. TROUBLESHOOTING CHART (TURBOCHARGER)
Waste gate won't close Broken linkage. Repair linkage and ad-
completely just waste gate to open
or close position.
Improper adjustment Rerig interconnect
control.
Turbine won't come up Worn or coked bear- Replace or overhaul

to speed. ings. turbocharger.
Damage to turbine or Replace or overhaul
compressor wheel. turbocharger.
Exhaust leaks. Repair leaks.

2D8
TABLEVIIIA-II. TROUBLESHOOTINGCHART (TURBOCHARGER)(cont.)
Excessivenoise or Improper bearing lu- Supply required oil

vibration brication. pressure. Clean or
replace oil line; clean
oil strainer. If
trouble persists,over-
haul turbocharger.
Leak in engineintake Tighten loose connec-
or exhaust manifold. tions or replacemani-
fold gaskets as nec-
essary.
Dirty impellerblades. Disassembleand clean.
Engine willnot deliver Cloggedmanifold sys- Clear all ducting.

rated power. tem.
Foreign material lodged Disassembleand clean.
in compressor impel-
ler or turbine.
Excessivedirt build-up Thoroughly clean com-
in compressor. pressor assembly.
Serviceair cleaner
and check for leakage.
Leak in engineintake Tighten loose connec-
or exhaust. tions or replace mani-
fold gaskets as neces-
sary.
Rotating assemblybear- Overhaulturbocharger.

ing seizure.
Issued:1/3/78 POWER PLANT - TURBO

2D9
TABLE VIIIA-II. TROUBLESHOOTING CHART (TURBOCHARGER) (cont.)
Engine will not deliver Waste gate butterfly not Butterfly shaft binding.
rated power. (cont.) closing. Check bearings.
Turbocharger impeller Check bearings. Re-

binding, frozen or place turbocharger.
fouling housing.
Critical altitude lower Waste gate valve Clean and free action.
than specified. sticking.
Check interconnect
system from throttle to
waste gate.
Engine surges or Clogged induction Check induction duct

smokes duct. for restrictions to
air flow.
Bootstrapping. Operate engine within

range outlined in
operation manual.
NOTE
Smoke would be normal if engine has idled for a prolonged

period.
High deck pressure. Waste gate sticking Butterfly shaft binding.

(Compressor discharge closed. Check bearings.
pressure.) Replace waste gate
valve or correct
interconnect control
rigging
Isued: 1/3/78 POWER PLANT - TURBO

TABLE VIIIA-II. TROUBLESHOOTINGCHART(TURBOCHARGER)(cont.)
Oil in induction hous- Engine idles too slow - Increase engine idle
ing. turbo doesn't turn al- speed to a maximum of
lowing oil to leak from 700 RPM, if turbo still
compressor seal. smokes, it must be
replaced. Check inter-
connect control for
proper adjustment.
Note: New turbo may
smoke for a short
period of time.
Turbine oil bearing Check spring actuated
check valve not check valve at turbo
closingat engine oil inlet fitting.
shut down.
White exhaust. Leaking oil seal in Clean drain passages.

turbine (coked oil It is sometimes nec-
drain passages). essary to overhaul or
replace turbo.
Engine idles too slow Increase engine idle

turbo not turning. speed to a maximum of
700 RPM, if turbo still
smokes, it must be
overhauled or replaced.
Check interconnect
control for proper
adjustment.

2D11
SECTION IX
FUEL SYSTEM
Aerofiche
Paragraph Grid No.
9-1. Description........................................................................................................................... 2D13

9-2. Troubleshooting ................................................................................................................... 2D13
9-3. Fuel Tanks............................................................................................................................ 2D16
9-4. Inspection and Repair of Fuel Tanks.................................................................. 2D16
9-4a. Sloshed Fuel Tank 100 Hour Inspection ............................................................ 2D16
9-5. Removal of Inboard Fuel Tank........................................................................... 2D16
9-6. Installation of Inboard Fuel Tank ....................................................................... 2D17
9-7. Removal of Outboard Fuel Tank ........................................................................ 2D17
9-8. Installation of Outboard Fuel Tank .................................................................... 2D17
9-9. Inspection of Fuel System ................................................................................................... 2D17
9-10. Fuel Quantity Sender Unit ................................................................................................... 2D18
9-11. Fuel Quantity Sender/Gaug4e Check (Installed)................................................................. 2D18
9-12. Fuel Selector Valve and Filter.............................................................................................. 2D20
9-13. Fuel Selector Valve Operation............................................................................ 2D20
9-14. Removal of Fuel Selector Valve and Filter......................................................... 2D20
9-15. Cleaning Filter Assembly................................................................................... 2D21
9-16. Installation of Fuel Selector and Filter Valve..................................................... 2D22
9-17. Cleaning Fuel System .......................................................................................................... 2D22
9-18. Electric Fuel Pump .............................................................................................................. 2D22
9-19. Removal and Installation of Electric Fuel Pump................................................ 2D22
Revised: 01/31/09 2D12

SECTION IX
FUEL SYSTEM
9-1. DESCRIPTION. The fuel system consists of two interconnected aluminum tanks in
each wing, having a combined capacity of 49 U.S. gallons, for a total capacity of 98 U.S.
gallons. These tanks form a integral part of the wing surface when installed. Fuel flow is
indicated on the gauge located in the instrument panel. A fuel quantity gauge for each wing
system is also located in the instrument panel, and indicates the amount of fuel remaining as
transmitted by the electric fuel quantity sending units located in the wing tanks. An exterior
sight gauge is installed in the inboard tank of each wing so fuel quantities can be checked on
the ground during the preflight of the airplane.
Fuel is drawn through a finger screen located in the inboard fuel tank and routed to a
three position fuel selector valve and filter unit which is located aft of the main spar. The
valve has "OFF," "LEFT" and "RIGHT" positions which are remotely selected by means of
a torque tube operated by a handle located in the pedestal. The handle has a spring loaded
detent to prevent accidental selection to the "OFF" position. From the selector valve the
fuel goes to the electric fuel pump which is also mounted aft of the main spar and then goes
forward to the engine driven fuel pump which forces the fuel through the injector unit into
the engine.
Refer to Figure 9-1 or 9-2 for layout and relationship of the fuel system and
components.
9-2. TROUBLESHOOTING. Troubles peculiar to the instruments and related areas of the
fuel system are listed in Section X along with their probable causes and suggested remedies.
Electrical and mechanical troubles of the system are found in Table IX-II at the back of this
section. When troubleshooting, check from the power supply to the items affected. If no
trouble is found by this method, the trouble probably exists inside individual pieces of
equipment; they may then be removed from the airplane and an identical unit or units,
tested and known to be good, installed in their place.
Issued: 1/3/78 FUELSYSTEM

2D13
FLOW DIVIDER
GINE FUEL PUMP
FUEL
INJECTOR
PRESSURE
GAUGE
Figure 9-1. Fuel System (PA-32RT-300)
Issued:1/3/78 FUEL SYSTEM

2D14
INJECTOR
FUEL DIVIDERS(2)
FLOW
NOZZLES.
(6)
TURBOCHARGER
COMPRESSOR
ENGNE
DRIVEN
FUEL PUMP
MANIFOLD PRESSURE ELECTRIC

AND FUEL FLOW FUEL PUMP
GAUGE
FUEL SELECTOR
VALVE
FUEL QUANTITY GAUGES
Figure 9-2. Fuel System (PA-32RT-300T)
Issued: 1/3/78 FUEL SYSTEM

2D15
9-3. FUEL TANKS.

9-4. INSPECTION AND REPAIR OF FUEL TANKS (ALUMINUM).
WARNING: IF DRAIN VALVES ARE REMOVED TO DRAIN TANKS, APPLY PARKER
HANNIFIN THREAD LUBE, PIPER CODE NO. 913 224, TO MALE PIPE THREADS
BEFORE INSTALLING. DO NOT ALLOW LUBRICANT TO ENTER FUEL
SYSTEM.
Completely drain fuel tanks. (Refer to Draining Fuel System, Section II.) Visually inspect fuel tanks and
adjacent areas for signs of leaks. Tell tale stains are frequently the first indication. Fuel tanks found to be
seeping or leaking fuel must be removed and repaired, as authorized herein, or replaced.
WARNING: SLOSHING OF FUEL TANKS PROHIBITED.
a. Remove tank(s) as described below.
b. Fuel tanks which have previously been sloshed must be replaced if new leaks are detected.
c. Leaks in fuel tanks which have not been sloshed can be sealed with Products Research Corp.
PR-1422A2 sealant.
1. Allow sealant to cure 72 hours.
2. Leak check repair by filling the fuel tanks with 1.5 psi clean dry air and:
(a) applying a water and soap solution; or,
(b) submerging seams in clean water a minimum of one (1) to no more than six (6) inches.
NOTE: Replace the tank if it cannot be successfully repaired by the method above.
9-4a. SLOSHED FUEL TANK 100 HOUR INSPECTION.
WARNING: SLOSHING OF FUEL TANKS PROHIBITED.
Replacement of fuel tanks which have previously been sloshed is recommended. If the fuel tank must
remain in service, each 100 hours inspect as follows:
a. The entire interior of the tank should be inspected with the tanks drained. Use a mirror and
inspection light through the filler neck and inspect for peeling of the sloshing compound. Small
scrapes in the film adjacent to the filler neck may be disregarded provided there is no indication of
peeling.
b. If peeling has occurred and separated material is found, the tank must be removed and replaced.
9-5. REMOVAL OF INBOARD FUEL TANK.
a. Locate and remove cover from access hole located on underside of wing between wing station 88.75
and wing station 115.95.
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. Disconnect fuel line on inboard side of tank.
d. 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.
e. The tank is now free to be removed.
Revised: 01/31/09 2D16 FUEL SYSTEM

9-6. INSTALLATION OF INBOARD FUEL TANK.

a. Position fuel tank in its recess in the wing. Connect 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 to torque specified in Figure 9-2A.
c. Connect fuel line on inboard side of tank.
d. 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 88.75.
9-7. REMOVAL OF OUTBOARD FUEL TANK.

a. Using the same access hole described in Paragraph 9-5 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. Gain access to outboard fuel vent elbow by removing wing tip. Disconnect or cut
hose and remove elbow.
c. 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.
d. 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 88.75.
9-8. INSTALLATION OF OUTBOARD FUEL TANK.

a. Position fuel tank in its recess in the wing. Connect 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 to torque specified in Figure 9-2A.
c. Slide hose connection on interconnecting fuel line into position and tighten clamps.
d. Connect fuel vent line on outboard side of tank.
e. 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 88.75.
9-9. 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 9-4. If fuel
line connections leak, tighten clamps or replace hose connections after first draining tanks.
Revised: 11, 1/83 FUELSYSTEM

2D 17
LANCE SERVICEMANUAL
9-10. FUEL QUANTITYSENDERUNIT.

NOTE
Inboard and outboard fuel tanks in each wing are

interconnected and have a total capacity of 49 gallons. Fuel
quantity sender units mounted in each fuel tank transmit
electrically the cumulative quantity of fuel in each set of
tanks, to fuel quantity gauges mounted in the instrument
panel.
9-11. FUEL QUANTITYSENDER/GAUGECHECK(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 DrainingFuel System,
Section II.)
b. Level airplane laterally (refer to Leveling,Section II) and position the aircraft with a
1 degree nose up attitude.
NOTE
The electrical system should supply 12 to 14-voltsto the gauge.
c. With the master switch in the "OFF" position, the gaugeneedle should be centered
on the white dot to the left of the "0" radial mark, with a maximum deviation of 1/4
needle width. If not within this tolerance, the gaugeshould 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 "0" radial mark with a
maximum deviation of 1/4 needle width. If not within this tolerance, the gauge should be
replaced.
e. Place 2 gallons of fuel in the wing fuel tank that relates to the gaugeand sender unit
being checked.
f. With 12 to 14-voltsDC supplied to the electrical system and the master switch in the
"ON" position, the needle should be centered on the "0" radial mark; plus 0, minus 1
needle width.
g. If the needle does not read within the above tolerance, remove the sender wire from
the rear of the gaugeand check the resistance to ground through the sender circuit. If the
resistance is not within 5 ± 1 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. Observethe gaugereading at each 10 gallonincrement
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) just sufficiently to bring it within tolerance; do not center
the needle.
Issued:1/3/78 FUELSYSTEM
2D18
CLAMP TORQUE VALUES
#32 HL - 30 to 35 in.-lbs.
#12 HL - 15 to 20 in.-lbs.
#10 HL- 12 to 16 in.-lbs.
8888
1. FUEL CELL
2. FUEL SENDER UNIT
3. BOLT
4. LOCK WASHER
5 WASHER
6 WASHER
7 NEOPRENEGASKET
8. CORK GASKET
9. FUEL CELL
10. NUT RING
11. SPAR
12. FUEL VENT VALVE ASS'Y.
13. CLAMP (#10HL)
14. NIPPLE
15 FUEL VENT LINE
16 NUT RING
17. FUEL CELL
18. GASKET
19 FUEL CAP ADAPTERASSY
20. GASKET B
21. FUEL VENT INTERCONNECT
LINE
22. FUEL TANK
INTERCONNECTLINE
23. CLAMP (#32HL)
24 CLAMP (#12HL)
25 SCREWS (4). NUT PLATE
ATTACHMENT
Figure 9-2A. Fuel Cell Installation

ELECTRICAL
EMPTY DOT ADJUSTMENT
FUEL U
Figure 9-3. Fuel Gauge
TABLE IX-I. SENDER/FUEL QUANTITYGAUGETOLERANCES
Actual Fuel in Gauge Reading

Tank (U.S. Gallons) (U.S. Gallons)
49 FULL F
42 40
32 30 Pointer
22 20 Width
12 10
2 Not MoreThan Zero
0 EMPTY White Dot
9-12. FUEL SELECTORVALVE AND FILTER.
9-13. FUEL SELECTORVALVE OPERATION. When the fuel selector handle is not in a
positive selector detent position, more than one fuel port will be open at the same time. It
should be ascertained that the fuel selector is positioned in a detent, which can be easily felt
when moving the handle through its various positions.
9-14. REMOVALOF FUEL SELECTORVALVE AND FILTER.

a. Drain fuel from tanks. (Refer to Draining Fuel System, Section II.)
b. Remove center seats, seat belt attachments and floor panel just aft of the main spar
by removing the floor attachment screws. Lift the panel and remove.
c. Remove plate from bottom of the fuselagewhich covers fuel selector.
d. Disconnect the fuel lines and selector linkage from valveassembly.
e. Remove the four mounting screws which hold the fuel selector in place and remove
the selector assembly.

2D20
9-15. CLEANINGFILTER ASSEMBLY.

a. Remove the access panel to the filter bowl on the bottom of the fuselage.
b. Remove fuel strainer bowl.
c. Remove filter disc assembly from center stem by compressingfilter retainer spring
and removingfilter retainer washer. (Refer to Figure 9-4.)
d. Inspect bowl gasket and replace if necessary.
e. Filter discs may be cleaned as follows:
1. Plug open ends of filter disc center with stoppers to prevent dirt from entering.
2. Wash metallic filter disc in acetone, gasoline, carbon tetrachloride,
trichlorethylene (permachor) or Bendix cleaner.Wash nylon filter disc with soap and water.
CAUTION
Do not use acetone, methylethylketone, etc., to clean nylon filter discs.
3. Removestubborn deposits from filter disc with a soft bristle brush.
4. Rinse all traces of soap solution. Drain or blow dry and remove stoppers.
f. Replace the filter disc if damage is evident.
g. Reinstallfilter disc assemblyand strainer bowl.
1. FILTER
2. SPRING NYLON FILTER ASSEMBLY
3. RETAINER WASH
4. BOWL
Figure 9-4. Fuel Filter

2D21
9-16. INSTALLATIONOF FUEL SELECTORAND FILTER VALVE.

a. Position the valve inside the airplane just aft of the main spar.
b. Secure the valve with machine screws, washersand self-lockingnuts.
c. Connect the fuel lines.
d. Connect fuel selector valve linkage to insure that selector handle engagesthe left
indent position when it is against the safety stop on the console cover.
e. Fill the fuel tanks and check all connections for leaks.
f. Install the rear seat and fuel drain placard cover.
g. Install the accessplate to the bottom of the fuselagewith attaching screws.
NOTE
When installing the fuel selector valve, it is recommended the
complete fuel system and tanks be drained and flushed to
ascertain no contamination is present. (Refer to Paragraph
9-17.)
9-17. CLEANINGFUEL SYSTEM.

a. Remove all fuel from tanks. The fuel should be drained through a chamois or other
straining equipment to inspect for the presence of foreign matter.
b. Each tank should be flushed by opening the tank drain and adding two-three gallons
of clean fuel. While the fuel is draining, the aircraft wing should be raised and lowered to
allow the fuel to rinse any contamination still remaining in the tank out the drain.
c. After the valve is installed and the aircraft refueled, the fuel inlet line to the injector
should be disconnected and with boost pump on, lines should be flushed while selector is
moved from one tank to another.
d. Make proper logbook entry.
9-18. ELECTRICFUEL PUMP.
9-19. REMOVALAND INSTALLATIONOF ELECTRICFUEL PUMP.

a. Turn the fuel selector to the off position.
b. Remove the floor panel that is located directly aft of the main spar by removing the
center seats, seat belt attachments and the screws that secure the panel. Lift the panel and
remove it from the airplane.
c. Disconnect the electrical lead from the pump.
d. Disconnect the inlet and outlet lines from the pump.
e. On PA-32RT-300Tdisconnect vent tube from bottom of the pump.
f. Remove the pump by removing the pump attachment hardware.
g. Reinstall the fuel pump in reverse of removal.

2D22
TABLE IX-II. 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.
Mechanical or 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
leverage mechanism.
Damaged fuel 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.

2023
TABLE IX-II. TROUBLESHOOTINGCHART (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 valve lever.
Low pressure or Obstruction in inlet Trace lines and

pressure surges. side of pump. locate obstruction.
Air in line to Bleed line.

pressure gauge.

2D24
SECTION
X
INSTRUMENTS
Aerofiche
Paragraph Grid No.
10-1. General ....................................... 2E4

10-2. Non-ElectricInstruments .............. 2E4
10-3. Vacuum System .................................. 2E4
10-4. Vacuum System and Gyro PressureServiceTips .......... 2E4
10-5. Troubleshooting ............................ 2E6
10-6. Suction Gauge .................................. 2E10
10-7. General ................................. 2E10
10-9. Vacuum Regulator Valve ........................... 2E10
10-10. General ................ 2E10
10-12. Adjustment of Vacuum Regulator Valve .............. 2E10
10-13. Removaland Replacement ........... 2E11
10-14. VacuumPump ................. 2E 11
10-15. General ................ 2E 1
10-16. Troubleshooting .. ......................... 2E1
10-17. Removal and Replacement ...................... 2E1
10-18. ReplacingPump Fittings ........... 2E1
10-19. Instrument Air System .... . .......... ..... .... 2E13
10-20. DirectionalGyro ................................ 2E13
10-21. General ................ 2E13
10-22. Troubleshooting .. . . . .......... ... ..... 2E14
10-23. Removal and Replacement ...................... 2E14
10-24. Gyro Horizon .. . . . . .................... 2E14
10-25. General ................ 2E14
10-26. Troubleshooting .. ......................... 2E15
10-27. Removaland Replacement ...................... 2E16
10-28. Rate of ClimbIndicator .............................. 2E16
10-29. General ......... .............. ..... 2E16
10-31. Removaland Replacement .... ............... 2E17
10-32. SensitiveAltimeter ................................ 2E17
10-33. General ................................. 2E17
10-34. Troubleshooting .... . ........ ... . ..... 2E18
10-35. Removaland Replacement ...................... 2E19
Revised: 9/2/78
2E1
Aerofic
Paragraph Grid N
10-36. Airspeed Indicator ..........................

10-37. General............................
10-38. Troubleshooting.................... 2E20
10-39. Removal and Replacement .......... 2E20
10-40. Magnetic Compass ........................... 2E21
10-41. General............................ 2E21
10-41a. Adjustment of Compass ............. 2E21
10-42. Troubleshooting .................... 2E22
10-43. Manifold Pressure Gauge..................... 2E23
10-44. General ............................ 2E23
10-47. Tachometer Indicator ........................ 2E23
10-48. General............................ 2E23
10-51. Engine Oil Pressure Gauge .................... 2E24
10-52. General............................ 2E24
10-53. Troubleshooting.................... 2F1
10-54. Removal and Replacement .......... 2F1
10-55. Fuel Pressure Gauge (PA-32RT-300) .......... 2F1
10-56. General .............. ............. 2F1
10-57. Troubleshooting .................... 2F2
10-59. Turn and Bank Indicator ..................... 2F3
10-60. General............................ 2F3
10-61. Troubleshooting .................... 2F3
10-62. Electrical Instruments ....................... 2F4
10-64. Fuel Quantity Indicator ................... 2F4
10-65. General........................................... ................ 2F4
10-66. Troubleshooting................................... ....... ....... 2F4
10-67. Removal and Replacement .......................... 2F5
10-68. Oil Temperature Indicator .................................. 2F5
10-69. General.......................................... 2F5
10-70. Troubleshooting ................................... 2F5
10-72. Ammeter.................................................. 2F5
10-73. General ........................................... 2F5
10-74. Troubleshooting................................... 2F5
10-76. Removal and Replacement of Face Mounted Instruments........ 2F6
10-77. General........................................... 2F6
10-77a. Gyro Fitting Installation Procedure .................. 2F6
10-78. Removal and Replacement of Cluster Mounted Instruments..................... 2F7
10-79. General. ......................................................... 2F7
Revised:10/3/80
2E2
Paragraph Aerofiche
Grid No.
10-80. Exhaust Gas Temperature Gauge (ALCOR)................................... 2F7

10-81. General .......................................................... 2F7
10-82. Removal of EGT Probe and Gauge ................................. 2F7
10-82a. Cleaning and Inspection ........................................... 2F7
10-82b. Installation of EGT Probe and Gauge ............................... 2F8
10-83. Troubleshooting.................................................. 2F8
10-84. Cylinder Head Temperature Gauge .......................................... 2F9
10-85. General .......................................................... 2F9
10-87. Removal and Replacement ......................................... 2F9
10-88. Fuel Flow Gauge .......................................................... 2F9
10-89. General.......................................................... 2F9
10-90. Troubleshooting .................................................. 2F10
10-91. Removal and Replacement ......................................... 2F10
10-92. Piper AutoControl System .................................................. 2F10
10-93. Annunciator Panel ......................................................... 2F10
10-94. General .......................................................... 2F10
10-96. Removal and Replacement ...................................... 2F10
Revised: 9/2/78
2E3
SECTIONX
INSTRUMENTS
10-1. GENERAL. The instrumentation in the Lance 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.
10-2. NON-ELECTRICAL INSTRUMENTS.
10-3. VACUUM SYSTEM.
10-4. VACUUM SYSTEM AND GYRO PRESSURE SERVICE TIPS. The following
information is intended to acquaint field servicepersonnel with a means to diagnosevacuum
system service symptoms on those components which are serviced by removal and
replacement. These itmes include hoses, clamps, vacuum system filters, vacuum regulating
valve and suction gauge.
a. Hoses and Clamps:
1. These items should be examined periodically and inspected carefully whenever
engine maintenance activities cause hose disconnections to be made at the pump, regulating
valve,gyros and/or vacuum gauge.
2. The ends of the hoses should be examined for rubber separation and slivers of
rubber on the inside diameter of the hoses. These slivers can and do become detached. If
this happens, the vacuum pump suck these loose particles and eventually ingest them. This
can cause premature pump service.
3. Hose clamps and fittings should be replaced when broken, damaged or corroded.
CAUTION
When replacing any of the threaded fittings, DO NOT USE
PIPE DOPE or any other anti-seize tape or compound. The
AIRBORNE fittings are all cadmium plated to avoid the need
for any other anti-seizematerials.The reason for this caution
is to protect the pump from ingesting any foreign materials
that could cause premature service.
Issued:1/3/78 INSTRUMENTS
2E4
b. Suction Gauge:
1. The Suction gauge seldom require service and usually is replaced when
malfunctionsoccur.
NOTE
Suction gauge failure in a properly operating vacuum system
does not impair safety of flight.
2. If the suction gauge malfunctions in a manner to cause an incorrect reading in

normal cruise conditions, the gauge must be checked by comparing the reading with a gauge
of known accuracy. If the gauge is indicating correct values and the system vacuum level is
not in accordance with the specified vacuum, then and only then should the regulator be
reset.
3. Visual examination of the gauge performance should cover the followingsteps:
(a) With engine stopped and no vacuum applied to the gauge,its pointer should
rest against the internal stop in the 9 o'clock position. Any other
displacement from this position suggestsneed for replacement.
(b) A slight overshoot during engine startup, not to exceed half an inch (1/2")
of mercury, is normal and is not cause to replace gauge.
(c) With engine operating at normal cruise RPM, the gaugeshould read from 4.8
inches to 5.1 inches of mercury (vacuum).
(d) At 1200 RPM, the vacuum gaugereading should be more than four inches of
mercury.
c. Vacuum System Filters:
1. The system employs a large central filter and differential suction gauge that
continuously monitors the filter condition while indicating vacuum readings. This central air
filter located under the instrument panel must be replaced on a scheduled basis, not to
exceed 100 hours or sooner as condition indicates.
NOTE
The filter in combination with a differential vacuum gauge

will indicate a decline in panel gauge reading when the filter
becomes clogged and vacuum declines below the
recommended value. The filter should be replaced when
gauge reading declines below the recommended value of 4.8
to 5.1.inches of mercury do not adjust regulator.
2. The vacuum regulator filter should be cleaned or replaced every 100 hours.
Clean the filter with a mild soap solution and rinse completely.
2E5
d. Vacuum Regulator:
1. The vacuum regulating valve seldom needs replacement. Symptoms that suggest
replacement are:
(a) Rapid fluctuation of the vacuum gauge needle.
(b) Non-repeatability of the vacuum gauge reading when the panel gauge is not
suspect or has been checked against a known test gauge (cruise RPM only).
2. All modes of regulator malfunction tend to increase the vacuum power applied
to the gyros. Thus, although excess vacuum is applied, a loss of vacuum does not occur.
3. The gyros themselves act as a limiting device to keep the vacuum power applied
from exceeding safe levels.
NOTE
If the panel gauge has been checked and found OK and the
suction gauge reading does not repeat within the range of 4.8
to 5.1.inches of mercury, then the regulatingvalveshould be
changed. Observe the usual precautions for maintaining
system cleanlinessto avoid premature pump service.
10-5. TROUBLESHOOTING.
TABLE X-l. VACUUM SYSTEM
No suction gauge indi- Filter clogged or Replace filter.

cation at instrument. dirty.
Line from gyro to Check line.

filter restricted.
Faulty gauge. Replace gauge.

I
No suction gauge indi- Malfunctioning pump. Replace pump.
cation at instrument
or source.
Revised:7/15/81 INSTRUMENTS
2E6
TABLE X-I. VACUUMSYSTEM(cont)
Low vacuumsystem Filter dirty. Replacefilter.

pressure.
Vacuum regulator valve Adjust regulator valve

incorrectly adjusted. in accordance with
Adjustments in this
section.
Line from gyros to Repair line.

filter restricted.
Line from pump to gyros Check all lines and

leaking. fittings.
Normal pressure indica- Faulty instrument. Replace instrument.

tion but sluggishoper-
ation of instruments.
Issued: 1/3/78 INSTRUMENTS
2E7
TABLE X-I VACUUMSYSTEM(cont)

High system pressure. Vacuum regulator in- Adjust regulator.
correctly adjusted.
Vacuum regulator Replace regulator filter,

sticking or dirty Clean and check operation
filter. of regulator.
Regulator cannot be Linesleaking. Checklines and fittings.
adjusted to produce
correct pressure.
Vacuum pump mal- Replacepump.

functioning.
Vacuum correct on Vacuum pump mal- Replacepump.
ground but willnot functioning.
maintain pressure at
altitude.
Regulator sticky. Clean regulator.

Vacuum correct but Regulator sticky. Clean regulator.
pilot reports pressure
erratic or shows
complete loss in
flight.
Oil in pump due to Replace pump.

leaky engine seal
or cleaning fluid
blown into pump
while cleaning engine.
Pressure can only be Leak in system. Repair or replace
maintained at full lines.
throttle on ground.
Worn pump. Replacepump.
Stuck regulator. Clean or replace

regulator.

2E8
1. CLOCK 9. VERTICAL SPEED INDICATOR 17. RNAV

2. ADF INDICATOR 10. ANNUNCIATOR PANEL 18. ADF RADIO
3. AIRSPEED INDICATOR 11. GS/LOC/VOR INDICATOR 19. NAV I RADIO
4. TURN (AND BANK) CO-ORDINATOR 12. VOR INDICATOR 20. DME RADIO
5. ATTITUDE GYRO 13. COMPASS 21. HEAT, DEFROST, A/C AND VENT
6. GEAR UNSAFE LIGHT 14. AUDIO SELECTOR PANEL BLOWER CONTROLS
7. DIRECTIONAL GYRO IS. COM I AND COM 2 22. CIGAR LIGHTER
8. ALTIMETER 16. TRANSPONDER 23. MASTER AND ACCESSORY SWITCH
PANEL
21 22
44
24. AUTOPILOT 31. FUEL PRESSURE AND QUANTITY 38. MIXTURE CONTROL LOCK
25. ENGINE INSTRUMENT CLUSTER GAUGES 39. FRICTION LOCK
26. VOR/LOC COUPLER 32. TACHOMETER 40. ALTERNATE AIR CONTROL
27. NAV SELECTOR SWITCH 33. GEAR SELECTOR 41. NAV AND PANEL LIGHT SWITCHES
28. MAGNETO AND STARTER SWITCH 34. "AUTO-EXT OFF" LIGHT 42. EGT GAUGE
29. PITCH TRIM SWITCH 35. AIR CONDITION DOOR LIGHT 43. GYRO SUCTION GAUGE
30. MANIFOLD PRESSURE AND FUEL 36. THROTTLE QUADRANT 44. CIRCUIT BREAKER PANEL
FLOW GAUGE 37. MICROPHONE BRACKET
Figure 10-1. Instrument Panel (Typical)

2E9
10-6. SUCTION GAUGE.
10-7. GENERAL. The suction gauge is mounted in the right side of the instrument panel.
This gauge is calibrated in inches of mercury and indicated the amount of vacuum created by
the engine driven vacuum pump. The suction gauge has a direct pressure line and a vent line.
Therefore, these aircraft indicate the differential pressure or actual pressure being applied to
the gyro instruments. As the system filter becomes clogged or lines obstructed, the gauge will
show a decrease in pressure. Do not reset the regulator until the filter and lines have been
checked.
10-8. TROUBLESHOOTING. For troubleshooting of this instrument, refer to Table X-I of
this section.
10-9. VACUUM REGULATOR VALVE.
10-10. GENERAL. One vacuum regulator valve is incorporated in the system to control
vacuum pressure to the gyro instruments. The regulator valveis located under the instrument
panel. Access to the valve for maintenance and adjustment is gained from below the
instrument panel.
10-1 . TROUBLESHOOTING. For troubleshooting of the vacuum regulator refer to Table
X-I.
10-12. ADJUSTMENTS OF VACUUM REGULATOR VALVE.
a. Bend washer tabs up to turn adjusting screws.
b. Start the engine, after allowing time for warm-up, run the engine at 2700 RPM.
NOTE
On the PA-32RT-300T do not maintain from 2575-2700
RPM's for more than 5 minutes.
c. With the engine running at 2700RPM, the suction gaugeshould indicate 5.0 inches of
mercury + .1 - .2 inches of mercury. If the pressure reading fails to fall within this range, shut
down the engine and adjust the regulator valve by moving the valve adjustment screw
clockwise to increase the pressure, and counter-clockwise to decrease the pressure. Start the
engine and repeat the check. With engine running at 2700 RPM, the suction gauge should
indicate 5.0 inches of mercury + .1 - .2 inches of mercury.
d. After the system pressure has been adjusted to these recommended settings; bend
washer tabs down to lock pin in adjusting screw in place.
Revised: 10/3/80 INSTRUMENTS

2E10
10-13. REMOVALAND REPALCEMENT.

a. To remove the regulator valve; disconnect the three lines, remove the mounting
screwsand remove the valve.
b. Disconnectelectrical wires from the regulator switch.
c. Replace regulator in reverseorder givenfor removal. Check complete vacuum system
for proper operation.
10-14. VACUUMPUMP.
10-15. GENERAL. The vacuum pump is of the rotary vane, positivedisplacementtype.This

unit consists essentiallyof an aluminum housing containing a tempered sleeve in which an
offset rotor, with moving blades is incorporated. This assembly is driven by means of a
coupling mated to the engine driven gear assembly. The pump is mounted on the accessory
section of the engine.
10-16. TROUBLESHOOTING.For troubleshooting of the pumps, refer to Table X-I of

this seciton.
10-17. REMOVAL AND REPLACEMENT.The vacuum pump can be removed by the

followingprocedure:
a. Remove the top portion of the engine cowling.
b. Loosen the hose clamp and remove the hose from the vacuum pump fitting.
c. Remove the vacuum pump by removal of the retaining nuts, and washers.
d. Reinstall pump in reverse order of removal, noting alignment of spline on the pump
drive with the spline on the engine drive assembly.Torque standard nuts 50 to 70 in. Ibs.
CAUTION
The only dry air pump mounting gasket authorized and
approved for use on the 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.
10-18. REPLACING PUMP FITTINGS.
a. The handling procedure for securing the pump while installing or removing fittings
are as follows:
1. Use two soft wood blocks in a vise to protect pump from vise jaws.
2. The pump square mounting flange must be held between the wood blocks at
right angles to the vise jaws.
3. Use only enough vise pressure to hold pump firmly.
CAUTION
Do not apply vise pressure to outside diameter or overall
length of the pump.
b. Thread lubricant, if required, should be applied sparingly to the external threads of

the fitting only. Use a powdered moly sulfide or graphite in dry form or in an evaporating
vehicle; or employ a silicone spray.
Revised: 10/3/80 INSTRUMENTS
2E11
PLACARD DETAIL
ALTERNATE STATIC SOURCE 1. CUMB INDICATOR

ALL CABIN VENTS AND STORM WINDOW MUSTBE CLOSED.I 2. ALTIMETER
HEATERAND DEFROSTER
MUSTBEON.PULLAFTTOOPEN. 3. AIRSPEED INDICATOR
4. VALVE ASSEMBLY. ALTERNATE AIR
5. TUBE ASSEMBLY, STATIC
6. TUBE ASSEMBLY, PITOT
7. HEAD ASSEMBLY, PITOT
Figure 10-2. Instrument Air System Installation
Issued:1/3/78
INSTRUMENTS
2E12
CAUTION
Do not use pipe tape, thread dope, hydrocarbon oil or grease,

as these can contaminate pump and cause malfunction.
c. Use the following steps for fitting installation:

I. Secure pump as noted above.
2. Insert fittings in pump ports and hand tighten firmly.
3. Using a wrench, tighten each fitting from one-half to two additional turns.
10-19. INSTRUMENT AIR SYSTEM. (Refer to Figure 10-2.)

The instrument air system consists of a pitot air system and a static air system. Refer to
Figure 10-2 for system layout.
Pitot air system consists of a pitot mast located on the bottom side of the left wing.
with its' related plumbing. Impact air pressure entering the pitot is transmitted from the
pitot inlet through hose and tubing routed in through the wing to the airspeed indicator on
the instrument panel.
Static air system consists of a static port located on the bottom of the pitot mast. The
static port is directly connected to the airspeed indicator, altimeter and rate of climb
indicator, on the instrument panel, by means of hose and tubing routed through the wing
along with the pitot line. An alternate static air source is located below the instrument panel
in front of the pilot. The alternate static source is part of the standard system and has a
shutoff valve which closes the port when it is not needed. A placard giving instructions for
use is located on the instrument panel.
10-20. DIRECTIONAL GYRO.
10-21. 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 lowering the
pressure in the air tight case and simultaneously allowing atmospheric air pressure to enter
the instrument against the gyro buckets. 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
simular 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.

2E13
TABLEX-II. DIRECTIONALGYRO INDICATOR
Excess drift in either Setting error. See Part10-21.

direction.
Defectiveinstrument. Replace instrument.
High or low vacuum.

If vacuum is not
correct, check for the
following:
a. Relief valveim-
properly adjusted. a. Adjust.
b. Incorrect gauge
reading. b. Replacegauge.
c. Pump failure. c. Repair or replace.
d. Vacuumline kinked d. Check and repair.
or leaking. Check for collapsed
inner wall of hose.
Dial spins during turn. Limits (55 bank) of Recage gyro in level
gimbal exceeded. flight.
Dial spins continuously. Defectivemechanism. Replace.
10-23. REMOVALAND REPLACEMENT. Refer to Paragraph 10-76 of this section.
10-24. GYRO HORIZON.
10-25. GENERAL. The gyro horizon is essentially an 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.

2E14
TABLE X-III. GYRO HORIZONINDICATOR
Bar fails to respond. Insufficient vacuum. Check pump and tubing.
Filter dirty. Clean or replace filter.
Bar does not settle. Insufficient vacuum. 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.
Vacuum too high. Adjust valve.
Defective mechanism. Replace instrument.
Instrument does not Instrument not level in Loosen screws and level
indicate level flight. 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 vacuum. Reset regulator.

flight.
Dirty filter. Clean or replace filter.
Line to filter re- Replace line.

stricted.
Plug missing or loose Replace or tighten plug.

in instrument.
2E15
10-27. REMOVAL AND REPLACEMENT. (Refer to Paragraph 10-76 of this section.)
10-28. RATE OF CLIMB INDICATOR.
10-29. 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 indicate the rate of ascent or descent of the airplane in feet per minute. But due to the
lag of the instrument, the aircraft will be climbing or descending before the instrument
starts to read and 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 CLIMB INDICATOR
Pointer does not set Aging of diaphragm. Reset pointer to zero

on zero. by means of setting
screw. Tap instrument
while resetting.
Pointer fails to Obstruction in static Disconnect all instru-

respond. line. ments connected to the
static line. Clear line.
Pitot head frozen over.
Water in static line. Check individual instru-

ments for obstruction
in lines.
Obstruction in pitot Clean lines and head.

head.
Pointer oscillates. Leaks in static lines. Disconnect all instru-

ments connected to the
static line. Check
individual instruments
for leaks. Reconnect
instruments to static
line and test installa-
tion for leaks.
Defective mechanism. Replace instrument.

2E16
TABLEX-IV. RATE OF CLIMBINDICATOR(cont)

Rate of climb indi- Water in static line. Disconnect static lines
cates when aircraft and blow out lines from
is banked. cockpit out to pitot
head.
Pointer has to be Temperature compen- Replaceinstrument.
set before every sator inoperative.
flight.
Pointer cannot be reset Diaphragmdistorted. Replace instrument.

to zero.
Instrument reads very Case of instrument Replace instrument.

low during climb or broken or leaking.
descent.
NOTE
When any connections in the static system are opened for

checking, system must be rechecked per F.A.R. 23.1325.
10-31. REMOVALAND REPLACEMENT. Refer to Paragraph 10-76of this section.
10-32. SENSITIVEALTIMETER.
10-33. GENERAL.The altimeter indicates pressure altitude in feet above sea level. The
indicator has three pointers and a dial scale, the long pointer is read in hundreds of feet, the
middle pointer in thousandths of feet and the short pointer in ten thousandth 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 move through the mechanicallinkage.

2E 17
TABLE X-V. ALTIMETER
Excessivescale error. Improper calibration Replaceinstrument.

adjustment.
Excessivepointer Defectivemechanism. Replace instrument.

oscillation.
High or low reading. Improper venting. Eliminateleak in

static pressure system
and check alignment of
airspeed tube.
Setting knob is hard Wrong lubrication or Replaceinstrument.

to turn. lack of lubrication.
Inner reference marker Out of engagement. Replaceinstrument.

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. Re-
place instrument, if
screw is missing.
Cracked or loose Case gasket hardened. Replace instrument.

cover glass.
Dull or discolored Age.

markings.
Barometric scale and Slippage of mating Replaceinstrument.

reference markers out parts.
of synchronism.
Barometric scale and Drift in mechanism. Refer to latest revision

reference markers out AC43.13-1A.
of synchronism with
pointers.
2E18
TABLE X-V. ALTIMETER(cont)

Altimeter sticks at Water or restriction in Removestatic lines
altitude or does not static line. from all instruments,
change with change of blow line clear from
altitude. cockpit to pitot head.
Altimeter changes Water in static line. Removestatic lines

reading as aircraft from all instruments,
is banked. and blow line clear from
cockpit to pitot head.
Altimeter requires Temperature compensator Changeinstrument.

resetting frequently. inoperative.
NOTE
When any connections in the static system are opened for

check, system must be rechecked per F.A.R. 23.1325.
10-35. REMOVALAND REPLACEMENT.Refer to Paragraph 10-76 of this section.
10-36. AIRSPEEDINDICATOR
10-37. GENERAL. The airspeed indicator provides a means of indicating the speed of the
airplane passing through the air. The airspeed indication is the differential pressure reading
between pitot air to 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 also has the necessaryoperating range
markingsfor safe operation of the airplane.
2E19
TABLE X-VI. AIRSPEEDTUBES AND INDICATOR
Pointers of static Leak in instrument case Check for leak and seal.
instruments do not or in pitot lines.
indicate properly.
Pointer of instrument Defectivemechanism. 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 head not aligned Realign pitot head.

correctly.
Airspeed changes as Water in pitot line. Remove lines from static

aircraft is banked. instruments and blow
out lines from cockpit
to pitot head.
NOTE
When any connections in static system are opened for

checking, system must be checked per F.A.R. 23.1325.
Isued: 1/3/78 INSTRUMENTS

2E20
1040. MAGNETIC COMPASS.
10-41. GENERAL. The magnetic compass is a self-contained instrument. 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 compass
should be swing whenever instruments or radios are changed and at least once a year.
10-41a. ADJUSTMENT OF 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, engine running, throttle set at cruise
position and aircraft in level flight attitude. Aircraft master switch, alternator switch and all
radio switches should be in the ON position. All other cockpit controlled electrical switches
should be in the OFF position.
a. Set adjustment screws of compensator on zero. Zero position of adjusting screws
is 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 megnetic South heading and note resulting South error. Adjust
N-S adjusting screw until one-half of this error has been removed.
e. Head aircraft on magnetic West and do same as Step d, adjusting E-W adjustment
screw.
f. Head aircraft in successive magnetic 30° degree headings and record compass
readings on appropriate deviation card. Deviations must not exceed + 10 on any heading.

2E21
1042. TROUBLESHOOTING.
TABLE X-VII. MAGNETIC COMPASS
Excessive card error. Compass not properly Compensate instrument.

compensated. (Refer to Para. 10-41a.)
External magnetic Locate magnetic inter-

interference. ference and eliminate
if possible.
Excessive card Insufficient liquid. Replace instrument.

oscillation.
Card sluggish. Weak card magnet. Replace instrument.
Excessive pivot fric- Replace instrument.

tion or broken jewel.
Liquid leakage. Loose bezel screws. Replace instrument.
Broken cover glass. Replace instrument.
Defective sealing Replace instrument.

gaskets.
Discolored markings. Age. Replace instrument.
Defective light. Burned out lamp or Check lamp or continuity

broken circuit. of wiring.
Card sticks. Altitude compensating Replace instrument.

diaphragm collapsed.
Card does not move The gears that turn Replace instrument.
when compensating compensating magnets
screws are turned. are stripped.
Compass swings Normal.

erratically when
radio transmitter
is keyed.
2E22
10-43. MANIFOLDPRESSURE GAUGE.
10-44. GENERAL.The manifold pressure gauge is a vapor proof, absolute pressure type
instrument. Pressure from the intake manifold of the engine is transmitted to the
instrument through a line. A pointer indicates the manifold pressure available at the
engine in inches of mercury.
1045. TROUBLESHOOTING.
TABLE X-VIII. MANIFOLDPRESSUREINDICATOR
Excessiveerror at Pointer shifted. Replace instruments.

existing barometric
pressure.
Excessiveerror when Line leaking. Tighten line connections.

engineis running.
Sluggishor jerky Defectiveinstrument. Replace instrument.

pointer movement.
Dull or discolored Age. Replace instrument.

marking.
Incorrect reading. Moisture or oil in On 32RT-300 disconnect

line. lines and blow out.
On 32RT-300T open
manifold pressure line
purge valve behind gauge
with engine at idle.
1046. REMOVALAND REPLACEMENT. Refer to Paragraph 10-76 of this section.
1047. TACHOMETERINDICATOR.
1048. GENERAL. The tachometer is connected to the engineaccessoryby a flexible cable

and angle drives and provides an indication of crankshaft speed in revolutions per minute.
The instrument has a recording mechanismfor recording the time that the engine is in actual
operation.
2E23
TABLEX-IX. TACHOMETER
No reading on indica- Broken shaft. Replace instrument.

tor, either permanent
or intermittent.
Angle drive failure Replace angle drive(s).
(engine or instrument)
Loose cable connections. Tighten cable.
Pointer oscillates Rough spot on, or Repair or replace.

excessively. sharp bend in shaft.
Excessivefriction in Replace instrument.

instrument.
Indicator changes in 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 ro- Replace instrument.

tating magnet.
Tachometer cable breaks. Cable bent too sharply. Reroute cable.
10-50. REMOVALAND REPLACEMENT.Refer to Paragraph 10-76of this section.
10-51. ENGINEOIL PRESSURE GAUGE.
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 available at the pressurized
engine oil passage.
2E24
TABLEX-X ENGINE OIL PRESSUREGAUGE
Excessiveerror at Pointer loose on shaft. Replace instrument.

zero. Overpressureor
seasoning of bourdon
tube.
Excessivescaleerror. Improper calibration Replace instrument.

adjustment.
Excessivepointer Air in line or rough Disconnect line and

oscillation. engine relief. fill with light oil.
Check for leaks. If
trouble persists, clean
and adjust relief valve.
Sluggishoperation of Engine relief valve Clean and check.

pointer or pressure open.
failsto buildup.
10-55. FUEL PRESSUREGAUGE. (PA-32RT-300)
10-56. GENERAL. The fuel pressure gauge instrument is mounted in the cluster on the
instrument panel. This gaugeis connected to the fuel system at the injector fuel inlet fitting.
2F1
TABLE X-XI. FUEL PRESSURE GAUGE (PA-32RT-300)
No fuel pressure Fuel valve stuck. Check valve.

indication.
No fuel in tanks. Check fuel, fill.
Defectivefuel pump. Check pump for pres-

sure build-up. Check
diaphragm and relief
valvesin engine pump.
Checkfor obstruction
in electric pump.
Checkbypass valve.
Air leak in intake
lines.
Defectivegauge. Replace gauge.
Pressure low or Obstruction in inlet Trace lines and locate

pressure surges. side of pump. obstruction.
Faulty bypass valve. Replace.
Faulty diaphragm. Replaceor rebuild pump.
Needle fluctuation. Air in line. Loosen line at gauge,

turn on electric pump.
Purge line of air and
retighten.
High fuel pressure Fuel in line expanding Normal.

with engine shut off due to heat build up
right after flight. in cowling.
2F2
10-59. TURN AND BANKINDICATOR.

10-60. GENERAL.The turn and bank indicator can be either vacuum driven or electric. The
turn portion of the indicator is a gyroscope, while the bank portion of the indicator is a ball
sealed in a curved glass tube filled with damping fluid. There are two styles of this unit, the
first is the old style with a vertical needle in the center of the dial. This instrument reads
only rate of turn, and unless the aircraft is turning, the needle will not move regardless of
bank angle. The other style is the turn coordinator which will also indicate rate of turn but
due to its construction will read rate of roll also, which means if the aircraft is rolled right
and left rapidly, the indicator will move, indicating a turn, but if the aircraft is held in a
bank, by applying rudder, the indicator will come back to zero indicating no turn.
TABLE X-XII. TURN AND BANK INDICATOR

Pointer failsto Foreign matter lodged in Replace instrument.
respond. instrument.
Incorrect sensitivity. Out of calibration. Replace instrument.
Incorrect turn rate High or low vacuum. Checkvacuum and adjust.

(vacuum style).
Filter dirty. Replace filter.
Incorrect turn rate Out of calibration. Replace instrument.

(electric)
(turn coordinator) Center ball in turn.
Aircraft not in
coordinated turn.
Ballsticky. Flat spot on ball. Replace instrument.
Ball not in center Instrument not level Levelinstrument.

when aircraft is in panel.
correctly trimmed.
Instrument will not No power to instrument. Check circuit and repair.

run (electric).
Instrument malfunction. Replace instrument.
2F3
10-62. ELECTRICALINSTRUMENTS.
10-64. FUEL QUANTITYINDICATOR
10-65. GENERAL. The two fuel quantity gauges are mounted in the cluster on the
instrument panel. These instruments are calibrated in fractional devisionsof one fourth, one
half, three fourths and full. A transmitter unit is installed in each fuel cell. This unit
contains a resistance strip and a movable control arm. The position of this arm is controlled
by a float in the fuel cell and this position is transmitted electrically to the indicator gauge
to show the amount of fuel in the cell. The two transmitters are connected in series, the
outboard sender must be isolated from airframe ground.
TABLE X-XIII. FUEL QUANTITYINDICATORS
Fuel gaugefails to Broken wiring. Check and repair.

indicate.
Gauge not operating. Replace.
Blown fuse. Replace fuse.
Fuel gaugeindicates Incomplete ground. Check ground connections

empty when tanks are at fuel transmitter in
full. wings.
Blown fuse Replace fuse
Fuel gaugeindicates Incomplete ground. Check ground at instru-

full with tanks empty. ment.
Float arm stuck. Replace fuel transmitter.
Fuel gaugeindicates Intermittent ground. Checkground at trans-

incorrectly. mitter and instrument.
Float arm sticky. Replace fuel transmitter.
2F4
10-68. OIL TEMPERATUREINDICATOR
10-69. 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 in the oil screen
assembly,on the engine accessorysection.
TABLE X-XIV. OIL TEMPERATUREINDICATORS
Instrument fails to Broken or damaged bulb. Check engineunit and

show any reading. Wiringopen. wiring to instrument.
Excessivescale error. Improper calibration Repair or replace.

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. Replaceinstrument.

marking.
10-72. AMMETER.
10-73. GENERAL. The ammeter is mounted in the instrument cluster located on the
instrument panel. This instrument measures the output of the alternator into the entire
electrical system including the battery chargingdemand.
10-74. TROUBLESHOOTING.Refer to Section XI. (Alternator Section)
2F5
10-76. REMOVAL AND REPLACEMENT OF FACE MOUNTED INSTRUMENTS.
10-77. GENERAL. Sinceall instruments are mounted in a similar manner, adescription 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 pertainingto the instruments is
performed.
a. Remove the face panel by removing the screws from around the perimeter of the
panel.
b. With the face panel removed, the mounting screwsfor the individualinstruments will
be exposed. Remove the connections to the instrument prior to removingthe 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. After the
installation is completed and before replacingthe instrument face panel, check all components
for security and clearance of the control column.
10-77A. GYRO FITTING INSTALLATION PROCEDURE.
The use of teflon tape on.the fitting threads is recommendedand should be installed as
follows:
CAUTION
Permit no oil, grease, pipe compound or any foreign material
to enter parts prior to installation of fittings. Makesure that all
air lines are clean and free of foreign particles and/or residue
before connecting lines to gyro. DO NOT USE THREAD
LUBE ON FITTINGS OR IN PORTS. The useof thread lube
can causecontamination shortening the life of the gyro and can
cause premature failure. Any evidenceof the useof thread lube
will create a WARRANTY VOID CONDITION.
a. Carefully lay teflon tape on the fitting threads allowing one thread to be visible from
the end of the fitting. Hold in place and wrap in the direction of the threads so tape willremain
tight when the fitting is installed.
b. Apply sufficient tension while winding to assure that tape forms into thread grooves
(one full wrap plus 1/2 inch overlap is sufficient).
c. After wrap is complete, maintain tension and tear tape by pullingin direction of wrap.
The resulting ragged end is the key to the tap staying in place.
d. Press tape well into threads.
e. Screw fitting into port, being careful not to exceedtorque requirements as noted on
decal located on cover of gyro.
Revied: 10/3/80 INSTRUMENTS
2F6
10-78. REMOVAL AND REPLACEMENT OF CLUSTER MOUNTED

INSTRUMENTS.
10-79. GENERAL. Instrument clusters are located on each side of the pilot's control column.
Removal of these instruments can be accomplished by the following procedure.
a. Remove the face panel by pressing it from retainer channel.
b. With the face panel removed, the plastic cover on the cluster assembly will be
exposed. Remove the cover and cluster by removing the two mounting screws.
c. Remove the connection to the individual instrument to be removed and remove the
instrument from the cluster assembly.
d. Replace instrument in the reverse order of removal. Check all mounting and
connections for security.
10-80. EXHAUST GAS TEMPERATURE GAUGE. (ALCOR)
10-81. GENERAL. This instrument, which is commonly referred to as EGT, is used to aid
the pilot in selecting the economical fuel-air mixture for cruising flight at a power setting of
75% or less. It is a sensing device to monitor the fuel-air mixture leaving the engine
cylinders. This gauge is adjustable. If it is found defective after checking with
troubleshooting chart, it should be replaced. If the leads to the gauge are defective in any
way, they should be replaced. When replacing leads, it is very important to use the same
type and length of wire as the resistance of the leads is critical for the proper operation of
this gauge.
On PA-32RT-300T models the EGT probe is mounted in the exhaust transition area and
on the 260 and 300 models the probe is mounted in the exhaust stack below the number 6
cylinder.
10-82. 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 or clamp which secures the EGT probe to the exhaust system and
remove the probe.
10-82a. CLEANING AND INSPECTION. Unless mechanical damage is evident, broken

glass, bent or broken pointer, or broken case, the following checks should be performed
before removing the instrument.
a. Remove probe and check for broken weld (at the tip end) or burnt off end.
Measured resistance of probe should be .8 ohms. Clean the connections with steel wool
before reassembly.
b. Disconnect lead wires at instrument and measure. Resistance with 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. Before making this
check, make sure that the adjustment screw, which is located in the rear of the instrument
case, is in the center of its travel. If this screw has been turned to either end of full travel, it
will shut instrument off and no indication will be shown on the pointer. If meter still does
not read, replace it.
2F7
CAUTION
Do not connect ohmmeter. It will burn out the movement of
the meter.
10-82b. INSTALLATION OF EGT PROBE AND GAUGE.
a. Install the probe and secure with locknut or clamp.
b. Route the thermocouple wires along with the existing wire harness to the instrument
panel.
c. Install the EGT gaugeinto the instrument panel and secure with four bolts.
d. Connect the thermocouple wires to the rear of the EGT gauge.
TABLE X-XV. EXHAUSTGAS TEMPERATUREGAUGE (ALCOR)
Trouble Cause - Remedy
Gauge inoperative. Defectivegauge, probe Check probe and lead

or wiring. wires for chafing,
breaks or shorting
between wires and/or
metal structure.
Adjusting potentio- Recalibrate instruments.

meter turned off scale.
Fluctuating reading. Loose, frayed or broken Clean and tighten

electricalleads or connections. Repair
faulty connections. or replace defective
leads.
2F8
10-84. CYLINGERHEAD TEMPERATUREGAUGE.
10-85. 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 head location is determined by the engine
manufacturer. It is an electrical instrument and is wired thru the instruments circuit breaker.
TABLE X-XVI. CYLINDERHEAD TEMPERATUREGAUGE
Instrument shows no Power supply wire Repair wire.

indication. broken.
Defectiveinstrument. Replace instrument.
Master switch off.
Instrument goes all Wire broken between Repair wire.

the way to upper stop. sender and gauge.
Defectivesender. Replacesender.
10-87. REMOVALAND REPLACEMENT. Refer to Paragraph 10-78of this section.
10-88. FUEL FLOWGAUGE.
10-89. GENERAL. The fuel flow gauge is a non-electric pressure gauge mounted in the
bottom half of the manifold pressure gauge located in the lower portion of the instrument
panel.
On PA-32RT-300this instrument measures flow by reading the pressure drop across a
fixed orifice located in the fuel divider. With a constant fuel pressurebeing supplied by the
engine driven pump, and putting a fixed orifice in the fuel dividerhead, and then measuring
the pressure drop downstream of the orifice against a constant static pressure, the resultant
pressure can be calibrated in gallons per hour flow. The constant static pressure is supplied
by a vent line running to the engine compartment. The vent line to the engine compartment
automatically compensates the instrument for altitude.
On PA-32RT-300Tthis instrument measures flow by reading the pressure differential
between the deck pressure and metered pressure to the fuel nozzles. The pressure
differential is calibrated from the engine manufactures data to result in a readout of gallons
per hour flow.

2F9
TABLE X-XVII. FUEL FLOWGAUGE
Pointer oscillates. Air in fuel line. Purge line.
Gauge reads low at Vent line restricted on Check line and fittings.
altitude. 32RT-300. Deck pressure
line restricted on
PA-32RT-300T.
Pointer does not return Fuel in diaphragm of Replace gauge.

to zero. gauge.
Gauge reads above Plugged nozzle(s). Clean and blow out nozzles.
red line at take-off
power (PA-32RT-300T
only)
Leak in deck pressure line. Check lines and fittings.
10-92. PIPER AUTOCONTROLSYSTEM. (See AutoControl ServiceManual)
10-93. ANNUNCIATORPANEL.
10-94. GENERAL. The annunciator panel consists of three amber lights and a push-button
test switch located on the upper left center portion of the instrument panel. (Refer to
Figure 10-1.) An additional amber light comes with the PA-32RT-300Tmodel. The panel
monitors alternator output, oil pressure, the vacuum system and engine manifold pressure.
The ALT warning light will illuminate when alternator output is zero; the VAC light when
the pressure difference is below 3.5 in. Hg, the OIL light when the oil pressuresis below 35
psi and the over BST light (PA-32RT-300T)when the engine manifold pressure exceeds 36
in. Hg.
10-95. TROUBLESHOOTING.(Refer to Table XI-III.)
10-96. REMOVALAND REPLACEMENT.(Refer to paragraph 10-76.)
Issued:
1/3/78 2F10 INSTRUMENTS
SECTION
XI
ELECTRICAL
SYSTEM
Aerofiche
Paragraph Grid No.
11-1. Description ................. . 2F15
11-2. Troubleshooting ....................... 2F15
11-3. Electrical Power Supply ........................... .2F15
11-4. Alternator System Test Procedure ..................... 2F17
11-5. BenchTesting the Alternator ........................ 2F18
11-6. Field Current Draw ....................... 2F18
11-7. Testing Alternator Internal Field Circuit for a Ground . . . 2F19
11-8. Inspection ....................... ... 2F19
11-9. Testing Rectifiers (Positive) ......... 2F19
11-10. Testing Rectifiers (Negative) .................. 2F21
11-11. Removing and Installing Rectifiers .............. 2F22
11-12. RemovingRectifiers ........... 2F23
11-13. Installing Rectifiers ....................... 2F23
11-14. Testing Stator Coils for Ground ................ G2
11-15. Testing Alternator Capacitors ................. . 2G2
11-16. RemovingNeedle Bearingfrom End Shield .......... . 2G3
11-17. Installing Needle Bearingin End Shield ............ G3
11-18. RemovingDrive Pulley .......... 2G4
11-19. RemovingDrive End Bearing .................. 2G4
11-20. ReplacingSlip Rings ....................... . 2G5
11-21. RemovingSlip Rings ...................... 2G5
11-22. Installation of Slip Rings .................... . 2G6
11-23. Installing Grease Retainer .................... 2G8
11-24. Installing Drive End Bearing .................. . . 2G8
11-25. Installing Pulley ......................... . 2G8
11-26. AssemblingEnd Shield Sub-Assemblies............ .2G9
11-27. Bench Run-UpTest ....................... 2G9
11-28. BenchHot Stabilation Output Test .............. ... 2G10
11-29. Alternator System (Prestolite) ....................... .. .2G11
11-30. Checking Alternator System .................. .. .2G11
11-31. Alternator Nomenclature .................... ... 2G12
11-32. Alternator ServicePrecautions ................. ... 2G12
11-33. Description of Alternator .................... ... 2G12
11-34. Overhaul of Alternator ..................... . .. 2G13
11-35. Disassemblyof Alternator ................... ... 2G14
11-36. Inspection and Testing of Components ............ ... 2G15
11-37. Assemblyof Alternator ..................... . 2G17
Issued:1/3/78
2F11
Aerofiche
Paragraph Grid No.
11-38. Testing of Alternator ...................... . . . 2G18
11-39. Alternator ServiceTest Specifications ............. ... 2G19
11-40. Checking Alternator Belt Tension ............... .. .2G20
11-41. Voltage Regulator .. . . . ............. ....... ... 2G20
11-42. CheckingVoltage Regulator .................. ... 2G20
11-43. Over Voltage Relay ............................. .. 2G21
1144. CheckingOver Voltage Relay ........ . 2G21
11-45. Checking Alternator Belt Tensions (Non-Airconditioning Installations) . 2G22
11-46. Cranking Motors (Delco Remy) ...................... ... 2G23
11-47. General .............................. ... 2G23
11-48. CheckingCranking Motor .................... . .. 2G23
11-49. Test and Maintenance of Cranking Motor (Delco-Remy) . . . .. 2G24
11-50. Inspection ............................ ... 2G24
11-51. Checks .............................. ... 2G24
11-52. No-Load Test Check ....................... . .. 2G24
11-53. Resistance Test ........ .................. .. 2H1
11-54. Disassembly ........................... ... 2H2
11-55. Component Inspection and Repair .............. ... 2H2
11-56. Reassembly ............................ .. 2H3
11-57. Cranking Motor ServiceTest Specifications ......... . 2H4
11-58. Cranking Motors (Prestolite) ........................ . . . 2H4
11-59. Description ........................... 2H4
11-60. Operation ............................. . 2H4
11-61. Maintenance ........................... . 2H6
11-62. Overhaul ........ .................. ... 2H6
11-63. Removal .... .. ......... .2H7
11-64. Disassembly ........................... .. . 2H7
11-65. Brushes . ............................. ... 2H7
11-66. Armature ........... .......... ....... ... 2H7
11-67. Field Coils ............... .. ........... ... 2H8
11-68. Brush Holders .. ... 2H8
11-69. Gear and Pinion Housing ........ ............ ... 2H8
11-70. Bendix Drive ........................... ... 2H9
11-71. Assembly ..... . ........ . ..... .... . 2H9
11-72. Bench Tests .......................... ... 2H9
11-73. Starting Motor Control Circuit ................. .. 2H10
11-74. CrankingMotor ServiceTest Specifications ......... .. . 2H10
11-75. Battery .................................... ... 2H11
11-76. ServicingBattery......................... ... 2H11
11-77. Hydrometer Reading and Battery Chargeper cent . .... .. 2H12
11-78. Removal and Installation of Battery .............. . . .2H12
11-79. Corrosion Prevention ...................... .. 2H12
11-80. Operation of External Power Receptacle ........... ·. 2H14
11-81. Instruments and Panel Lights ...... ..... ............ . . 2H14
11-82. Removal of Dimmer Control Assembly ............ ... 2H14
11-83. Installation of Dimmer Control Assembly .......... ... 2H14
Revised: 9/2/78
2F12
Paragraph Aerofiche
Grid No.
1 1-84. Annunciator Panel........................ ........................ ...... ... . 2H14
11-85. Description ..................... ........................ . . . ..... . 2H 14
11-86. Removal of Oil Pressure Sensor ... ....................... . .. . ...... 2H15
11-87. Installation of Oil Pressure Sensor . ........................ . . . ..... . 2H15
11-88. Removal of Vacuum Sensor ....... ........................ . .... .. .. . 2H15
11-89. Installation of Vacuum Sensor..... 2H 15
11-90. Aluminum Wiring ........................ ........................ 2H 15
11-91. Ignition Switch ........................... ........................ . . . . . . . . . 2H16
11-92. Removal of Ignition Switch ....... ........................ .... .... . 2H16
11-93. Installation of Ignition Switch ..... ........... ·.... ·...... . .... .. .. . 2H 16
Issued:1/3/78
2F13
TABLE XI-l. INDEX - ELECTRICAL SYSTEM SCHEMATICS
Aerofiche
Subject Figure Grid No.
Air Blower ........................................................... 11-60 2118

Alternator and Starter (PA-32RT-300T) .................................. 11-44 2110
Alternator and Starter (PA-32RT-300) ................................... 11-45 2111
Anti-Collision Lights .................................................. 11-58 2118
Avionics ............................................................. 11-52 2116
Engine Instruments (PA-32RT-300T) ................................... 11-49 2115
Engine Instruments (PA-32RT-300) ..................................... 11-50 2115
Forward Baggage Light and Cigar Lighter ................................ 11-61 2119
Forward Baggage Light and Cigar Lighter ................................ 11-63 2119
Fuel Pump (PA-32RT-300T) ............................................ 11-53 2117
Fuel Pump (PA-32RT-300)............................................. 11-54 2117
Instruments. Navigation and Radio Lights................................ 11-48 2114
Landing Gear (PA-32RT-300) ........................................... 11-46 2112
Landing Gear (PA-32RT-300T) ......................................... 11-47 2113
Landing Light ........................................................ 11-59 2118
Passenger Reading Lights .............................................. 11-51 2116
Pitch Trim ........................................................... 11-55 2117
Pitot Heat............................................................ 11-57 2118
Stall Warning ......................................................... 11-62 2119
Turn and Bank ....................................................... 11-56 2117
Revised:10/3/80
2F14
SECTION XI
ELECTRICAL SYSTEM
11-1. DESCRIPTION. The electrical system of the Lance II is a 14-volt, direct current,
single wire, negative ground system. All electrical equipment is grounded to the metal
structure of the airplane, therefore, the structure takes the place of the second wire. A
12-volt battery is incorporated in the system to furnish power for starting and as a reserve
power source in case of alternator failure. The battery and alternator are both connected to
the bus bar; from which all the electrical equipment is powered, with the exception of the
starter which receives its power from the load side of the battery. The master switch
controls the battery relay and the alternator field circuit. The master switch must be on
before any electrical equipment will operate. The Lance II can be equipped with the
standard position lights, anti-collosion lights, and one landing light located in the nose cowl
assembly.
11-2. TROUBLESHOOTING. Troubles peculiar to the electrical system are listed in Table
XI-III at the back of this section along with their probable causes and suggested remedies.
The wiring diagrams included in back 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.
11-3. ELECTRICAL POWER SUPPLY. The electrical power is supplied by one 12-volt
battery and a 14-volt direct current alternator. The alternator is located on the front lower
right side of the engine and utilizes a belt drive from the engine crankshaft. Many advantages
both in operation and maintenance are derived from this system. The main advantage is that
full electrical power output is available at lower engine RPM.
The alternator has 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.
Issued: 1/3/78 ELECTRICAL SYSTEM

2F15
The large diode and heat sink in the alternator output circuit operates the ALT
annunciator light and provides protection to the alternator output wire. The field circuit
breaker for the voltage regulator and field wiring protection is 5 amperes. If this breaker
trips, it will result in a complete failure of power from the generatingsystem. After a one or
two minute cool-down, they can be reset manually. If tripping recurs, holding the breakers
down will not prevent their continued tripping, and indicates a breakdown of wiring or
equipment in the generator circuit.
The ammeter does not indicate battery discharge, but displays the load in amperes
placed on the generating system. With all electrical equipment off (except master), the
ammeter 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 ammeter will reduce to
approximately two amperes. The amount of current shown on the ammeter will tell
immediately wheather or not the alternator system is operating normally, if the following
principles are kept in mind.

2 F16
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 ex-
ample a condition where the battery is demanding 10
amperes charging current, then switch on the landing
light. Note the value in amperes placarded on the
panel for the circuit breaker (10 amps) and multiply
this by 80 per cent, you will arrive at a current of 8
amperes. This is the approximate current drawn by
the landing light. Therefore, when the landing 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 cur-
rents will add up and the total, including the battery,
will appear on the ammeter.
11-4. ALTERNATOR SYSTEM TEST PROCEDURE.

a. Start engine and set throttle for 2000 to 2200 RPM.
b. Switch on the following loads and observe the ammeter reading increases as follows:
1. Anti-Collision lights 4.4 amps

2. Landing light 8.0 amps
3. Navigation and all instrument panel lights 9.0 amps
4. All passenger reading lights 4.0 amps
5. Pitot heat 13.0 amps
6. Cigar lighter 8.0 amps
c. If the ammeter fails to show an increase as indicated, refer to troubleshooting chart.
d. Additional loads may be simulated by adding landing lights (8.0 amps per light)
from the bus bar to the aircraft ground. (Refer to Figure 1 1-1.)
e. Maximum output of the alternator should be 60 ± 5.0 amps at 2000 to 2200 RPM.
Issued: 1/3/78 ELECTRICAL

SYSTEM
2F17
Alligator Clips
8 Amp Landing Lights as required
Figure 11-1. Lamp-Bank Load

11-5. BENCHTESTING THE ALTERNATOR.
11-6. FIELD CURRENT DRAW. Connect a test ammeter in series between a 12-volt
battery positivepost and the alternator field terminal. (Refer to Figure 11-2.)
Connect a jumper wire to a machined surface on one of the alternator end
shields (ground) and to the negative battery post. The reason for connecting to
the machined surface is to ensure a good electrical connection. The end shields
are treated to oppose corrosion. The material used to treat the end shields is
not a good electrical conductor.
Observe the ammeter to determine the current flowing through the rotor
coil and connected circuit and record the amount. Slowly rotate the rotor with
the pulley while watching the meter. The current will be a little less while ro-
tating the rotor than when stationary.
However, if the slip rings are clean and
the brushes are making good contact,
slight fluctuation will be normal due to

variation in turning speed when oper-
ated by hand.
The current draw should not be
less than 2.3-amperes nor more than
2.7-amperes. A reading of less than
2.3-amperes indicates high resistance
due to poorly soldered coil leads at the
slip rings, dirty, oily slip rings or
poor brush contact. A reading higher
than 2.7-amperes indicates shorted
Figure 11-2. CheckingField Current coil windings.
Issued:1/3/78 ELECTRICAL
SYSTEM
2F18
11-7. TESTING ALTERNATOR INTER-

NAL FIELD CIRCUIT FOR A GROUND.
To test the alternator internal
field circuit for a short circuit to
ground, proceed as follows:
Remove the ground brush and
using a 110 volt test lamp, place one
test probe to the field terminal and the
remaining test probe to a machined sur-
face at one of the alternator end shields.
(Refer to Figure 11-3.) The test lamp
should not light. Figure 11-3. Testing Field Circuit
If the test lamplights, carefully
observe the order in which the parts were installed as you remove the insulated
brush assembly. Remove the three through bolts. Then, separate the two end
shieldassemblies. Touch one of the test lamp probes to one of the slip rings and
the remaining test probe to the rotor shaft. The lamp should not light. If the
lamp lights, the rotor assembly is grounded and requires replacement.
If the test lamp does not light, the ground condition was in the insulated
brush assembly and the parts were either assembled wrong or damaged and short
circuiting through toground. Inspect the brush holder and insulatedwasher. Re-
placeif damaged. The stack of parts attaching the insulated brush holder assem-
bly to the end shield must always be installed in the proper sequence as follows:
Insulated brush holder, "FLD" terminal, insulating washer, lockwasher and at-
taching screw.
11-8. INSPECTION. Inspect the condition of the alternator components paying

special attention to the condition of the slip rings for indications of oil, being
burnt or worn. Inspect brushes for signs of sticking in holder or shield and for
wear.
Inspect the bearing surface of the rotor shaft and the roller bearings at
the rectifier end. Rotate the rotor in the drive end shield to feel for roughness
in the drive end bearing. Inspect the grease retainer, if so equipped, on late
alternators. Inspect the rectifier leads especially at connections for a good sol-
der joint, also inspect insulation. Rectifier/stator lead must be pushed down in-
to the slots that are cast into the end shield and cemented with MoPar Cement
#2299314.
11-9. TESTING RECTIFIERS (POSITIVE). (Refer to Figure 11-4.) Special test

box tool C-3829 has been developed to test the diode rectifiers without opening
SYSTEM
2F19
TO "BAT"
TERMINAL
POSITIVECASE
C-3829 RECTIFIERS
Figure 11-4. Testing Rectifiers(Positive)
the "Y" connection as is necessary where the test lamp method is used.
Due to the short leads at the "Y" connection it is quite difficult to separate
and reconnect them properly. This tool C-3829 will save much time and is ac-
curate.
Insulate alternator from metal bench and plug tester tool C-3829 into a
110 volt supply. Connect the alligatorclip of tool C-3829 to the alternator "BAT"
terminal and touch the bare metal of each of the positive case rectifier lead wires
in the heat sink at the rectifiers.
The meter reading for each of the rectifiers should be the same. Always
contact the connection nearest the rectifiers.
Do not break the sealing on the rectifier lead wire or on the top of the
rectifiers. The sealing material is used for corrosion protection.
The reading on the meter will indicate 1.7 or over for good rectifiers.
Where two of the rectifiers are good and one is shorted, the reading taken at the
good rectifiers will show low. The reading at the shorted rectifier will be zero.
Cut the lead at the bad rectifier and the reading at the two good rectifiers will
come up to normal. Where one of the rectifiers is open, it will read low (1 amp
or less) the two good rectifiers will show normal.

SYSTEM
2F20
END HOUSING
6/
61X362 C3829
C3829
Figure 11-5. Testing Rectifiers(Negative)
11-10. TESTING RECTIFIERS (NEGATIVE). To test the negative case rectifiers

in the end shield, connect the alligator clip of tool C-3829 to the end shield.
Touch the test prod to the bare wire of the rectifier leads at the rectifiers
in the end shield. The meter will indicate the condition of the rectifier.
The test indications are the same for the negative case rectifiers in the
end shield as they are for the positive case rectifiers in the heat sink. However,
the meter will read at the opposite end of the scale.
NOTE
If all three of the negative rectifiers read low, before

condemning the rectifiers, test for a grounded stator.
A grounded stator will cause the negative rectifiers
(in the end shield) to read low.
NOTE
A common cause of an open or a shorted rectifier is

a defective capacitor or a battery that has been installed
SYSTEM
2F21
in reverse polarity. If the battery is installed proper-

ly and the rectifiers are open, test the capacitor with
a condenser tester.
11-11. REMOVING AND INSTALLING RECTIFIERS. The use of proper tools

for the removal and installation of rectifiers cannot be over emphasized. A spe-
cial tool kit has been developed to remove and replace new rectifiers without
damage.
NOTE
Only new rectifiers should be installed. It is not rec-
ommended to reinstall rectifiers once they have been
removed.
The new tool kit can be used on all Chrysler built alternators. A press is not
required when using the new C-3928 tool kit for removing or installing rectifiers.
Three diode rectifiers are pressed into the heat sink and three in the end shields.
The new tool consists of a clamp type fixture with special adapters. This
tool makes it unnecessary to use a press.
The tool assembly consists of the following components:
C-3928 - Fixutre and Adapters
SP-3821 - Removing Adapter
SP-3818 - Installing Adapter
SP-3820 - Installing Support
Figure 11-6. C-3929 Fixtures Figure 1 1-7. RemovingRectifiers

and Adapters
Issued:1/3/78 ELECTRICALSYSTEM
2F22
11-12. REMOVING RECTIFIERS.

After cutting the lead from the mal-
functioning rectifier, position the fix-
ture with the rectifier to be removed
over the fixture anvil.
Position the removing adapter
SP-3821 around the rectifier. Rotate
the threaded screw clockwise. As the
screw approaches the removing adap-
ter, guide its shank into the hole in the
end of the screw.
Just before the downward motion
of the screw bottoms, recheck the a-
dapter to be sure it is in the proper
position. Then continue to rotate the
screw until the rectifier is free of the Figure 11-8. Installing Rectifiers
end shield or heat sink.
Reverse the screw by rotating
it counter-clockwise. Remove adapter
and old rectifier.
Remove the end shield assembly from the fixture and position SP-3820
installing support on the fixture anvil.
11-13. INSTALLING RECTIFIERS. Start the new rectifier as squarely as pos-

sible into the hole the old rectifier was removed from after first checking to be
sure it is of the proper polarity. The negative rectifiers are marked with black
numerals and the positive with red.
Reposition the end shield in the fixture, locating the hole over the install-
ing support.
With the installing adapter SP-3818 positioned on the rectifier, rotate the
screw clockwise.
Guide the shank of the adapter into the screw. Continue to move the screw
downward until just before bottoming.
CAUTION
Check carefully to be certain that the adapter is posi-

tioned properly over the rectifier and the rectifier is
started squarely in the hole.
Issued: 1/3/78 SYSTEM

ELECTRICAL
2F23
RECTIFIER LEAD
Figure 11-9. Soldering Rectifier Lead
Rotate the screw clockwise pressing the rectifier in place until it bottoms.
When the rectifier bottoms, it can easily be felt. Remove the end shield assem-
bly from the fixture and inspect to see that rectifier is installed properly.
NOTE
Clean all wires before soldering. Form the rectifier

lead around the connector, being very careful not to
crack the seal. To protect the rectifier from over-
heating, grip the rectifier lead between the rectifier
and the point being soldered with a pair of long nose
pliers. The pliers absorb heat to protect the recti-
fier. Under no circumstances use acid flux or acid
core solder. Use rosin core solder only. The solder
must be hot enough to flow and form a positive con-
2F24
WOOD
110-VOLT BULB
WOOD
Figure 11-10. Testing Stator Coils
nection. Cold solder joints will break open. A good

solder connection will be smooth while a poor solder
joint (cold) will be rough and pitted.
NOTE
After soldering, to quickly cool the soldered connec-

tion, touch a dampened cloth against it. This will aid
in forming a solid joint.
With the rectifier properly installed, test to ensure that the rectifier has
not been damaged while installing. If the lead wires have been pulley away from
the end shield, recement them.
Issued: 1/3/78 ELECTRICALSYSTEM

2G1
11-14. TESTING STATOR COILS FOR GROUND. The stator coils are insulated
from the core. A break in the insulation allowing the bare wire to touch the core
will ground the coil and result in no output.
To test the stator for a ground (end shields separated), lift the stator away
from the end shield and place wooden blocks approximately .50 inch thick between
the stator and the shield to keep them separated.
Using a 110volt test lamp, place one test probe on the core and the other
test probe to one of the rectifier leads, making certain to have good electrical
connections at both test probes. The lamp should not light. If the lamp lights,
it is an indication that the coil windings are grounded to the core and a replace-
ment of the stator is required.
11-15. TESTING ALTERNATOR CAPACITORS. Capacitors are used in connec-

tion with alternators to suppress any transient peak voltage that may occur. It
is essential therefore, to test the capacitor when servicing the alternator.
This is especially true where diode rectifiers test open or short circuited.
The capacitor is connected to the inner end of the alternator "BAT" terminal screw
and to the inner surface of the rectifier end shield (ground). Connect the capacitor tester to
the alternator 'BAT" terminal screw and the disconnected ground lead.
CAUTION
Do not allow thetester probe or clips to touch the end

shield or the rectifier leads while the test is in pro-
gress or damage to the rectifiers may occur.
The specified capacity for these alternators (capacitor part of terminal screw) is .5 ±
1 MFD (min.).
Replace capacitors with low capacity, shorted or with high series resist-
ance.

262
BEARING SP-3381
BEARING/
C-3925
C-3925
Figure 11-11. RemovingEnd Bearing Figure 11-12. Installing End Bearing
11-16. REMOVINGNEEDLE BEARINGFROM END SHIELD.(Refer to Figure 11-11.) If

inspection indicated that the needle bearing is faulty, it may be replaced.
The bearing is a press fit in the end shield.To protect the end shield, it is necessaryto
support it with tool C-3925 while pressingthe bearing out with tool C-3770.
NOTE
Tool C-3925 is a double end tool. One end will only fit into
the counterbore on alternators provided with the grease
retainer. The opposite end is used as a support for end shields
without the grease retainer counterbore.
11-17. INSTALLING NEEDLE BEARING IN END SHIELD. (Refer to Figure 11-12.)

Support the end shield on the C-3925 tool and press the bearing into the end shield with
tool SP-3381. Tool SP-3381 has a concaved end that is shaped to fit over the end of the
bearing case. It is essential to use this tool to prevent damage to the bearing.
The face of the tool has been relieved to prevent pressure being applied on the center
of the bearing. The use of a flat object to press in the bearing can cause the bearing to
become distorted and result in a noisy bearing. Tool SP-3381 will also position the bearing
properly. When the tool contacts the end shield the bearing is in the end shield, the proper
distance.
263
BEARING
RETAINER
Figure 11-13. RemovingDrive Pulley Figure 11-14. Removing

Drive End Bearing
NOTE
New bearings are prelubricated, additional lubrication is not

required and should not be used.
11-18. REMOVINGDRIVE PULLEY. The drive pulley is an interference fit on the rotor
shaft. The pulley is removed with puller C-3934. The use of this puller set to remove the
pulley will prevent damage to the pulley.
11-19. REMOVING DRIVE END BEARING. The drive end bearing is an interference fit
on the rotor shaft. It is also retained in the end shield by a retainer. The retainer is of spring
steel construction and three integral fingers snap over a shoulder on the end shield.
Remove the drive end shield from the bearing by removing either the three retaining
nuts from the retainer studs or by unsnapping the spring retainer fingers with a screwdriver.
The end shield may then be removed by tapping on the end of the rotor shaft with a soft
hammer while holding the end shield.
Remove the drive end bearing from the rotor shaft with puller C-3615 and special
adapters as follows:
A. Position the center screw of tool C-3615 on the rotor shaft.
B. Place the thin lower end of the adapters SP-3375 under the bearing equally spaced

2G4
C-3900
TOOL
OLD SLIP
RING
Figure 1 1-15. Removing Slip Ring Figure 1 1-16. Installing Slip Ring
and the upper end of the adapters around the center screw.
C. Hold adapters and center screw in position with the tool sleeve.
CAUTION
Tool sleeve must bottom on bearing, otherwise adapters may

be damaged.
D. Turning the center screw while holding the outer body of the tool will withdraw
the bearing from the shaft.
11-20. REPLACINGSLIP RINGS. Slip rings that are damaged may be replaced.The rotor
shaft is knurled and the slip rings are pressed on the knurled surface of the shaft. The slip
ringsmust be pressed on the knurled shaft ONLY. The shaft also has a greaseretainer and an
insulator. The retainer is pressed on over the insulator ahead of the slip rings.
11-21. REMOVINGSLIP RINGS. (Refer to Figure 11-15.)

a. Unsolderthe rotor coil (field) leads from the solder lugs.
b. Removegreaseretainer with a pair of diagonalpliers.
c. Cut through the copper of both slip rings at opposite points (180° apart) with a
chisel.
d. Breakthe insulator and remove the ring.
e. Cleanaway any dirt and all particles of the old ring.
f. Scrapethe face of the fan to be sure it is smooth.
g. Clean the shaft surface on the area that contacts the inner diameter of the ring
and also the ends of the rotor coil leads.
SYSTEM
265
GROUNDBRUSH
RING SOLDER INSULATED
LUG BRUSHRING
SOLDERLUG
SOLDERWITH
RESIN CORE
SOLDER
Figure 11-17. Solder Points
11-22. INSTALLATIONOF SLIP RINGS. (Refer to Figures 11-16and 11-17.)

1. Position the slip ring on the rotor shaft so the solder lugs align with the rotor
coil leads.
2. Place assemblytool C-3900 over rotor shaft and slip ring.
3. Position assembly in an arbor press and press the slip ring on the shaft until it
bottoms on the rotor fan.
4. Coil the insulated brush slip ring lead around the solder lug and solder securely
with rosin core solder.
5. Coil the ground brush ring field lead around the solder lug located 180 from
the slip ring lug and solder with rosin core solder.
6. Test slip rings for ground with 110 volt test lamp by touching one test probe to
rotor pole shoe and remaining probe to slip rings. Test lamp should not light. If lamp lights
slip rings are shorted to ground, possibly due to grounding insulated field lead when
installing slip ring. If rotor is not grounded, lightly clean slip ring surface with -00-
sandpaper and assemblealternator.
CAUTION
Under no circumstance use acid core solder. A short circuit
may result and corrosion will definitely occur.
Issued:1/3/78 ELECTRICAL SYSTEM
266
BEARING
RETAINER
ROTOR ROTOR DRIVE END

SHIELD
Figure 11-18. Installing Retainer Figure 1 1-19. Installing Driver End

Shield and Bearing (Typical)
DRIVE END
SHIELD PULLEY
Figure 11-20. Installing Pulley
SYSTEM
267
11-23. INSTALLING GREASE RETAINER. (Refer to Figure 11-18.) If the solder

connection where the rotor field coil lead is soldered to the insulated brush ring lug has a
sharp point or if the blob of solder is excessive, smooth with a scraper or file before
installing the grease, retainer insulator. If smooth, place fiber insulator on shaft and press
the retainer (cupped side to end of shaft) on the shaft with tool C-3921 in an arbor press.
11-24. INSTALLING DRIVE END BEARING. (Refer to Figure 11-19.) Insert the sealed
drive end bearing in the drive end shield and install the bearing retainer. Install the washers
and nuts to hold the bearing in place on all early production models. Snap the spring steel
retainer fingersin place on all later production models.
If the rotor and its components require no service, position the bearing and the drive
end shield assembly on the rotor shaft and while supporting the parts on the end of the
rotor shaft, press the bearing and end shield assemblyin position on the rotor shaft using an
arbor press and tool C-3858.
CAUTION
Make sure that the bearing is installed squarely at the start;
otherwise, damage to the bearing will result. Pressthe bearing
on the rotor shaft until the bearing contacts the shoulder on
the rotor shaft.
11-25. INSTALLING PULLEY. (Refer to Figure 11-20.) Install pulley on the rotor shaft
using an arbor press before the rectifier end shield is assembledto the drive end shield.
WARNING
Do not press pulley on with a vise. Use a press.
The shaft must be the support while the pulley is pressed on with the pressure being
applied to the pulley hub.
NOTE
Do not exceed 6800 pounds pressure. Press the pulley on the

rotor shaft until the pulley contacts the inner face of the
drive end bearing.
Isued: 1/3/78 SYSTEM

ELECTRICAL
268
11-26. ASSEMBLING END SHIELD SUB-ASSEMBLIES. Position the rotor and drive end
shield assembly on the rectifier end shield. Align the through bolt holes through the drive
end shield, stator and the rectifier end shield.
Compress stator and both end shields by hand and install the through bolts.
Install the insulated brush and holder, terminal, insulating washer, lockwasher and
terminal attaching screw. Install the ground brush and attaching screw.
Rotate the pulley slowly by hand to be sure that the rotor fans do not hit the rectifiers
and stator connectors.
After installing the alternator on the engine, always test the complete charging system to
be certain it is functioning properly.
NOTE
New through bolt locking tabs should be installed at each

alternator disassembly. Torque through bolts evenly to 25
inch pounds and bend both ears of the locking tabs against
bolt head. Check proper belt tension.
11-27. BENCH RUN-UP TEST. This test is to be performed at room ambient conditions
and consists of four checks which are to be made quickly to avoid heating of the windings.
These are as follows:
NOTE
For test c and d external field excitation may be used but

must be removed and self excitation used to obtain output
amperes. (Refer to Figure 11-21 for meter connections.)
a. With the alternator at rest, apply 15 volts between the alternator battery terminal
and ground with polarity such that the rectifiers will block current flow (positive of supply
to positive of the alternator). Monitor rectifier reverse current which shall be not more than
1 milliampere.
b. With the alternator at rest, apply 15 volts to the field circuit and monitor field
current. This shall be between the limits of 3.3 amperes minimum and 3.6 amperes
maximum.
c. Drive the alternator at 1500 rpm with an electrical load connected to the alternator.
Adjust the load to obtain 15 volts. Net output (not including field current) shall be not less
than 26.5 amperes.
d. Drive the alternator at 2500 rpm with an electrical load connected to the alternator.
Adjust the load to obtain 15 volts. Net output (not including field current) shall be not less
than 49.0 amperes.

SYSTEM
2G9
OUTPUT
OUTPUT
TERMINAL
FIELD
AMPERES
VARIABLE
OUTPUT LOAD
VOLTAGE
TEST FIELD
ALTERNATOR TERMINAL
GROUND
Figure 11-21. Meter Connections for Alternator

Performance Test
11-28. BENCH HOT STABILATION OUTPUT TEST. To determine the hot stabilized
output, the alternator must be driven with a suitable driving mechanism. During this test,
the following shall be monitored: (Refer to Figure 11-21 for meter connections.)
a. Alternator output voltage.
b. Alternator output current.
c. Field current.
d. Alternator rpm.
Drive the alternator at sufficient rpm to obtain 14 volts at the alternator battery
terminal. Alternator shall be self excited, otherwise no external load shall be applied. An
external D.C. power source may be used to polarize the field but must be removed as soon
as the alternator is self sustaining. Maintain 14 volts at no load by adjusting rpm for a period
of 15 minutes, at which time record the above specified data.
Apply an electrical load to the alternator and increase speed so as to obtain 5 amperes
output (not including field excitation) at 14 volts. Maintain this condition for 15 minutes
by adjusting the rpm. At the end of this period record the above specified data.
Maintain output voltage at 14 volts and vary the load in 5 ampere intervals. At each 5
amp interval allow a 15 minute stabilization period maintaining output by varying rpm.
Record the required data at each interval. Continue this procedure through the maximum
output (approximately 10,000 rpm).

2G10
11-29. ALTERNATORSYSTEM(PRESTOLITE).
11-30. CHECKINGALTERNATOR SYSTEM. With all electrical equipment off (except

master switch) the ammeter will indicate the amount of chargingcurrent 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 ammeter will
reduce to approximately two amperes. The amount of current shown on the ammeter will
tell immediately whether or not the alternator system is operating normally, if the following
principlesare 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 landing light. Note the value in amperes
placarded on the circuit breaker panel for the landing 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 light. Therefore, when the
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 current will add up
and the total, including the battery, will appear on the
ammeter.
Using the example that the airplane's maximum continuous load with all equipment on is
approximately 48 amperes for the 60 ampere alternator. This approximate 48 amperevalue,
plus approximately two amperes for a fully charged battery, will appear continuously under
these flight conditions. If the ammeter reading were to go much below this value, under the
aforementioned conditions, trouble with the alternator system would be indicated and
corrective action should be taken by switching off the least essential equipment.
The followingtest procedure could be helpful in locating faulty components:
a. Ascertain that the airplane is positioned so that the prop blast willnot interfere with
other operations going on near by. Start engine and set throttle for 1000 to 1200 RPM.
b. Switch on the followingloads and observe the ammeter output increase as indicated.
1. Navigationand instrument lights (bright position) - approx. 9 amps.
2. Landinglight - 7 to 9 amps.
If alternator does not meet above indications, refer to troubleshooting chart. Follow
troubleshooting procedure outlined on the chart in a step by step fashion checking each
causeand isolation procedure under a giventrouble before proceeding to the next.
On airplanes without night-flying equipment, load required by test can be simulated by
connecting a lamp-bank load consisting of 8 landing lights wired in parallel from main bus
(+) to airframe ground (-) (Refer to Figure 11-1)or 3 ohm, 100 watt resistors.

2G11
11-31. ALTERNATORNOMENCLATURE.
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 assemblythat 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, as shown in Figure 11-34 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.
d. Drive Pulley: Torque the drive pulley retaining nut to 35 foot pounds.
11-32. ALTERNATOR SERVICEPRECAUTIONS. Since the alternator and regulator are

designed for use on only one polarity system, the following precautions must be observed
when testing or servicing the electrical system. Failure to observe these precautions will
result in serious damage to the electrical equipment.
a. Disconnect the battery before connecting or disconnectingtest 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 must not be operated on open circuit with the rotor winding
energized.
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, wiring or other
components of the charging system. Battery polarity should be checked with a voltmeter
before connecting the battery. This aircraft is a negativeground system.
f. If a booster battery or fast charger is used, its polarity must be connected correctly
to prevent damage to the electrical system components.
11-33. DESCRIPTIONOF ALTERNATOR. (Refer to Figure 11-22.)

The principal components of the alternator are the brush holder assembly (1), the slip
ring end head (2), the rectifiers (3), the stator (4), the rotor (5) and the drive end head (6).
a. The brush and holder assembly contains two brushes, two brush springs, a brush
holder and insulator. One brush is connected to a terminal stud and is insulated from
ground. The other brush is connected to ground through the brush holder. The brush and
holder assembly can easily be removed for inspection or brush replacement purposes.
Issued:1/3/78 ELECRICAL SYSTEM

1 240
Figure 11-22. Exploded View of Alternator
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 (P.I.V.)
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.
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.
11-34. 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.
Isued: 1/3/78 2G13 ELECTRICAL

SYSTEM
2G13
362
Figure 11-23. Removal of Slip Ring Figure 11-24. Removal of Rectifier

End Bearing
11-35. DISASSEMBLYOF ALTERNATOR.

a. Remove the two Number 10-24screwsholding 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 through bolts. Hold the pulley with a strap wrench
and remove the pulley nut. The pulley must be removed with a puller. Remove the fan,
woodruff key and spacer from the shaft.
c. Remove the four through bolts and tap the drive end head lightly to 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 11-24, 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 11-23. Do not remove the
bearing unless replacement is necessary.
NOTE
The inner race of the slip ring end bearing is pressedonto the
rotor shaft. When bearing replacement is necessary, always
replace the complete bearing assembly, including the inner
race.

2614
Figure 11-25. Removal of Drive End Head Figure 11-26. Removal of End Head Bearing
f. To remove the drive end head from the rotor shaft, use a puller that grips on the
bearing retainer plate as shown in Figure 11-25. Do not attempt to remove by supporting
the end head and pressing on the shaft, as this may result in distortion of the end head or
stripping of the retainer plate screws. Remove the three retainer plate screws and press the
bearing out of the end head. (Refer to Figure 11-26.)
11-36. 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 11-27.) 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 11-28. or
use an ohmmeter. Rotor current draw and resistance are listed in the specifications given in
Paragraph 11-39. Excessive current draw or a low ohmmeter reading indicates shorted
windings. No current draw or an 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 No. 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

2G15
RHEOSTAT
AMMETER
ROTOR
BATTERY
VOLTMETER
Figure 1 1-27. Testing Rotor for Ground Figure 11-28. Testing Rotor for Shorts
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 followingmanner. 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 the
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 stator leads. The test bulb must light, or the ohmmeter must show
continuity. Due to the low resistance in the stator windings, shorted windingsare almost
impossible to locate. However, shorted stator windings will usually cause the alternator to
"growl" or be noisy during operation and will usually show some signsof 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. Bearingsand Seals: Wheneverthe 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 cause an alternator to fail within a very short period of time.

SYSTEM
2G16
Figure 11-29. Installation of Bearing Figure 11-30. Installation of Rectifier
11-37. ASSEMBLY OF ALTERNATOR

a. Press the ball bearing into the drive end head using a flat block approximately two
inch square so that the pressure is exerted on the outer race of the bearing. Install the
retainer plate. With the snap ring and retainer cup in place on the rotor shaft, use a tool that
fits over the shaft and against the inner bearing race, and press until the inner bearing race is
against the snap ring retainer cup. (Refer to Figure 1 1-29.)
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 11-30.
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 1 1-31.)
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 11-32.)
SYSTEM
2G17
NUT
LOCKWASHER
FLATWASHER
FIBERWASHER
INSULATOR
RECTIFIERMOUNTINGPLATE
TERMINALSTUD
OUTPUT (+)
AUXILIARY TERMINAL
TERMINAL
Figure 11-31. Terminal Assembly
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. Install
spacer, woodruff key, fan, pulley, lock washer and nut. Torque the nut to 35 foot pounds,
using a strap wrench to hold the pulley.
g. Install the brush and holder assembly and retaining screws.Spin the rotor and check
for interference between the brush holder and rotor. Check between the field terminal and
ground with an ohmmeter. The ohmmeter must indicate the amount of rotor resistance
listed with paragraph 11-39, Alternator ServiceTest Specifications.
11-38. TESTING OF ALTERNATOR

a. Wiring connections for bench testing the alternator are shown in Figure 11-33.
Refer to the specifications given in Paragraph 11-39 for output test figures. Adjust the
carbon pile if necessary, to obtain the specified voltage. Alternator not to be run more than
2 minutes for each test.
b. After bench testing the alternator, install the safety wire and install the alternator on
the engine.
NOTE
Always refer to the wiring diagram when installing the

alternator or testing the alternator

SYSTEM
2G18
LANCE I SERVICE MANUAL
SEAL-INSTALL SEAL
WITH LIP
TOWARD BEARING
INNER RACE
GREASE S
CAVITY
SPACER
Figure 11-32. Slip Ring End Figure 11-33. Testing Alternator

Bearing Assembly
11-39. ALTERNATOR SERVICE TEST SPECIFICATIONS. Prestolite specifications for

the 14 volt alternators installed as standard equipment on airplanes equipped with air
conditioning.
ALTERNATOR SPECIFICATIONS
Alternator Model ALY 6422
Voltage 12 volts
Rated Output 60 amperes
Ground Polarity Negative
Rotation Bi-Directional
Rotor:
Current Draw (70 ° to 80°F) 2.4 to 4.0 amps @ 12.0 volts
Resistance (70 ° to 80F) 3.0 to 5.0 ohms
Output Test (without Regulator)

(70 ° to 80°F)
Volts 14.0 14.0
Amperes Output 13.0 47.0
Alternator RPM 2000 min. 4000 min.
2619
END VIEW SIDE VIEW
Figure 11-34. Brush Installation Figure 11-35. Internal WiringSchematic
11-40. CHECKINGALTERNATOR BELT TENSION. If properly installed, tensioned and

checked periodically, the alternator drive belt will givevery satisfactory service.However,an
improperly tensioned belt will wear rapidly and may slip and reduce alternator output.
Consequently, a belt should be checked for proper tension at the time it is installed, again
after 25 hours operation and at each 100 hour instpection thereafter. (Refer to Paragraph
11-45.) For aircraft with airconditioning installed refer to Paragraph 14-22 & 14-23 for
alternator belt tensions.
11-41. VOLTAGEREGULATOR.
1142. CHECKINGVOLTAGE REGULATOR. The regulator is a fully transistorized unit

in which all of the components are encapsulated in epoxy, which makes field repair of the
unit impractical, and if it does not meet the specifications, it must be replaced. The
regulator may be tested by the followingprocedure:
a. Be sure that the battery is fully charged and in good condition.
b. Check the alternator according to the manufacturer's instructions, to determine if it
is functioning properly.
c. Use a good quality accurate voltmeter with at least a 15 volt scale.
d. Connect the positive voltmeter lead to the bus or cigar lighter socket. Connect the
negativevoltmeter lead to a good ground. (Note) Do not connect the voltmeter across the
battery, because the regulator is designed to compensate for resistance contained within the
wiringharness.
e. With the alternator turning at sufficient rpm to produce a half load condition, or
approximately 25 amperes output, the voltmeter should read between 13.6 and 14.6 volts.
be between 50 ° F. to
The ambient temperatures surrounding the voltage regulator should
100° F. while this test is being made.
Issued:1/3/78 SYSTEM
ELECTRICAL
2620
f. The voltage regulator heat sink, or case, is the ground connection for the electronic
circuit. Therefore, if this unit is tested on the bench, it is most important that a wire, No. 8
or larger, be connected between the regulator case and the alternator. If the regulator does
not regulate between 13.6 and 14.6 volts, one of the followingconditions may exist:
1. Regulates, but out of specification.The regulator is out of calibration and must
be replaced.
2. The voltmeter continues to read battery voltage.
(a) Poor or open connections within the wiring harness.
(b) The regulator is "open."
3. Voltage continues to rise.
(a) Regulator housing not grounded.
(b) Regulator shorted, must be replaced.
g. These are some of the things to look for in case of failure:
1. Poor or loose connections.
2. Poor ground on the regulator housing.
3. Shorted alternator windings.
4. A grounded yellow wire (This will cause instantaneous failure.)
5. Disconnectingthe regulator while the circuit energized.
6. Open circuit operation of the alternator (The battery disconnected.)
1143. OVER VOLTAGERELAY.
11-44. CHECKINGOVER VOLTAGERELAY. 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 over-voltagecontrol.
b. B- is connected to the frame of the over-voltagecontrol.
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 over-voltage
control.
e. Connect the negative lead of the voltmeter to the frame of the over-voltagecontrol.
f. The over-voltagecontrol is set to operate between 16.2 volts and 17.5 volts. By
adjusting the voltage, an audible "click" may be heard when the relay operates.
g. If the over-voltagecontrol does not operate between 16.2 and 17.5 volts, it must be
replaced.
2G21
11-45. CHECKING ALTERNATOR BELT TENSIONS. (NON-AIROONDITIONING

INSTALLATIONS) If properly installed, tensioned and checked periodically, the alternator
drive belt will give very satisfactory service.However,an improperly tensioned belt will wear
rapidly and may slip and reduce alternator output. Consequently, a belt should be checked
for proper tension at the time it is installed, again after 25 hours operation and each 100
hour inspection thereafter.
The method for checking alternator belt tension is described below:
Torque method: This method of checking belt tension consists of measuring torque
required to slip the belt at the small pulley and is accomplishedas follows:
a. Apply a torque indicating wrench to the nut that attaches the pulley to the
generator and turn it in a clockwise direction. Observe the torque shown on the wrench at
the instant the pulley slips.
b. Check the torque indicated in step (a) with torque specified in the followingchart.
Adjust belt tension accordingly.
Width of Belt Condition Torque indicated at

alternator pulley
3/8 inch New 11 to 13 ft. lbs.

3/8 inch Used 7 to 9 ft. lbs.
1/2 inch New 13 to 15 ft. lbs.
1/2 inch Used 9 to 11 ft. lbs.
NOTE
The higher tension specified for a new belt is to compensate
for the initial stretch that takes place as soon as it is
operated. These higher tension values should not be applied
to belts which previouslyhave been used.
2622
1146.. CRANKINGMOTORS. (Delco Remy)
1147. GENERAL.
When the cranking motor switch is closed, the armature begins to rotate.
The drive pinion, being a loose fit on the drive sleeve located on the armature
shaft, does not pick up speed as fast as the armature. Therefore, the drive pin-
ion, having internally matched splines with respect to the splines drive sleeve,
moves endwise on the shaft and into mesh with the flywheel. As the pinion hits
the pinion stop, it begins to rotate with the armature and cranks the engine.
When the engine starts, the flywheel begins to spin the pinion faster than
the armature. Again, because of the splinedaction of the pinion and drive sleeve
assembly, the pinion backs out of mesh with the flywheel ring gear protecting the
armature from excessive speeds.
Some Bendix drives incorporate a small anti-drift spring between the drive
pinion and the pinion stop which prevents the pinion from drifting into mesh when
the engine is running. Others use a small-anti-drift pin and spring inside the
pinion which provides enough friction to keep the pinion from drifting into mesh.
Never operate the motor for more than 30 seconds without pausing for
two minutes to allow it to cool.
1148. CHECKING CRANKING MOTOR. Several checks, both visual and elec-
trical, should be made in a defective cranking circuit to isolate trouble before
removing any unit. Many times a component is removed from the aircraft only
to find it is not defective after reliable tests. Therefore, before removing a unit
in a defective cranking system, the following checks should be made:
a. Determine the condition of the battery.
b. Inspect the wiring for frayed insulation or other damage. Replace any wir-
ing that is damaged. Inspect all connections to the cranking motor, solenoid or
magnetic switch, ignition switch or any other control switch, and battery, includ-
ing all ground connections. Clean and tighten all connections and wiring as re-
SYSTEM
2G23
quired. Many engine manufacturers

specify allowable voltage drops in the
cranking circuit. For this information,
refer to the engine manufacturer's shop
manual.
c. Inspect all control switches and
the ignition switch, to determine their
condition. Connect a jumper lead a-
round any switch suspected of being de-
fective. If the system functions prop-
erly using this method, repair or re-
place the bypassed switch.
d. Ifspecified battery voltage can be
measured at the motor terminal of the
cranking motor, allowing for some
voltage drop in the circuit and the engine
is known to be functioning properly, re- Figure 11-36. No-Load Test
move the motor and follow the test pro-
cedures.
11-49. TEST AND MAINTENANCE OF CRANKING MOTOR. (Delco-Remy)
11-50. INSPECTION. With the cranking motor removed from the engine, the
pinion should be checked for freedom of operation by turning it on the screw shaft.
The armature should be checked for freedom of operation by turning the pinion.
Tight, dirty, or worn bearings, bent armature shaft, or loose pole shoe screw
will cause the armature to drag and it will not turn freely. If the armature does
not turn freely, the motor should be disassembled immediately. However, if the
armature does operate freely, the motor should be given electrical tests before
disassembly. (Refer to paragraph 11-52 & 11-53.)
11-51. CHECKS.
11-52. NO-LOAD TEST CHECK. (Refer to Figure 11-36.) Connect the cranking
motor in series with a fully charged battery of the specified voltage, an ammeter
capable of reading several hundred amperes, and a variable resistance. Also
connect a voltmeter as illustrated, from the motor terminal to the motor frame.
An r.p.m. indicator is necessary to measure armature speed. Obtain the speci-
ELECTRICAL
2624
fied voltage by varying the resistance

unit. Then read the current draw and
armature speed and compare these
readings with the values listed in the
published specifications. Interpret the
RESISTANCE test results as follows:
a. Rated current draw and no-load
speed indicate normal condition of the
cranking motor.
b. Low free speed and high current
draw indicate:
1. Toomuchfriction-tight, dirty,
LOCKD
SECUARY or loose pole shoes allowing armature
to drag.
CRANANK
MGOTOR 2. Shorted armature. This can
be further checked on a growler after
Figure 11-37. Resistance Test disassembly.
3. Groundedarmature or fields.
Check further after disassembly.
c. Failure to operate with high current draw indicates:
1. A direct ground in the terminal or fields.
2. "Frozen" bearings (this should have been determined by turning the ar-
mature by hand).
d. Failure to operate with no current draw indicates:
1. Open field circuit. This can be checked after disassembly by inspecting
internal connections and tracing circuit with a test lamp.
2. Open armature coils. Inspect the commutator for badly burned bars
after disassembly.
3. Broken brush springs, worn brushes, high insulation between the com-
mutator bars or other causes which would prevent good contact between the brushes
and commutator.
e. Low no-load speed and low current draw indicate:
1. High internal resistance due to poor connections, defective leads, dirty
commutator and causes listed under (d).
f. High free speed and high current draw indicate shorted fields. If shorted
fields are suspected, replace the field coil assembly and check for improved per-
formance.
11-53. RESISTANCE TEST. (Refer to Figure 11-37.) This test requires that
the pinion be locked securely so it cannot rotate. When the specified voltage is
applied, the current should fall in a range as indicated in published specifications.

2H1
A high current indicates grounded or shorted conductors, and a low current indi-
cates excessive resistance.
11-54. DISASSEMBLY. If the motor does not perform in accordance with pub-
lished specifications, it may need to be disassembled for further testing of the
components. Normally the cranking motor should be disassembled only so far
as is necessary to make repair or replacement of the defective parts. As a pre-
caution, it is suggested that safetyglasses bewornwhendisassembling the crank-
ing motor. Following aregeneral instructions for disassembling a typical Bendix
drive cranking motor:
a. Remove the cover band, if present, and detach the field coil leads from the
brush holders.
b. If gear reduction, remove the drive housing, and reduction housing.
c. Remove the bolts attaching the drive housing and commutator end frame to
the field frame assembly. Discard the tang lock washers.
d. Separate the commutator end frame, armature assembly, field frame, and
drive housing.
e. Remove anddisassemble the drive from the armature shaft by first identi-
fying the type Bendix drive and then following one of the guides below:
1. Standard Bendix Drive, remove the head spring screw and slip it off of
the armature shaft.
2. Folo-Thru-Bendix Drive, push in the outer anchor plate so the pilot
screw or pin can be removed.
NOTE
Some Folo-Thru Drives use a rubbercushion in place

of a drive spring. To remove from shaft, screw pin-
ion out to drive position, then force pin from shaft
through screw sleeve holes.
CAUTION
Do not disassemble this drive, service is bycomplete

replacement.
11-55. COMPONENT INSPECTION AND REPAIR.

a. Brushes and Brush Holders - Inspect the brushes for wear. If they are worn
down to one-half their original length, when compared with a new brush, they
should be replaced. Make sure the brush holders are clean and the brushes are

ELECTRICAL
2H2
not binding in the holders. The full brush surface should ride on the commutator
with proper spring tension (refer to test specification) to give good, firm contact.
Brush leads and screws should be tight and clean.
b. Armature - The armature should be checked for short circuits, opens, and
grounds:
1. Short circuits are located by rotating the armature in a growler with a
steel strip such as a hack saw blade held on the armature. The steel strip will
vibrate on the area of the short circuit. Shorts between bars are sometimes pro-
duced by brush dust or copper between the bars. Undercutting the insulation will
eliminate these shorts.
2. Opens - Inspect the points where the conductors are joined to the com-
mutator for loose connections. Poor connections cause arcing and burning of the
commutator. If the bars are not badly burned, resolder the leads in the riser
bars and turn the commutator down in a lathe. Then undercut the insulation be-
tween the commutator bars .031 of an inch.
3. Grounds in the armature can be detected by the use of a test lamp and
probes. If the lamp lights when one test probe isplacedon the commutatorand
other test probeonthe armaturecore or shaft, the armature is grounded. If the
commutator is worn, dirty, out of round, or has high insulation, the commutator
should be turned down and undercut as previously described.
c. Field coils - The field coils should be checked for grounds and opens using
a test lamp.
1. Grounds - Disconnect field coil ground connections. Connect one test
probe to the field frame and the other to the field connector. If the lamp lights,
the field coils are grounded and must be repaired or replaced.
2. Opens - Connect test lamp probes to ends of field coils. If lamp does not
light, the field coils are open.
If the field coils need to be removed for repair or replacement, a pole shoe
spreader and pole shoe screwdriver should be used. Care should be exercised in
replacing the field coils to prevent grounding or shorting them as they are tight-
ened into place. Where the pole shoe has a long lip on one side, it should be as-
sembled in the direction of armature rotation.
11-56. REASSEMBLY. To reassemble the motor follow the disassembly proce-

dures in reverse. Install new tang lock washers where removed.
CAUTION
If Folo-Thru drive is manually rotated to locked posi-

tion, do not attempt to force it in a reverse direction.
Proceed to install with pinion meshing with flywheel.

SYSTEM
2H3
When engine starts, the drive will return to the de-

meshed position.
11-57. CRANKING MOTOR SERVICE TEST SPECIFICATIONS. Delco-Remy

specifications for 12 volt cranking motors installed as standard equipment are as follows:
Motor Model 1109657
Delco-Remy, Ref. Service Bulletin 1M-110
Min. Brush Tension 24 oz.
No-Load Test
Volt 10.6
Min. Amps 48.0
Max. Amps 80
Min. R.P.M. 5800
Max. R .P.M. 8200
Resistance Test
Volts 4.0
Min. Amps 365
Max. Amps 420
11-58. CRANKINGMOTORS. (Prestolite)
11-59. DESCRIPTION. The gear reduction starting motor consists of six major
components: The Commutator End Head Assembly, The Armature, The Frame
and FieldAssembly, theGear Housing, The Pinion Housing, and The Bendix Drive
Assembly. Refer to Figure 11-38.
11-60. 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 mag-
netic force created in the armature combined with that created in the field wind-
Issued: 1/3/782H4 ELECTRICAL SYSTEM

2H4
374
*THRUST WASHER PKG.
Figure 11-38. Exploded View of Gear Reduction Starting Motor
ings begins to turn the armature.

The gear cut on the drive end of the armature shaft extends through the gear
housing, where it is supported bya roller bearing. The gear mates with the teeth
of the reduction gear that drives the bendix shaft. The shaft is keyed to the re-
duction gear. The Bendix drive is held in position on the shaft by a "spirol" pin.
The shaft is supported in the gear housing by a closed end roller bearing and in
the pinion housing by a graphitized bronze bearing.
When the armature turns the reduction gear, the Bendix drive pinion meshes
with the flywheel ring gear by inertia and action of the screw threads within the
Bendix sleeve. A detent pin engages in a notch in the screw threads which pre-
vents demeshing if the engine fails to start when the starting circuit is de-ener-
gized.
When the engine reaches a predetermined speed, centrifugal action forces
the detent pin out of the notch in the screw shaft and allows the pinion to demesh
from the flywheel.
2H5
11-61. MAINTENANCE. The starting circuit should be inspected at regular

intervals, the frequency of which should be determined by the amount of service
and the conditions 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 if 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 connec-
tions are clean and tight and that the insulation is sound. A voltage loss test
should be made to locate any high-resistanceconnections that would affect start-
ing motor efficiency. This test is made with a low-reading voltmeter while crank-
ing 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, add-

itional tests should be made over each part of the cir-
cuit to locate the high-resistance connections.
c. No lubrication is required on the starting motor except at the time of over-

haul. Then lubricate the entire shaft under Bendix Drive, fill grooves in arma-
ture shaft at drive end and pack gear box with 1.3 to 2.0 ounces of Lithium Soap
Base Grease #1925 Molytex "O" or equivalent.
d. The starting motor should be operated for a few seconds with the ignition
switch off, or in airplanes with a combination starter and ignition switch, by dis-
connecting the magneto "P" leads. This is to determine that the pinion engages
properly and that it turns freely without binding or excessive noise. After check-
ing the system, reconnect the "P" leads. Then the engine should be started two
or three times to see that the pinion disengages properly when the engine is shut
down.
11-62. 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.

SYSTEM
2H6
11-63. REMOVAL. To remove the starting motor from the engine, first dis-
connect the ground cable from the battery post to prevent short circuiting. Dis-
connect 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.
11-64. DISASSEMBLY.
a. Remove the frame screws from the commutator end head and pull end head
and armature from frame. Lift the brushes and lock in elevated position with
brush springs. Use a puller to remove the end head from the armature. Use a
special bearing puller to remove the sealed ball bearing from the armature shaft.
b. Remove the frame screws that secure the gear housing to the frame. Re-
move bolts and nuts holding the gear housing to the pinion housing and separate
the two units. Pull Bendix shaft from pinion housing. Do not lose the steel spacer
that is located on the pinion end of the shaft. Remove reduction gear, woodruff
key and steel spacer from shaft.
c. Turn the Bendix pinion until it locks in the extended position. Locate "spi-
rol" pin and use a punch to remove. Slide drive assembly off the shaft. Do not
attempt to disassemble the drive and do not dip it in cleaning solvent.
d. To remove the roller bearings from the gear housing, use an arbor press
and the correct bearing arbor. DO NOT HAMMER OUT. Each part should be
cleaned and inspected for excessive wear or damage. Bearings 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.
11-65. BRUSHES. Check the brushes to see that they slide freely in their hold-
ers and make full contact on the commutator. If worn to half their original length
or less, they should be replaced.
11-66. 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 11-39. 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

SYSTEM
2H7
Figure 11-39. Turning Starting Figure 11-40. Testing Motor

Motor Commutator Armature for Shorts
11-40.) The armature is placed on the growler and slowly rotated by hand while
a steel strip is heldover 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 di-
rection of rotation) of the commutator segments for excessive discoloration. This
condition indicates an open circuit.
11-67. FIELD COILS.

a. Check the field coils for grounds (Refer to Figure 1141) 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 ground-
ed. Repair or replace.
b. Inspect all connections to make sure they are clean and tight and inspect
insulation for deterioration.
11-68. BRUSHHOLDERS.
a. To test brush holders, touch one
test probe to the brush plate and the oth-
er 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.
11-69. GEAR AND PINION HOUSING. Figure 1141. Testing Motor

Inspect housings for cracks and bear- Fields for Grounds
2H8
ings for excessive wear. Remove rust, paint or grease from mounting surfaces.
11-70. BENDIXDRIVE. The Bendix Drive should be wiped clean with a dry cloth.
The pinion should turn smoothly in one direction and should lock in the other di-
rection. Replace drive if it fails to check as above or if the pinion teeth are ex-
cessively worn or damaged.
11-71. ASSEMBLY.
a. When assembling the starting motor, always use an arbor press and the
proper bearing arbor for installing graphitized bronze and roller bearings. The
Bendix shaft should have a thin film of Lubriplate #777 or equivalent on the Bendix
portion of the shaft. End play should be .005 to .050 of an inch.
b. 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.
c. Check the positionof the pinion to

be sure the unit will mesh properly with
the flywheel ring gear. See specifica-
ions for unit for correct dimensions.
Refer to paragraph 11-74.
11-72. BENCH TESTS.

a. After the starting motor is reas-
sembled, it should be tested to see that
the no-loadcurrent at a certainvoltage
is within specifications as given in para-
graph 11-74. To make this test, con-
Figure 1142. No-Load nect as shown in Figure 11-42. If cur-
Test Hook-up rent is too high, check the bearing a-
SYSTEM
2H9
lignment 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 arm-
ature.
b. If no difficulty is indicated in the
above test, a stall torque test may be
made to see if the starting motor is pro-
ducing its rated cranking power. Make
test connections as shown in Figure 11-
43.
c. If torque and current are not with-
in 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, re- Figure 11-43. Stall-Torque
place frame and field assembly and re- Hook-up
test starter.
11-73. 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 themanual is turned on or if it fails to re-
lease when the manual switch is released, it should be removed and tested to
specifications. If either opening or closing voltages are not specified, replace
the solenoid.
11-74. CRANKING MOTOR SERVICE TEST SPECIFICATIONS.Prestolite specifications

for 12-voltcranking motors installed as standard equipment are as follows:
Motor Model MZ-4206
Min. Brush Tension 32 oz.

Max. Brush Tension 40 oz.
2H10
No-Load Test (770 F)

Volt 10
Max. Amps 75
Min. R.P.M. 2000
Stall Torque
Amps 560
Min. Toruqe, Ft. lbs. 38.0
Approx. volts 4.0
Pinion Position*
Drive at rest 1.748" - 1.855"
Drive extended 2.388" - 2.495"
*This dimension is measured from the centerline of

the mounting hole nearest the drive end head to the
edge of the pinion.
11-75. BATTERY.
11-76. SERVICING BATTERY. The battery is located under the floor of the forward
baggage compartment. It is enclosed in a 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 capped off from the bottom of the fuselageand
should be opened occasionallyto drain any accumulation of liquid or during cleaningof 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 precent of charge in the
battery. All connections must be clean and tight. If the battery is not up to normal charge,
recharge starting with a charging rate of four amperes and finishingwith two. A fast charge
is not recommended. Access to the battery is through the external accesspanel on the right
side of the fuselage.

2Hll
11-77. HYDROMETER READING AND BATTERY CHARGE PER CENT.
Hydrometer Reading Per cent of Charge
1280 100
1250 75
1220 50
1190 25
1160 Very little useful capacity
1130 or below discharged
11-78. REMOVALAND INSTALLATIONOF BATTERY.

a. Remove the external access panel and the floor panel located in the forward baggage
compartment.
b. Cut the safety wire and remove the wing nuts that secure the battery box cover.
c. Disconnect the battery cables.
NOTE
Always remove the ground cable first and install last to
prevent accidental short circuiting or arcing.
d. Lift the battery from the box.
e. The.battery may be installed in reverseorder of removal.
CAUTION
Do not install battery with reversepolarity. Connect ground
to negative terminal of battery.
11-79. CORROSION PREVENTION. The battery should be checked for spilledelectrolyte

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 terminals or 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 underside of the fuselage and drain off any
electrolyte that may have overflowedinto the box.
b. Clean the battery and the box. Corrosion effects may be neutralized by applyinga
solution of baking soda and water mixed to a consistency of thin cream. The application of
this mixture should be applied until all bubblingaction has ceased.
CAUTION
Do not allow soda solution to enter battery.
2H12
c. Rinse the battery and box with clean water and dry.
d. Place the cap over the battery box drain.
e. Reinstall the battery.
TABLEXI-II. ELECTRICAL SYSTEMCOMPONENTLOADS
DUTY CYCLE LOAD

CON'T. INMT. EQUIPMENT (AMPS)
X Anti-Collision Light
Whelen White Strobe 4.4 OPT

X Position Lights 5.4 OPT
X Landing Lights 8.0 OPT
X Instrument Lights (Max.)
Red Flood 1.0 OPT
Panel 1.5 OPT
X Reading Light
Passenger 1.0 OPT
X Fuel Pump
Rotary (Fuel Inj't) 6.0 X

X Engine Gages Approx 1.0 X
X Elec. Turn & Bank 0.5 OPT
X Pitot Heat 13.2 OPT
X Pitot and Pressure Mast
Heat 20.5 OPT
X Cigar Lighter 8.0 OPT
X Master Solenoid 0.8 X
X Starter Solenoid 10.0 X
Radio (See Mfg's Installation
Manual)
X Baggage Comp't Light 0.6 OPT
X Landing Gear
Pump (Circuit Breaker) 25.0 X
Solenoid 0.8 X
X Gear Down Lights Total 0.3 X
2H13
11-80. OPERATION OF EXTERNAL POWER RECEPTACLE. (Refer to Section II,

Paragraph 2-21.
11-81. INSTRUMENTAND PANEL LIGHTS. The instrument and panel lights are broken
up into five groups; Upper Panel Lights, Lower Panel Lights, Console Lights, Coupler Lights
and Compass Light. 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. There is one control knob connected to a varible resistor that
controls the intensity of the instrument lights. There is a second control knob connected to
a varible resistor which controls the light intensity for all the avionic equipment. It may be
necessary to gain accessto the Dimmer Control Assembly; if so follow the instructions given
below.
11-82. REMOVALOF DIMMERCONTROLASSEMBLY.

a. Accessto the DimmerControl Assembly is from beneath the instrument panel.
b. Disconnect the electrical connection from the assembly.
c. Remove the two screwssecuring the assembly to the instrument panel.
d. Remove assemblyfrom the airplane.
11-83. INSTALLATIONOF DIMMERCONTROLASSEMBLY.

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.
11-84. ANNUNCIATORPANEL.
11-85. DESCRIPTION. The annunciator panel is a small cluster of lights which warn of
malfunctions in the various circuits or systems. A malfunction is identified by the
illumination of an individual warning light. There are three warning lights on the
PA-32RT-300 models and four warning lights on the PA-32RT-300T models. Power is
supplied from the bus bar through a 5 amp fuse located behind the circuit breaker panel.
The VAC warning light is controlled by a vacuum sensor switch locatedat the bulkhead
and is attached to the vacuum regulator. The sensor switch will activate when the
differential pressure is below 3.5 in. Hg.
The OIL warning light is controlled by an oil pressure sensor switch incorporated in the
oil line to the oil pressure gauge and is located at the bulkhead. The sensor switch will
activate when the oil pressure is below 35 psi.
The ALT warning light is illuminated by current flowing from the bus bar to the
alternator circuit. This condition exists when the alternator is not operating properly and
the output is zero. During normal operation, the alternator warning circuit is also supplied
with power from the top diode terminal. This current flows through a 5 amp fuse, located
above the diode heat sink, to the resistor and diode creating a no-flow condition which does
not allow the warning light to light.
IssIed: 1/3/78 2ELECTRICAL SYSTEM

2H14
The OVER BST warning light used on PA-32RT-300T is activated whenever the engine
manifold pressure reaches 35.5 to 35.8 inches of mercury. The manifold pressure sensor is
incorporated in the manifold pressure gauge.
The test button is used to check the operation of the lights when the engine is running.
The lights will work when the engine is not running with the master switch turned on.
11-86. REMOVAL OF OIL PRESSURE SENSOR. Access to the sensor unit is gained by
reaching up under the instrument panel. Removal is accomplished by the following:
a. Disconnect the two electrical leads.
b. Unscrew the sensor unit from the bulkhead fitting.
c. Catch spillage and cover hole to prevent foreign matter from entering oil line.
11-87. INSTALLATION OF OIL PRESSURE SENSOR.

a. Screw the sensor unit into the bulkhead fitting.
b. Reconnect the two electrical leads.
c. Perform operational check.
1 1-88. REMOVAL OF VACUUM SENSOR. Access to the sensor unit is gained by reaching
up under the instrument panel to the vacuum regulator. Removal is accomplished by the
following:
a. Disconnect the two electrical leads.
b. Unscrew the sensor unit from the vacuum regulator.
c. Cover hole to prevent foreign matter from entering regulator.
11-89. INSTALLATION OF VACUUM SENSOR.

a. Screw sensor unit into vacuum regulator.
b. Reconnect the two electrical leads.
c. Perform operational check.
11-90. ALUMINUM WIRING. Proper installation of solderless terminals on aluminum

cables presents special difficulty in that each individual strand is insulated by an oxide coating.
This oxide coating must be broken down in the crimping process and some method employed
to prevent its reforming (usually a corrosion preventative jell). For this reason. Piper does
not recommend the repair or replacement of loose, corroded or otherwise unsatisfactory
conditions of solderless terminals on aluminum cables. When an unsatisfactory condition
exists, Piper recommends the complete cable assembly be replaced. Should this not be
practical, it is permissible to replace the aluminum cable assembly with a copper cable
assembly, using a copper cable two sizes smaller. Example: AL-I aluminum cable replaced
with AN-3 copper cable.
Revised:7/15/81 ELECTRICAL SYSTEM

2H15
C21 6
K1B
J1A4RIGHT MAG)
Figure 11-43a. Ignition Switch
11-91. IGNITION SWITCH.
11-92. REMOVAL OF IGNITION SWITCH. Access to the ignition switch is gained by

reaching up under the instrument panel.
a. Ensure the ignition switch is in the OFF position.
b. Disconnect the power lead from the battery.
c. Remove the retaining nut from the ignition switch on the front side of the instrument
panel.
d. Pull the switch from the back side of the instrument panel and remove wires.
11-93. INSTALLATION OF IGNITION SWITCH.

a. Using the illustration as a reference, attach the wires to the ignition switch.
b. Before proceeding, check for proper operation of the ignition switch as follows:
1. Remove the P-lead from the right magneto.
2. Attach the P-lead of the right magneto to an ohmmeter and to airframe ground.
3. With the switch in the OFF, L or START positions the ohmmeter should indicate
a closed circuit.
4. With the switch in the R or BOTH position the ohmmeter should indicate an
open circuit.
5. Reconnect the P-lead to the magneto.
c. Position the ignition switch in the instrument panel and secure with restraining nut.
d. Reconnect the power lead to the battery.
Added: 7/15/81 ELECTRICAL SYSTEM

2H16
TABLEXI-III. ELECTRICALSYSTEMTROUBLESHOOTING
ALTERNATOR
Zero output indicated Open field circuit. With master switch

on ammeter regard- turned on, check for
less of RPM (Refer to battery voltage from
alternator system test airplane's main buss
procedure). through entire field
circuit to alternator
field terminal. Mea-
sure voltage from
ground (-) to the follow-
ing points (+) in se-
quence: buss bar, out-
put circuit diodes,
field circuit
breaker (5A), field
terminalsof master
switch, voltage regu-
lator and alternator
field terminal.
Interruption of voltage
through any of these
points isolates the faulty
components or wire
which must be replaced.
(See wiringschematic.)
Open output circuit. With the master switch
off, use a good multi-
meter on "Lo ohms"
scale to check the diode.
Remove wire P3L from the
top of the diode and the
fuse from the in-line
holder, continuity across
the diode should be in
one direction only.
Likewise,continuity
from the heatsink to
ground should be in
one direction only.
Reinstallthe wire
and fuse.
Isued: 1/3/78 ELECTRICAL

SYSTEM
2H17
TABLE XI-III. ELECTRICALSYSTEMTROUBLESHOOTING(cont.)
ALTERNATOR(cont.)
Zero output indicated on

ammeter regardlessof
RPM(Refer to alterna-
tor system test proce-
dure) (cont.)
Open field winding in Disconnect field termi-

alternator. nal of alternator from
field wiring and check
for continuity from field
terminal to ground with
ohmeter (20-100 ohms)
depending on brush
contact resistance.
(Pull propeller slowly
by hand turning alter-
nator rotor through
360 of travel.)
CAUTION
Turn magneto switch to

off before turning prop.
If resistance is high,
check brushes for
spring tension and ex-
cessivewear and re-
place if necessary.If
brushesareokay and
field reads open, re-
place alternator.
ELECTRICAL
2H18
TABLEXI-III. ELECTRICALSYSTEMTROUBLESHOOTING(cont.)
Troouble Cause Ren edy
ALTERNATOR(cont.)
Output indicated on Faulty voltage regu- Start engine, turn on

ammeter does not lator. load (Ref. alternator
meet minimumvalues test procedure), set
specified in alternator throttle at 2300 RPM.
system test procedure. Check voltage at buss
bar (convenient check
point, remove cigar
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 con- Checkvisually for loose
nections in field or connections at the
output circuit. variousjunction points
in system, alternator
battery post, lugs on
ammeter, connections
at voltage regulator,
circuit breaker, etc.,
(See wiring schematic.)
(Examine crimped ter-
minal ends for signsof
deterioration at crimp
or strands of broken
wire at crimp. Tighten
any loose connections
or replace bad wire
terminals. Examine
for discoloration due
due to heating from
high resistance at
wire termination
points.

2H19
ALTERNATOR(cont.)
Output indicated on Open rectifier. If any of the six recti-

ammeter does not fiers pressedinto the
meet minimum values rear bell housing of the
specifiedin alternator alternator open up
system test procedure. internally, it will result
(cont.) in a definite limitation
on the current that can
be drawn from the
alternator. After
havingchecked the
previous causes of low
output it can be assum-
ed that a faulty rectifier
exists.
See Paragraph's titled Testing

of Rectifiers or Inspection and
Testing of Components.
Field circuit breaker Short circuit in field Disconnect field wiring

trips. circuit. at terminal of alter-
nator. Turn on master
switch. If breaker
continues to trip, pro-
ceed to disconnect each
leg of field circuit,
working from the alter-
nator towards the cir-
cuit breaker until
breaker can be reset
and will hold. Replace
component or wire
which was isolated as
defective. (See wiring
schematic.)

2H20
TABLE XI-III. ELECTRICAL SYSTEM TROUBLESHOOTING (cont.)
ALTERNATOR (cont.)
Field circuit breaker Short circuit in field Disconnect field wiring

trips. (cont.) winding of alternator. at terminal of alter-
switch. Reset breaker
and if breaker fails to
retrip, this isolates
short circuit to field of
alternator it self. Check
brush holders for
shorting against frame.
If there are no obvious
signs of a physical
short circuit at field
terminal or brush
holder, replace alter-
nator. (Note: Inter-
mittent short circuit.)
Internal short circuiting
of the field can occur
at various positions of
the rotor, therefore,
reconnect field, reset
breaker, pull propeller
slowly by hand turning
alternator rotor through
360 of travel. Observe
circuit breaker for
signs of tripping.
CAUTION
Turn magento switch to

off before turning pro-
peller.

SYSTEM
2H21
Tro
uble Cause Remedy
ALTERNATOR (cont.)
Output circuit defective. Short circuit in output Disconnect wiring at

circuit. battery post of alter-
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 schematic.)
Battery installed with Remove battery and
reversed polarity. reinstall with correct
polarity.
Battery charged back- Remove battery. Con-

wards. nect load such as land-
ing light lamp or simi-
lar 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 dis-
charged battery has
been removed from the
airplaneand put on a
chargerwith the
polarity reversed.
This reversalin
polarity cannot occur
in the airplane due to
any fault in the alter-
nator system.
2H22
ALTERNATOR(cont.)
Excessiveammeter Excessiveresistance Check all connections

fluctuation. in field circuit. and wire terminalsin
field circuit for de-
terioration such as
loose bindingposts,
broken wire strands at
terminals,etc. Tighten
all connections and
replace faulty term-
inals.
High field circuit If problem persists,
resistance. jump across terminals
of the followingcom-
ponents one at a time
until the faulty unit
is isolated.
a. Field 5 amp (al-
ternator) circuit
protector.
b. Alternator half
of master switch.
c. Overvoltagerelay.
Defectivevoltage Replacevoltage regu-
regulator. lator.

SYSTEM
2H23
STARTER
Motor failsto operate. Low battery charge. Check and recharge if

necessary.
Defective or improper Refer to electrical
wiringor loose wiringdiagram and
connections. check all wiring.
Defectivestarter Replace faulty unit.
solenoid or control
switch.
Binding,worn, or im- Brushesshould be a free

properly seated fit in the brush boxes
brush, or brushes without excessiveside
with excessiveside play. Bindingbrushes
play. and 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 avail-
able for running in
brushes, then the brush
should be properly
seated by inserting a
strip of number 000
sandpaper between the
brush and commutator,
with the sanded side
next to the brush. Pull
sandpaperin the direc-
tion of rotation, being
careful to keep it in the
same-contouras the
commutator.

SYSTEM
2H24
Trouble
uble Cause Remeedy
STARTER (cont.)
Motor fails to operate. (cont.) Binding, worn, or im- CAUTION

properly seated
brush, or brushes Do not use coarse
with excessive side sandpaper or emery
play. (cont.) cloth. After seating.
clean thoroughly to
remove all sand and
metal particles to
prevent excessive
wear. Keep motor
bearing free from
sand or metal particles.
Dirty commutator. If commutator is rough

or dirty, smooth and
polish with number 0000
sandpaper. If too rough
and pitted, remove and
turn down. Blow out
all particles.
Shorted, grounded, Remove and replace with

or open armature. an armature known to
be in good condition.
Grounded or open Test, repair if possible

field 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".

211
STARTER (cont.)
Excessive arcing of Binding, worn, or im- See information above

motor brushes. properly seated brush dealing with this
or brushes with ex- trouble.
cessiveside play.
Dirty commutator, Clean as outlined above.

rough, pitted, or
scored.
Excessive wear and Rough or scored Remove and turn com-

arcing of motor commutator. mutator down on a lathe.
brushes.
Armature assembly Reface commutator.
not concentric.
BATTERY
Discharged battery. Battery worn out. Replace battery.
Low electrical Check voltage

system voltage. regulator voltage.
Standing too long. Remove and recharge
battery if left in
unused airplane three
weeks or more.
Equipment left on Removeand recharge.

accidentally.
Impurities in Replace battery.
electrolyte.
Broken cell partitions. Replace.

212
BATTERY (cont.)
Battery li fe is short. Overcharge due to Maintain electroly te.

level of electrolyte
being below top of
plates.
Sulfation due to disuse. Replace.
Impurities in electro- Replace battery.

lyte.
Low charging rate. Check voltage reguulator

voltage.
Cracked cell jars. Hold-down bracket Replace battery and

loose. tighten.
Frozen battery. Replace.
Compound on top of Charging rate too Reduce charging rate.

battery melts. high. Check voltage
regulator voltage.
Electrolyte runs out Too much water added Drain and keep at proper
of vent plugs. to battery and charg- level and check voltage
ing rate too high. regulator Voltage.
Excessive corrosion Spillage from over- Use care in adding

inside container. filling. water.
Vent lines leaking or Repair or clean.

clogged.
Charging rate too high. Check voltage regulator

voltage.
213
BATTERY(cont.)
Battery freezes. Dischargedbattery. Replace.

Water added and Alwaysrecharge battery
battery not charged for 1/2 hour following
immediately. addition of water in
freezing weather.
Leaking battery jar. Frozen. Replace.
Battery polarity Connected backwards Battery should be slowly

reversed. on airplane or dischargedcompletely
charger. and then charged
correctly and tested.
Battery consumes Chargingrate too high Correct chargingrate.

excessivewater. (if in all cells).
Crackedjar (one cell Replace battery.
only).
ANNUNCIATORPANEL
All warning lights 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.
214
ANNUNCIATORPANEL (cont.)
OIL warninglight Bulb burned out. Replace.

fails to operate.
No current to sensor. Check all wire segments
and connections.
Sensor activatesat a Replace.
too low setting.
Defectivesensor. Replace.
OIL warning light Sensor activates at a Replace.

fails to extinguish. too high setting.
Sensor terminals Removematerial
bridged. between terminals.
OVER BOOSTwarning Bulb burned out. Replace.

fails to operate.
Circuit in manifold Replacegauge.
pressuregauge
defective.
OVER BOOSTwarning Press to test switch Replaceswitch.

fails to extinguish. shorted to ground.
Circuit in manifold Replacegauge.
pressure gauge
defective.
VAC warninglight fails Bulb burned out. Replace.

to operate.
No current to sensor. Check all wire segments
and connections.
215
ANNUNCIATORPANEL(cont.)
VAC warning light fails Sensor activates at a Replace.

to operate. (cont.) too low setting.
VACwarning light fails Sensor activates at a Replace.

to extinguish. to high setting.
Sensor terminals Remove material
bridged. between terminals.
ALT warning light fails Bulb burned out. Replace.

to operate.
No current from bus Check all wire segments
to resistor. and connections.
Large diode shorted Replace.
ALT warning light fails Blown fuse. Replace 5 amp fuse

to extinguish. near the diode heat
sink.
No current from the Check all wire segments

fuse to the resistor. and connections.
Test switch fails to Bad switch or Check wires and replace

activate warning lights. connections. switch if necessary.
ALT warning light Diode heat sink shorted Replace teflon insulating
failsto extinguish, to airframe. washers.Do not tighten
ammeter reads full screwsexcessively.
output

ELECTRICAL
216
TABLEXI-IV. ELECTRICALSYMBOLS
CIRCUIT BREAKER
GROUND BATTERY SWITCH
BUS BAR
RESISTOR FUSE
DIODE
CONNECTORS
NOISE
FILTER
KNIFE
DISCONNECT
PRESSURE WING ROOT

SOLENOID
SWITCH CONNECTOR PIN
INSULATEDCONNECTOR
SWITCH
*CONDUCTORS
SHIELDEDCONDUCTORS
*CONDUCTORS: CROSSINGSAND JUNCTIONS OF CONDUCTORS.

THE DOT AT THE INTERSECTION INDICATES A JOINING OF
CONDUCTORS.
Issed: 1/3/78 ELECTRICAL SYSTEM

217
TABLE XI-V. ELECTRICALWIRE CODING
CIRCUIT FUNCTION LETTER

WIRE NUMBER
WIRE SEGMENTLETTER
WIRE GAUGE
CIRCUIT FUNCTION
LETTER CIRCUITS
A AUTOPILOT
C CONTROLSURFACE
E ENGINE INSTRUMENT
F FLIGHT INSTRUMENT
G LANDINGGEAR
H HEATER - VENTILATING& DEICING
L LIGHTING
P POWER
Q FUEL & OIL
RP RADIO POWER
RZ RADIO AUDIO& INTERPHONE
J IGNITION
RG RADIO GROUND
W WARNING
K STARTER

218
861
11
PA-32RT-300
PA-32RT-300T
Figure 43b. Terminal Block
SYSTEM
219
VOLTAGE OVERVOLTAGE
REGULATOR CONTROL
Figure11-44. Alternatorand Starter (PA-32RT-300T)

ELECTRICAL
2I10
1636
ALTERNATOR
Figure 11-45. Alternator and Starter (PA-32RT-300)

2I11
164
NM GEAR OVERRID
31/4W
I Figure 11-46. Landing Gear (PA-32RT-300)
Revised: 10/3/80 ELECTRICALSYSTEM

2112
1629
I Figure 11-47. Landing Gear (PA-32RT-300T)
Revised:10/3/80 ELECTRICAL SYSTEM

2113
INSTRUMENTLIGHTS
5 AMP
INAVIGATION LIGHTS
10 AMP
PA-32 RT-300T AND PA-32 RT-300
Figure 11-48. Istrument, Navigation and Radio Lights
Revised: 9/2/78 ELECTRICALSYSTEM

2114
1127
IR
Figure 11-49. Engine Instruments (PA-32RT-300T)
1627
ENGINE INSTR
Figure11-50. EngineInstruments(PA-32RT-300)
Revised:9/2/78 ELECTRICALSYSTEM
2115
PASSENG ER R E DING LIGHTS
Figure 11-51. PassengerReading Lights
AUDIO PANEL COMMN/NAV
5P AMP AMP
I
I
SEE RADIO SEE SEE SEE

SYSTEMS RADIO
INSTALLATION INSTALLATION INSTALLATION INSTALLATION
SEEr SE MA KER
ADF BEACON
INSTLLATION INSTALLATIO
Figure 11-52. Avionics

2116
5862
FUEL
Figure 11-53. Fuel Pump (PA-32RT-300T) Figure 11-54. Fuel Pump (PA-32RT-300)
2601
PITCH TRIM
5 AMP
Figure 11-55. Pitch Trim Figure 11-56. Turn and Bank
Revised:9/2/78 ELECTRICALSYSTEM
2117
PITOT HEAT ANTI -COLLISION

20 AMP 10 AMP
H2A -
14
TERMINAL 7
PA-32 RT-30T AND

- ITOT
H HEAD HEAD PA-32 RT-300
Figure 11-57. Pitot Heat Figure 11-58. Anti-CollisionLights
o
LANDING LIGHT
10 AMP
AIRCRAFT
AIR BLOWER
20 AMP
BLOWERSWWTC
LANDING
LIGHT
PA-32 RT-300T AND PA-32 RT-300 PA32 RT-3OOT AND PA-32 RT-300
Figure 11-59. Landing Light Figure 11-60. Air Blower

2118
TO STARTERSWITCH
STARTER a ACC.
IS AMP
TO NAV
LIGHTS
Figure 11-61. Forward Baggage Light Figure 11-62. Stall Warning

and Cigar Lighter
TO
STARTER
SWITCH
Figure 11-63, Forward Baggage Light

and Cigar Lighter
Revised: 9/2/78 ELECTRICAL SYSTEM

2119
2120
SECTION XII
ELECTRONICS
Paragraph Aerofiche
Grid No.
12-1. Introduction to AutoFlight ................................................. 2122
12-2. Non-Piper A.F.C.S. Equipment Contacts ..................................... 2122
12-3. Piper A.F.C.S. Equipment .................................................. 2123
12-4. Introduction to Emergency Locator Transmitter ............................... 2124
12-5. Emergency Locator Transmitter ............................................ 2124
12-6. Description .............................. ......................... 2124
12-7. Battery Removal and Installation (CCC) ................................. ... 2124
12-8. Battery Removal and Installation (NARCO) .................................. 2JI
12-9. Pilot's Remote Switch...................................................... 2J2
12-10. Testing Emergency Locator Transmitter ...................................... 2J2
12-11. Testing Pilot's Remote Switch .............................................. 2J3
12-12. Inadvertent Activation ..................................................... 2J4
12-13. Radar System Installation (Optional) ................... ...................... 2J4
12-14. Description .................................................... ...... 2J4
Revised:11/1/83
2121
SECTION XII
ELECTRONICS
12-1. INTRODUCTION TO AUTOFLIGHT. Due to the wide varity of A.F.C.S. (Automated Flight
Control System) options, it is mandatory to follow the service literature published by the individual manu-
facturer 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.
12-2. 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 Collins General Aviation Division

2100 N.W. 62nd. Street Rockwell International
Fort Lauderdale. Fla. 33310 Cedar Rapids. Iowa 52406
(305) 776-4100/TWX 5109559884 (319) 395-3625 Telex: 464-421
Edo Corporation - Avionics Division King Radio Corporation
Box 610 400 North Rodgers Road
Municipal Airport Olathe, Kansas 66061
Mineral Wells, Texas 76067 (913) 782-0400 Telex: 4-2299-
(817) 325-2517 Telex: 76067 Kingrad
Sperry Flight Systems/ Avionics Div. Global Navigation
8500 Balboa Blvrd. 2144 Michelson Drive
P.O. Box 9028 Irvine, CA. 92715
VanNuys, CA. 91409 (714) 851-0119
(213) 894-8111 Telex: 65-1367
Added: 11/1/83 ELECTRONICS

2122
12-3. PIPER A.F.C.S. EQUIPMENT. In the case of early models. Piper AutoPilot equipment bears the
Piper name. and the appropriate Piper AutoPilot: 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 orderto 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 I II & AltiMatic I II 753 798

AutoControl III and AltiMatic III and IIIB 753 723
AutoControl IIIB and AltiMatic IIIB-I 761 502
AltiMatic IIIC 761 602
AltiMatic V and V-I 761 525
AltiMatic V F D and V F D-l 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

2123
12-4. INTRODUCTION. This section of the manual contains information necessary to

perform operational checks of the EmergencyLocator Transmitter (ELT), with and without a
pilot's remote switch. Included are the appropriate removal and installation instructions to
facilitate battery replacement.
12-5. EMERGENCY LOCATOR TRANSMITTER.
12-6. DESCRIPTION. The electrical power for the ELT transmissionsis totally supplied by
its own self-contained battery. However,aircraft power is requiredto shut off transmitter with
the remote switch. For portable use, the ELT can be easilyremovedfrom its mounting in the
aircraft. To comply with FAA regulations, the battery must be replaced per TSO-C91. The
battery must also be replaced if the transmitter has been used in an emergencysituation or if
accumulated test time exceeds one hour. The replacementdate is marked on the transmitter
label.
12-7. 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. 259.30.
b. Rotate the ON/ARM/OFF switch to the OFF position.
c. Disconnect the antenna coax cable (twist left, then pull outwards).
d. Disconnect the harness to the pilot's remote switch.
e. Remove the forward mounting bracket by pullingthe black plasticknob out. Remove
the transmitter 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.
Revised:11/1/83 24 ELECTRONICS
J
NOTE
It may be advisable to test the unit operation before installing

the access plate. (See Paragraph 12-6.)
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.. BATTERY REMOVAL AND INSTALLATION (NARCO). (Refer to Figures 12-1

and 12-2.)
a. Set the ON/OFF/ARM switch on the transmitter to OFF.
b. Disconnect antenna coaxial cable from ELT.
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.)
NOTE
Observe proper local disposal procedure. Disposal of lithium

batteries should be in accordance with local EPA directives
which may require that they be treated as a hazardous chemical
waste.
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 12-2.)
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.)
Revised:10/3/80 ELECTRONICS
2J1
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.
12-9. PILOT'S REMOTE SWITCH. A pilot's remote switch, locatedon the left side panel, is
provided to allow the transmitter to be controlled from inside the cabin. The pilot's remote
switch is placarded ON, AUTO/ARM and OFF/RESET. The switch is normally left in the
AUTO/ARM position. To turn the transmitter off, move the switch momentarily to the
OFF/ RESET position. The aircraft master switch must be ON to turn the transmitter OFF.
To actuate the transmitter for tests or in the event the automatic feature was not triggered by
impact, move the switch upward to the ON position and leave it in that position as long as
transmission is desired.
12-10.TESTING EMERGENCY LOCATOR TRANSMITTER. The transmitter operates
on the emergency frequencies of 121.5 and 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 during 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
substituted 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
information concerning above caution.
Issued:1/3/78 ELECTRONICS
2J2
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 position for only a few seconds; then set to the OFF position. Return to the
ARM position
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.
e. When the 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. 259.30.
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.
12-11. TESTING PILOT'S REMOTE SWITCH. Before performing any operational test of
the pilot's remote switch, the same precautions noted in Paragraph 12-10 must be observed.
a. Tune the aircraft communications receiver to 121.5 MHz 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.
b. Set the pilot's remote switch to the ON position. Hold the switch in this position for
only a few seconds.
Issued: 1/3/78 ELECTRONICS

2J3
LANCE IISERVICE
MANUAL
NOTE
The test transmission should have been picked up by the

aircraft communications receiver andor control tower.
During cold weather there may be a slight delay before
transmission occurs.
c. Set the pilot's remote switch to the momentary OFF RESET position. The switch is
spring-loaded to automatically return to the ARM position.
12-12. INADVERTENT ACTIVATION. The remote switch allows the pilot to turn off the
transmitter inadvertently activated by impact or improper switch selection. The pilot simply
selects the momentary OFF. RESET position. The transmitter shuts off and the spring-
loaded switch automatically returns to the ARM position. The aircraft master switch must
be ON to turn transmitter OFF with the remote switch. Stopping inadvertent activation at
the transmitter itself is accomplished in the following manner
a. Improper switch selection is corrected by rotating the switch to the OFF position and
then to the ARM position.
b. If the transmitter is inadvertently activated-through impact, deactivate by pushing in
on the OFF/ ARM/ON switch.
NOTE
As a routine precaution it is recommended that the ELT

battery be replaced at the earliest opportunity after inad-
vertent activation and a functional test be made in accordance
with Paragraph 12-10. Note, however, that the problem may
not be in the transmitter. Check the following:
1. Proper spacing of antennas so as to minimize antenna
conducted RF.
2. Rigidity of the transmitter installation.
CAUTION
Under normal conditions, the pilot's remote switch must be

set to ARM position.
12-13. RADAR SYSTEM INSTALLATION (OPTIONAL).
12-14. DESCRIPTION. The PA-32RT-300 and PA-32-300T is equipped with an optional

RCA Radar transmitter/ receiver antenna and indicator. The transmitter/ receiver antenna is
mounted in the right outboard leading edge of the wing under a radome and the indicator is
mounted in the instrument panel.

2J4
8965
NOTCH PIN PORTABLE
STOP ANTENNA
OPERATIVE
BUT STORED ANTENNA
EXTENSION
TAB
VIEW
A SET
ON-OFF-ARM
SWITCH
ANTENNA TO
LATCH POPS OUT "ON"
OF
CHANNEL N
AND DOWN
VIEW
PIN
PULL TAB STOP
VIEW
TO EXTEND TO FULL LENGTH C
Figure 12-1. ELT Portable Folding Antenna (Narco)
6895
CONTACT
PORTABLE ANTENNA BLADE
SEPARATOR
NOT
MAKING CONTACT
FIXED ANTENNA'S
CABLE CONNECTOR AND
CONTACT SEPARATOR
Figure 12-2. ELT Using Fixed Aircraft Antenna (Narco)

2J5
847
COMMUNICATIONSCOMPONENTSCORP.
SWITCH POSITIONS
OFF/RESET NORMAL
REMOTE AUTO/ARM
l FLIGHT
"RESET" ON POSITION
SHIELD
ELT
REMOTE
"ON" +14 VOLT DC KEYWAY
(TEST) TO OVERHEAD BLK
FLOOD LIGHT
TRANSMITTER NO. CIR-II-2 SHLD WHT
CIRCUITPROTECTOR
RED
VIEW A
NOTE: AIRCRAFT POWER USED TO SHUT OFF THE ELT WITH REMOTE SWITCH.
122
NARCO
_ WHITE
I
ON/RESET
SHIELD SHIELD
Figure 12-3. ELT Schematics
Revised: 10/3/80 ELECTRONICS

2J6
2J7
SECTION
XIII
HEATING
ANDVENTILATING
Aerofiche
Paragraph Grid No.
13-1. General ..................... . ... .... .. .... .. . .. 2J9
13-2. Description .................. . . . . . .. . . . . . . . . . . . . 22J9
13-3. Heater Maintenance .............. . . . . . . . . . . . . . . . . . .. 2J9
134. Overhead Vent Blower (Optional) ...... .................. .
13-5. Description ............. .................. 2J12
13-6. Removal of Blower Assembly . . .................. UI2J12
13-7. Disassemblyof Blower Assembly .................. .2J12
13-8. Reassembly of BlowerAssembly . .................. 2J13
13-9. Installation of Blower Assembly .... ............ .. 2J13
Issued:1/3/78
2J8
SECTIONXIII
HEATINGAND VENTILATING
13-1. GENERAL
13-2. DESCRIPTION.Heat for the cabin is provided by a hot air heater installed on the
exhaust manifold. Fresh air enters the engine compartment through the nose cowling,passes
to the heater muff through a flexible hose located on the left front of the engine.The air is
then heated and vented into the cabin area through a valvewhich can be controlled from the
instrument panel. Whenthe valve is completely closed off, the heated air is vented back into
the engine compartment. The heater outlets in the cabin are located between each set of
seats. Control for the heater system is located on the right panel, below the instruments.
The windshield is kept clear of frost, ice, etc., by a defroster system which operates from
the heater muff, but has in individualcontrol.
Fresh air for the cabin interior is picked up from air inlets in the leading edge of each
wing at the intersection of the tapered and straight section and passed to outlets located
beside the front and center set of seats. In addition, an air scoop located in the leading edge
of the fin directs air to individual overheadvents.
13-3. HEATER MAINTENANCE.If the exhaust manifold should become defective,

carbon monoxide fumes may be discharged into the cabin area, therefore, it is imperative
that the exhaust manifold be inspected regularly. The heater muff must be removedin order
to inspect the manifold assembly. Check the operation of the controls to insure the valve
doors function properly. When the controls are in the on position, the door should be
completely open to permit full airflow. Whenthe controls are in the off position, the valves
should close off all air passage and vent the air into the engine compartment. Refer to
Figure 13-1 or 13-2 for an illustration of the heater system.
Issued:1/3/78 HEATINGANDVENTILATING
2J9
1. HEAT SHROUD
2. DEFROSTER VALVE
3. DEFROSTER OUTLET
4. HEAT AND DEFROSTER AIR CONTROLS
. OVERHEAD FRESH AIR DUCT
. FRESH AIR OUTLET
7. OVERHEAD VENT BLOWER
8. FRESH AIR INLET
. AIR BOX
10. CABIN HEAT OUTLET
11. CABIN AIR EXHAUST
12. DRAIN TUBE
Figure 13-1. Cabin Heater, Defrosters and Fresh Air System (PA-32RT-300)
Issued: 1/3/78 HEATING AND VENTILATING
2J10
1. HEAT SHROUD
2. DEFROSTER VALVE
3. DEFROSTER OUTLET
4. HEAT AND DEFROSTER AIR CONTROLS
5. OVERHEAD FRESH AIR DUCT
6. FRESH AIR OUTLET
7. OVERHEAD VENT BLOWER
8. FRESH AIR INLET
9. AIR BOX
10. CABIN HEAT OUTLET
11. CABIN AIR EXHAUST
12. DRAIN TUBE
Figure 13-2. Cabin Heater, Defroster and Fresh Air System (PA-32RT-300T)
Issued: 1/3/78 HEATINGAND VENTILATING

2J11
13-4. OVERHEADVENT BLOWER(OPTIONAL).
13-5. 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 throught the ducting whenever desired.
13-6. REMOVALOF BLOWERASSEMBLY.

a. Remove the accessdoor from the aft wall of the baggagearea.
b. With the master switch off, disconnect the plug assembliesat 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 hangar
braces.
e. Remove the screws and washers which secure the blower assembly to the retainer
and hangars.
f. Remove the blower assembly from the aircraft.
13-7. DISASSEMBLYOF BLOWERASSEMBLY.

a. Remove the hose duct from the forward edge of the blower assembly by removing
the nuts, washersand 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 removingthe set screw.
d. For removal of the motor, proceed as follows:
1. Separate the plate from the motor coverby 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 only after noting wire positions for reassembly.
3. Remove the motor from the mounting plate by removingthe nuts, washersand
bolts.
Issued: 1/3/78 2J2 HEATING AND VENTILATING

13-8. 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 locations noted in removal.
f. Position the blower fin 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 chalk PRC-5000
sealant to seal where the duct attaches to the blower assembly.
13-9. INSTALLATION OF BLOWER ASSEMBLY.

a. Position the blower assembly in the hangars and retainer and install the washers and
screws.
b. Install the nuts, washers, and screws securing the blower assembly to the hangar
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.
Issued: 1/3/78 HEATINGANDVENTILATING

2J13
2J14
2J15
SECTION
XIV
ACCESSORIES
ANDUTILITIES
Aerofiche
Paragraph Grid No.
14-1. Air Conditioning Installation ........................... 2J18
14-2. Description ............................... 2J18
14-3. Air Conditioning System Operation ................. 2J18
14-4. Malfunction Detection ........................ 2J20
14-5. Special ServicingProcedures ........................... 2J22
14-6. ServiceValves ............................. 2J24
14-7. ServiceValve Replacement ....... .............. 2J24
14-8. Test Gauge and ManifoldSet ................ ..... 2K1
14-9. Checkingthe System for Leaks ................... 2KI
14-10. Leak Check - Method.I .............................. 2K3
14-11. Leak Check - Method II ........................ 2K4
14-12. Discharging ............................... 2K4
14-13. Evacuatingthe System ........................ 2K5
14-14. Chargingthe System .......................... 2K6
14-15. With a Charging Stand ......................... 2K7
14-16. Usingthe Airplane Compressor to Chargethe System ....... 2K8
14-17. Addition of Partial Charge to System ................ 2K10
14-18. CompressorService .......................... 2K10
14-19. CompressorRemoval ......................... 2K11
14-20. CompressorInstallation ........................ 2K11
14-21. CheckingCompressorOil ....................... 2K12
14-22. Replacement of Compressorand/or Alternator Drive Belts .... 2K13
14-23. Adjustment of Drive BeltTension .................. 2K17
14-24. Magnetic Clutch ................................ 2K18
14-25. MagneticClutch Removal ....................... 2K18
14-26. Magnetic Clutch Installation ..................... 2K19
14-27. Refrigerant Lines and Routing .................... 2K20
14-28. Receiver- Dehydrator .............................. . 2K20
14-29. Receiver- Dehydrator Removal ........... ........ 2K20
14-30. Receiver- Dehydrator Installation .................. 2K20
14-31. Condenser ................................ .. 2K21
14-32. Condenser AssemblyRemoval .................... 2K21
14-33. Condenser Installation ........................ 2K21
14-34. Condenser Door Actuator ...................... 2K22
14-35. Condenser Assembly RiggingInstructions ............. 2K22
Issued: 1/3/78
2J16
Paragraph Aerofiche
Grid No.
14-36. Expansion Valve .......................................................... 2K22
14-37. Expansion Valve Removal ......................................... 2K22
14-38. Expansion Valve Installation ....................................... 2K24
14-39. Evaporator Assembly............................................. 2K24
14-40. Evaporator Assembly Removal ..................................... 2K24
14-41. Evaporator Assembly Installation ................................... 2L1
14-42. Pressure Relief Switch............................................. 2L2
14-43. Electrical Installation .............................................. 2L2
14-44. Adjustment of Throttle Switch (PA-32RT-300) ....................... 2L2
14-45. Fuse Replacement ......................................................... 2L4
14-46. Shoulder-Harness Inertia Reel Adjustment ................................ 2L4
14-47. Oxygen System Installation ................................................ 2L12
14-48. Description ...................................................... 2L12
14-49. Removal of Oxygen Unit .......................................... 2L12
14-50. Inspection and Overhaul Time...................................... 2L12
14-51. Testing for Leaks ................................................ 2L13
14-52. Maintenance ................................................... 2L14
14-53. Removal of Outlets ............................................... 2L14
14-54. Installation of Outlets ............................................. 2L14
14-55. Purging Oxygen System ........................................... 2L14
14-56. Cleaning of Face Masks ........................................... 2L14
Revised 6/15/79
2J17
SECTIONXIV
ACCESSORIESAND UTILITIES
14-1. AIR CONDITIONINGINSTALLATION.
14-2. DESCRIPTION. Components used for this installation consist of a two cylinder,
piston type compressor supported by special bracketry located on the front of the engine.
The compressor is driven by a V-belt connected to the engine ring gear which drives the
compressor through a magnetic clutch. An evaporator mounted in a fabricated housing
along with the receiver-dehydrator, circulating fan, thermal expansion valve and related
plumbing is mounted in the rear of the cabin aft of the baggage area. The condenser is
installed in the bottom portion of the fuselagetail section and is hingemounted to allow its
extension into the airstream during system operation. The condenser is electrically operated
to provide two positions automatically, as required (system on - fully extended and system
off - fully retracted). The system is protected by a Ranco type pressure switch which
automatically controls the condenser maximum head pressuresby temporarily de-clutching
the compressor in the event the pressure becomes excessivelyhigh. The controls are located
in the aircraft instrument panel adjacent to the heater and defroster levers, and consist of an
air conditioning ON-OFF control, a three position fan control (LOW - OFF - HIGH) to
govern the cold air velocity and a temperature control.
The system design is such that there is no increase in drag to the aircraft, during its
take-off flight conditions. During maximum power demands the compressor is de-clutched
and the condenser door is automatically retracted.
14-3. AIR CONDITIONINGSYSTEMOPERATION.

The air conditioning system is a recirculating, independent unit. It filters, dehumidifies
and cools the air as it cycles through the evaporator. The unit is operated from controls
mounted on the right side of the instrument panel. The air conditioning master switch has
two positions: "OFF and ON AIR COND." When the "AIR COND"position is selected the
compressor clutch engages,and the condenser scoop opens. The temperature is controlled
by a thermostat operated by the temperature control selector. A three position fan switch
(LOW - OFF - HIGH) operates the blower. The fan may be operated to circulate air without
using the air conditioning unit.
The air conditioning system uses Refrigerant 12 as the refrigerant. The refrigerantenters
the compressor as a vapor. The compressor pressurizesthe heat-ladenvapor until its pressure
and heat reach a point that is much hotter than the outside air and 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 moistureand insure a steady flow
of liquid refrigerant into the evaporator through the expansion valve.The expansion valveis
a temperature controlled metering valvewhich regulates the flow of the liquid refrigerant to
the evaporator. The evaporator absorbs the heat from the airpassing over the coils. From
the evaporator the refrigerant vapor returns to the compressorwhere the cycle is repeated.
Issued: 1/3/78 AND UTILITIES

ACCESSORIES
2J18
CO
Figure 14-1. Air Conditions System Installation (Typical)
Issued: 1/3/78 ACCESSORIES AND UTILITIES
2J19
NOTE
A table at the end of these instructions will assist in locating
and correcting malfunctions which may arise in this system.
NOTE
The air conditioning system should be operated at least once

a month to prevent sticking valves and keep the system
lubricated.
14-4. MALFUNCTION DETECTION. 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 gaugepressure reading that will
correspond with the temperature of the refrigerant evaporating in the evaporator, allowing
for a few degrees temperature rise due to loss in the tube walls and fins. The high side will
have a gauge pressure that will correspond with the temperature of the refrigerant
condensing in the condenser, allowing for a few degreestemperature 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 knowledge that the
temperature and pressure of Refrigerant 12 is in close proximity between the pressures of
twenty and eighty pounds per square inch (psi). A glance at the temperature-pressurechart
will show that there is only a slight variation 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 24°F. A change of pressure of almost one
pound to 24.6 psi givesus a temperature increase to 25 0 F.
NOTE
For each 1,000 feet of elevation above sea level, the gauge
readings 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 passing over 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 conditioningsystem 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.
Issued: 1/3/78 AND UTILITIES

ACCESSORIES
2J20
TABLE XIV-I. 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
Issued:1/3/78 ACCESSORIESAND UTILITIES

2J21
Locating and repairing the trouble early will usually result in savingsto 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 given this test
before work is begun on the system wheneverpossible, 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 will insure that the repairs have been properly performed and
that the system will operate satisfactorily.
The PerformanceTest when properly performed includesa thorough examination of the
outside of the system as well as the inside. Many related parts are overlooked becauseit is
felt they are of no bearing on the operating efficiency of the unit. For this reason, a
thorough visual inspection of the complete system should be performed, followed by an
operating inspection of the system.
14-5. SPECIAL SERVICING PROCEDURES. The air conditioning system should be

serviced by a qualified shop with trained personnel. The following procedures and
precautions should be observed.
The efficiency of this system depends upon the pressure-temperature relationship 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
chemically stable. Foreign materials within the system will affect the chemical stability,
contaminate the system, and decrease its efficiency.
I. GENERAL REFRIGERATIONSYSTEMPROCEDURES.
A. REFRIGERANTSAFETY PRECAUTIONS.
1. Refrigerant 12 (commonly known as R-12 or "Freon" 12) is odorless and
colorless in either the liquid or gaseousstate. R-12 for charging refrigeration
systems is supplied in pressurized containers (approx. 70 psi at 70 F) in
liquid form. Since this material is essentiallyinert at room temperatures the
dangers are primarily associated with the pressure and the refrigeration
effects of the release and subsequent evaporation of this pressurized liquid.
2. Wear suitable eye protection when handling R-12 due to the possibility of
freezing of the eye if contacted by escapingliquid refrigerant. If liquid R-l 2
does strike the eye, the following actions shouldbe 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 possibilityof dirt entering the eye.
d. Rush to a physician or hospital for immediateprofessionalaid.
e. DO NOTATTEMPTTO 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 causeoxygen starvation. Gaseous
R-l 2 is heavier than air and flows to the bottom of a container.
Issued: 1/3/78 AND UTILTIES

ACCESSORIES
2J22
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 pressures which will result. If any heating is done to R-12
containers the container pressure should be monitored and kept below 150
psi.
B. SYSTEM SERVICING PRECAUTIONS.
1. Systems should be discharged slowly 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.
Moisture 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 cleanliness of 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-dehydrator is left open to the atmosphere it should be replaced due
to the loss of effectiveness of the drying compound it contains.
NOTE
A very strong acid (HCL) is formed when R-12 comes in
contact with moisture.
A new receiver-dehydrator should 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-ring
joints. See Table XIV-II.
TABLE XIV-II. 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 11-13 ft. lbs.
1/2 3/4 15-20 ft. lbs.
5/8 7/8 21-27 ft. lbs.
3/4 1-1/16 28-33 ft. lbs.
Issued:1/3/78 ACCESSORIES
ANDUTILITIES
2J23
COMPRESSOR VALVE (SCHRADER CHARGING) INLINE SERVICE VALVE (SCHRADER)
Figure 14-2. ServiceValves

14-6. SERVICE VALVES. The purpose of the service valve is to service the air
conditioning system. (Testing, Bleeding, Evacuatingand 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 service
should be performed at the evaporator assemblymounted valves.
NOTE
Service valves are 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.
14-7. SERVICE VALVE REPLACEMENT.The valveson the compressor are sealedwith a

gasket placed in the valve port boss. Lubricate the gasket with refrigerant oil of the type
used in the compressor, place the valveswith the tube fitting facing aft and secure with .312
bolts, torque to 15-23 inch pounds.
NOTE
Whenever the air conditioning refrigerant lines or system is
opened for any reason, the lines and fittings should be
capped and sealed immediately to prevent dirt and other
contaminants from entering the system. (It is not advisableto
put a plug into the hosesor fittings.)
Issued: 1/3/78 2J24 ACCESSORIES

AND UTILITIES
COMPOUND HIGH PRESSURE

PRESSUREGAGE GAGE
TO SUCTION TO DISCHARGE
SERVICE VALVE SERVICE VALVE
TO VACUUM PUMP OR
REFRIGERANTCYLINDER
Figure 14-3. Test Gauge and Manifold Set
14-8. 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 gauge used in the suction side
of the system. The manifold is a device having fittings for both gauges and connection hoses
with provisions for controlling the flow of refrigerant through the manifold. See Figures
14-3 and 14-4.
The center port of the manifold set is used for charging or evacuation procedures, or any
other service that may be necessary.
Both the high and low side of the manifold have hand shut-off valves. When the hand
valve is turned all the way in, in a clockwise direction, the manifold is closed. The pressures
on that side of the system will, however, be recorded on the gauge above 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 necessary to let
refrigerant out or into the system. Refer to Figures 14-3 and 14-4.
14-9. 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 following paragraphs.

2K1
DIAGRAMA
DIAGRAMB
DIAGRAMC
DIAGRAMD
Figure 14-4. ManifoldSet Operation
Issued:1/3/78 ACCESSORIES AND UTILITIES

2K2
989
COMPOUND
GAGE 50 P.S.I. PRESSURE GAGE
SCHRADER VALVE
CLOSED
I SCHRADER VALVE
GAGE SET
REFRIGERANT
CONTAINER
OPEN TO 50 P.S.I. EVAPORATOR ASS'Y
THEN CLOSE
Figure 14-5. Leak Test Hookup
NOTE
Evacuate system prior to leak check.
14-10. LEAK CHECK - METHOD I.

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 14-5.)
b. Purge the hoses of air by allowing some refrigerant to escape from the connections
at the service valves. Then tighten connections at the service valve.
c. Close the low side manifold valve and open the high side manifold valve.
d. Open the refrigerant container service valve and allow the pressure at the low side
gauge to reach 50 psi at which time close the high side manifold valve.
e. Close the refrigerant container service valve and remove the hose if no leaks are
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 possible presence of gasoline fumes in the engine area.
g. If any leaks are found, purge the system of refrigerant, make the necessary repairs
and check the compressor oil.
h. Add oil, if required, (refer to Paragraph 14-21 and Table XIV-III) then repeat steps a
thru e.
i. If no further leaks are found, the system may be evacuated and charged. Refer to
Paragraphs 14-13 and 14-14.

2K3
14-11. LEAK CHECK - METHOD II.

a. Remove the access panel at the rear of the cabin to gain accessto the servicevalves.
b. Remove the protective cap on the high pressure Schrader valvefitting 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 charging hose to a small cylinder of refrigerant and
purge the hose by allowing a slight amount of refrigerant gas to escape from the Schrader
valve fitting.
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
valveon the charging hose and observing the weight change on the scale.
f. Usingan electronic leak detector, check alljoints and repair any leaks.
g. After completion of repair of any leaks, proceed to check the system in accordance
with 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 14-13.
14-12. DISCHARGING.(Required only if system contains refrigerant.)
NOTE
Applies to Kent Moore J23500 or similar charging station.
Refer to Figure 14-7.
a. Close all valves on charging station.

b. Connect red high pressure charging line to high pressure Schrader valve at the
evaporator fitting.
c. Open valve (10) (high pressure control) on charging station one turn.
d. Hold end of blue low pressure charging line in a shop rag and slowly open valve(3)
(low pressure control) on charging station allowing refrigerant 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 excessive

oil may be carried out of system. Whenhissing stops, system
is empty and valve should be closed if no further work is
planned.
Issued:1/3/78 2K4 ACCESSORIES

AND UTILITIES
2K4
COMPOUNDGAGE
PULL 26 TO 28 PRESSURE GAGE
INCHES VACUUM
CHARGING
STAN
VACUUM
PUMP
NOTE: OPEN BOTHSERVICE VALVES

(COUNTERCLOCKWISE) ONE TURN
Figure 14-6. Evacuation Hookup

14-13. EVACUATINGTHE 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 replaced and the system evacuated to remove any trapped air
and moisture which has entered it. A vacuum pump capableof 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 following table demonstrates
the effectivenessof moisture removal under a givenvacuum.
I System Vacuum Temperature F.

27.99 100
COMPOUND GAUGE
READING 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 gauge reading will be about one inch lower,
numerically.
Issued:1/3/78 ACCESSORIESANDUTILITES
2K5
The followingsteps should be of help when performing this operation.

a. Remove access panel at the rear of the cabin to gain access to the Schrader service
valves.
CAUTION
Ascertain that all system pressure is released before

attempting the evacuation. (Refer to Paragraph 14-5.)
b. Connect the manifold gaugeset to the airplane servicevalves.(Refer to Figure 14-6.)

c. The high and low manifold hand valvesshould be in the closed position. (Refer to
Figures 14-3 and 14-4.)
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 vacuum pump.
k. Proceed to charge the system in accordance with paragraph 14-14.
NOTE
The system should be charged as soon as it has been evacuated.
14-14. CHARGING THE SYSTEM. When the system is completely evacuated in

accordance with instructions given in paragraph 14-13, one of the following procedures
should be used to charge the system.
2K6
2K6 ACCESSORIES
ACCESSORIES
ANDUTILITIES
1. CYLINDER PRESSURE GAUGE

2 COMPOUND GAUGE
3. VALVE, LOW PRESSURE CONTROL 1
4. VALVE. VACUUM CONTROL 2 24
S. CHARGING CYLINDER
6. BRACKET 3 10
7. SIGHT GLASS
8. CYLINDER BASE VALVE 11
9. HIGH PRESSURE GAUGE 12
10. VALVE HIGH PRESSURE CONTROL
11. VALVE, REFRIG. CONTROL 5 13
12. CHARGIN LINE HOSE HOLDER
13. BRACKET 26
14. LOW PRESSURE CHARGING LINE 14
15. HIGH PRESSURE CHARGING LINE
16. HEATING CLEMENT PLUG
17. VACUUM PUMP 7
18. OIL FILL LOCATION
19.
20.
NECK ASSEMBLY
REFRIGERANT DRUM SUPPORT
16 2
2 L REFRIGERANT DRUM VALVE 29
22 VACUUM PUMP VALVE
23. VACUUM PUMP EXHAUST PORT 17
24. TOP CYLINDER VALVE
25. REFRIGERANT DRUM
26. WEB STRAP
27. REFRIGERANT DRUM REDUCER
28. CHARGING CYLINDER HOSE 31
29. VACUUM PUMP INTAKE HOSE
30. VACUUM PUMP SWITCH
31. VACUUM PUMP POWER CORD
Figure 14-7. Charging Stand

14-15. WITH A CHARGING STAND. This is the preferred method of charging the system.
NOTE
The following instructions apply to Kent Moore, J23500

charging stand. Refer to Figure 14-7.
a. With the system discharged and evacuated, proceed to hook-up the charging stand.
b. Fill the charging cylinder by opening the valve at the base of the charging cylinder
and filling the sight glass with two pounds of liquid refrigerant.
c. If 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.
NOTE
If bubbling occurs in sight glass, reopen the cylinder base

valve momentarily to equalize drum and cylinder pressure.
Isued: 1/3/78 ACCESSORIESANDUTILITIES

2K7
e. Connect the heating element plug (16) to a 110 volt outlet.

f. Turn cylinder sight glass to match pressure reading on cylinder pressure gauge, this
scale should be used during entire charging operation.
g. Close valve (3) (low pressure control), fully open valve ( 11)(refrigerant control) and
allow all the liquid refrigerant contained in the charging cylinder to enter high side of
aircraft system.
h. When the full charge of refrigerant has entered the system,closevalve(11)(refrigerant
control) and valve (10) (high pressure control).
i. After completion of charging, close all valves on the charging stand. Disconnect the
high and low pressure charging lines from the aircraft system. (A small amount of refrigerant
remaining in the lines will escape.) Replace lines on holder of charger stand to keep air and
dirt out of lines. Open the valve at the top of cylinder to relieve any remaining pressure.
then reclose the valve.
j. Reinstall protective caps of Schrader valves and any access panels previously
removed.
14-16. USING THE AIRPLANE COMPRESSOR TO CHARGE THE SYSTEM. This

method is the least desirable due to the requirement of operating the airplane's engine to
run the compressor.
CAUTION
Ascertain that the area around the airplane is clear and a
qualified person is at the controls of the airplane.
a. With the system evacuated as outlined in paragraph 14-13, connect the refrigerant
charging hose to the manifold (refer to Figure 14-8) and purge the charginghose 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 pressurevalve,start the engine and operate it at 900 to 1000 RPM.
d. Operate the air conditioner and set controls to maximumcooling.
e. Open the low pressurevalveand complete charging the system.
f. Close the low pressure valveafter 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-dehydrator by 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 70 F or higher
and with the air conditioner operating.
i. If more refrigerant must be added to the system, open the low pressure valve and
increase engine speed to 2000 RPM and observe the sight glass. After the sight glass has
cleared, close the low pressure valve 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.

2K8
DISCHARGEUNE
SUCTION LNE
I CONDENSER J
RECEIVER
DEHYDRATOR
SIGHT GLASS
VALVE
PRESS SCHRADER
SWITCH VALVE
COIL FITTING
M EVAPORATOR
CO PRESSOR
OPTIONAL METHOD PREFERREDMETHOD
Figure 14-8. ChargingHookup
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 Schradervalveswith care due to the refrigerant remainingin the hose.
NOTE
A shop cloth should be used to divert escaping refrigerant
when disconnecting the charging hose from the Schrader
valve. Recap the valve.
Issued: 1/3/78 ACCESSORIESAND UTILITIES

2K9
14-17. ADDITION OF PARTIAL CHARGE TO SYSTEM. It is possible to top off this

system with refrigerant by the followingmethod.
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 14-8.)
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 glasswhen the system is operating.
g. Open the valveon 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 glassremains clear during
system operation.
j. When the sight glass stays clear of bubbles, add an additional 1/4 pound of
refrigerant 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 valvewith care due to refrigerant remaining in the line.
I. Replace the accesspanels.
14-18. COMPRESSORSERVICE. 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 servicethe unit.
Maintenance to this unit and its related components is limited to the replacement of
worn drive belt and magnetic clutch. Any other service requiresremoval of the compressor
from the system.
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.
14-19. COMPRESSOR REMOVAL. The removal of the compressor requires a complete

system discharge. (See Paragraph 14-12.)
a. Be certain the circuit protector is off for the air conditioning system.
b. Remove the engine cowling and right front baffles.
c. Disconnect the electrical leads to the magnetic clutch on the compressor.
d. Depressurize the air conditioning system.
e. Remove the suction and discharge lines 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 bolt securing the compressor idler pulley to release the belt tension and
remove belt from compressor pulley. (Do not force belt over the pulleys.)
g. Support the compressor and remove the 6 bolts securing the compressor to the
engine mounting brackets.
14-20. COMPRESSOR INSTALLATION.

a. Place the compressor to the mounting brackets. Install the six bolts and
progressively torque to 14-17 ft. pounds. (Safety all bolts with .032 safety wire.)
b. Check the oil level in the compressor in accordance with instructions given in
paragraph 14-21.
c. Place drive belt over clutch pulley and adjust the alignment of the pulleys and belt in
accordance with instructions given in paragraph 14-22.
CAUTION
Do not force the belt into the pulley sheave. If necessary,

remove the idler assembly.
d. Connect the discharge and suction lines to their respective service valve fittings.
e. Evacuate and charge the system per paragraphs 14-13 and 14-14.
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.
Issued: 1/3/78 ACCESSORIES

ANDUTILITIES
14-21. CHECKING COMPRESSOR OIL. The oil level should be checked any time the system is discharged.
The following steps should be followed to perform this check.
a. It will be necessary to discharge the system. (Refer to Paragraph 14-12.)
b. Fabricate an oil dipstick. (Refer to Figure 14-9.)
c. Remove the oil fill plug. (A .375 inch plug in the top side of the compressor crankcase.)
d. Before inserting the dipstick, the crankshaft Woodruff key should be located in the up position. (The
front face of the compressor clutch is marked with a stamped “K” indicating the key position.) The oil
level should be measured from the lowest point in the crankcase. Use the long end of the dipstick. (See
Figure 14-9.)
e. With the compressor in the installed position use Table XIV-III to determine the amount of oil in the
crankcase.
f. The compressor should never be operated with less than 6 ounces of oil. When oil is added the level
should not go above 10 ounces. Piper refrigerant oil PMS-L2000 or equivalent 500 viscosity
refrigerant oil must be used.
g. Evacuate and charge system. (Per Paragraphs 14-13 and 14-14.)
NOTE
The 10 ounce oil level is required in compressors installed on new systems.

Some oil is distributed in the system during operation. Replacement
compressors should be charged with 10 ounces of oil.
CAUTION
The oil plug should not be removed with pressure in the system.
TABLE XIV-III. COMPRESSOR OIL CHARGE
Oil Charge Ounces 6 8 10 16

Dipstick Reading Inches 13/16” 1.00” 1-3/16” 1-15/16”
Issued: 1/3/78 2K12 ACCESSORIES AND UTILITIES

4.68
TORQUE-
1.50
15-23 Ft. Lbs.
4PLCS THIS END FOR
HORIZONTAL 1.50R
MOUNT
NOTE; 12 NOTCHES 1/8 INCH APART

STARTING AT EACH END. 1.5O
THIS END FOR

VERTICAL
OIL CHECK PLUG MOUNT
(TYPICAL TWO SIDES)
Figure 14-9. Compressor And Fabricated Oil Dipstick

14-22. REPLACEMENT OF COMPRESSOR AND/OR ALTERNATOR DRIVE BELTS.
a. Remove the old belts by removing the spinner, propeller, nose cowl, engine baffles
as required, starter reing gear assembly and drive belts.
b. Place the new belt or belts in their appropriate positions on the starter ring gear
sheaves.
c. Reinstall the starter ring gear assembly, propeller and spinner.
d. Route the belts to the proper pulley sheaves as shown in Figure 14-10.
CAUTION
Do not force the belts into the pulley sheaves. Remove the
idler assemblies, if necessary, and the alternator lower
mounting bolts in order to install the belts.
e. Check the belt and pulley alignment of the compressor and/or alternator by the
following method:
1. A datum line must be established for checking belt and pulley alignment. A
nominal dimension must be established between the forward edge of the compressor belt
and the forward machined surface of the ring gear. This dimension should be taken at the
ring gear assembly where the belt is in its sheave. The amount of misalignment can then be
determined at the other pulley sheaves by using a stiff straightedge of sufficient length to
extend from the front of the ring gear to the component sheaves.
NOTE
Insure adequate ring gear surface contact to provide a solid
base for the straightedge.

2K13
2K14
ADD OR REMOVE SHIMS P/N 62833-82
BELT PLANE
911
VIEWA-A ............
.............
POINT "A"
POINT"B"
NOMINAL DIMENSION FOR

COMPRESSOR BELT ALIGNMENT
MISALIGNMENT
DIMENSION
CHECK
4. COMPRESSOR
5. ALTERNATOR
STRAIGHT EDGE 6. RING GEAR
DATUM LINE 8.COMPRESSOR IDLER SHEAVE
(FORWARD SURFACE OF RING GEAR) 9.COMPRESSOR SHEAVE
10. RING GEAR SHEAVE
11. ALTERNATOR BELT
12. ALTERNATOR SHEAVE
13. ALTERNATOR IDLER SHEAVE
Figure 14-10. Compressor And Alternator Belt Installation

2K15
917
FWD
STRAIGHT EDGE
POINT "A"
SEE VIEWA
POINT"B"
941
VIEW A
ADD OR REMOVE SHIMS (P/N

62833-83) AS REQUIRED FOR
PROPER COMPRESSOR BELT
ALIGNMENT.

2K16
2. Obtain a basic measurement from the top of the ring gear by measuring the
width of the starter ring gear plus the dimension from the forward machined surface of the
ring gear to the forward edge of the compressor drive belt. (Refer to Figure 14-10.)
3. The check and adjustments of the compressor and/or alternator drive belts
require different procedures. Refer to following appropriate instructions.
f. Compressor Belt Alignment: (Refer to Figure 14-10.)
1. Place the straightedge against the right forward side of the ring gear and measure
belt alignment at compressor sheave (Point-B).
2. Measure belt alignment at the compressor idler pulley (Point-A). The belt
misalignment at Point-A should be half the misalignment of Point-B and the dimension at
the top of the ring gear and in the same direction for and aft.
3. If at Point-A nominal misalignment is not within ± .030 of an inch, as obtained
from step 2, add or remove shims as required. Belt alignment should be made as close to
nominal as shims will allow.
g. Alternator Belt Alignment: (Refer to Figure 14-10.)
1. With the alternator belt installed, align the idler pulley in the belt plane by
adding or removing shims, P/N 62833-82 as required. Refer to paragraph 14-23 for belt
tension adjustment.
14-23. ADJUSTMENT OF DRIVE BELT TENSION. The adjustment of the compressor

and/or alternator drive belts is very important to obtain long belt life and proper component
operation.
a Adjust new compressor belt to 120 pounds span tension and new alternator belt to
90-100 pounds span tension. Use a calibrated belt tension gauge.
NOTE
The higher tension specified for a new belt is to compensate
for the initial stretch that takes place as soon as it is
operated. These higher tension values should not be applied
to belts which previously have been used. See tensions noted
below for used belts.
b. Install engine baffles if removed and install engine cowling.
c. Run the engine for a 15 minute period at 1200 RPM.
WARNING
If the air conditioner is to be operated on the ground for
servicing, the test area should be dean and free of any loose
objects lying on the ramp. Only the service valves located on
the evaporator assembly should be used for testing.
d. Shut down engine and recheck both belt tensions. If compressor belt tension falls as
low as 60 pounds, retension to 80 pounds. If alternator belt tension falls below 50 pounds,
retension to 70 pounds.
e. This tension check should be made at every 100 hours or annual inspection,
whichever occurs first.
f. Check all idler and bracket bolts for safety and replace engine cowling.

2K1 7
14-24. MAGNETICCLUTCH.
14-25. MAGNETICCLUTCHREMOVAL. (Refer to Figure 14-11.)

a. Remove the self-lockingcapscrew and washer (1) from the compressorshaft.
b. Insert a 5/8 - 11 UNC-2Bbolt in the threaded portion of the hub and tighten. The
pressure exerted by the bolt on the end of the compressor crankshaft will force off the rotor
pulley assembly (2) without damage to the clutch or compressor.
CAUTION
Do not use a wheel puller on the outer flange of the pulley.
This can damage the pulley grooves or clutch bearings.
c. Remove the four bolts securing the field assembly against the compressor bosses and
remove the bolts, washersand field assembly.
Issued:1/3/78 ACCESSORIES
AND UTILITIES
2K18
413
1. CAPSCREW
2. ROTORPULLEY ASS'Y
3. CAPSCREWS AND LOCK WASHERS
4. FIELD ASS'Y
5. COMPRESSOR
Figure 14-11. MagneticClutch
14-26. MAGNETICCLUTCHINSTALLATION.(Refer to Figure 14-11.)

a. Position the field assembly (4) against the compressor bosses, with the electrical
leadsto the cylinder side of the compressor.
b. Secure the field assembly (4) with four capscrews and lockwashers (3), do not
torque at this time.
c. Connect the electrical lead from the field assembly.
NOTE
The compressor shaft must be clean and free from burrs.
d. Slide the pulley assembly (2) over the field assembly and onto the crankshaft, now
torque the field assembly 85 to 120 inch pounds. Then secure pulley assemblywith washer
and new self-lockingcapscrew (1). Torque the capscrew to 180 to 240 inch pounds.
NOTE
If the clutch is not engaged while tightening the capscrew,
insert a spanner into the holes provided in the armature face.
e. Spin the pulley by hand to check for any interference between-the field (4) and
rotor pulley assemblies (2). A rubbing noise can be heard as the pulley rotates if there is
interference. The rotor pulley assembly must be removed and the mounting of the field
assemblyadjusted until the interference is eliminated.

2K19
14-27. 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 provide
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 thru the
floor to the condenser and evaporator 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 14-12.)
14-28. RECEIVER-DEHYDRATOR.
14-29. RECEIVER-DEHYDRATOR REMOVAL. This unit is mounted on the inboard side

of the evaporator assembly housing.
a. Discharge the system of all refrigerant. (See Paragraph 14-12.)
b. Uncouple the refrigerant lines at the receiver-dehydrator. (See Paragraph 14-5, B-7.)
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 replaced when the system has
been operated without a charge or is left open.
14-30. 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-II)
b. Evacuate and recharge the system in accordance with paragraphs 14-13 and 14-14.
Issued: 1/3/78 2K20 ACCESSORIES AND UTILITIES

14-31. CONDENSER. The condenser is mounted in a frame assembly located in the

bottom of the fuselage between stations 187.00 and 222.00.
14-32. CONDENSER ASSEMBLY REMOVAL.

a. Discharge the system. (See Paragraphs 14-5 and 14-12.)
b. Remove access panel from the aft bulkhead of cabin.
c. Remove the forward cover panel.
d. Uncouple the suction and discharge hoses at the condenser fitting. (See Paragraph
14-5, B-7.) Remove the hose clamps holding the hoses to the condenser frame.
e. Remove the AN-3 bolts from the upper ends of the side hinges and rod ends.
f. Support the condenser assembly and remove the bolt attaching the actuating rod to
the condenser assembly.
g. Lower the aft end of the assembly on the piano hinge at the forward end of
assembly.
h. Remove the eight screws attaching the piano hinge to the condenser frame assembly
and remove from aircraft.
i. To remove condenser core from assembly, remove the screws in the side mounting
frame.
14-33. CONDENSER INSTALLATION.

a. Install the condenser core to the frame assembly with the hose fittings forward and
up.
b. Place the condenser and frame assembly to the fuselage frame mounting bracket and
insert the (8) screws into the piano hinge.
c. Attach the side hinges and actuating rod and rig per paragraph 14-35.
d. Seal and couple the hose fittings (seal with Loctite refrigerant sealant applied to
flanges only).
e. Adjust the condenser in accordance with paragraph 14-35.
f. Seal all around forward cover panel (and aft cover panel if removed) with Permagum
Bead No. 576 purchased from Prestolite Engineering Company. (See Figure 14-12.)
NOTE
Whenever it is necessary to remove and replace the cabin rear
panel, it should be replaced and sealed in the original manner.
If it is not, because of the low pressure area in the cabin,
exhaust gases may seep into the cabin.
WARNING
Make a carbon monoxide test on ground and in flight with

and without the air conditioner operating. Presence of- CO
shall not exceed 1 part in 20,000.

2K21
14-34. CONDENSERDOOR ACTUATOR. The actuator is on a bracket mounted between

two bulkheads in the tail cone. It is coupled to the condenserassembly through a bellcrank
mounted to a bracket on the bulkhead aft of the condenser. The actuator travel is
controlled by two limit switches. Both the up and down switches are located on the
actuator. Refer to Figure 14-12 for the switch locations.
14-35. CONDENSERASSEMBLY RIGGING INSTRUCTIONS.(Refer to Figure 14-12.)

The condenser assembly is actuated by an electric motor through bellcranks, push rods
and limit switches.
It is necessary for the condenser door to fit flush with the fuselage skin, and with
increased force along the forward edge. The following steps will help accomplish this
requirement:
a. Adjust open limit switch (5) to open the condenser door (8) 5.00 .50 inches when
measured from the leading edge of the door to the fuselageskin.
b. Adjust side push rods so that a vertically measured gap of 16 of an inch exists along
the trailing edge of the door at the instant the forward edge of the door becomes flush with
the fuselageskin.
c. With the door fully closed adjust the "CLOSED" limit switch (6) so that the
actuator (1) travels an additional .12 of an inch after the door is fully closed, this is
necessaryto preload the mechanism. Refer to Figure 14-12, ViewA-A.
d. Cycle the assembly several times to be certain it operates properly without binding.
14-36. EXPANSIONVALVE. (See Figure 14-13.)
14-37. EXPANSIONVALVE REMOVAL. The expansion valveis 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 necessaryaccess panels and dischargesystem.
b. Remove the capillary coil from the outlet line. (Do not kink the capillary tube.)
c. Uncouple all related tube fittings. (See Paragraph 14-5,B-7.)
NOTE
If this part is not serviceable,it must be replacedwith a new
part.
Revised: 9/2/78 ACCESSORIES

AND UTILITIES
2K22
1788
SEALALL AROUNDFORWARDAND AFT COVERSWITH PERMAGUMBEADNO. 576

PURCHASED FROMPRESTOLITEENGINEERINGCOMPANY.
UP LIMIT SWITCH
1. ACTUATING TRANSMISSION ASSY.

2. BELLCRANK ASSY. (CONDENSER)
3. PUSH ROD ASSY. .12PRELOAD
4. BELLCRANK ASSY. (MECHANISM)
5. OPEN LIMIT SWITCH .22 NOM.CLEARANCE
6. CLOSED LIMIT SWITCH PRIORTO PRELOAD
7. CONDENSER
8. CONDENSER DOOR
9. PUSH ROD
10. TRANSMISSION MOTOR ASSY. VIEW A
Figure 14-12. Condenser Air Scoop Installation

2K23
TO EVAPORATOR
VALVE ASS'Y
CAPILLARY COIL
FROM RECEIVER
DEHYDRATOR
Figure 14-13. Expansion Valve
14-38. EXPANSIONVALVE 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-II.
b. Secure the capillary coil to the evaporator outlet line.
c. Evacuate and charge the system. (See Paragraphs 14-13 and 14-14.) Check for leaks.
(See Paragraph 14-9.)
d. Replace access panels.
14-39. 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 overboard through a hose clamped to a fitting on the bottom
of the evaporator housing.
14-40. EVAPORATOR ASSEMBLY REMOVAL. The evaporator assembly is located

behind the cabin rear panel, attached td 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 disassemblingany components
for service.

2K24
PORT ACCESSIBLE.
2 XVICE VAL V ESCHRADER (HI)

3. CAPILLARY COIL
4. HOUSING ASSY
IC VALVE (SCHRADER)( LOW
RECEIVER DEHYDRATOR CLAMP
7. RECEIVER DEHYDRATO
8. PRESSURE RELIEF SWITCH (RACO)
9. EXPANSION VALVE
10. OUTLET OSE
Figure 14-14. Components Installation
b. Uncouple the liquid line from the inlet side of the reveiver-dehydrator and the
suction line from the evaporator core outlet. (See Paragraph 14-5, 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.
14-41. 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 1413 and 14-14.)
f. Check for leaks (see Paragraph 14-9) if no leaks are detected. Seal and install access
panel on evaporator housing.
Issued: 1/3/78 ACCESSORIES AND UTILIES
g. Couple flexibleair duct and drain tube.

h. Make and check electrical connections. (Refer to Figure 14-15.)
i. Check operation of blower and refrigerant systems.
j. Install rear bulkhead panels. Be certain to seal. (See NOTE.)
WARNING
Whenever it is necessaryto remove and replace the rear cabin

panel, it should be replacedand sealed in the original manner
to prevent exhaust 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.
1442. PRESSURE RELIEF SWITCH (Ranco). The pressure relief switch automatically
prevents the system from over pressurization by breaking the electrical circuit to the
magnetic clutch, stopping the compressor until pressure is reduced. The switch is located in
the line between the receiverand expansion valve.
NOTE
Before the relief switch is removed, the air conditioning

system must be discharged.(See Paragraph 14-12.)
14-43. ELECTRICAL INSTALLATION. The electrical system, routing and component are
installed and routed in the conventional aircraft manner. The wiring harness is connected to
switches in the climate control center on the right side of the instrument panel. The
harnesses cross the instrument panel to the left side where two (2) wires are taken off for
the compressor clutch. The harness then passes aft along the left side of the fuselagewhere
it connects to the blower motor, pressure relief switch and the condenser actuating motor.
1444. ADJUSTMENT OF THROTTLE SWITCH(PA-32RT-300). The throttle switch is

mounted forward and below the throttle arm. The switch must be adjusted so it will actuate
at the last quarter inch of full open throttle travel.
The switch should be positioned so the throttle arm contacts the center of the switch
actuator button.
Issued:1/3/78 22 ACCESSORIES
AND UTILITIES
2 L2
DOOR OPEN LIGHT
14V BUS
RI
C81
BLOWER
AIR
COND.
SW,
32RT-300
THROTTLE SW.'.
32 RT-300T
MANIFOLT PRESSURE SW.
THERMOSTAT
COMPRESSOR
CLUTCH
DOOR
MOTOR
SHOWN WITH AIR CONDITIONING FAN SWITCH IN OFF

POSITION. THROTTLE NOT WIDE OPEN FOR
* PA-32 RT-300 OR MANIFOLD PRESSURE NOT ABOVE 34
INCHES OF MERCURY FOR PA-32RT-300T. AIR
' CONDITIONING SWITCH IN ON POSITION, FREON
PRESSURE BELOW LIMIT, THERMOSTAT CALUNG
FOR COOLING, AND CONDENSER DOOR CLOSED.
Figure 14-15. Air Conditioning WiringSchematic
Issued:1/3/78 213 ACCESSORIES

ANDUTILITIES
14-45. FUSE REPLACEMENT. There are three fuses located behind the air conditioning
system control panel. A 20 amp circuit breaker mounted in the circuit breaker panel
protects the complete air conditioning electrical system.
14-46. SHOULDER- HARNESSINERTIA REEL ADJUSTMENT.

a. Allow the 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 not 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 mechanism end up and pry off plastic cap
over mechanismand 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.
Issued: 1/3/78 ACCESSORIESANDUTILITIES

2L4
TABLE XIV-IV. TROUBLESHOOTING CHART (AIR CONDITIONER)
Gauge Indication Probable Causes Remedy
High discharge pressure. Overcharge of re- Purge excess refrigerant.

frigerant.
Air in system. Check for leaks. Bleed

charge from system.
Evacuate and recharge
system 14-13 and 14-14.
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 service valve. bulb OK replace
expansion valve.
Restriction in liquid Check for kinked hoses

line from condenser. and stopped up filter.
Low discharge pressure. Undercharge of re- Add refrigerant until

frigerant. Sight glass bubbles disappear. Check
shows bubbles or foam. system leaks 14-7, 14-10
and 14-11.
Damaged compressor Replace compressor,

valves or dirt under 14-18.
valves.
Damaged compressor. Replace compressor,

Worn or broken piston 14-18.
or piston rings.
Issued: 1/3/78 ACCESSORIESAND UTILITIES

2L5
TABLE XIV-IV. TROUBLESHOOTING CHART (AIR CONDITIONER) (cont.)

Low suction pressure. Low air supply through Repair blower or
(Accompanied by 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 vacuumin- valve.Valvewill show 14-13and 14-14.
dicating evaporator frost. Expansion valve
lacks refrigerant. inlet screen clogged. Removescreen.
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
charge, replace ex-
pansion valve.
Restriction anywhere Locate restriction and

in liquid line. Re- repair.
striction will show
frost.
High suction pressure. Capillarybulb clamp Clean contact surfaces
loose on suction line. of suction line and
Suction line shows cap bulb. Tighten
frost. clamp.
Expansion valve not Replace expansion

closing.Evaporator valve.
flooded. Suction line
frosted to compressor.

AND UTILITIES
2L6
TABLEXIV-IV. TROUBLESHOOTINGCHART(AIR CONDITIONER)(cont.)

High suction pressure. Compressor drive belt Adjust belt tension,
(cont.) slipping. 14-23.
Magnetic clutch Check electrical

slipping. circuit for correct
voltage to clutch
coil. Clean clutch
surfaces of oil.
Leaking or broken Replace compressor.

compressor valves.
Trouble Cause - Remedy

Condenser door will Faulty relay "K-2." Replace relay.
not close when air
conditioner switch is
in the "OFF" position.
System produces no Electrical

cooling.
Blown fuse in control Replace fuse.

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. see if loose, broken, or
disconnected.
Clutch coil burned out Check current flow to

or disconnected. clutch, replace if in-
operative.

2L7
TABLE XIV-IV. TROUBLESHOOTINGCHART(AIR CONDITIONER)(cont.)

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 replace if
inoperative.
Mechanical
Loose or broken drive Replace drive belts
belt. and/or tighten to
specifications, 14-22
and 14-23.
Compressorpartially Remove compressor for
or completely frozen. serviceor replacement,
14-18.
Expansion valvestuck Replaceexpansion
in open position. valve, 14-35.
Refrigeration
Broken refrigerant line. Examineall lines for
evidenceof breakage
by external stress or
rubbing wear.
Leak in system. Evacuatesystem, apply

static charge, leak
test system, and repair
leak as necessary, 14-13
and 14-9.

AND UTILITIES
2L8
System produces no Refrigeration (cont.)

cooling. (cont.)
Compressor shaft seal Replace compressor,

leaking. 14-18.
Clogged screen or Repair as necessary.

screens in receiver
dehydrator or expansion
valve; plugged hose or
coil.
System will not produce Electrical

sufficient cooling.
Blower motor sluggish Remove blower motor

in operation. for service or replace-
ment.
Mechanical
Compressor clutch Remove clutch assembly

slipping. for service or replace-
ment, 14-24.
Obstructed blower Examine entire passage

passage. for obstruction. Correct
as necessary.
Insufficient air Clean condenser coils.

circulation over
condenser coils: fins
cloggedwith dirt or
bugs.

2L9
System will not Mechanical (cont.)

produce sufficient
cooling. (cont.)
Evaporator filter Clean with cleaning

clogged. solvent to remove
cigarette tars.
Refrigeration
Insufficient re- Recharge system until

frigerant in system. bubbles disappear in
receiver dehydrator
and gauge readings
stabilize to specifi-
cations, 14-14.
Clogged screen in Purge system and re-

expansion valve. place expansion valve,
14-35.
Expansion valve Purge system; replace

thermal bulb has expansion valve, 14-35.
lost charge.
Clogged screen in Purge system; replace

receiver dehydrator. receiver dehydrator,
14-32.
Excessive moisture Purge system; replace

in system. receiver dehydrator,
14-32.
Air in system. Purge, evacuate and

charge system, 14-13
and 14-14. (Replace
receiver dehydrator,
14-32.)

Excessively noisy Electrical

system.
Defective winding or Replace or repair as

improper connection necessary, 14-24.
in compressor clutch
coil.
Mechanical
Loose or excessively Tighten or replace as

worn drive belts required, 14-22 and
14-23.
Noisy clutch. Remove clutch for

service or replace-
ment as necessary,
14-24.
Compressor noisy. Check mountings and

repair: remove com-
pressor for service or
replacement, 14-18.
Compressor oil level Fill with correct

low. amount of specified
oil, 14-21.
Refrigeration
Excessive charge in Discharge excess freon

system. until high pressure gauge
drops within specifications.
Low charge in system. Check system for leaks;

charge system, 14-9 and
14-14.
Excessive moisture in Replace dehydrator;

system. purge, evacuate, and
charge system, 14-32,
14-13 and 14-14.

2L11
14-47.OXYGENSYSTEMINSTALLATION.
14-48. DESCRIPTION. The optional oxygen system available in the PA-32RT-300T renders the
aircraft capable of cruising at higher altitudes.
The oxygen system uses two portableunits consistingof two, 22 cu. ft. capacitycylinders
containedin two carryingcases whichutilize dual manifolds,permitting4 masks to be used from
each unit, two masks from each singleoutlet using a dual connector.
CAUTION
Useonlyaviationbreathingoxygenwhenhavingtheoxygenbottle
charged. MIL-0-27210C specifies that the moisture content of
aviationbreathingoxygen must not exceed 0.005 milligramsof
water vapor per liter of gas at a temperature of 70°F and a pressure
of 760 millimetersof mercury.
14-49. REMOVALOF OXYGENUNIT(Refer to Figure 14-16)

WARNING
Donot use greaseor any greasetype fittingson any hardwarethat

connectsto the oxygen bottleor systemhardware.Whenworking
with the system make sure hands, clothing, and tools are free of
oil, grease, and dirt when workingwith the oxygen system.
An oxygen unit can be releasedfrom its cradle by pullingdown on the ring under the cradle.
slidingthe unit forward, and lifting it out of the cradle.
14-50. INSEPCTIONAND OVERHAULTIME.

Due to the nature of the process used to test compressedgas tanks, it is recommendedthat
overhaul, service or hydrostatictests be conductedby an FAA or manufacturer(Scott Aviation)
approved shop. The following checks and charts give recommended inspection and overhaul times
for the various parts of the oxygen system.
NOTE
Oxygencylindersare identifiedby the ICC or DOT identification

stampedon the cylinder. The standard weightcylinder (ICC or
DOT 3AA1800)must be hydrostatictested at the end of each 5
yearperiod.Light weightcylinders(ICCor DOT3HT1850)must
be testedevery3 yearsandafter4380refills,or 15yearswhichever
comes first, be replaced. The month and year of the last test
stampedon the cylinderbeneath the ICC DOT identification.
a. Inspectoutlets,and usingdirectionsdescribedin the nextparagraph,checkleaksbothin
the non-useand use condition.
b. Check the pressure gauge for accuracyby removingthe back section of the unit and
connectinga guage of knownaccuracy, to the fill port.
c. Inspect tank for dents, bulges, major strap chaffing marks, or corrosion. Should any of
these conditionsexist, the tank should be hydrostaticallytested.
Added: 6/15/79 ACCESSORIESAND UTILITIES

2L12
28
1. OXYGENBOTTLES
2. MOUNTINGBRACKET
3. FACEMASK
Figure 14-16. Oxygen Installation.
Table XIV-V. Oxygen System Component Limits
Parts Inspection Overhaul

Regulator 300 Flight Hrs. 3 yrs.
Pressure Gauge 300 Flight Hrs. 3 yrs.
Outlets 300 Flight Hrs. 3 yrs.
Recharge Valve Each Use Replace every 3 yrs.
Masks Each Use Replace as necessary
14-51. TESTING FOR LEAKS. Apply detector fluid type CD-I solution or its equivalent. The
solution should be shaken to obtain suds or foam. The suds or foam should be applied sparingly to
the joints of a closed system. Look for traces of bubbles. No visible leakage should be found. Repair
or replace any defective parts and retest system.
Added: 6/15/79 ACCESSORIES AND UTILITIES

2L13
With the system pressurizedto service pressure, further tests can be made. The rate of any leak
should notexceed one percentof the total supplyper 24 hour period.All tracesof thedetectorfluid
should be wiped off at the conclusionof the examination.
14-52. MAINTENANCE.
a. Check the cylinder to be sure it is securely mounted.
b. Check the cylinder for the ICC identificationnumberand for the date of the last FAA
inspectionand test.
c. If cylinderis completelyempty it must be completelydisassembledand inspectedin an
FAA or manufacturerapprovedfacility before recharging.
d. Refer to FAA Manual AC 43.13-1Afor more details.
14-53. REMOVALOF OUTLETS.
a. Make sure control valve is in full off position.
b. Connect a mask or connecterto the valve to release any pressure.
c. Using a suitable spanner wrench, remove the outlet.
d. The outlet can now be removed from the low pressureline.
14-54. INSTALLATIONOF OUTLETS.
a. Apply sealant (Permacel412) to the male end of the fitting.
b. Install the outlet to the regulatorextensionwith a suitable spanner wrench.
c. Torquethe fittingsintothe outletsapproximately30 inch-pounds.Do notover torqueas
this could damage the outlet.
14-55. PURGINGOXYGEN SYSTEM. The system should be purged wheneverthe cylinder
pressurefalls below50 PSI or if any linesare leftopen for any lengthof time. Also,if thebottle isleft
at below 200 PSI it maydevelopodors from bacterialgrowth. This willmakeit necessaryto purge
the system. Use the followingprocedures:
CAUTION
Whenperformingthis operationmakesure the area is a No Smok-
ing Area, and is as clean as possible of oil and dirt.
a. Keep all doors and windowsopen.
b. Connectthe oxygen rechargingunit to the filler valve.
c. Plug the oxygen masks into the outlet valves and turn on the system.
d. Set the rechargingunit pressureregulatorto deliver 50 psi and let the system purge for
one hour. If any odor is still presentrepeatthe procedurefor one or morehours.If the ordorpersists
after the second purging, send the unit to its manufacturer,or an approvedshop.
14-56.CLEANINGOF FACEMASKS.The disposablemasks are designedfor one-timeuse and
require no maintenance.The pilot's and co-pilot's masks can be cleanedas follows:
a. Removethe microphonefrom the mask.
b. Removethe spongerubberdiscs fromthe mask turrets.Do not use soapto clean sponge
rubberdiscs, as this woulddeterioratethe rubberandgiveoff unpleasantodors.Cleaninclean water
and squeeze dry.
c. Wash the rest of the mask with a very mild solutionof soap and water.
d. Rinse the mask thoroughlyto remove all traces of soap.
e. Make sure thesides of the breathingbag do not stick togetherwhiledrying, as this may
decreasethe life of the rubberin the bag. The mask can be sterilizedwith a solutionof 70 percent
ethyl alcohol.
Added: 6/15/79 ACCESSORIESAND UTILITIES

2L14
Table XIV-VI. Troubleshooting Chart (Oxygen System)

No indication of Cylinder empty or Charge system
pressure on leak in system has and check for leaks.
pressure gauge exhausted pressure
Return unit to
Pressure gauge or manufacturer or take
regulator defective to approved shop.
Pressure indication Oxygen cylinder Return unit to

normal but no regulator manufacturer or
oxygen flowing assembly take to approved shop.
defective
Offensive odors Cylinder pressure Purge the

in oxygen below 50 psi. oxygen system.
Foreign matter has
entered the system
during previous servicing
Added: 6/15/79 ACCESSORIES AND UTILITIES
2L15
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SERVICE MANUAL

PIPER AIRCRAFT CORPORATION

PART NUMBER 761-641 January 31, 2009

© 1978, 2009 Piper Aircraft, Inc.

Revision Publication Date Aerofiche Card Effectivity

ORG780103 January 3, 1978 1 and 2

* Piper has ceased production of all Aerofiche (i.e., microfiche) products.

01/31/09 REVISION STATUS

1. Aerofiche Grid Numbering

REVISION STATUS 01/31/09

AEROFICHE CARD NO. 2

2-1. Three View of PA-32RT-300 ............................... ....... .......... 1A18

5-8. Methods of Securing Trim Cables ........................................... IG7

7-17. Wheel Brake Assembly ........................... IL5

8-34. Ferrule Seating Tool ....................................................... 2B20

NOTE: (Electrical Schematics Figures 1144 to 11-63. see Table XI-I.)

12-3. ELT Schematics .............. ..... ................ .... ........... 2J6

Revised: 11/1/83 1A8

......... .... 2F9

1-1. General ..... .. . . . . . . . . . . .. . . . . . . . . .. . . . . . . . . . . IA13

1-3. DESCRIPTION. The Lance II PA-32RT-300 and PA-32RT-300T are single-engine,

Isued: 1/3/78 A13 INTRODUCTION

1-8. HYDRAULIC SYSTEM. The hydraulic system incorporates an electrically driven

1-11. PROPELLER. A constant speed propeller is installed and controlled by an engine

1-16. INSTRUMENT AND AUTOPILOT SYSTEM. Provisions for instrument installation

Issued:1/3/78 1A14 INTRODUCTION

HANDLING AND SERVICING

2-1. Introduction .............................................................. I A 17

HANDLING AND SERVICING

2-3. STATION REFERENCE LINES. In order to facilitate the location of various

Issued:1/3/78 HANDLINGAND SERVICING.

Figure 2-1. Three View of PA-32RT-300

Figure 2-2. Three View of PA-32RT-300T

Issued: 1/3/78 HANDLINGAND SERVICING

Issued: 1/3/78 HANDLING AND SERVICING

Figure 2-4. Station Reference Lines (PA-32RT-300T)

Issued: 1/3/78 HANDLING AND SERVICING

TABLE II-I. LEADING PARTICULARS AND PRINCIPAL DIMENSIONS

MODEL PA-32RT-300 PA-32RT-300T

Manufacturer Avco-Lycoming Avco-Lycoming

Revised6/15/79 HANDLING AND SERVICING

TABLE II-I. LEADING PARTICULARS AND PRINCIPAL DIMENSIONS (cont.)

MODEL PA-32RT-300 PA-32RT-300T

Overvoltage Relay, WICO X16799 X16799

Issued: 1/3/78 HANDLING AND SERVICING

TABLEII-I. LEADINGPARTICULARSAND PRINCIPALDIMENSIONS(cont.)

Revised:9/2/78 HANDLINGAND SERVICING

Before entering the aft section of the fuselage, be sure the

If normal operation requires movement between any of the

HANDLING AND SERVICING

TABLE 11-11.RECOMMENDED NUT TORQUES

Revised:11/1/83 HANDLING AND SERVICING

TABLE 11-11.RECOMMENDED NUT TORQUES (cont.)

COARSE THREAD SERIES

Stel Tension SteelSheer