Gulfstream Commander

Model 685
MAINTENANCE
MANUAL
REVISED: 29 APRIL 1975
CHANGED: 15 APRIL 1985

MODEL 685, MANUFACTUFIERS SERIAL NO.

REGISTRATION NO.

At the time of this Maintenance Manual, the contents were, to the

best of Gulfstream Aerospace knowledge, adequate to maintain the
aircraft in a continued airworthy condition.

'15EN/5:
Gulfstream Aerospace Corporation
Wiley Post Airport
P.O. Box 22500
Oklahoma City, Oklahoma 73123

P/N M685001-2
 085
MAINTENANCE MANUAL

LIST OF EFFECTIVE PAGES

TOTAL RUMBEA OF PAGES IN THIS PUBLICATION IS 341 CONSISTING OF THE FOLLOWING:

Page Issue Page Issue

*Title Chango 6 4-16 thru 4-22 Revision 1

*A Change 6 4-23 Chango 2
Change 6 4-24 Change 3
i thru iv Chango 3 4-25 thiu 4-27 Revision 1
Added Chango 3 4-28 Change 4
vi Blank, Added Change 3 4-29. Change 3
1-1 Chango 4 4-30 thru 4-41 Revision 1
1-2 thru 1-5 Revision 1 4-42 Blank Revision 1
1-6 Change 4 5-1 thru 5-3 Revision 1
1-7 Revision 1 5-4 thru 5-5 Change 3
1-8 Blank Revision 1 5-6 thru 5-12 Revision 1.
2-1 Chango 2 *5-12A Added Change 6
2-2 Revision 1 *5-12B Blank, Added Change 6
2-3 thru 2-5 Change 2 *543 Change 6
*2-6 Change 6 5-14 thru 5-19 Revision 1
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2-10A Added Change a 6-3 thru 6-15 Revision 1
2-10B Blank, Added Change 3 *6-16 Change 6
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2-13 Change 3 7-1 Revision 1
2-14 thru 2-16 Chango 2 7-2 Chango 2
°2-16A thru 2-16D Added Chango 6 7-3 Revision
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Blank, Added Change 6 *7-6 Change
2-23 thru 2-26 Chango 2 *7-6A thru- 7-6D Added Change 6
*2-27 Change 6 7-7 thru 7-18 Revision 1
2-28 thru 2-29 Change 2 8-1 thru 8-8 Revision 1
2-30 thru 2-31 Change 5 8-9 Change 2
2.32 Chango 2 8-10 Change 1
*2-33 thru 2-35 Change 6 8-10A Added Change 1
2-37 Change 2 8-10B Blank, Added Change 1
*2-38 Change 6 841 Change 1
*2-38A Added Change 6 8-12 Change 3
*2-3811, Blank, Added Change 6 *8-13 Change 6
2-39 Change 5 8-14 thru 8-18 Revision 1
2-40 thru 2-42 Change 2 9-1 thru 9-26 Revision 1
3-1 thru 3-3 Revision 1 104 thru 10-23 Revision 1
3-4 Blank Revision 1 10-24 Blank Revision 1
3-5 Revision 1 10-25 Revision 1
3-6 Blank Révision 1 10-26 Blank Revision 1
3-7 thru 3-32 Revision 1 10-27 Revision 1
4-1 Change 4 10-28 Blank Revision 1
4-2 Revision 1 10-29 Revision 1
4-3 Change 4 10-30 Blank Revision 1
4-4 Revision 1. 10-31 Revision 1
4-5 thru 4-11 Revision 1 10-32 Blank Revision 1
thru 4-14 Change 6 10-33 Revision 1
54-14A,'Added Change 6 10-34 Blank Revision 1
4-14B Blank, Added Change 5 10-35 Revision 1
*445 Change 6 10-36 Blank Revision 1

INSERT LATEST CHANOirkp PAGES. DESTROY SUPERSEDED PAGES.

*The asterisk indicates pageellPhanged, added or deleted by the current chango.

Change 6 A
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MAINTENANCE MANUAL

LIST OF EFFECTIVE PAGES (Continued)

Page Issue THIS MANUAL COMPLETELY REVISE')

APRIL29, 1975
10-37 thru 10-51 Revision 1
10-52 Blank Revision 1 Change 1 December 5. 1975
10-53 thru 10-57 Revision 1 Change 2 April 30. 1976
10-58 Blank Revision 1 Change 3 - November 23. 1977
10-59 Revision 1 Chango 4 January 27. 1978
10-60 Revision 1 Change 5 May 1. 1981
10-61 thru 10-63 Revision 1 Change 6 April 15. 1985
10-64 Blank Revision 1
10-65 Revision 1
10-66 Blank Revision 1
10-67 ' Revision 1
10-68 Blank Revision 1
11-1 thru 11-16 Revision 1 -

INSERT LATEST CHANGED PAGES, DESTROY SUPERSEDED PAGES.

*The asterisk indicatespageschanged. acidé d or del eted by the current chango.

B Chango 6
 685
MAINTENÁNCE MANUAL
INTRODUCTION
This Rockwell International, General Aviation Division
Maintenance Manual has been prepared by the Tech-
nical Publications Department. It contains informa-
tion on all aircraft systems and operating procedures
required for safe and effective maintenance. It shall
not be used as a substitute for sound judgement.
APPLICABLE PUBLICATIONS
Pilots Operating Handbook or Flight Manual
1.
2. Pilots Checklist.
Illustrated Parts Catalog.
3.
4. Service Releases.
HOW TO GET COPIES
AUTOMATIC DISTRIBUTION
To receive future changes and revisions to this manual
or to any other publication automatically, an aircraft
unit must be established on the automatic distribution
list maintained by the Technical Publications Depart-
ment. All owners of new and used aircraft can be
established on the automatic distribution list or change
existing publications requirements of an aircraft unit
by submitting a properly executed TechnicalManual
Owner Address Change Card Form (AC 1661) found
in the front of all Maintenance Manuals leaving the
factory. Other publications may be purchased by
completing Technical Manual Order Form (AC 1658
or AC 1659). Additional information is provided in
Service Information No. SI-101.
ADDITIONAL COPIES
Additional copies of this manual and related changes
may be procured by submitting a Technical Manual
Order Form (AC 1658 or AC 1659) found in the back
of all Maintenance Manuals delivered from the factory.
REQUESTING MANUALS CORRECTIONS/
CHANGES
Recommended changes or corrections to this manual
may be submitted by anyone using the manual. Change/
correetion reeommendations shall be submitted onthe
Publications Change Request Form (AC 1432) foundin
the back of all manuals delivered from the factory.
Change 3
Introductlon
All recommended changes will be reviewed by Cus-
tomer Service, Engineering, etc., before incorpora-
tion or rejection. Additional forms may be requested
from Rockwell International - General Aviation
Division
CHANGES AND REVISIONS •
There are two types of changes and one type of revi-
sion used to keep this manual current. The material
compiled in these changes and revisions will consist
of information necessary to maintain the present
equipment or new equipment added to the airplane.
It is imperatiVe that this material be inserted in the
manual at the time it is received.
INTERIM CHANCE
An interim change will be distributed anytime it is
necessary to forward immediate information to the
holders of maintenance martinis. The interimeliange
will consist of colored pages which are inserted in
the appropriate section of the manual until formal
white change pages are issued. This interim change
will include deletions and/or additions of material
pertinent to specific paragraphs or illustrations of
the manual.
FORMAL CHANCE
A formal change will be distributed periodically, to
holders of maintenance manuals, and will, in most
instances, supersede previous interim changes.
These changes will be nage replacements and shall
be inserted in the manual in accordance with the in-
structions given below:
1. Replace the obsolete pages in the manual with
formal change pages of the same page number.
2. Insert pages, with page numbers followed by
a leiter, in direct sequence -with the same
common numbered nage, i .e., 5-1, 5-1A,
5-2, 5- 2A , 5-2B, and 5-3.
REVISIONS
The revision is distributed when over sixty percent
of the manual has been changed due to major changes
to equipment and/or accumulated formal changes
require a revision to the manual. A revision will
replace every existing page in the manual and should
be inserted in the manual as follows:
 685
IntrOdUCtion
MAINTENANCE MANUAL
1, Remove and dispose of all pages in the manual
except the tala dividers and Insert the new
pages in each section.
IDENTIFICATION OF CHANGED MATERIAL
Changed text will be identified by a black vertical
line along the outside margin of the nage, opposite
revised or added material. Changed illustrations
will have symbols within the border of the illustration
to indicate minor changes. Major changes requiring
complete redrawing of an illustration will be indicated
by a black vertical line along the outside margin of
the page oppósite the illustration.
Revisions of text and illustrations will not have any
change markings as they are treated as new pages in
a new manual.
WARNINGS, CAUTIONS, AND NOTES
The following definitions apply to "WARNINGS",
"CAUTIONS", and 'NOTES" found throughout the
manual.
WARNING
An operating procedure, practice, or
condition, etc., which may result in
injury or death, if not carefully observed
or followed.
fi
CAUTION
1
An operating procedure, practice, or
condition, etc ., which may result in
damage to equipment, if not carefully
observed or followed.
NOTE
An operating procedure, practica, or
condition, etc ., which is essential to
emphasize.
WORDING
The concept of word usage and intended meaning
which has been used in preparing this manual is as
follows:
"Shall" has been used only when application of a pro-
cedure is mandatory.
"Should" has been used only when application of a
procedure is recommended.
"May" and "need not" have been used only when appli-
cation of a procedure is optional.
"Will" has been used only to indicate futurity, Hever
to indicate any degree of requirement for application
of a procedure.
Change 3
 685
MAINTENANCE MANUAL Table of Contents

TABLE OF CONTENTS

SECTION PAGE

I GENERAL INFORMATION 1-1

II SERVICING 2-1

III HYDRAULICS i 3.1

IV POWER PLANT AND PROPELLER 4-1

V FUEL SYSTEM 5-1

VI 1ANDING GEAR, WHEELS AND BRAKES . 6-1

VII FLIGHT CONTROLS 7-1

VIII I NSTRU M ENTS 8-1

IX ENVIRONMENTAL 9-1

X ELECTRICAL 10-1

XI OPTIONAL EQUIPMENT 11-1

Change 3
 68 5
Table of Contents MAINTENANCE MANUAL
List of Illustrations

LIST OF ILLUSTRATIONS
Figure Title Page Figure Title Page

1- 1 Station Diagram 1- 3 4-11 Control Cable Handling 4-17

1- 2 General Dimensions 1- 4 4-12 Control Cable Installation 4-18
4-13 Engine Control .Quadrant 4-19
2- 1 Minimum Turning Distantes 2- 2 4-14 Manifold Pressure Chart 4-21
2- 2 Tow Bar Applications 2- 3 4-15 Propeller Governor. 4-25
2- 3 Mooring 2- 4 4-16 Engine Mount 4-30
2- 4 Interna' Control Lock 2- 5 4-17 Engine Cowling 4-31
2- 5 External Control Lock 2- 6 4-18 Detall Engine Specifications 4-32
2- 6 Jacking 2- 7 4-19 Cowl Flap Tab Installation 4-33
2- 7 Oil Filter 2- 8 4-20 Propeller Assembly 4-35
2- 8 Service Chart 2-10 4-21 Checking Blade Angle 4-36
2- 9 Strut Extension Graph 2-11 4-22 Trouble Shooting Engines 4-37
2-10 Batteries and External Power 4-23 Trouble Shooting Propellers 4-40
Reeeptacle 2-12 4-24 Torque Table 4-41
2-11 Hydraulic Reservoir 2-14
2-12 Inspection Plates and Access Covers 2-15 5- 1 Fuel System Schematic 5- 3
2-13 Lubrication Chart 2-18 5- 2 Fuel Sump and Transmitter
2-14 Torque Values 2-27 Installation 5- 4
5- 3 Fuel Enclosure Assembly-Fuel Sump 5- 6
3- 1 Hydraulic System. Equipment 5- 4 Fuel Shutoff Valve 5- 7
Locator 3- 2 5- 5 Fuel Boost Pump 5- 8
3- 2 Hydraulic System Schematic 3- 3 5- 6 Fuel Sump Screen 5- 9
3- 3 Hydraulic Reservoir 3- 8 5- 7 Fuel Filter • 5-10
3- 4 Engine-Driven Hydraulic Pump 3- 9 5- 8 Fuel Cell La:M.11g Pattern 5-11
Accumulator-Regulator 3-11 5- 9 Fuel Flow vs Nozzle Differential
3- 6 Accumulator Regulator Schematic 3-12 Pressure 5-16
3- 7 Hydraulic Pressure Gage 3-13 5-10 Fuel Quantity Transmitter 5-17
3- 8 Landing Gear-Wing Flap Control 5-11 Fuel Quantity Calibration Box 5-18
Valve Schematic 3-14 5-12 Indicator Error Envelope. 5-19
3- 9 Landing Gear-Wing Flap Control
valve 3-16 6- 1 Main Landing Gear Installation 6- 4
3-10 Travel Limits-Landing Gear-Wing 6- 2 Main Landing Gear Strut Assembly 6- 6
Flap Control Arms 3-18 6- 3 Main Landing Gear Uplock Mechanism 6- 9
3-11 Landing Gear and Wing Flap 6- 4 Nose Landing Gear 6-10
Control Valve Rigging A djustments .3-19 6- 5 Nose Landing Gear Strut 6-13
3-12 Main Landing Gear Actuating 6- 6 Nose Landing Gear Doors 6-14
Cylinders 3-20 6- 7 Main Wheel 6-15
3-13 Emergency Air Pressure Gage 3-21 6- 8 Measuring Brake Lining Wear 6-17
3-14 Main Landing Gear Uplock Cylinder 3-22 6- 9 Main Wheel Brake 6-18
3-15 Nose Landing Gear Actuating 6-10 Power Brake Valve 6-19
Cylinder 3-23 6-11 Nose Wheel 6-20
3-16 Wing Flap Actuating Cylinder 3-24 6-12 Parts Tolerances - Main Landing
3-17 Parking Brake Valve 3-25 Gear 6-22
3-18 Power Brake Valve 3-26 6-13 Parts Tolerances - Nose Landing
3-19 Nose Wheel Steering Bypass Valve 3-27 Gear 6-22
3-20 Nose Wheel Steering Cylinder 3-27
3-21 Parts Tolerances 3-29 7- 1 Control Surface Balancing 7- 3
3-22 Hydraulic System Trouble- 7- 2 Control Colman 7- 5
Shooting Chart 3-30 7- 3 Aileron Control System 7- 6
7- 4 Aileron Trim Tab 7- 8
4- 1 Engine Assembly and Accessories 4- 2 7- 5 Rudder Control System 7- 9
4- 2 Magneto-Cam End View 4- 4 7- 6 Rudder Trim Tab Control System 7-10
4- 3 Magneto Timing 4- 5 7- 7 Elevator Control System 7-12
4- 4 Ignition Wiring Diagrarn 4- 6 7- 8 Elevator Trim Tab Control System 7-14
4- 5 Fuel Injection System Schematic 4- 9 7- 9 Measuring Points-Control Surface
4- 6 Fuel-Air Control Unit 4-11 Travel 7-15
4- 7 Engine-Driven Fuel Pump 4-12 7-10 Wing Flap Control System 7-16
4- 8 Air Induction System 4-13 7-11 Rod End Adjustment 7-17
4- 9 Exhaust Stack Assembly 4-15 7-12 Cable Tensions Temperature
4-10 Engine Baffle Assembly 4-16 Conversion Chart 7-18

iv Change 3
 i85
MAINTENANCE MANUAL Table of Contents
List of Illustrations

LIST OF ILLUSTRATIONS (CONTD)

Figure Title Page Figure Title Page

8- 1 Instrument Panel 8- 2 10- 1 Battery and Bus System 10- 2

8- 2 Vacuum System Schematic 8- 4 10- 2 Electrical Power Distribution 10- 3
8- 3 Equipment Installation-Instruments 8- 6 10- 3 Electrical Equipment Locator 10- 4
8- 4. Instrument Markings 8- 9 10- 4 Circuit Breaker Panel 10- 7
8- 5 Trouble Shooting Vacuum System 8-15 10- 5 Trouble Shooting Voltage Reg-ulator 10- 8
8- 6 Trouble Shooting Instruments 8-16 10- 6 Annunciator Panel 10- 9
10- 7 Overhead Switch Panel 10-10
9- 1 Pressurization and Heating Equip- 10- 8 Pilots Service Panels 10-11
ment 9- 2 10- 9 Instrument Panel 10-12
9- 2 Heater Assembly 9- 4 10-10 Trim Tab Position Transmitter 10-13
9- 3 Heater Spark Gap Jig 9- 7 10-11 Connector and T-Strip Locator 10-15
9- 4 Fuel Traín 9- 8 10-12 Fuse Chart 10-18
9.- 5 Fuel Filler 9- 9 10-13 Electrical Symbols 10-19
9- 6 Variable Thermostatic Duct 10-14
Switch Adjustment 9-10 thru
9- 7 Cabin Pressure Control Schematic 9-11 10-43 See Wiring Diagrams Index 10-21
9- 8 Cabín-to-Aircraft Altitude Graph 9-12
9- 9 Outflow Valve 9-14 11-1 Deicer System Schematic 11- 2
9-10 Instrument Sub-Panel 9-16 11-2 Deicer Boot Test Procedures 11- 7
9-11 Refrigeration System Schematic 9-17 11-3 Brush Guide and Spring Removal 11- 9
9-12 Oil Dip Stick 9-19 11-4 Electric Windshield Wiper 11-10
9-13 Evaporator and Compressor 11-5 Windshield Alcohol Anti-Ice
Checkout Graphs 9-20 System 11-11
9-14 Trouble Shooting Heater and 11-6 Oxygen System 11-12
Blower System 9-21 11-7 Oxygen Regulator Assembly 11-13
9-15 Trouble Shooting Air Conditioning 11-8 Oxygen Outlet 11-14
System 9-24

Change 3
 685
MAINTENANCE MANUAL Section I
General nf ormation

SECTION I

GENERAL INFORMATION

: JABLE OF CONTENTS

Page Page
GENERAL DESCRIPTION 1- 1 Empennage 1- 5
PRINCIPAL DIMENSIONS 1- 1 AIRCRAFT SYSTEMS 1- 5
General 1- 1 Flight Controls 1- 5
Wing 1- 2 Landing Gear and Brakes 1- 5
Horizontal Stabilizer 1- 2 Hydraulic System 1- 5
Vertical Stabilizer 1- 2 Environmental System 1- 6
Fuselage 1- 2 Power Plant 1- 6
Áreas 1- 2 Fuel System 1- 6
AIRCRAFT STRUCTURES 1- 2 Instruments 1- 6
Fuselage 1- 2 Electrical System 1- 6
Wing 1- 5 Optional Equipment 1- 7

GENERAL DESCRIPTION insulated ami upholstered for noise abatement,

This high wing, twin-engine, pressurized aircraft, is
designed primarlly for executive transportation. Power
is suponed by two Continental GTSIO-520-F or GTS10-
520-K engines, equipped with Hartzell three-blade,
constant speed, full-feathering propellers. The engine
and propeller combination provides optimum aircraft
performance for all flight conditions up to an altitude
of 25,000 feet. Structural integrity, flight safety, and
mínimum maintenance requirements are assured by
the all-metal construction and design of major air-
frame components. Wing and empennage deicerboots
may be furnished as optional equipment. The wing
design and its placement in relation to the fuselage,
provides the high lift capability and aircraft control-
ability that is needed to give optimum single-engine
performance; plus, the capability for short-field
operations. A standard usable fuel capacity of 256
gallons is provided for longer range flights and lens
fueling stops. The retractable tricycle landing gear
is operated hydraulically and is provided with an in-
dependent pneumatic gear extension system. Passen-
ger and crew comfort are assured by the environ-
mental system, which automatically maintains se-
lected cabin temperature and pressure altitude for all
flight conditions. An oxygen system, with outlets at
each crew position, can be providedas option equip-
ment. The cabin area and baggage compartas t are
warmth, and appearance. Optional equipment instal-
lations are available to equip the aircraft for all-
weather operation. This equipment may be installed
at the factory or the aircraft may be modified locally
by the installation of custom kits.
The cabin, which will seat up to seven passengers,
may be furnished with several different seating ar-
rangements and a variety of accompanying fixtures.
A large self-sealing door, located on the left side of
the fuselage, provides access to the cabin area. As
entrante step, which automatically extends and re-
tracts when the cabin door is opened or closed, af-
fords easy entrante into the cabin. A separate bag-
gage compartment, located to the rear of the aft cabin
pressurized bulkhead, is accessible through a door
on the left side of the fuselage
PRINCIPAL DIMENSIONS
GENERAL
Wing Sean 558.64 inches (46' -6. 64")
Overall Length 515.72 inches (42'-11.72")
Height lo Top of Vert.Stab 179.35 inches (14'-11.35")
Propeller Gnd Clearance ... 24.96 inches (2'41 96")

Change 4 1-1
 685
Section I MAINTENANCE MANUAL
General Information

Main Gear Tread 185.00 bichos (151 -5.00") - Width 46.00 in.
Main Gear to Nose Gear 211.81 inches (17'-7. 81") - Length 58.00 in.
Empty Weight (w/Std.Equip-Estimated) 6021 lbs. Volume 43 cu.ft.
Gross Weight 9000 lbs.
Ramp Weight 9050 lbs.
AREAS

WING Wing 266.00 sq.ft.

Aileron (10. 26 sq. ft. each) 20.52 sq.ft.
Type High-Wing-Full Cantilever Flaps (10.40 sq. ft. each) 20.80 sq.ft.
Airfoil Section (Chordwise) NACA 23012 Horizontal Stabilizer (incl. elev) 58.37 sq.ft.
Root Chord 103.79 in. Elevators (incl. tabs) 20.54 sq.ft.
Tip Chord 33.00 in. Vertical Stabilizer (incl. rudder) 44.27 sq.ft.
Mean Aerodynamic Chord 74.50 in. Rudder (incl. tabs) 17.12 sq.ft.
Angle of Incidence, Tip lo
Dihedral (at LE) 4°
Sweep Angle, 25% Chord -3° 32'
Aspect Ratio 8 27 AIRCRAFT STRUCTURES
C. G. Limit, Gross Wt. FWD 17.00% MAC
C. G. Limit, Gross Wt. AFT 28.00 % MAC
Flap Travel Down 40° *2 0 The station diagram shown in Figure 1-1 provides a
convenient method for identifying and locating refer-
ence points on major components of the aircraft.
HORIZONTAL STABILIZER Referentes to fuselage and wing station numbers and
Z fines are used as a means of pin-pointing the loca-
Span 237.30 inches (191 -9.30") tion of structural and system component installations.
Airfoil Section A three-view of the aircraft and jis general dimen-
(Normal to 50% Chord Line) ...NACA 0010 Modified sions is shown in Figure 1-2.
Root Chord 57.75 in.
Tip Chord 12.01 in.
Mean Aerodynamic Chord 39.88 in. FUSELAGE
Angle of Incidence 0° 45'
Dihedral (at L. E.) 10° The assembled fuselage consists of three main sec-
Aspect Ratio 6.908 tions. The nose section, which is unpressurized,
Taper Ratio 4.808 houses the nose landing gear, avionics components,
Elevator Travel - UP 30° +1. -0° and the power brake valves. The nose cone houses
- DOWN 100 +2. -0° radar gear and provides additional streamlining.
Trim Tab Travel - UP 6° 30' Nose landing gear doors, which open and close as the
- DOWN 24° 0' II- 1° gear is extended or retracted, forra an aerodynam-
ically smooth nose section during (light. The nose
section is joined to the center fuselage section at
VERTICAL STABILIZER fuselage station 5.50, which is also the location of the
forward pressure bulkhead. The center fuselage,
Height (aboye top of fuselage) 105.45 inches (8' -9,45") which contains the main cabin area and baggage com-
Airfoil Section (Normal to 50% Chord partment. extends from the forward pressure bulk-
Line Angular Settingto Fuselage C/L)... NACA 0009 head to fuselage station 254.00 where it is joined to
Root Chord 0° the aft fuselage section. A pressure bulkhead located
Mean Aerodynamic Chord 61.30 in. at fuselage station 178.00 separates the main cabin
Rudder Travel - L Sr R 20° +2°. -0° and baggage compartment. The baggage compartment
Trim Tab Travel - L & R 26° +2°, -0° extends from the aft pressure bulkhead to fuselage
station 239.00. A cabin entrante door,, sealed by
compressedair to prevent any pressurization loss, is
FUSELAGE installed at fuselage station 78.00. Major components
of the environmental system are installed in the center
Door Level Aboye Ground 18.50 in. fuselage area, aft of the baggage compartment. Win-
Cabin Door - Height 47.00 in. dows are installed on each side of the fuselage for
- Width 26.55 in. passenger viewing. The pilots area is equipped with
Cabin Interior - Height 54.70 in. a Wide-vision windshield: eyebrow windows and side
- Width 52.00 in. windows to assure maximum pilot visibility during
- Length 173.00 in. (light, Single or dual, electrically operated wind-
- Volume (Incl cockpit) 224 cu.ft. shield wipers may be provided as optional equipment.
Baggage Door - Height 31.25 in. The center fuselage section is designed to assure a
- Width 19.75 in. wide-strength safety margin for all (light conditions
Baggage Compartment Interior - and to provide attaching structures for the outer wing
- Height 36.00 in. panels ami aft fuselage section. Sturdy, renovable,

1-2
 655
MAINTENANCE MANUAL Section I
General Information

LEFT HORIZONTAL STABILIZER

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1-3
 685
Section I MAINTENANCE MANUAL
General Information

Figure 1-2. General Dimensions

1-4
 685
MAINTENANCE MANUAL
aluminumflooring supported by longitudinal beams and
bulkheads extends from the forward pressure bulk-
head through the baggage compartment. The center
wing structure is permanently attached to the fuse-
lage so that a part of the wing torque is absorbed by
the fuselagestructure. The aft fuselage is permanen-
tly securedto the center fuselage section and provides
structural attachment points for the empennage flight
surfaces and controls.
WING
The wing is installed as a single unit and secured to
the upper fuselage center section by load-bearing
bulkheads, which are permanently attached to the for-
ward and aft wingspars. Truss forgings, permanently
secured Lo the wing, provide the attachment and pivot
points for the main landing gear trunnions. The two
nacelle assemblies, which endose the engines, var-
ious aircraft systems accessories, and the landing
gear mechanisms, may be removed from the wing
when major repairs are required. Two steel webs,
cap, and mounts, attached to the forward wing spar
provide the principal means for supporting the engine
installation on the wing. Ten fuel cells are installed
in the wing area; four cells are installed between the
engine nacelle and fuselage, one cell is installed in
the center wing section. and another cell is located
directly below it in the upper fuselage area. Hydrau-
lically operated wing flaps are installed on the lower
aft side of each wing panel. Inboard flap sectlons
extend. inboard from the engin nacelles to wing sta-
- 39.00, and Outboard flaps extend outboard from
the outboard side of each engine nacelle to the ailer-
ons. Extension and retraction of the wing flaps is
synchronized by a cable and sheave arrangement.
Metal ailerons, which extend from the wing flaps to-
the wing tip, are hinged to the wing trailing edge.
Retractable landing lights are located in the left and
right lower wing surface outboard of the engine na-
celles.
EMPENNAGE
The empennage assembly, which is permanently at-
tached to the aft fuselage section, consists of the ver-
tical and horizontal stabilizers. The metal rudder
and elevators are attached to the empennage at sealed
bearing hinge points and controlled by cables attached
to the control surface torque tubes. Both the rudder
and elevators are equipped with controllable trim tabs.
Fillets, fairings, and a fiberglass tau cone complete
the empennage assembly.
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
The aircraft is equipped with dual flight controls, and
uses the conventional control column, control wheel,
Section I
General Information
and rudder pedals to operate the primary flight con-
trol surfaces. Movable rudder and elevator trim tabs
are operated by rotating the tab control wheels, lo-
cated in the overhead trim tab panels. A trim posi-
tion indicator installed aboye the switch monitors the
tab position. The various trim tabs are used to cern-
pensate for different flight attitudes of the aircraft.
The wing flaps are operated hydraulically and con-
trolled by a lever on the right side of the engine con-
trol quadrant in the lower instrument panel. A con-
trol lock, which may be installed between the rudder
pedals and control column, secures allflight controls
in the neutral position when the aircraft is parked.
LANDING GEAR AND BRAKES
The retractable tricycle landing gear is operated hy-
draulically; however, a pneumatic system is provided
for emergency extension of the main landing gear in
the event of hydraulic system failure. The nose land-
ing gear is held in the up position by hydraulic pres-
sure and will free-fall to the down and locked position
if the hydraulic system fails. Mechanical uplocks
hold the main landing gear in the retracted position.
During the retractioncycle the mainlanding gear strut
interbody is rotated 90 ciegrees to permit the landing
wheels to retract into a well in the aft part of the en-
gine nacelle. MechanicaLly actuated nacelle doors
endose the main strut body. The main landing gear
wheels are equipped with hydraulically-actuated disc
brakes, which are individualiy actuated by Power
brake valves when pressure is applied at the rUdder-
brake pedals. The auxiliary hydraulic system will
provide hydraulic pressure for operation of the wing
flaps and brakes in the event of utility hydraulic sys-
tem failure. Parking brakes, which will operate
from auxlliary or utility system hydraulic pressure,
are engaged by applying toe pressure on the rudder-
brake pedals and engaging the parking brake control
knob on the left side of the control pedestal. The
steerable nose wheel is hydraulically operated and
controlled by depressing the rudder-brake pedals.
Initial depression of the pedal starts the nose wheel
turning toward the desired direction, while further
pedal pressure results in a combination of nose
steering and main wheel braking to turn the aircraft.
A bypass valve in the nose steering system prevents
the nose wheel from being turned when it is in the
retracted position.
HYDRAULIC SYSTEM
The landing gear, wheel brakes, wing flaps, and nose
wheel steering systems are operated by the aircraft
hydraulic system. An auxiliary system is provided
tooperate the wingflaps and wheel brakes in the event
both engine-driven pumps should become inoperative
or the main hydraulic system fluid supply is depleted.
The auxiliary hydraulic system receives fluid .pressure
from an automatically energized, electric motor-
driven pump which obtains hydraulic fluid from a
reserve supply of fluid trapped in the main hydraulic
1-5
 685
Section I MA INTENANCE MANUAL
General Information
reservoir. An accumulator is incorporated in the
hydraulic system to maintain a constant, regulated
hydraulic system pressure. A relief valve, located
in the bottom of the hydraulic Huid reservoir, protects
the system from over-pressure that could be caused
by thermal expansion of the fluid or pressure regulator
failure.
ENVIRONMENTAL SYSTEM
The environmental system provides heating, ventila-
tion, and pressurization. Air conditioning is provid-
ed as an optional and separate portion of the environ-
mental package. Primary heating is provided by high
temperature bleed air from the engines, and aug-
mented by a combustion heater when additional heat
is required. Ambient air received through the ram
air duct is mixed with the bleed air to provide a com-
fortable envIronment. A ventilation blower supplies
ambient air to the combustion heater for ground op-
eration or unpressurized flight. During flight the
high temperature bleed air is used to heat the in-
terior. Heater, heater blower, cabin temperature
and bleed air selector switches are on the instrument
subpanel to provide automatic control of the system.
Cabin pressurization is available immediately after
takeoff and maintains a nominal pressure difieren-
tial of 4.0 psi. This pressure differential maltea it
possible to fly the aircraft at an altitude of 23,000
feet while maintaining a comfortable cabin altitude of
10,000 feet. Emergency dump valves are installed in
the pressiirization system to prevent excessive pres-
surization in the event of a malfunction. The dump
valves are a primary outflow valve and a safety valve.
Pressurization is controlled by the cabin pressure
controller and the pressurization switch on the in-
strument sub-panel. Major components of the heat-
ing, ventilation and pressurization system are: com-
bustion heater and blower, vent blower, eyeball blow-
er, bleed air check valves, intercooler, ram ah'
check valve and variable thermostatic switch. The
optional air conditioning system consists of a Freon
gas compressor, cooling fan, condensor, eyeball
blower, and two evaporator blower sets. The air
conditioning is used for additional cooling when nor-
mal cooling is insufficient. Freon gas circulating
through the evaporator core absorba heat from the
cabin thereby cooling the air. This cooled air is re-
circulated through the cabin ducting and back through
the evaporator until the desired temperature is ob-
tained. The temperature is controlled by the cabin
temperature control lever in the instrument sub-
panel. The air conditioning hi-low switch on the sub-
panel controls the compressor speed to increase or
decrease cooling capacity.
POWER PLANT
Two Continental GTSIO-520-F or GTSIO-520-K, wet
sump, turbo charged engines are installed on the air-
craft. Shock mounts, which danmen engine and pro-
peller vibration, support the engine on the extruded
aluminum engine mount beams bolted through the fire-
1-6
wall to the landing gear trusses. Each engine drives a
Hartzell all-metal, three-blade, constant speed, full
feathering propeller. Engine cowling consists of one
cowl door on each side of the engine and three top
cowling panels and a split nose cowl ring (A/C 12030
and subsequent). Cowling doors may be quickly low-
ered to provide ready access to the engine for in-
spection, maintenance and repair. The complete
cowling may be removed to facilitate engine removal
and replacement, or other maintenance requiring
complete access to the engine. Electrically operated
cowl flaps are located on top of the nacelle for con-
trolling cylinder head temperature during flight
Electrically and pneumatically operated ice guarda
are available for installation as optional equipment.
All engine accessories are attached to mounting pads
on the engine. The generator, hydraulic pump, vac-
uum pump, tachometer generator and propeller gov-
ernor are the engine accessories not furnished with
the basic engine as supplied by Continental. The en-
gine is equipped with a wet sump pressure oil system.
The oil supply is contained in the sump. An engine
oil cooler is installed on the lower left rear section
of the engine.
FUEL SYSTEM
The fuel system, which is comprised of 10 fuel cella,
has a useable fuel capacity of 256 gallons. All fuel
cella are interconnected and function as a single tank
unit. Fuel is supplied to each engine by separate
electrically-operated fuel boost pumps, located in the
lower center fuselage fuel cell. Fuel shutoff valves,
located in the fuselage fuel cell sump, are individually
actuated by fuel shutoff switches. The fuel system is
equipped with a fuel screen, located on top of the cen-
ter fuselage fuel cell sump, and a fuel filter installed
on the aft side of the firewall. The filler cap for the
fuel system is located on top of the right wing between
the engine nac elle and fuselage. Fuel vent lines ex-
tend outboard from each forward fuel cell, through
the forward outboard fuel cells and to vent ports in
the lower side of each wing.
INSTRUMENTS
All instrumenta except the magnetic compasa are lo-
cated in the shock-mounted instrument panels. Instru-
ments are visible to both pilot and copilot and are
provided with illumination from an edge lighted panel
as well as indirect overhead lighting. All power plant
instrumentation is grouped in the center instrument
panel. Flight instrumenta are located in the instru-
ment panela directly in front of the pilot and copilot.
In addition to minimum standard instrumentation a
variety of instrument combinations and panela con-
figurations are available for optional installation.
ELECTRICAL SYSTEM
The 28-volt de electrical system obtains power from
two 12-volt batteries and two engine-driven 30-volt
200-amp generators. Current is normally supplied
Change 4
 685
MAINTENANCE MANUAL
to the system from the generator. When generator
output is not available electrical power is supplied
from the batteries installed in the aft fuselage. A
ground power receptacle, located behind the battery
compartment access door in the aft fuselage, is pro-
vided as an optional and may be used for connecting a
28-volt de ground power unit to the aircraft de power
system for engine starting or maintenance. The
electrical system is a conventional single ;vire sys-
tem, utilizing voltage regulators, overload circuit
breakers, paralleling relays, and cutout relays to
regulate generator voltage and protect the electrical
system.
Section I
General Information
OPTIONAL EQUIPMENT
The aircraft may be modified to furnish several op-
tional equipment installations, which afford increased
operational capability and flight safety. Wing and
empennage and propeller deicing systems may be in-
stalled for ice elimination during flight. Electric
windshield wipers and an oxygen system are also
available (see Section XI). Air conditioning is avail-
able for passenger comfort (see Section LX). These
optional installations may be installed at the factory
during manufacture of the aircraft, or may be in-
stalled alter the aircraft has been delivered.
1-7/1-8
 685
MAINTENANCE MANUAL Section
Servicing

SECTION II

SERVICING

TABLE OF CONTENTS

Page Page
GENERAL DESCRIPTION 2- 1 Wing and Empennage Deber System 2-14
GROUND HANDLING 2- 1 Propeller Deicing System 2-17
Towing 2- 3 A1RFRAIVIE MAINTENANCE 2-17
Taxiing 2- 3 Fuselage Sealing 2-17
Parking 2- 3 Cabin Door Seal 2-24
Mooring 2- 3 Windows and Windshields 2-24
Jacking 2- 4 Airframe Cleaning 2-25
Leveling 2- 4 Couch and Seats 2-26
Emergency Procedures 2- 5 LUBRICATION 2-26
Engine Ground Operation 2- 5 SCHEDULED INSPECTION AND MAINTE-
Storage 2- 5 NANCE REQUIREMENTS 2-26
SERVICING 2- 6 Part I, Preflight Inspection 2-28
Engine Oil System 2- 6 Part II, Postflight Inspection 2-29
Landing Gear and Brake System 2- 9 Part III, Periodic Inspection 2-30
Batteries 2- 9 Part IV, Special Inspection Requirements .1,2-35
Fuel System 2-12 Part V, Overhaul or Replacement
Hydraulie System 2-13 Schedule 2-39
Environmental System 2-14 Part VI, Test Flight Inspection Require-
Oxygen System 2-14 ments 2-41

GENERAL DESCRIPTION brake assembly.

b. When operating the engines, remove all towing
equipment and observe the following:
Standard procedures for ground handling, servicing, 1. Head aircraft into wind and chock wheels.
airframe maintenance, and lubrication are included 2. Remove all control locks.
in this section. Adherence to these procedures, on a 3. All personnel, work stands, and equip-
scheduled basic, can cave many hours of costly main- ment shall be clear of danger altas
tenance. When a system component requires service 4. Set parking brake
or rnaintenanceother than that outlined in this section, 5. Position nose wheel straight ahead and
refer to the applicable Section of this manual for com- hold rudder pedals in neutral position when
plete information. operating engine(s) at high power.
6. Perform engine ground run in clear area
to prevent foreign object damage to engine and
propellers.
GROUND HANDLING
CAUTION
The followingprecautionary measures should be taken 1
when handling the aircraft on the ground:
During engine ground runs, the cylindeí
a. Do not set parking brake lever if brakes are head temperature shouldnot be allowed
wet and ambient air is 32°F or less, as there is a to exceed 380°F (193.33°C) and the oil
possibility of moisture accumulation freezing in the temperature 200°F (93. 33°C).
Change 2 2-1
 685
Section II MAINTENANCE MANUAL
Servicing

Figure 2-1. Minimum Turning Distantes

2-2
 685
MAINTENANCE MANUAL
Figure 2-2. Tow Bar Applications
TOWING
Movement of the aircraft on the ground may be ac-
complished by either of the following methods:
a. Pulling and guiding aircraft with a tow bar (Fig-
ure 2-2). fe nose gear will turn 45 degrees to each
sida of center for ordinary turning. fase tow limits
are marked on the fuselage nose cap and must be
strictly observed to prevent nose gear damage.
b. Lowering the tail and moving aircraft back-
wards. The main wheels are near the center of bal-
ance, and two men can easily lower the tail and moya
the aircraft backwards as desired.
Attach a ropa harness to the main lending gear to
rnove aircraft over soft or muddy ground. Never
push, pulí, or lift aircraft by the ailerons, elevators,
or flaps. Observe NO PUSH areas on the fuselage
tail cone, nose section, and nacelles. Do not tow
aircraft by the tail skid or use the nose gear strut as
an attach point for towing by tug or truck. Avoid
jerky motions during all towing operations.
TAXIING
Before attempting to taxi the aircraft, ground person-
nel should be checked out by qualified pilots or other
responsible personnel. When it is determinad that
propeller blast arca is alear, apply power to start
taxi roll and perform the following checks:
a. Taxi forward a few feet and apply brakes to
determine brake effectiveness.
Change 2
Section II
Servicing
b. While taxiing, make slight turna to determine
effectiveness of nose wheel steering system.
c. Mínimum turning distances shown in Figure
2-1 should be strictly observed when taxiinpthe air-
craft close to bulldings or other stationary objects.
d. When possible, avoid taxiing over ground con-
taining lose stones, gravel, or any lose material
that may cause foreign object damage to propellers
and anginas.
PARKING
Head aircraft luto wind and set parking brake. Do
not set parking brake during cold weather when ac-
cumulated moisture may freeze in brakes, or if
brakes are overheated. Glose cowl flaps, instan in-
termal control lock (Figure 2-4) and pitot covers, and
place chocks under wheels. The tow bar , furnished
with the aircraft, is designed to be utilizad as a tall
section support (Figure 2-2), as required. It is not
designad to support the aircraft during jackingopera-
tions. When attaching the tow bar to the tail skid,
adjust the bar so that a mínimum clearance of three
(3) inches is assured between the end of the bar and
the parking surface.
MOORING.
When mooring aircraft in the open, head into the wind
if posslble. Secure control surfaces with the internal
control lock and set the brakes. For calm weather
conditions, chock the main wheels. If winds up to 20
Imots, secure the main gear and tail skid. For wind
2-3
 685
Section II MAINTENANCE MANUAL
Servicing
Figure 2 - 3. Mooring
aboye 20 knots, tie nose, tail skid, and main gear
(see Figures 2-3 through 2-5). Hangar aircraft when
wird velocity exceeds 60 knots. When mooring air-
craft, use 3/4-inch manita rope tied in a eleve hitch
or other anti-slip knot and leave sufficient slack in
the rope to permit shrinkage without damage to the
Mitran.
JACKING
When it is necessary to completely lift the aircraft
off the ground it is recommended that jacking be ac-
complished inside a hangar. If it is necessary to jack
the aircraft in the open, windconditions must be calco
and the aircraft should never be left unattended. At-
tack the two renovable jack pads provided with each
aircraft to the under surf ace of the wing outboard of
each nacelle. Place a telescoping tail stand weighing
at least 300 pounds under the tail section, and secure
stand to aircraft tail skid with a 1/4-inch boli. Post-
tion jacks under the jack pads and raise aircraft until
the main landing gear is off the ground.
CAUTION
The aircraft will tip either fore or aft
when on jacks; therefore the tall must
be both supported and weighted.
2-4
A tripod Jack, with a minimum height of 66 inches
and an extended height of 78 inches should be used
to lift the complete aircraft. A telescoping tail stand
weighing 300 pounds minimum, and having a normal
height of 52.5 inches should be used to support and
weight the tail whenever it is necessary to bit all
three wheels clear of the ground. The tail of the air-
craft may be lowered and secured to raise the nose
lending gear off the ground. A jack pad, installed on
each main lending gear lower strut fork permits the
individual gear to be raised (see Figure 2-6).
LEVELING
It is necessary tolevel the aircraft forvarious opera-
tions, such as weighing, calibration of the fuel quan-
tity indicating system, and replacement of major
structural components. To level the aircraft later-
ally, place a spirit level across the floor beams of
the cabin floor immediately forward of the rear seat.
Deflate the tire or strut on the high side until the
spirit levet indicates the aircraft is level. For lon-
gitudinal leveling, place a spirit level in a fore and
aft position on top center line of the fuselage immed-
iately forward of fuselage station 178.80. ínflate or
deflate the nose tire until the Mitran is levet. For
more positive leveling, place the aircraft on jacks.
This method shall be used when calibrating the fuel
quantity indicating system, as the aircraft must be
Change 2
 685
MAINTENANCE MANUAL
CONTROL
COLUMN
RUDDER-BRAKE
PEDALS
42 479A5
Figure 2-4. lotero& Control Lock
perfectly static during the calibration procedure.
EMERGENCY PROCEDURES
The following emergency procedures must be accom-
plished as rapidly as possible should an emergency
arise. It is therefore suggested that the steps per-
taining to each emergency be committed to memory
in order to accelerate the procedure and minimize
damage. The best solution for avoiding emergencies
is to follow the procedures contained in this manual.
ENGINE FIRE DURING STARTING. If a fire develops
in the engine compartment during engine starting,
continue the engine start in an attempt to blow out the
fire. 1f the firepersists, or should a fire also develop
in the wheelwell or engine nacelle, proceed asfollows:
a. Parking brake - SET.
b. Throttle control levers - CLOSE.
c. Mixture control levers - CUTOFF.
d. Fueland hydraulic emergency shutoff switches -
EMER S/0.
e. Fuel boost pump switches - OFF.
f. Magneto switches - OFF.
g. Battery switch - OFF.
h. Signalfire guard to extinguish fleme with foam.
Change 2
Section
Servicing
CAUTION I
Do not open cabin door until left pro-
peller has stopped rotating.
i. Abandon ship.
ELECTRICAL FIRE. Circuit breakers isolate all
electrical circuits and will automatically Interrupt
power if the circuit is shorted. However, as a safety
precaution in the event of electrical fire, turn the
right and left generator switches and battery switch
OFF. Use a fire extinguísher approved for electrical
fires to extinguish the fleme.
EMERGENCY GROUND EX1T AND ENTRANCE. If
the cabin door cannot be opened, emergency exit can
be made through the cabin window directly opposite
the cabin door. Pull emergency exit lever down and
lift window from aircraft structure. Do not leave the
aircraft until both propellers have stopped rotating.
Emergency entrance into the cabin may be made
through the cabin door or by breaking the windshield
or any of the other windows.
ENGINE GROUND OPERATION
All engine ground operations including external pre-
start checks, cockpit prestart checks, and the start-
ing of engines shall , be performed as outlined in Sec-
tion IV of this manual. Engine starts may beinade
with aircraft battery power or with an auxiliary de
power zenit (APU) if the optional external power con-
nector is installed. The APU must be regulated at
28 volts, and capable of providing a minimum of 16
volts during the starting cycle. In cold weather it is
recommended that the props be pulled through by hand,
four revolutions (12 blades), prior to starting.
STORAGE
The aircraft is constructed of corrosion resistant al-
elad aluminum; however, since aluminum is subject
to oxidation, it must be periodicaliy checked for sigas
of corrosion. The first indication of corrosion is the
formation of white deposits or spots on unpainted sur-
faces. Painted surf aces will discolor or blister.
The aircraft should be stored in a dry hangarfor good
preservation.
STORAGE FOR 30 DAYS OR LESS. Special preser-
vation measures are not required for airframe and
airframe components when the aircraft 1s tobe stored
for 30 days or less. However, the following proce-
dures should be accomplished prior to ami during
storage.
a. Service fuel, oil and hydraulic systems.
tires. Clean and remove oil or hydraulic (luid from
c. Close high pressure valve on oxygen supply
cylinder.
2-5
 685
SectiOn 11 MA1NTENANCE MANUAL
Serviehig
Figure 2-5. External Control Lock
d. Release all oxygen from high pressure tu
oxygen regulator and low pressure linos to oxygen
auneis.
e. Insure that all electrical switches are OFF.
f. Instan air inlet plugs.
g. Rotate lending gear wheels, every seven days,
to prevent formation of flat spots.
NOTE
See Section IV for engine preserva-
tion procedures.
STORAGE FOR MORE THAN 30 DAYS. When an air-
craft is to be stored for periods greater than 30 days
the following preservation and storage procedures
should be followed:
a. Repeat steps a. through g. of paragraph "Stor-
age For 30 Days or Less."
b. Remove batteries ami store in cool place.
c. Clean and polish aircraft.
The aboye storage proc e d u re s are applicable for
storage periods not exceeding 60 days. When storage
for longer than 60 days is required, the nearest
Commander Distributor should be contacted for
storage recornmendations.
RETURNING AIRCRAFT TO SERVICE. If proper
procedures have been followed during storage, very
little preparation Will be required to return aircraft
to service. Install fully charged batteries and per-
fore a thorough and searching daily inspection and
preflight check.
2-6
RUDDER GUST LOCK
CLAMP AND SCREW
•
SERVICING
ENGINE OIL SYSTEM
NOTE
On aircraft equipped with GISIO-520K
engines, ensure that the corred clip-
stick is in place prior to checking the
oil (left engine dipstick P/N 635160-8
and right dipstick P/N 635160-9).
A supply of 13.6 quarts of engine lubrication oil is
contained in the oil sump of each engine. The oil
supply should be checked bef ore each ¡light and main-
tained at the dipstick full mark with seasonal weight
and quality of lubricating oil. Refer to Engine Main-
tenance for correct oil grade and weight.
OIL LEVEL CHECK AND SERVICING. The oil level
dipstick is a parí of the filler cap. which is located
on top of engine. Access to the filler cap is gained
through a (loor, located on the upper surface of the
engine cowling. Maintain oil level at full (13.6 quarts)
mark. Add oil that is uf the same quality and weight
of oil as that eontained in sump (seo Figure 4-18).
OIL CHANGE. Engine lubricating oil should be
changedat intervals specified in the aircraf inspection
guide. To change oil proceed as follows:
Chango 6
 635
MAINTENANCE MANUAL
HYDRAULIC JACK
MINIMUM HEIGHT - 66 IN.
MAXIMUM HEIGHT - 78 IN.
Figure 2-6. Jacking
a. Operate engine until cylinder head temperature
is within green range.
b. Place container, having a capacity of 14 quarts
or more, beneath oil drain plug.
c. Remove oil drain plug, drain oil supply from
sump as completely as possible, and replace draln
plug.
d. Clean oil screens as outlined in this section.
e. Add 13.6 quarts of oil and check levet with
dipstick to assure sump is full.
INSPECTION AND CLEANING OF OIL SCREENS
(ELEMENTS). Two oil screens (filters), located
within each engine oil system, filter out foreign ma-
terial that would otherwise be carried finto critical
moving parts of the engine. A metal oil screen is
located in the outlet port of the engine-driven oil
pump. An airframe mounted oil filter is installed on
the forward side of the firewall (see Figure 2-7).
The metal oil screen must be cleaned and ínspected,
while the oil inter element must be removed and re-
_ amount of metal particles are found on either the oil
placed, each time the oil is changed or whenever im-
proper oil circulation is suspected.
Oil Pump Screen Removal
a. Release pressure on oil system by draining oil
sump.
Change 2
Section II
Servicing
ADJUSTABLE
TAIL STAND
WEIGHT - 300 LBS MIN.
61
b. Remove oil screen plug, and gasket, and dis-
card gasket.
c. Remove oil screen.
Oil Enter Element Removal
a. Unscrew stud from the bottom of
b. Remove and discard copper gasket, flat rubber
gasket, and square rubber gasket.
c. Remove element and discard.
Inspection and Cleaning
Check screens and elements for evidente of metal
particles and observe the amount of carbon and sludge
in the oil screens and elements. The amount of car-
bon and sludge build up, especially in . the screen,
are Inclicators of engine condition. lt the build np of
this material increases progressively between oil
changos the service lile of the engine will be increased
if the oil change time is reduced. When an excessive
screens or elements, accomplish engine operational
check and oil screens and elements inspection as out-
lined below to determine if the engine should be con-
thimed in service. To clean the engine oil screens,
soak and wash screens in cleaningsolvent and dry with
moisture free compressed air. The elements should
2-7
 685
Section II MAINTENANCE MANUAL
Servicing

Figure 2-7. Oil Filler

be replaced. When metal particles are found in the
metal oil screens accomplish the following steps.
a. Instan new or cleaned oil screens and filler
ele ments.
b. Operate engine until cylinder head temperature
is within green range. Operate enginethrough various
power settings and observe oil pressure and oil tem-
perature readings for erratic indication. Allow en-
gine to run an additional 30 minutes.
c. Shut engine off.
d. Drain oil sump.
e. Remove screens and elements and repeat in-
spection for metal particles. If metal particles are
present, engine overhaul is required. Engine may be
returned to service if screens and elements are free
of metal particles. Consult nearest Continental
Motors Corporation Representative if condition of
engine is questionable.
and element on stud.
b. Coat both sides of fíat rubber gasket and square
cut rubber gasket with clean engine oil. This allows
rubber gaskets to seat properly under torque when
tightening the stud.
c. Install flat rubber gasket on shell edge.
d. Install mounting plate on stud.
e. Install nylon nut on stud threads and run up
finger tight against mounting plate so assembly will
be held as a unit until it is installed on the adapten
f. Installsquare rubbergasket in groove in mount-
ing plate.
g. Instan complete assembly to the adapter and
torque stud to 240-300 inch-pounds.
CAUTION

Oil Pump Screen Installation Do not over tighten the assembly. Over
tightening can result in filter compo-
a. Slide new gasket over oil screen and plug as- nent failure.
sembly.
b. Install oil screen plug assembly and torque to
240-260 inch-pounds. h. Start engine and operate for Five minutes at
1000-1200 rpm. Inspect for leaks and proper assem-
Oil Filler Element Installation bly. II a leak is noticed remove the oil filter housing
and check components for proper assembly and loca-
a. Installnew copper gasket on stud and place shell tion.
2-8 Change 2
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 685
MAINTENANCE MANUAL Section 11
Servicing

system adjustments. Sulphuric acid (electrolyte) does

not evaporate and does not ordinarily need replaee-
ment un1ess spilled. An electrolyte specific gravity
reading of 1.265 - 1.275 (corrected to 80°F) for all
cells indicates a completely charged battery. If the
specific gravity reading 1s below 1.240, the battery
must be recharged at a rale not exceeding 3 amps.
Temporarily discontinúe charging tf battery tem-
peratures exceeds 95°F. Cool with fan if necessary.

WARNING

Do not allow the use of open Game in

the vicinity of battery gases. Gases
produced by chemical reaction are ex-
plosive.

Change 3
2-10A/2-10B
 485
MAINTENANCE MANUAL Segtjon II
Servicing

I
_I
i:4 I
700 <1
MI
NOTE oI
z
WITH STRUT FULLY EXTENDED
INFLATE TO 350 ± 10 PSI

111
600

1
0LO
STRUTAIR PRESSURE - PSI

I
Pi
fri
o
500 1

iE-1
400

300
LLGT
J
'ATIC

1
I
I
200 I
2 4 5 6 7 8 8.75

MAIN LANDING GEAR STRUT EXTENSION

FROM FULLY COMPRESSED - INCHES
22 5

Figure 2-9. Strut Extension Graph

Record hydrometer readings and battery voltages specific gravity value.

while the battery is being charged. Discontinue
charging when specific gravity reading of lowest cell
(corrected to 80°F) and the battery voltage (14.4 volts Specific Gravity Freezing Point
minimum) does not rise during three successive of Electrolyte oF
hourly readings. E any cell is still more than 30
points (0.030) below 1.265 and the battery is service- 1.150 Completely Discharged +5°F
- able (aboye 14.4 volts), the specific gravity may be 1.175 -4°F
adjusted by adding 1.250 to 1.300 sp. gr. dilute sul- 1.200 -16°F
phuric acid to the low cell. Do not adjust aboye the 1.225 - 35°F
full charge value. 1.250 - 62°F
1.275 - 85°F
1.300 Fully Charged - 96°F
WARNING

REMOVAL AND INSTALLATION

Wear pro ective clothing and goggles
when handling electrolyte and use only a. Turn battery switch OFF.
glass, rubber, or plastic for pouring. b. Lower battery access door (see Figure 2-10).
c. Remove battery tray retaining pM and slide
During cold weather operation it is important to keep tray and batteries out onto access door.
the battery properly charged, to lessen the clangor of d. Disconnect battery cables and vent poses from
freezing. The following figures show the tempera- batteries and loosen battery tie down bolis.
tures at which electrolyte will freeze for a given e. Lift batteries off tray and remove from aircraft.

Change 2 2-11
 685
Section II MAINTENANCE MANUAL
Servicing

EXTERNAL
POWER
RECEPTACLE
(OPTIONAL)

Figure 2-10. BaHeries and External Power Receptacle

gine l'aceite. The ninth cell is theated in the center

WARNING
Serious burras can vestal if acid de-
posits contad skin or clothing. Wash
all affected arcas immediately with
soap and water and riese thoroughly.
Installation of balleries is similar Lo the removal
procedure; however, the following stops should also
be accomplished.
a. Clean battery tertnimil bayonets and cable, and
terminals with emery dolli.
b. Place btheries un Lray and ;Mach cable Lo posi-
live post of aft ballery and negativo post of fumard
battery.
c. Safety battery lie clown bolis and battery tray
retaining pins.
FUEL SYSTEM
- for entrained water tcr l'unen the sump drains. Drain
The fuel tank system consists of 10 interconneeted
fuel cells which form a single lank system. Four
fuel eells are located un the inboard sirle oí cae]) en-
wing section and the -,remaining cell is installed in
the fuselage below the center wing eell. Two electri-
cally operated continuous duty fuel boost pumps are
installed in a sump contained in the fuselage fuel cell.
Each pump supplies fuel lo its respective engin
where the two-element engine-drivenfuel pump boosts
fuel pressu re beforethe fuel entero the fuehair con-
trol unit. Inilial sereeningof the fuel is accomplished
by a fuel screen conminad in the sump of fuselage
fuel col!. A fuel strainer is inslalled in each angina
fuel-air control unit Lo filler the fuel. Servicing of
this fuel-air control mal is 'United to visual inspec-
tion for evidence of damage or deterioration and the
removal, replacemend ancl adjustmed. For removal
and indallation of the fuel-air control una, seo Sec-
tion IV. Electric:any operated fuel shulorr valves
controls the fuel flow Lo each enczioe. The fuselage
fuel [link sump also contains une of the two fuel trans-
mitters ancl a sump drain calvo. Tha fuel Hyde ni
has a usable fuel capacity of 256 D. S. ga llons. For
f u eli lig and clefueli ng instrucl.ions, set S ecti ora V. When-
ever possible, the aire rail should be servida' inl-
rnecliately atter each ilight Lo pernil]. maximum time
a small aludid of fuel from each Stinlp (Inda and
check for presence of water or other foreign material
at each daily inspeelion.

2-12 Change 2
 685
MAINTENANCE MANUAL
FUEL SYSTEM DRAINS. The fuel system includes
the following drains: A center fuel eell drain on the
fuel sump, two outboard fuel cell drains at wing sta-
tion 117.00, and two inboard fuel cell drains at wing
station 31.50, and two overflow fuel drains per each
engine. Thefuel cellsumpdrain is accessible through
the drain valve access door on the right side of the
fuselage below the inboard flap. Fuel cirain valves
for the left and right fuel cells are installed on the
lower wing surface just inboard and outboard of each
nacelle at the aboye wing stations. They are actuated
by rotating with a screwdriver until the valve locks
open. Drain a small quantity of fuel from the fuel
sump draindaily to remove any accumulationof water
or sediment.
HYDRAULIC SYSTEM
The aircraft isequipped with two automatic pressure-
cornpensated, variable-delivery type, engine-driven
hydraulic pumps which provide power for operation
of the hydraulic components. In the event of a mal-
function in the hydraulic system, an electrically-
operated hydraulic pump provides hydraulic pressure
to operate the brakes, wing flaps, and nose wheel
steering. A check of the 'hydraulic system installa-
tion should be made periodically for evidence of hy-
draulic Huid leakage. The hydraulic fluid level in
the hydraulic reservoir should be checked before each
flight and hydraulicfluid added to bring the fluid levet
up to the FULL mark on the dipstick. For complete
information on the hydraulic system refer to Section
III of this manual.
HYDRAULIC RESERVOIR FILLING. The hydraulic
reservoir is located in the left nacelle, immediately
outboard of the wheel well (see Figures 2-8 and 2-11).
A door, located on the top surface of the nacelle and
aligned with the reservoir filler cap, affords easy
access for servicing. Before removing the combined
filler cap and dipstick, wipe filler neck with a shop
towel to remove dirt that eould fall into reservoir.
Never allow reservoir to remain uncapped any longer
than necessary. If reservoir is low and hydraulic
Huid is not immediately available reinstall filler cap
while fluid is being obtained. Service hydraulic
reservoir as follows:
a. Retract wing flaps.
b. Open reservoir access door.
c. Remove reservoir filler cap.
d. Fill hydraulic reservoir to FULL mark (3. 2
quarts) on dipstick. Do not service aboye FULL mark
since the remaining space is for fluid expansion.
e. Install filler cap and secure access door.
FILTER REPLACEMENT. Hydraulic reservoir filler
must be replaced at regular intervals, to maintain a
clean hydraulic system. Every effort must be made
to.prevent dirt from entering reservoir during filler
replacement. If replacement operation is interrupted
for any reason, place cover over reservoir to keep
Change 3
Section H
Servicing
dirt out. Do not replace filler while aircraft is ex-
posed to dust laden air. The access door on top sur-
face of the left nacelle has an opening large enough to
accommodate filter replacement. Replace filler as
follows:
a. Remove drain plugs from honora of reservoir
(Figure 2-11) and drain fluid into a clean container
If fluid is to be reused, container must be tightly
covered. REINSTALL DRAIN PLUG.
b. Open reservoir access door on top surface of
nacelle.
c. Disconnect vent tube from reservoir cover
fitting.
d. Loosenreservoir cover retainingbolt and care-
fully lift cover from reservoir.
e. Withdraw filler and gasket from reservoir. Do
not allow fluid to drip onto aircraft.
f. Clean sediment from bottom of reservoir using
tare to prevent sediment from entering emergency
supply port.
g. Clean removed filler gaskets with hydr.au lie
Huid before installation. Replace gaskets if condition
is questionable.
Filler replacement is accomplished by reversing the
removal steps and referring to Figure 2-11. If otean-
linees of Huid drained fromreservoir is questionable,
use new Huid. After reservoir is serviced, check
drain plug for evidence of leakage.
EXTERNAL HYDRAULIC POWER UNIT. The entire
hydraulic system can be functionally tested'by- the
attachment of an external hydraulic power source.
The power unit niust be compatible with MIL-H-5606
hydraulic fluid and capable of supplying a continuous
pressure of 900-1075 psi. Connect power unit as
follows:
a. Reduce hydraulic system pressure to zbro.
b. Turn battery switch ON and close engine hy-
draulic-fuel shutoff valve switch.
c. Lower inboard cowl door on left engine or out-
board cowl door on right engine (see Figure 2-12) and
disconnect supply and pressure hoses from engine-
driven hydraulic pump.
NOTE
A container should be available to catch
hydraulic Huid draining from fines.
Take necessary precautions to prevent
contamination if Huid is to be reused.
d. Cap hydraulic pump fittings.
e. Connect pump supply hose to hose leacling from
power unit inlet port and connect pump pressure hose
to power unit outlet port.
f. Service hydraulic reservoir and open hydraulic
shutoff valve before operating hydraulic power unit.
2-13
 685
Section II MAINTENANCE MANUAL
Servicing

OXYGEN SYSTEM

The oxygen cylinder is located in the aft baggage com-

COVER FILLER CAP partment, and when fully charged weighs 13.38 pounds
AND DIPSTICK and contains 22.0 cubic feet of aviator's breathing
RETAIhTING
BOLT ASSEMBLY oxygen at a pressure of 1800 psi.

WARNING

No smoking or open (lame of any kind

is permitted in or near the aircraft
while the oxygen system is on. Keep
oil, grease, hydraulic fluid, flammable
items, and other foreign material away
from oxygen equipment. Dangerous
explosionswill result if oilyfluids con-
tact high pressure oxygen.

Refilling of oxygen cylinders must be accomplished

by a reputable oxygen service station using aviator's
breathing oxygen. This oxygen is specially dried to
remove moisture which could cause corrosion and
damage to the system, or which could freeze at low
temperatures and render the system useless. The
cylinder shutoff valve is equipped with a hex-capped
safety device which protects the cylinder from over-
expansion of the oxygen in the event of exposure to
Eire or extreme heat.

PRESSURE CAUTION
RELIEF
VALVE
Do not attempt to remove the safety
device installed in cylinder shutoff
valve while the cylinder contains oxy-
R23 44 gen.

Figure 2-11. Nydraulic Reservoir

NOTE
Always start engine opposite to external
hydraulic power unit application on the
first run after power mili is used.
Bef ore removing the oxygen cylinder for refilling or
replacement, Lhe valve on the cylinder must be closed
and Lhe oxygen system Fines bled to zero. While the
aircraft is on the ground, the oxygen supply shutoff
valve should be closed and the altitude adjusting valve
OFF (counterclockwise).

ENVIRONMENTAL SYSTEM
The following instructions for servicing the pressur-
ization equipment are intended as a guide for daily
flight line maintenance operations only. Procedures
other than routine daily maintenance are discussed in
Section IX of this manual. limpect the refrigeration
unit for proper oil level. Oil level should be between
7/8 to 1.125-inch froin bottom of dipstick. Service
compressor with proper oil to maintainthis level (see
Figure 2-13 for approved oils). Inspect inlet air duct
for obstructions before each flight.
• NOTE
Do nal use force when closing valves
or valve seats may be damaged.
WING AND EMPENNAGE DEICER SYSTEM
MAINTENANCE AND CLEANING. Service lile uf de-
icer hoots can be extended if care is taken lo avoid
scuff damage and abrasion incurred during aireraft
servicing and maintenance. Boots must be main-
tablea Cree from oil, fuel, and other solventa which
are injurious to rubber. Boots must be cleaned regu-

2-14 Chango. 2

10
15 14
RIGHT SEDE VIEW
1. PROPELLER
2. NOSE COWL RING
3. UPPER ENGINE COWLING
4. LOWER ENGINE COWLING
5. AFT NACELLE
6. RADAR ANTENNA
7. NOSE EQUIPMENT COMPARTMENT
8. INSTRU1V1ENT PANEL
9. AVIONICS
10. POWER BRAKE VALVE
11. EXTERNAL POWER RECEPTACLE (OPT) 27. CONTROL SURFACE CABLES AND PULLEYS
12. ROTATING BEACON GROUND WIRE
13, RUDDER TRIM TAB ACTUATOR
14. RUDDER CONTROL LINKAGE
15. EMPENNAGE CONTROL LINKAGE
16. NOSE LANDING GEAR
17. VACUUM UNES
18. AILERON CONTROL PULLEYS
Figure 2-12, Inspection Piafes and Access Covers (Sheet 1 of 2)
Change 2
085
MAINTENANCE MANUAL Seekion II
Servicing
21
15
BOTTOM VIEW
22
1
24 26 25 25 2b25 28 20 25
22 113
21 25 26 25 FLOOR PLAN VIEW
19. ELEVATOR CONTROL PULLEYS
20. RUDDER CONTROL PULLEYS
21. CONTROL SURFACE CABLES AND PULLEYS
22. FUEL SUMP DRAIN
23. VACUUM FILTER
24. PRESS.DUCTING AND AM COND. FREON
HOSES (20 PLS)
25. CONTROL SURFACE CABLES, PULLEYS,
FMRLEADS, HYDRAULIC AND VACUUM UNES
26. HYDRAULIC AND VACUUM ZINES
28. CONTROL SURFACE CABLES, PULLEYS
AND FAIRLEADS
29. AILERON CABLE DRUM
30. CONTROL COLUMN
31. LANDING GEAR AND WING FLAP CONTROL
VALVE
32.. RUDDER PEDALS
2-15
 685
Section II MAINTENANCE MANUAL
Servicing

TOP VIEW HORIZONTAL STABILIZER BOTTOM VIEW HORIZONTAL STABILIZER

34 34 34 34

43 43
41

42 37

TOP VIEW WING 42 35

38

o e) °
0 0 0

35
BOTTOM VIEW WING

33. DYNAMIC BALANCE WEIGHT 43. WING TUNNEL

34. ELEVATOR TRIM TAB ACTUATOR 44. HYDRAULIC RESERVOIR
35. WING INSPECTION PANELS 45. AILERON SHEAVE
36. FUEL FILLER CAP 46. AILERON CABLES
37. FUEL QUANTITY TRANSMITTER 47. FLAP CLOSEOUT SIGN
38. FIREWALL CONNECTIONS 48. FLAP SHEAVE
39. ENGINE PIPING TO WING TUNNEL 49. FUEL CELL DRAIN
40. OIL FILLER CAP 50. LANDING GEAR TRUSS ATTACH POINT
41. ALCOHOL RESERVOIR 51. ENGINE CONTROL CABLES
42. FUEL CELL 52. MAIN LANDING GEAR STRUT ASSY

22 55R

Figure 2-12. Inspection ?lates and Access Covers (Sheet 2 of 2)

2-16 Change 2
 685
MAINTENANCE MANUAL
larly with soap and water. Atter cleaning, apply
a F. Goodrich Icex to boots for protection of the rub-
ber and to lower ice adhesive strength. Apply Icex
sparingly and according to instructions on container.
Icex provides a smooth, polished film that will even
out irregularities on surface of boot and also reduce
natural abrasive effects on the boot during flight. If
boot is properly cared for, conductive cement on
outer surfaceof boot will last for service Life of boot.
For additional information concerning the wing and
empennage deicer system, refer to Section XI.
PROPELLER DEICING SYSTEM
Electric deicers may be installed on the propellers
as optional equipment. Check propeller iceguards
daily for security, scuffs, and general condítion.
Loose iceguards will be throwh off
propeller blade resulting in excessive
engine vibration.
Propeller iceguards should be maintained free of for-
eign material by wiping the iceguards sparingly with
a cloth dampened in Toluol or MEK. When cleaning
the iceguards use tare to prevent cleaning fluidf rom
accumulating around the propeller blade butt to pre-
vent damage to chevron seals. Do not apply ICEX to
propeller iceguards. Maintenance Instructions for
the propeller deicing system are contained in Section
XL
AIRFRAME MAINTENANCE
MAIN CABIN DOOR BAYONET RIGGING CHECK
The following procederes are to ensure that all moveable
bayonets installed in the main cal):-. door have , proper
penetration in Fuselage- retaining blocks.
a. Open main cahin door and place door handle in locked
. position, extending bayoneta. Apply layout ink te all
bayoneta.
b. Retract bayoneta by placing door handle in open posi-
tion.
jc. Clase door and engage bayoneta in fuselage retaining
blocks by placing door handle in locked position.
d. Lightly scrihe a mark en inhoard surface of bayonet,
along surFace of door ,jamb refer to Figure 2-12A ).
e. Open main catan door and place door handle in lucked
position. Measu re distance From tip uf bayonet to acribe
mark and recorc' fe ^^h bayonetlrefer to Figure 2-12B).
f. At each hayonet location measure the distance at in-
board nide of hale in fuselage retaining block from door
jamb sheetmetal to countersink of hole (refer tu Figure 2-
12C). Record for each hole.
Change 6
Section II
S ervic ing
g. To determine the amount of penetration, from the dis-
tanee recorded in step e. -subtract the dimension recorded
in step f.. for each individual bayonet, obtaining the
amount of penetration.
NOTE
Minimum amount of penetration for
upper bayoneta is 0.70-inch and for aft
bayoneta is 0.83-inch trefes to Figure 2-
12D).
If penetration of bayoneta finto fuselage
retaining block is equal to or greater than
minimum requirements, penetration of
bayonet is acceptable.
h. If minimum requirements for penetration are not ob-
tained, remove upholstery from inside main cabin door
and adjust bayonets in door assembly to dimensions in
Figure 2-12E with bayoneta fully retracted.
i. Recheck penetration of bayoneta as per steps a. thru g. ,
to ensure minimum requirements are obtained.
j. If minimum requirements for penetration are not ob-
tainable adjust bayoneta to exceed the 0.06-inch dimen-
sions (refer to Figure 2-12E1 to clear the door jamb by
0.06-inch irefer to Figure 2-12F).
NOTE
If minimum requirements of penetration--..
are not obtainable, contact Customer Ser-
vice Department, Gulfstream Aerospace,
Oklahoma City, Oklahoma 73123.
k. Replace upholstery on incide of main cahin door.
NOTE
This check of bayonet penetration should
be performed every 500 hour periodic in-
spection.
LUBRICATION REQUIREMENTS. Ensure that all
moveable bayoneta are lubricated with Door Ease every
500 hours or as required.
FUSELAGE SEALING
The cabin area of the fuselage is carefully sealed
during manufacture of the various subassemblies and
again after assembly of the completed fuselage. The
following information is included toassist inthe main-
tenance and repair of the aircraft lo obtain a correct
and lasting seal when replacing any structural parts
which lie within the pressurized area.
SEALANT AND INSULATION MATERIALS. The
following is a complete list of sealants and insulation
to be used, and their general area of application.
2-16A
 685
Section TI MAINTENANCE MANUAL
ServIcing

DOOR
DOOR
JAMB
(REF) (REF)

INBD
e

RETAINING
BLOCK (REF)

SCRIBE
AFT BAYONETS UPPER BAYONETS

Figure 2-12A. Main Cabin Door Bayonet &ribo Location

DOOR (REF)

INBD
DOOR (REF)
INBD
e

C
SCRIBE
LINE
SCRIBE
LINE

AFT BAYONETS UPPER BAYONETS

Figure 2-12B. Main Cabin Door Bayonet Depth Measurement

2-16B Change 6
 685
MAINTENANCE MANUAL Section H
Servicing

DOOR JAMB
OREE)

INBD IP DOOR JAMB

(REF)

RETAINING
BLOCK
(REF)

AFT BAYONETS UPPER BAYONETS

Figure 2-12C. Main Cabin Door Bayonet - Countersink Hola Locator

Figure 2-12D. Main Cabin Door Bayonet - Minimum Depth Measurement

Change 6 2-16C
 685
Sectton II MAINTENANCE MANUAL
Servicing

NOTE BAYONETS IN
FULLY RETRACTED
POSITION

DOOR JAME
INBD (REF)
0.00" TO 0.08" iZ-26
.terLin0S
.B00)
i.
Z-26.600 tation
at
WATERLINE STATION

INBD

DOOR (REF) Z-48.900

/ DOOR (REF)
DOOR JAME
Z-37.570 (REF)
2-15.050
WATERLINE STATIONS

AFT BAYONETS UPPER BAYONETS

Figure 2-12E. Main Cabin Door Bayonet Adjustment

DOOR JAMB
(REF)

AFT BAYONETS UPPER BAYONETS

Figure 2-12F. Main Cabin Door Bayonet - Clearance

2 -16D Change 6
 685
MAINTENANCE MANUAL
Products Research Co.,
1221 Class A-1/2, Faying Surface Sealant
1221 Class A-2, Faying Surface Sealant
1221 Class B-1/2, Faying Surface Sealant
1221 Class B-8, Faying Surface Sealant
Coast Pro-Seal 706-B2, Gasket Sealant
3M-EC 1403, Gasket Faying Surface Adhesive
Coast Pro-Seal 567, Void Filler
Presstite Engr. Co. 193.1 Pressurized Air
Duct Sealant
NOTE
Class A - indicates brushable mater-
ial. Class B - indicates filleting or
injection material. Dash numbers in-
dicate work Life. Example: A-2 indi-
cates a brushable material having a
2-hour maximum work lif e.
Prior to use, all sealants aré to be stored in a re-
f rigerator. Two-part sealants should be mixed only
in the quantity required for a specific task. Surplus
adhesive should be discarded since the storage lite
of mixed sealants, even under refrigeration, is very
limited. The two-part sealants have a definite and
limited work lif e atter being mixed; the work Life be-
ing the length of time the sealant will remain in a
workable form before becoming too hard. Before
mixing the sealant, the amountneeded for the specific
job should be estimated and only that amount mixed.
Do not try to seal an area so large that the job cannot
be finished within the work Life of sealants. By using
these simple precautions a great deal of time and
sealant may be saved.
CLEANING MATERIALS AND TOOLS. The following
is a list of cleaning materials and tools used when
applying sealants.
Change 6
Section II
Servlcing
1. Methyl Ethyl Ketone (MEK).
2. Cheesecloth, Kimwipe, or equivalent. Do not
use shop towels.
3. Pyles sealing gun, Model 250-06 (using dispos-
able cartridges).
4. Sealant formingtools - spatula and sealant fair-
ing tools.
5. Inspection mirror.
6. Solvent dispenser.
SEALING PROCEDURES. The following procedures
are provided to enable operators to obtain successful
sealing of the pressurized cabin during and following
repairs to the cabin area.
Cleaning
Remove grease, oil, dirt, chips and all foreign ma-
terial prior to cleaning. The success of a good seal
depends on the thorough cleaning of both surfaces of
the affected parts to be sealed. Cleaning can be ac-
complished using expendable gauze sponges or a clean
lint-free cloth. Scrub both surfaces until cloth
mains clean atter wiping. Do not use an excesslve
amount of solvent. For the final cleaning, wipe sur-
faces dry with a clean dry cloth to remove any film
left by the evaporationof the solvent. The are a clean-
ed should be slightly wider than the width of the sealant
to be applied. All cleaning solvent should be removed
from assembly faying surfaces with oil-free, com-
pressed•air. If any primer or paint is removed during
the cleaning operation, paint the area atter the sealing
operation is completed.
Mixing
Mix the two-part sealants inaccordance with the in-
2-17
 685
Section II MAINTENANCE MANUAL
Servicing

NOTE
LUBRICATION PERIOD IS SPECIF1ED
ON EACH DETALL.

J 1

B N
K M
PE F G

R 22 57

APPLICATION
SPECIFICATIONS AND TYPE OF LUBRICATION
SYMBOL

HAND PACK MIL-G-81322 AIRCRAFT GREASE OR EQUIVALENT.

«sy
ZERK GUN MIL-G-81322 AIRCRAFT GREASE OR EQUIVALENT.

(HF)
CLOTH WIPE MIL-H-5606 HYDRAULIC FLUID

DISPENSER DOOR EME (STICK FORM).

DISPENSER FLAKE GRAPHITE

1
OIL CAN GENERAL PURPOSE SAE 10W OIL.
CAUTION

DO NOT MIX OILS.

OIL CAN APPROVED OILS: Refrigeration unit

1. SUNNISO 5.
2. TEXACO CAPELLA "E" GRADE 500.

Fi g ure 2-13. Lubrication Chart (Sheet 1 of 6)

2-18 Chango 6
 685
MAINTENANCE MANUAL Section
Ser vic ing

A NOSE LANDING GEAR AND B NOSE GEAR DOORS

UPPER DRAG BRACE

44.1,

ems"
(HF) DAILY
1411100 HOURS

it 100 HOURS

Ir 200 HOURS OR
WHEN WHEEL
ir-100 HO1!I.
IS REMOVED
26 3 26 5

C CONTROL COLUMN ELEVATOR TOROUE TURES

9 500 HOURS

offillN500 HOURS

27 1
di 500 HOURS
276

Figure 2-13. Lubrication Cbart (Sheet 2 of 6)

Change 6 2-19
 685
Seetion II MA1NTENANCE MANUAL
Servieing

D GEAR-FLAP CONTROL E RUDDER BRAKE PEDALS

t AS. REQUIRED
22 16
1-
100 HOURS
22 39

F SEAT MECHANISM G CABIN DOOR

NOTE
LUBRICATE DOOR SEAL
WITH SILICONE BASE
LUBRICANT (AS REQD)

wal-» AS REQUIRED 1- 100 HOURS

I- AS REQUIRED Immo 500 HOURS

22 29 42n500 HOURS 22 7

Figure 2-13. Lubrication Chad (Sheet 3 of 6)

2-20 Change 6
 685
MAINTENANCE MANUAL Section II
Servicing

H BAGGAGE COMPARTMENT DOOR 1 ENGINE SECTION (CONTROLS)

It

1
NOTE
e AS REQUIRED LUBRICATE ALL
CONNECTIONS IN
wo, AS REQUIRED ENGINE SECTION

(■
AS REQUIRED
AS INDICATED
di AS REQUIRED

22 7 2239

J MAIN LANDING GEAR K • MAIN LANDING GEAR DOOR

(HF)

se%

(HF)

(H F) DAILY
ift 200 HOURS OR
WHEN WEIEEL
IS REMOVED
Id
S% 100 HOURS

di 100 HOURS
1126 1 R22 7

Figure 2-13. Lubrication Chad (Sheet 4 of 6)

Change 6 2-21
 685
Section U MAINTENANCE MANUAL
Servicing

L GEAR UPLOCK M REFRIGERATION UNIT

.4.47•1111r4 k..

CHECK OIL LEVEL ONLY IF SYSTEM

di 100 HOURS
26 6
HAS LOST ALL FREON PRESSURE OR
SIGNS OF OIL LOSS IS APPARENT.

N RUDDER AND ELEVATOR TRIM

TAB MECHANISM

Afr 1000 Hours

or
Annually

200 HOURS

200 HOURS
275

Figure 2-13. Lubrication Chart (Sheet 5 of 6)

2-22 Change 6
 685
MAINTENANCE MANUAL Suden U
Servicing

P LANDING GEAR CONTROL ASSEMBLY

E Using freon degreaser remove oid grease

NOTE

4 EVERV 12 MONTHS
and dirt from around leal spring. Apply
MIL-G-81322 or equivalent 0.25 inch aboye
and below pM.

Figure 2-13. Lubrication Chad (Sheet 6 oí 6)

Change 6 2-22A/2-22B
 685
MAINTENANCE MANUAL
structions on the container. Mix or stir the mix 're
until it is uniform in color. Keep mixture free fru,'
grease, oil, dirt, metal chips, and all foreign objects.
Mix only enough sealant necessary for completing the
sealing requirernents. Keep the sealant containers
closed when sealant is not being used.
SEALDIG AREAS. Various areas of the pressurized
cabin require special sealing practices to assure a
thorough seal. When repairing these areas it is nec-
essary to maintain a thorough seal.
Skin Laps
The interna]. edges of all .skin laps and both edges of
all frame flanges are sealed with a fillet of Products
Research Co. 1221 Class B-8 sealant applied with a
pressure gun. When used as a faying surface sealant,
the surfaces must be cleaned, the sealant applied to
one surface with a pressure gun or spatula, and then
spread with a spatula to cover the entire faying sur-
face area approximately 1/32 inch thick. When the
surfaces are fastened together, a small excess of
sealant will be extruded continuously along the joint.
The extruded sealant is then faired out, leaving a
smooth fillet along the length of the joint.
Angles and Channels
When an angle or channel is joggled, the area beneath
the joggle portion must be filled with sealant. Force
sealant lato one end of the cavity with a pressure gun
until the sealant emerges from all other openings.
Roles are sealed by applying Coast Pro-Seal 567
(void filler) to the pressure side of the hole with a
spatula. Tooling holes are sealed by first filling with
a rivet and then brushing with a coat of sealant.
Fasteners
Fasteners, rivets, bolis, etc., installed through a
faying surface seal within the work lite of the seal-
ant needs no further sealing. Any fastener installed
through a structure where no faying surface sealant
has been used shall be sealed as follows:
a. Apply sealant to fastener upon installation.
Sealant must extrude evenly around the fastener.
b. Brush fastener with sealant to form a fillet
after installation.
Control Cable Seals
All controlcables passing, through a pressure barrier
are sealed with teflon seals. The retaining plates and
strips which hold the teflon in place are sealed with
Products Research Co. 1221 Class B-8 sealant. When
it beeomes necessary toremove the teflon seal, clean
the faying surfaces and install teflon seal using the
sealant as a faying surface seal.
Floor
Allpermanent floor panels are installedwith Products
Research Co. 1221 Class B-8 sealant applied as a
faying surface seal. Sealant is placed on one of the
Change 2
Section II
Servicing
faying surfaces with the pressure gun, and the panel
pressed in place and riveted. A continuous bead of
sealant must extrude along the edge of the panel. All
access doors and renovable panels are sealed by ap-
plying Coast Pro-Seal 706-B2 as a faying surfac e seal.
Web Cutouts For Frames and Longerons
Coast Pro-Sea]. 567 (void filler) is used to seal long
gaps not greater than 0.25 inches in width and holes
no greater than 0.38 inches in diameter. Apply filler
with a spatula and lap the edges of the void by at least
0.15 inches to obtain the required strength. Should
the void be too large, use sheet metal clips of 0.020
aluminum to reduce the size of the void.
Electrical Wiring
All electrical wiring running aft passes through the
aft pressure bulkhead. The majority of the wiring
runs through hermetically sealed bulkhead type elec-
trical connectors installed in the comiector panel, lo-
cated in the right lower corner of the aft pressure
bulkhead, fuselage station 178.81. The electrical
connectors are sealed by a gasket under the mounting
flange. Coaxial cables and engine thermocouple leads
run through 0.25-inch phenolic sheet which is used as
a seal. The wires are also sealed with Coast Pro-
Seal 706-B2 sealant. The connector and connector
panel at fuselage station 178.81 are accessible through
the cabin upholstery. The aft side of the connector
and wiring can be inspectedfrom within the aft,bagg-
age compartment.
Aluminum Tubing
All tubing running through a pressure barrier utilize
bulkhead fittings. When the hexagon shoulder of a
fitting fits directly against the bulkhead, apply a fillet
of Products Research Co. 1221 Class B-8 sealant
around the hexagon shoulder on the pressure side.
When an AN960 washer is used between the fitting
shoulder and the bulkhead, apply a uniform coat of
Products Research Co. 1221 Class A-2 sealant on
each side of the washer before installation. When
the fitting is tightened, a continuous bead of sealant
must extrude around the edge of the fitting or washer.
Do not move the position of the bulkhead fitting alter
sealing has hardened, as Chis will break the seal and
necessitate resealing.
Cabin Door
The exterior skin has been sealed at the factory and
allotherpossibleleakpaths such as joggles and shims
have been sealed with Products Research Co. 1221
Class B-8 sealant. A large inflatable square seal
around the door is installed to seal the door area when
closed. The seal should be checked frequently and
maintained in good condition, as a damaged door seal
could be the source of a mejor pressurization leak.
Rudder Pedal Boots
Areas around the rudder peda ls and control columns
are sealed with leather boots. The boot is installed,
2-23
 685
Section II MAINTENANCE MANUAL
Servicing
wrong side out on the arm to be sealed, by applying
Coast Pro-Seal 706-B2 between the faying surfaces.
The boot is then turned down and attached to the floor
skin with retainer straps and screws. It is sealed at
the floor line with Coast Pro-Seal 706-B2.
Windows and Windshields
All windows and the windshield are sealed with a gas-
ket between the glass and outer skin. The gasket is
1/16-inch thick Rubatex closed cell neoprene sheet.
The windows are installed using a retainer and screws.
The screws pass through the outer skin, through the
glass, and into nutplates on the retainers. Torque
these screws to a maximum of 15 inch-pounds (do not
exceed Uds torque value under any circumstances).
Should a leak occur in a window, the glass should be
removed and the gasket replaced.
Pressurized Air Ducts
The pressurized air ducts extend from the plenum
chamber of the heater, under the floor along each side
of the cabin to the outlet ducts. The ducts, which
carry both hot and cold air, are installed with Press-
tite 193.1 sealant between the duct flange and the floor
skin. The outlet boxes immediately aboye the floor
are also sealed with a sealant. Presstite 193.1 seal-
ant is heat-resistant and no substitutes shall be used.
REPAILI OF SEALANTS. Should the pressurization
sealant become damaged during its work Life, it may
be repalred by removing the damaged filler and apply-
ing new sealant, or reworking the fillet with a form-
ing tool. When the damaged filler has hardened, the
fillet should be repaired as follows: Remove all faulty
sealant or remove sealant down to solid materials and
reseal. If beyond repair, cut away complete fillet and
clean and reseal the area. When removing sealant
do not damage surface beneath fillet.
CABIN DOOR SEAL
A cabin door seal, installed around the edge of the
door, inflates automatically when an engine (s) are
running and the cabin door handle is in the closed
position. An air compressor, located in the baggage
compartment and activated by the instrument vacuum
system, produces approximately 15/20 psi pressure.
A pressure regulator under the cabin floor regulates
the compressed air at 10 psi maximum for the door
seal. An air valve in the door aud actuated by the
door handle, directs regulated air to the seal for in-
flation or dumpaccording to the handle position. The
system should be operated, functionally checked and
adjusted as required.
a. Check compressor with engine (s) operating.
Close door and listen for pulsing of compressor. Puls-
ing will continue until the output air pressure equals
the pulí of the vacuum system and outside air pressure.
Pump will start when output air pressure drops.
If compressor runs continuously, check all con-
nections for leaks.
2-24
c. Block off pressure output at compressor. If
compressor continues to operate, replace compres-
sor.
d. Check vacuum source at compressor, if cora-
pressor has low or insufficient air pressure to ín-
flate door seal. If the vacuum is corred and the com-
pressor still produces low or insufficient air pressure,
replace compressor.
e. Check door seal for pulsing. Pulsing indicates
air leaks at door seal, air valve, or line connections.
Check these areas for leaks, if leaks are not evident,
adjust pressure regulator. See pressure regulator
adjustment procedures. If after adjusting the reg-
ulator, the seal stillpulsates, remove and replace the
compressor.
PRESSURE REGULATOR ADJUSTMENT. The pres-
sure regulator adjustmentis made with the cabindoor
elosed and engine (s) running.
a. Install a pressure gage, with a range of O to 25
psi, in the pressure output line of the pressure reg-
ulator. Loosen adjusting screw nut and adjust screw
for a 10 psi maximum.
NOTE
1f unable to obtain 10 psi regulated air,
check air valve, door seal and line con-
nections for leas, and repair as nec-
essary. Check compressor for proper
operation. Replace compressor if not
operating properly.
AIR VALVE ADJUSTMENT. Adjust the air valve as
follows:
a. Remove door panel.
b. Place door handle to the fully closed position.
c. Loosen screws attaching air valve to door.
d. Place air valve in its fully actuated position
against the door actuating arm and tighten screws.
WINDOWS AND WINDSHIELDS
On pressurizedaircraft it is of the utmost inmortalice
that the windows receive careful handling and are in-
spected frequently. Scratches which occur in the
windshield or outer panes of the cabin windows must
be insp'ected carefully and if Sound to exceed 0.010
inches in depth the affected window or windshield
must be replaced.
WINDOW AND WINDSHIELD INSPECTION. The win-
dows and windshields should be inspected frequently.
Specialattention should be given to scratches or craz-
ing of any kind which might occur in the outer edges of
the windows adjacent to the fuselage skin. Scratches
which exceed 0.010-inch in depth anclare located any-
where on the surface of an outer window panel or wincl-
shield will necessitate the installation of a new as-
sembly. One practical method of determining the
depth of surface scratches is to place a piece oí
0.010-inch diameter wire in the scratch. If the sur-
Change 2
 685
MAINTENANCE MANUAL
lace of the wire stands aboye the surface of the Plexi-
glas, the window may be continued in service but
should be watched very closely for evidence of crack-
ing. Pilots as well as mechanics should be made
aware of a condition of this nature sine they will be
inspecting the aircraft prior to each flight. Any of
the foliowing conditions will require the replacement
of a window.
1. Scratches which exceed 0.010-inch in
depth in outer panes.
2, Cracks in outer window panes. A crack
is defined as a separation of window through its
entire thickness.
3. Crazing in inner or outer panes. A craze
is defined as a fissure in surface of Plexiglas
that does not penetrate the fuil thickness of the
pane. These fissures have no definite pattern
or length.
WINDOW AND WINDSHIELD REMOVAL. To remove
a window assembly or windshield proceed as follows:
Window Removal
a. Remove interior window molding and window
molding supports.
b. Remove screws and lift window assembly free.
c. Remove and discard all rubber sealing strips.
Windshield Removal
a. Remove screws and retainers from around
windshield and lift windshield panel free. Refala
damaged windshield panel as a trim pattern for new
windshield panel.
b. Remove and discard all rubber sealing strips
from retainers and structure.
PREPARING WINDSHIELD FOR INSTALLATION. To
prepare windshieldfor installation, proceed a s f ollows:
a. Lay damaged windshield panel over new wind-
shield panel and scribe trim Unes. Use care in
matching contour.
b. Using a band saw trim away outer excess on
new panel.
c. Temporarily instan new panel. Allow approx-
imately 0.20-inch gap between top edge of panel and
canopy structure. Allow approximately 0.10-inch
gap between aft edge of panel and fuselage slant frame
and between the two panels at the centerpost. Use
existing screw holes in aircraft structure as'a guide
and drill No.40 pilot holes through panel being very
careful to center holes in panel over existing screw
holes in aircraft structure.
d. Remove panel and increase No. 40 holes to 3/8-
inch diameter boles. Use a slow-speed drill press
and a specially ground drill for working Plexiglas.
Twist drills commonly used for soft metals can be
used for plexiglas but are not preferred. The special
plexiglas ground drills operate cooler, polish the
hole, and make cracking less likely. A common drill
may be ground with a tip included anglo of 55-60 de-
Chango 2
Section II
Servicing
grees and with 15-20 degrees rake. In all cases ex-
treme care should be used when drilling panel to
prevent cracking or chipping of the Plexiglas. When
drilling Plexiglas lubricate drill with petrolatum and
allow the drill to do the cutting without being torced.
From the excess material trimmed from the glass
make a few practico holes to get the feel of the opera-
tion.
e. Countersink the exterior side of all 3/8-inch
boles to 0.44-inch in diameter. A stop countersink
with a 3/8-inch pilot is recommended for this opera-
tion. Remove sharp edges from both sides of the
drilled holes.
f. Using Plexiglas buffing compound, polish all
holes and edges of Plexiglas. Very little polishing
will be required for holes if a specially ground dril
is used, since it polishes as it cuts.
WINDOW AND WINDSHIELD INSTALLATION. Gasket
strips are installed on the califa Windows by using
EC 1403 rubber cement or equivalent. Gasket strips
are not used on replacement windshields. When re-
placing windshield apply MIL-S-8802 or MIL-S-7502
sealant to faying surfaces in lieu of the gasket strips.
Polish windshield retaining strap with wax to prevent
strapsfrom sticking to sealant.
a. Position window assembly or windshield and in-
stallgrommets, retainers, gang channels, and screws
as required.
b. Instan interior window molding supports, and
window molding for the door and sidewindow
Torque retainer screws to 20 inch-pounds for
windshields and 15 inch-pounds on all other window
assemblies.
AIRFRAME CLEANING
By using the cleaning methods outlined in this section
the appearance of the aircraft can be kept in factory
new condition.
INTERIOR CLEANING. The seats, rugs, upholstery
panels, and overheadpanels should be vacuum cleaned
frequently toremove as muchsurface dust and dirt as
possible. Do not use water to otean fabric surfaces,
since it will spot the upholstery surface and will re-
move the flame-resistant chemical impregnated in
the cloth. Use premium quality commercial cleaners
especially compounded for cleaning leather and vinyl
surfaces, fabric and upholstery.
EXTERIOR CLEANING. Prior to cleaning the exter-
ior of the aircraft, cover the wheels, making certain
the brake discs are covered. Securely attach pitot
covers and install plugs or mask off all other openings.
Be parttcularly careful to mask off all static air
sources before washing or waxing. Do not apply wax
or polish to the exterior surface of the aircraft for a
period of 60 to 90 days alter delivery, since waxes
and polishes seal the paint from the air and prevent
curing. This will give the paint a chance to cure by
the natural process of oxidation. If it is necessary
2-25
 685
Section MAINTENANCE MANUAL
Servicing
to clean the painted surface before the expiration of
the 90-day curing period, use cold or lukewarm
(never hot) water and a mild soap. Never use deter-
gents. Any rubbing of the painted surface should be
gentle and held to a mínimum to avoid cracking the
paint film. The aircraft should be washed with mild
soap and water; loose dirt should be flushed away
first with clean water. Harsh or abrasivo soaps or
detergents, which could cause corrosion or scratches,
should never be used. Soft cleaning cloths or a
chamois should be used to prevent scratches when
cleaning and polishing. Clean and polish windows and
windshields with a good commercial grade of window
and windshield cleaner.
Landing Gear and Wheel Wells
Use a cleaning compound containing an emulsifying
agent to remove oil, grease and surface dirt from the
landing gear and wheel well. These compounds, when
mixed with petroleum solvents, emulsity the oil,
grease and dirt. • The emulsion is then removed by
rinsing with water or by spraying with a petroleum
solvent. After cleaning, lubricate landing gear (see
Lubrication Chart, Figure 2-13). Be sure to cover
openings and air scoops before cleaning. lf a water
rinse is used in cold weather, blow all water from
wheel well with an air hose. Water allowed to stand
may freeze and prevent operation of mechanically ac-
tuatedatarts. Emulsion type cleaner solutions usually
contain solvents which are injurious to rubber if al-
lowed to remain in contact for any length of time. If
these solvents come in contact with tires as a result
of other cleaning operation, the solvent should be
removed immediately with a thorough water rinse.
To clean the tires, rinse with water and scrub with a
brush. The tires may be brightened alter washing
by rubbing with glycerine or appiying a brush coat of
Thiokol tire paint. After cleaning landing gears, re-
move all foreign material from the exposed piston of
the landing gear shock strut with a cloth moistened
with hydraulic fluid.
Windows and Windshield
Clean the windows and windshield by washing with
plenty of non- abrasive soap or detergent and water
using the bare hand to feel and dislodge any caked
dirt or unid. A soft, grit-free cloth, or sponge or
chamois may be used but only as a means of earrying
water to the plastic. Dry with a clean damp chamois.
Hard, rough cloths will scratch the plexiglass and
should not be used. Remove oil or grease with kero-
sene or aliphatic naphtha.
CAUTION
Do not use the lollowing materials;
benzene, methyl ethyl ketone, zylene
acetone, carbon tetrachloride • fire ex-
tinguisher or laequer thinner,, or win-
dow cleaning sprays because they irán
soften the plastic and/or cause crazing.
2-26
After cleaning, the plexiglass windows and windshield
should be waxed with a good grade of commercial wax.
Waxes will improve the appearance of the surface by
filling in minor scratches and will help prevent fan-
ther scratching. The wax should be applied in a thin
even coat and brought to a high polish by rubbing
lightly with a dry, soft cloth such as cotton flannel,
outing flannel, or flannelette. Avoid excessive rubbing
with a dry cloth. This is not only likely to cause
scratches but also builds up en electrostatic charge
which attracts dust particles to the acrylic surface.
Blotting with a clean, damp chamois or cloth will
remove this charge as well as the dust
COUCH AND SEATS
The couch and seats are easily removed and installed.
They should be removed whenever the upholstery is
to be repaired or when access to other ares of the
cabin is required.
COUCH REMOVAL. Remove end caes from inboard
couch tracks. Remove the two pins at upper end of
couch back support arras. Lift couch position lever
and sude couch forward to end of tracks until forward
couch legs have cleared the tracks. Remove two
screws and sheet metal brackets from aft couch legs.
Move couch approximately one inch and lift olear of
tracks. To instan the couch, reverse the procedure
and check operation of positim lever.
SEAT REMOVAL. Pull the lower seat shroud away
from the seat legs enough to expose the two screws
and sheet metal brackets. Remove the screws and
brackets, move seat approximately one inch and lift
seal from seat tracks. To install the seats, reverse
the procedure
LUBRICATION
Lubrication requirements for the aircraft are shown
on the Lubrication Chart (Figure 2-13). Bef ore adding
grease to Zerk fittings, wipe off all dirt. Lubricate
until new grease appears around parts being lubrica-
ted and wipe off excess grease. Lubricate all hinges
with squirt can or brush, then wipe off excessive oil
to prevent accumulation of dirt and grit.
SCHEDULED INSPECTION AND MAINTE-
NANCE REQUIREMENTS
Schodulod inspection and maintemane recantements
covers scheduled maintenance inspections, test flight
inspections, and scheduled replacement uf accessories
and compononts applicable lo the Commander aircraft.
It does not contain instructions for repair, adjust-
ment or other means of rectifying detective eanditions;
por does it contain detailed instructions for [mutile-
shooting io find causes of malfunctioning. The inspee-
Change 2
 685
MAINTENANCE MANUAL Section II
Servicing

GENERAL TtIBE & HOSE FITTINGS

STANDARD I O. D. OF I ALUMINU M ALY LO T UBING STEEL TUBING I HOSE END FITTINGS
TUSE (5052 or 2024) I & ASSEMBLIES
DASH NO'S
MIN. MAX. MIN. MAX, MIN. MAX:
:2 1/8 10 16 - -
-3 3/16 - - 90 100 70 100
-4 1/4 40 65 135 150 80 120
-5 5/16 60 80 180 200 85 180
-6 3/8 75 125 270 300 100 250
-8 1/2 150 250 450 500 210 420
-10 5/8 200 350 650 700 300 480
-12 3/4 300 500 900 1000 500 850
-16 1 500 700 1200 1400 700 1150
-20 1-1/4 600 900 - -
-24 1-1/2 600 900 - - - -
NOTE AH torque figures are shown in inch-pounds

STRUCTURAL NUTS
TORQUE IN INCH-POUNDS
THREAD SIZE AN TYPE BOLTS Tension Type Nuts Shear Type Nuts
MS20365 & AN 310 MS20364 & AN 320
8-32 AN2 12 - 15 7-9
10-32 - AN3 20 - 25 12 -15
1/4-28 AN4 50 - 70 30 - 40
5/16-24 AN5 100 - 140 60 - 85
3/8-24 AN6 160 - 190 95 - 110
7/16-20 AN7 450 - 500 270 - 300
1/2-20 AN8 480 - 690 290 - 410
9/16-18 AN9 800 - 1000
EOUIPMENT

COMPONENTE TORQUE IN INCH-POUNDS

1
Engine Mount Bolts 450-500
Engine Mounting Bolts (to firewall) 900-950
Fuel Sump Mounting Bolts 45-55
Exhaust Stack Mounting Nuts 90-110
Fuel Pump Mounting Nuts 180-220
Generator Mounting Nuts 150-180
Magneto Mounting Nuts 90-110
Propeller Mounting Nuts 972-1188
Propeller Governor Mounting Nuts 214-211
Starter Mounting Nuts 275-325
Tachometer-Generator Mounting Nuts 90-110
Vacuum Punir) Mounting Nuts 50-75
Fuel Hose Clamps 35-40
Spark Plug 300-360

NOTE It is recommended that Locktite #AA-271 (or equivalent) be

applied to jan nuts to prevent them from vibrating loose
during operation.

Application of a locking eompound does not alter inspection

I CAUTION 1 reguirements. Al! inspections shall be accomplished at the
required time intervals. (Reference this Sectiom )

Application cf the locking compound shall be accomplished in

____ - 1
1CAUTION accordance with manufacturers recommended prodedures.

Figure 2-14. Torque Values

Change 6 2-27
 685
Section II MAINTENANCE MANUAL
Servicing

tion requirements are stated in such a manner as to b. Disposal containers for availability, as
establish what equipment is to be inspected, when it required.
is to be inspected, and what conditions are to be c. Chemical toilet serviced with disinfeetant-
sought. The appropriate sections of this manual are deodorant solution, as required. Overboard relief
to be used in conjunction with this section when maldng tube cleaned and operating.
repairs or adjustments. d. Baggage compartment eurtain snapped in
place (if applicable).

Parts 4,11, and III comprise the basic inspection re-

quirements for Preflight, Postflight, and Periodic LANDING GEAR
Inspections. Part IV contains inspection require-
ments that supplement the requirements of Parts I, a. Landing gear for damage; shock struts for
II and III, at specified periods or upon occurrenee of leakage and specified inflation and cleanliness.
specific conctitions. Part V contains requirements b. Tires for cuts, grease or oil, and specified
for replacing or overhauling specific aecessories or inflation, blisters, alignment of slippage marks.
components at prescribed periods. It will be neces- c. Security of landing gear retract mechainsm
' sary to incorporate the requirements of Parts IV and and wheel svell doors. Hydraulic leakage at fittings
V to complete a basic inspeetion. Part VI contains ami cylinders.
test flight inspection requirements. In order to d. Emergency air storage bottle and accumula-
arrange inspection ami replacement requirements as tor properly charg,ed..
nearly as possible, the requirements in eaeh part of
this section are divided into groups under "system" FLIGHT CONTROLS
headings. A system title inciicates either a functional
system or a group of related components. No attempt a. Control surfaces for damage.
is made to sequence the order of performance of in- b. Flight controls for complete freedom and con-
spection requirements. The inspection methods em- trol surfaces for correet direction of movement with
ployed, the availability of mechanics at the specific respect to cockpit controls.
times, and the facilities utilized are too variable to c. Trim tabs for complete Freedom and proper
establish standardized sequencing. direction of movement with respect to cockpit con-
trols and position indicator.
d. Wing, flaps for total travel and damage.
PPM 1, PREFL1GHT INSPECTION Check position indicator.

This inspection should be accomplished prior to the POWER PLANTS

1 first flight of the day. The inspection consists of
1 checking the aircraft for flight preparedness by per- a. Open engine cowl doors and check for security
forming visual examination and operational checks of and evidente of oil and fuel leakage. Secure doors
certain components to assure no defects or malad- upon completion.
justments exist that eould cause accidents or abort- b. Engine cowl, fairings, panels, inspection doors
ed flights. air scoops, and air scoop doors for damage, security,
and proper installation.
PREPARATION c. Engine controls for full travel, unrestricted
movement and spring-back. •
a. Wheels chocked. d. Oil supply for propon service; filler caps for
b. All dust excluder plugs, pitot tubo covers, security.
ami canopy covers removed.
c. External nidder control lock removed. PROPELLERS
d. Ground support equipment provided, as
required. a. Proponer blades for damage.
e. Pilotrs flight cliscrepancies corrected and b. Propeller 's visible components for damage and
signed off in Flight Log. external leakage.
f. Frost, snow ami ice removed from air-
craft, as required. SURFACE ICE CONTROL (OPTIONAL)

AIRFRAME a. Anti-icing tanks for propon servicing, filler

caps for security (if installed).
a. Aircraft scoops, fairing, panels, and doors b. Surface deicer ami propeller boots for damage
for damage and security. and security, if installed.
b. Wing, fuselage"and empennage for damage.
c. Windshields and windows for cleanliness ELECTRICAL POWER SUPPLY
inside ami out.
d. Windshield wiper for proper operation, a. Battories for security.
(if applicable). b. Battery vent poses for prono', installation.
CABIN AND BAGGAGE COMPARTMENT LIGHTING SYSTEMS
a. ' Cabin for cleanliness, ash trays einptied. a. Position, ruiti-collision and lancling lights for
2-28 r Change 2
 685
MAINTENANCE MANUAL Section II
Servicing

proper operation. d. Pilot's flight squawks checked.

b. Ice inspection light for proper operation, (if e. Install dust excluder plugs (atter engines cool
installed). down), pitot tube covers and canopy covers as re-
c. Cabin door warning light for proper operation quired upon completion of inspection.
(if installed). f. Tail stand in place and tie down if required.
d. Interior lighting, cockpit and cabin for proper
operation. AIRFRAME

a. Aircraft scoops, fairings, panela and-doors

HYDRAULIC SYSTEM for damage and security.
b. Wing, fuselage and empennage for damage.
a. Hydraulic reservoir for specified fluid level. c. Windshield and windows for cleanliness, in-
b. Left and right wheel well and exterior of air- cide and out.
craft for evidence of hydraulic leakage.
CABIN AND BAGGAGE COMPARTMENT

FUEL SYSTEM a. Cabin for cleanliness, ash trays emptied.

b. Disposal coíitainers replaced, as required.
a. Fuel tanks for proper servicing; filler caps c. Chemical toilet serviced with clisinfectant-
for security. deodorant solution, as required. Overboard relief
b. Exterior of aircraft for evidence of fuel leak- tube cleaned and operating.
age. d. Baggage compartment curtain snapped in
c. Fuel tank sumps drained. place (if applicable).

OXYGEN SYSTEM (OPTIONAL) LANDING GEAR

a. Check oxygen bottle for proper servicing a. Landing gear for damage; shock struts for
(1800 psig). leakage and specified inflation and cleanliness.
b. Check oxygen bottle to ensure valve is open. b. Tires for cuts, grease or oil, and, specified
c. Oxygen masks installed in aircraft. inflation, blisters and alignment of slippage masks.
d. Correct regulator operation (set). c. Polished surface of shock struts and hydrau-
lie pistons cleaned with a cloth moistened witlity-
INSTRUMENTS draulic fluid; inspect for scratches and distortion.
d. Security of landing gear retract mechanism
a. Pitot and static port openings for obstructions. and wheel well doors.
Check for proper heating of ports. Perform ground e. Brakes for adequate brake lining. Check ad-
check - 30 second maximum. justment pin measurement.
b. Fuel quantity gages for comparable reaclings. f. Check bungees for resiliency and fraying.
c. Compass correction cards in place.
FLIGHT CONTROLS
MISCELLANEOUS
a. Flight controls for complete freedom of travel.
a. Pilots checklist on board. b. Control surfaces and wing flaps for damage,
b. All aircraft technical publications on board. security and proper position.
c. All loose equipment in place and properly c. Trim for complete freedom of travel and prop-
secured. instrument indication.

POWER PLANTS
PART II, POSTFLIGHT INSPECTION
a. Open engine cowl doors and check for security
This inspection will be accomplished after each day's and evidence of oil and fuel leakage. Secure doors
flying. The inspection consists of a visual inspection upon completion.
to determine if it is suitable to confirme flight opera- b. Engine cowl, fairings, panela, inspection
tions. Certain creas and equipment may require at- doors, air scoops, security and proper operation.
tention indicated by maintenance reporta. c. Engine controls for full, free travel and prop-
er tension.
PREPARATION d. Exhaust stacks for damage and security.
e. Oil tanks for proper service; filler caps for
a. Wheels chocked and parking brake on if air- security.
craft unhangered.
b. External rudder control lock removed (Instan PROPELLERS •
after completion of inspection).
c. Ground support equipment provided, as re- a. Propeller blades for damage. Check deice
quired. boots for security.

Change 2 2-29
 6195
Section II MAINTENANCE MANUAL
Servicing

h. Propellers and visible components for damage c. Instrunaents for evidence of damage.
and external leakage.
c. Propeller governor for security and operation. MISCELLANEOUS
d. Propeller spinner for proper positioning and
security. a. Checklist available.
b. rlll aircraft technical publications O» board.
HEATING, VENTILATION AND SURFACE ICE e. All loope equipment in place and properly
CONTROL secured.
d. Pitot flight squawks signed off, if completed.
a. Heater air scoops, cabin air outlets for damage
and obstructions; heater controls for freedom of opera-
tion. PART I11, PERIODIC INSPECTION
b. Anti-icing tanks for proper servicing; filler
caps for security (if installed). This inspection should be accomplished upon the ac-
c. Surface deice boots for security and operation, crual of a specified number of flying hours. The in-
as required. spection, in certain instances, may be more search-
d. Ventilation blower for operation. ing than previous inspections; however, it will con-
e. Combustion heater for operation. sist primarily of checking certain components, areas,
f. Fluid anti-icing system for operation (if and systems of the aircraft which due to their fune-
installed). tion require a less frequent inspection than the pre-
g. Pitot head and static ports heating elements flight and postflight inspections. It will be accom-
for operation (30 second operation maximum). plished to determine that no condition exists that
could result in failure of a component or system mal-
ELECTRICAL POWER SUPPLY function prior to the next scheduled inspection.

a. Batteries for security, leakage or overflow It is permissible to use a 10 percent leeway in con-
of electrolyte. ducting the 50 and 100 hour inspection. With a little
b. Vent hoses for security. foresight in planning, it should not be necessary to
cancel any scheduled flights because a periodic in-
LIGHTING SYSTEMS spection is due. The 10 percent leeway allows the
100 hour periodic inspection to be accomplished
a. Cockpit, instrument, and compartment lights anytime between 90 and 110 hours aml the 50 hour
for illumination. periodic inspection between 45 and 55 hours.
b. Landing and position lights for illumination This inspection requirement lends itself to the pro-
(mate test as brief as possible). gressive type inspection programo, if so desired,
c. Deice inspection lights for illumination (if by accomplishing portions of the inspection require-
installed). ment in conjunction with the preflight and postflight
d. Anti-collision lights for illumination and inspections.
operation.
e. Landing gear position lights (3 green) for 50 HOUR PERIODIC REQUIREMENTS
correct indication.
f. Cabin door warning light for proper operation. a. Start and run engine until normal operating
temperature is reached. Feather propeller during
HYDRAULIC SYSTEM shut clown.
b. Open cowling to accomplish the follosving.
a. Hydraulic components for evidence of leakage. c. Drain oil.
b. Hydraulic reservoir for specified fluid level. d. Remove, inspect, clean, reinstall and safety.
c. Accumulator - regulator for proper pressure. 1. Oil pressure screen.
2. Oil sump screen.
FUEL SYSTEM 3. Oil filter, if installed.
e. Service oil supply with correct grade oil.
a. . Fuel tanks for proper servicing; filler caps f. Remove. clean and reinstall injector fuel screen.
for security. Pressure leak check upon completion.
b. Exterior of aircraft for evidence of fuel g. Remove, clean, lubricate engine air inlet
leakage. filters; reinstall.
h. Close cowling
OXYGEN SYSTEM (OPTIONAL) i. Perform engin run-up and upon completion
inspedt for evidence of oil and fuel leales.
a. Recharge oxygen bottle te 1800 psig if pres-
sure is below 1000 psig. Check if oxygen has been PROPELLER
used or if system is leaking.
a. Check the following iteras for condition and
INSTRUMENTS - GENERAL security:
1. Spinner.
a. Fuel quantity gage for reading comparable 2. Spinner bulkhead.
with known quantity in tarta. 3. Stop plus;
b. Compass correction card in place 4. Nades and hubo.
2-30 Change 5
 ó 85
MAIN TENANCE MANUAL Section II
Servicing

b. Lubricate propeller. stand support (minimum weight 300 pounds).

c. Check for proper inflation of propeller air dome. b. Main landing gear wheels. Check the follow-
d. Reinstall propeller'spinner dome. ing items for condition:
1. Check tires for 50 psi, weather check,
100 HOUR PERIODIC REQUIREMENTS cuts and fíat spots, etc.
2. Check wheels for corrosion, damage
PREPARATION and overheat.
3. Check wheel half-retaining bolts for
a. Clean engines and airframe as required. security.
b. Run complete ground operation check on engines. 4. Check brake dise for wear, cracks
Feather propellers when stopping engines. and dishing.
c. Wheels chocked. 5. Check disc drive keys for wear and
d. Tall stand in place. losseness.
e. Cowl flaps open. 6. Check brake housing for damage.
f. Ground support equipment provided, as 7. Check brake fines for fraying,
required. chafing and weather checking.
g. Pilots flight squawks notad and all Comman- 8. Check brake linings for wear.
der Bulletins, Engine Bulletins, Airworthiness Di-
rectives Notes checked for compliance. c. Check the following items on the main land-
h. Necessary cowling, panels, and inspection ing gear for condition:
plates removed, replace upon completion of inspec- 1. Check strut for leakage.
tion. 2. Check scissors and bearings for wear.
3. Check drag links for wear.
POWER PLANTS 4. Check cord bungees for resiliency
and fraying.
a. Check for oil and fuel leaks. 5. Micro switches for operation and
b. Drain oil. dirt.
c. Remove, clean, reinstall and safety:. 6. Check retract cylinders for leakage
1. Oil pressure screen. and wear points.
2. Oil sump screen. R. Check main landing gear truss for
d. Check condition of the following: wear.
1. Engine accessories. 8. Check emergency down cylinder for
2. All fluid carrying unes. pressure (425 to 525 psi).
3. Cóoling bailes. d. Lubricate all zerk fittings - MIL-G-81322
4. Firewall. or equivalent.
5. Firewall bellcranks, pulleys, pulley
brackets and fittings. NACELLE
6. Push-pull rods.
7. Magnetos, point condition and timing. a. Check the following items for condition:
Starter brushes. 1. Check all Unid and air carrying fines
9. Generator brushes. for chafing, wear and fraying.
10. Engine bailes. Check all electrical units, connec-
11. Cylinder hold down nuts. tions and wire bundles for security.
12. Propeller governor controls. 3. Check" all fluid and air carrying
13. Engine mounts. valves for operation ami leakage.
14. Shock mounts. 4. Check main gear strut doors, arms
15. Ignition leads, electrical leads and and bearings for interferente and wear.
cannon plugs. 5. Check hydraulic reservoir for proper
16. Cowling, for cracks and security. fluid level.
17. Remove lower spark plugs, take differ- 6. Check hydraulic accumulator-regula-
ential compression check record data. tor assembly 600 psi (nitrogen).
18. Exhaust stacks and clamps. 7. Check control cables for routing and
19. Cowl flags and motors. operation.
e. Spark plugs, condition and proper setting. 8. Check pulleys and pulley brackets
f. Ignition lead cigarettes for cracks and leads for broken or loose pulleys.
for high tension leaks. 9. Check structure for cracks and fatigue.
g. Induction air filters, clean and relubricate. 10. Check unlock assembly for operation
h. Service oil tank with proper type oil. and wear.
i. Pressure check fuel system and operation
of fuel shutoff valves. STATION 5.5 FOR-WARE)
j. Inspect exhaust tan. pipe for evidente of
cracking. a. Check the following items for condition In-
side Station 5.5 inspection door, left side;
MAIN LANDING GEAR 1. Check power brake valves for leak-
age.
a. Place aircraft ón jacks and use weighted tan. 2. Check hydraulic fines and fittings for

Chango 5 2-31
 685
Section II MAINTENANCE MANUAL
Servicing

chafing and wear. 5. Check nose strut trunnion - nose

3. Check all structure for cracks and gear strut pressure (95-100 psi) nitrogen.
fatigue. Check for evidence of wear.
4. Check rudder balance (bus) cable for 6. Check seissors for wear, dirt and
condition, security and proper safety of security.
pulleys, brackets, guard pins and turnbarrels. 7. Check yoke for wear, dirt and secur-
5. Check heater dueto for leakage damage ity.
and security. 8. Check steering cylinder for leakage,
6. Replaee inspection door. dirt, wear and security.
9. Lubricate gear. See Lubrication
b. Check the following items for condition in- Chart.
side Station 5.5 inspection door, right side:
1. Check nose gear spring bungee for LANDING GEAR RETRACTION TEST (Each 200
wear arid security at attachment points. hours)
2. Check all structure for cracks and
fatigue a. Place aircraft on jacks.
3. Check rudder balance (bus) cable for b. Hook up external hydraulic pressure souree-
condition, security and proper safety of (900-1075 psi).
pulleys, brackets, guard pins and turnbarrels. c. Check for operation of the following items:
4. Check heater ducts for leakage, dam- 1. Gear safe lights.
age and security. 2. Position indicator.
5. Check, clean or replace main filter 3. Horra and heater blower relay operation.
for vacuum instruments.
6. Replace inspection door. d. Check main landing gear for clearance.
e. Check gear uplock mechanism operation.
e. Check the following items for condition f. Check nose gear for clearance.
through the top nose access door: g. Check fairing at nose gear and main gear
1. Check all electrical units, connec- doors.
tions and wire bundles. h. Check for emergeney gear extension. Check
Check all structure for damage or air bottle pressure (425-525 psi).
corrosion. i. Gear handle in down and loa position - 3
3. Check and replace inspection plates, green lights.
and nose access door if damaged j. Remove external hydraulic pressure source
and hook up linos.
NOSE GEAR WHEEL WELL k. Remove aircraft from jacks.

a. Check the- following items for condition. STATION 5.5 TO STATION 178.81
1. Check doors for interferenee, droop,
damage and security. a. With center floor or inspection plates on belly
2. Check door actuating rods and rod of fuselage removed, check the following items for
encts for alignment, wear and security. condition and; or clearance.
3. Check nose steering bypass valve 1. All fluid carrying unes.
for leakage and security. 2. Control cables.
4. Check all fluid carrying lines for 3. Idler pulleys
leakage, damage and security. 4. Elevator push-pull rods, idler tube
5. • Check all structure for damage. and stops.
6. Check micro switches for operation, 5. Aileron sprockets and drum assembly.
dirt and condition. 6. Rudder pedal torque tubos.
7. Check heater fuel train for leakage, 7. Engine control cable pulley cluster.
damage and security. 8. Structure.
9. Drain holes (Open).
NOSE GEAR 10. Friction locks.

a. Check the following iteras for condition: b. Check control colman.

1. Check fose wheel and tire for cracks, 1. Freeness of operation.
nicks, corrosion and Wear, weather check- 2. Attach points.
ing, oil saturation, cuto, fíat spots, and 3. Check chale and sprockets (lubricate
proper inflation. lightly).
2. Repack wheel bearings (each 300
hours or tire chango). See Section VI for c. • Rudder pedals.
proper lubricant. d. Check the following iteras for condition and,/
3. Check retract cylinder for leakage, or clearance behind the instrument
dirt and security at attaching points. 1. All fluid carrying linos and tubing.
4. Check drag link and bearing support 2. All electrical connections, bundles
structure on right wheel well bulkhead for and cannon plugo.
loose rivets, damage and security. 3. Temperature sensor.

2-32 Chango 2
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MAINTENANCE MANUAL Section II
Servio ing

4. Floor outlets and overhead outlets. EMPENNAGE

5. Parking brake valves.
6. Instrumental panel shockmounts. a. Check the following items for condition and
7. Drain static system drain. security:
8. Pitot and static systems for leaks. 1. Rudder and elevator tab transmitter.
9. Sumps in instrument fines. 2. Rudder hinges ami attach points.
e. Drop trim tab panel - switch panel and cir- 3. Elevator hinges and attach points.
cuit breaker panels. 4. Trim tabs attach points.
f. Check all instrumenta. 5. Rudder torque tube and stops.
g. Check field barometric pressure against 6. Trim tab chains.
field elevation on altimeter. 7. Trim tab sprockets'and flexible shafts.
h. Check the following items for condition: b. Structure.
1. Windshield.
2. Seats and seat belts. WING
3. All side windows.
4. Cabin door, hinges, seals, and a. Check the following iteras for condition:
operation of locks. 1. Inboard and outboard flaps.
5. Windshield wiper(s) (Optional). 2. Ailerons and hinge points.
3. Alteren bellcranks.
STATION 178.81 TO STATION 239.51 4. Wing tipa and position lights.
5. Control cables.
a. Remove floor and side panels in baggage com- 6. Fluid carrying Unes.
partment. 7. Electrical wiring.
b. Check the following condition and/or clearance. 8. Internal structure.
1. Baggage area light. 9. External structure and wing skin.
2. Control cables. 10. Fuel caps.
3. Fairleads.
4. Tubing, fittings, flow control valves. CONTROL SURFACE CHECK
5. Structure.
6. Drain holes. a. Check the direction of movement of e
7. Door and latch for security. ing items:
8. Evidente of fuel leakage. 1. Rudder.
9. Fuel sump vapor box. 2. Elevator.
10. Center fuel system liquidometer can- 3. Trim tabs.
non plug. 4. Ailerons.
11. Baggage compartment curtain (forward 5. Wing flaps.
and aft). b. Check control surface (elevator, aileron &
rudder) trim tab free play in accordance with
STATION 239.51 TO STATION 366.60 procedures outlined in Section III.

a. Battery compartment door open. DEICER SYSTEM (OPTIONAL)

b. Check upper and lower pulley cluster at Sta-
tion 239.51. a. Check the following deicer system compo-
c. Visual condition of cables, and turnbuckles. nents for condition and security:
d. Check the following units for condition and 1. Distributor valve, left and right wing
security. and tail section Unes. Connection and plumb-
1. All cannon plugs. ing.
2. All electrical bundles (clamps, 2. Unloader valve.
connections, etc.). 3. Electronic timer.
3. Master power panel. 4. Cycling operation.
4. Flap potentiometer. 5. Surface boots on wings, horizontal and
5. Avionics rack (radio mounts, etc.). vertical stabilizors.
6. Voltage regulators. 6. Propeller boots.
7. Heated fuel vents.
e. Flap actuating cylinder, leakage and dirt. 8. Windshield wipers.
f. Flap master, primary sheave, connecting 9. Alcohol dispension pump, nozzles,
rod and pulley brackets. tank and lines.
g. Vacuum regulators, warning switches, air
ejector, bleed air plumbing and valves, insulation OXYGEN SYSTEM (OPTIONAL)
and fittings.
h. Structure. a. Check the following items for condition and
i. Check the battery for the following items: seca ty.
1. Hydrometer reading. 1. Oxygen bottle charged (1800 psig), open.
2. Condition of vent and etrain hose, kinks, 2. Oxygen bottle installation, clamps, etc.
etc. 3. Oxygen outlets and mask stowage.
3. Secare battery. 4. Mask condition.

Change 6 2-33
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Sí/Opon 11 MAINTENANCE MANUAL
Servir ing

HEATING AND VENTILATION SYSTEM with procederes outlined under paragraph

AIRFRAME MAINTENANCE, this Section..
a. Check condition of rubber boots on rudder 3. Door lock ami door handle for freeness
pedals. of operation.
b. Check operation oí heater vents and defroster f. Check the hydraulic system for condition and
controls. security en the following iteras.
e. Check operation of heater per Section IX of 1. Hydraulic linos.
this manual. 2. Hydraulic reservoir Huid levet.
d. Check complete electricai portion of heater 3. Engine chiven hydraulic pompo.
system.
1. Heater jacket switch. PRE-ENGINE RUN
2. Heater cycling switch.
3. Heater overheat switch. a. Clean cabin arca.
4. Fuel regulator shutoff valve. b. Replace carpet, seats, etc.
5. Variable thermostatic duct switch. c. Baggage compartment secured.
6. Dueto from heater pfenum to cabin. d. Windshield and windows clean.
7. Heater spark plug. e. Airplanc cloan outside.
8. Heater exhaust. f. Fuel caos secured.
9. Combustion air intake on right side of Access doors secured.
fuselage. h. Hydraulic reservoir serviced (MIL-H-5606).
e. Check the following iteras for condition and i. Landing gear emergcncy air bottle serviced
security on the main cabin door: (425-525 psi).
1. Door seal Basket. j. Final preflight walk around inspection.
2. Check operation of door handle and k. Landing lights operation.
bayonet extension. Ensure that all move- 1. Position lights operation.
able bayonets work freely and perforen vis- m. Anti-collision light operation.
ual check to ascertain that all protrude ap- n. Eniergency hydraulic pump operation (500-575-
proximately the same amount post the door (+30 poi).
trame, -when in the retracted position (door ó. Parking brake set.
handle in open position). 11 any bayonets p. Start cogimos, run in accordance with pilots
appear to be unusually short, perforen cabin checklist.
door bayonet rigging check, in accordance

2-34 Chango fi
 685
MAINTENANCE MANUAL
PART IV, SPECIAL INSPECTIQN REQUIREMENTS
This part contains inspection requirements that sup-
plement the basic requirements of preflight, post-
_ flight, and periodo inspections. When one of the
requirements becomes due, it is to be added to the
basic requirements of the inspection to be performed.
A1RFRAME
Every 6 months.
Alter cleaning or repairs and every 12 months.
Atter installation, removal or relocation of equip-
ment, or modification of aircraft which results in a
change to the basic weight and balance.
Every annual or 500 hours.
Every 5th annual or 2000 hours.
Every 5th annual or 1000 hours.
Alter encountering severe turbulence in (light.
Every 500 hours.
Change 6
Section 11
Servicing
Requirements that fall due at the expiration of an in-
tonal of calendar time will be added to the require-
ments of the postflight or periodic inspection (which-
ever is most appropriate) that will be accomplished
nearest to the time -when the special requirements is
cine A periodic is considered to be a 100 hour peri-
odie inspection.
ACCOMPLISH
First aid kits removed for inspection of condition and
completeness of contents.
Inspect seat belts for condition.
Wcigh aircraft and accomplish necessary enfríes in
the Weight and Balance section of the Approved
Flight Manual.
Emergency exit for freedom of operation, condition
of seal, wear, and corrosion; locking mechanism for
secure engagement.
Remove necessary interior upholstery in cabin to in-
spect fuselage structure for evidente of moisture in
the area around the main cabin door, ernergency exit
window and over wing cabin vents.
Inspect 'light control system (ailerons, rudd ele-
vator, trim tabs and Haps) for the following:
a. Specific range of travel.
b. Cables for specific tension, corrosion, and
fraying beyond permissible limits.
c. Accessible cables for cleanliness; turnbucklel.
and cable ends for cracks and proper safetying.
Inspect antifriction bearings (bellcranks, pulleys,
control surfaces, etc.) for roughness, corrosion,
contamination, deterioration, misalignment,
security, evidente of wear, lack of lubrication.
Inspect aircraft for the following conditions:
a. Wing leading edge from engine nacelle out-
board for wrinkles, buckles, and loose rivets.
b. Aft fuselage and horizontal and vertical
stabilizer for wrinkles, buckles, and loose rivets.
c. Upper wing surface for wrinkles, buckks and
loose rivets.
d. If damage is noted in any of the foregoing
arcas, the inspection should be expanded, opening
any arcas as necessary
Perform main cabin door bayonet rigging check in
accordance with procedures outlined under paragraph
AIRFRAME MAINTENANCE, this Section.
2-35
 685
Section II MAINTENANCE MANUAL
Servicing

After encountering a severe hard landing. The aircraft should be inspected for the following
conditions:

a. The upper wing surface between the engin

nacelles for wrinkles, buckles and loose rivets.
b. Reas spar area on the aft nide between the
engine nacelles for deformados, loose rivets ami
buckles.
c. Fuselage skin clirectly beneath the wing for
wrinkles, buckles and loose rivets.
d. Bottom skin on the fuselage in the adjacent
area below the baggage compartment door for wrin-
kles, buckles and loose rivets.
e. Landing gear support truss, external and in-
ternal attachment for sheared rivets and buckled
structure.
f. If extensive damage in any of the aboye men-
tioned areas has been noted, remove the fuel cells,
fuel cell liners and conduct a thorough inspection of
the front and rear wing spars ami stringers. Under
this condition, it is advisable to conduct an x-ray
inspection of the spar caps in the area of fuselage at-
tachment.
g. Scissors for cracks, distortion and loose
bearings.

LANDING GEAR ACCOMPLISH

After encountering a severe hard landing. Check the following items os the main and nose land-
ing gears:

a. Landing goar for distortion, cracks and axle

for bending.
b. Wheel and tire for cuts, cracks and distortion.
c. Landing gear shock struts for correct fluid
and air inflation level. Check seals.
d. Landing goar drag braces for cracks, distor-
tion and misalignment.
e. Main landing gear torque link for cracks,
distortion and security of bearings.
f. Scissors for cracks, distortion and security.
Conduct a landing goar retraction test and
observe alignment ami freedom of operation.

When landing gear was prematurely retracted on take- Inspect clevises en MLG yoke te which retract cyl-
off, allowing aircraft to settle on gear while in mo- incler red erais are attached for bending and cracks.
tion. Antenas if mounted Lo the lower fuselage skin and
structure for Signs of grouncl contact damage.

Every annual inspection and at tire chango.
Main wheels removed, cleaned and inspected for cor-
rosion, cracks and distortion; hearings and bearing
surfaces for wear and damage; hearings relubricated;
braking surfaees for cracks and excessive or uneven
wear; brulces for worn linings and loose wheel lugs.
Replace parís ILS neeclecl.

tiuse wheel remove ci, ele aneó and inspected for cracks
and rorro sien and cListortion; hearings allcl bearing
surfaces for wear, damaged hearings; :Ltd° holt for
distortion.

2-36 Chango 2
 685
MAINTENANCE MANUAL Section
Servicing

POWER PL.9NTS ACCOMPLISH

_ After ground run and after first Right following en- Inspect complete engine installation, accessories,
gine change. controls, fluid carrying Unes, electrical wiring and
connectors for the following conditions:

a. Damage, leakage, safetying where required,

loose or missing nuts, bolts, studs and clamps, vis-
ible defects and security.
b. Oil screens for metal partieles.

Every engine change. Inspect antifriction bearings, rod end bearings, bell-
crank bearings, control pulley bearings, and cable
end fittings in engine area for roughness, wear, cor-
rosion, alignment, damaged seals, security, contam-
ination, deterioration and lack of lubrication.

Inspect engine mounts closely for cracks, corrosion

and elongated boles.

Engine change resulting from internal engine failure. Oil tank, fittings, sumps and all component parts
cleaned.

Every engine change. Oil system completely cleaned.

Engine change due to sudden stoppage, and engine Engine mount removed and inspected for cracks,
change nearest to eaeh 3000 hours. loose rivets and elongated holes. Use penetrant in-
spection as required.

FLIGHT CONTROLS ACCOMPLISH

Whenever rudder has been subjected to violent move- Inspect aircraft for the following items:
ment from wind blast.
a. Rudder torque tube for cracks, distortion and
sheared rivets.
b. Rudder stops for distortion.
c. Neutralize control pedals and check alignment
of rudder to fuselage at the lower trailing edge.
d. Repair or replace as necessary.

FUEL AND OIL SYSTEM ACCOMPLISH

30 minutes after removal from heated shelter. Check fuel strainers and sumps for water.

Whenever any component which would effect calibra- Check fuel quantity system for correct calibration.
tion is replaced and every 1000 hours or annual. See Section V of this manual for calibration proce-
dures.

Every 1000 hours. Check fuel quantity transmitter for specified wiper
arm tension and internal corrosion; cover and con-
nector plug for safety.

PROPELLERS ACCOMPLISH

When a propeller or propeller governor is replaced Flight test.

or removed and reinstalled.

When propeller is slow to feather and erratic on syn- Remove and clean oil sludge and carbons from pro-
chronization. peller dome and passage in propeller shaft. (Hart-
zell only). Check for proper inflation of air dome.

Change 2 2-37
 685
Section II MAINTENANCE MANUAL
Servicing

HYDRAULIC SYSTEM ACCOMPLISH

When hydraulic system has been contaminated with Drain, flush and clean entire hydraulic system,
other fluids, or contaminated due te pump failure change filter element, refill and repeat operation
after next 25 hours flight time.

Every 500 hours. Drain reservoir and clean, inspect and reinstall fil-
ter. Replace filter as required.

ELECTRICAL ACCOMPLISH

Every animal or 500 hours. Remove all electrical junction box covers and check
for evidente of shorting, corrosion and security.

INSTRUMENT - GENERAL ACCOMPLISH

Alter washing aircraft. Static system drained.

Every 200 hours or 3 months whichever occurs first Check compass indicator for correct reading on all
and anytime that equipment replacement modification cardinal headings. Recompensate if necessary.
or relocation might cause compass to deviate.

Every 2nd anual inspection. State system check and altimeters tested as required
by FAA FAR 91.170.

RADIO AND ELECTRONIC (OPTIONAL) ACCOMPLISH

Whenever a unit or system is replaced or reinstalled. Complete performance check of a unit or system.
Flight test navigational systems.

LIGHTNING STRIKE INSPECTION

NAT E
Lightning strike inspection is to be performed only
when the report of lightning strike is discovered during
normal inspection periods.

Damage due to lightning strike is usually not limited to

external or surface damage. Thus, an extensive inspec-
tion for hidden damage must be conducted.

AIRFRAME ACCOMPLISH

When blackened arcas, hales and arcas of pitting or Inspect forward and aft for entry or exit area. Light-
scortch marks are discovered in the airframe. ning strike will have both an entry (forward) and exit
(aft) damage area.

Conduct an extensive inspection between the entry and

exit arcas. Remove interior equipment and upholstry
panels, as necessary to gain access to plúmbing, elec-
trical wiring and equipment between the entry (for-
ward) and exit (aft) arcas. Damage is characterized
as metal parts welded together, non-rnetalic parts
melted and/or electric motors inoperative due to wire
damage, relay contacts welded together, or windings
melted together. Repair or replace all damaged
parts.

Conduct an extensive inspection aft of the exit arcas.

Remove equipment and upholstry panels, as necess-
ary to gain access to plumbing, electrical wiring, and
equipment. Repair or replace all damaged parts.
2-38 Change 6
 685
MAINTENANCE MANUAL Seetion II
Servicing

PLIGHT CONTROLS ACCOMPLISH

When lightning strike damage is discovered in areas
in which control cables pass or control surfaces are
located.
Conduct a visual inspection for damaged parts, broken
or damaged cables.
Conduct a full check of Right controls for binding or
any restrictions of control range. Repair or replace
all damaged parts.

POWER PLANT ACCOMPLISH

When lightning strike has been discovered.
Conduct a visual inspection of engine cowls, prop-
ellers and spinners for burns or pitting. Should such
damage exist the propeller should be removed and
inspect at an authorized propeller shop. Authorized
engine shop should examine the contents of the engine
gear case for excessive metalic chips. If excessive
metano chips are found the engine shall be repaired
or replaced by an authorized engine shop.

Conduct inspection of all tubing, wiring and compon-

ents on engine and In nacelle area.

Inspect opposite engine for evidence of lightning

strike damage.

ELECTRICAL ACCOMPLISH

If airplane was struck by lightning. Functionally check all electrical systems and ensure
correct operation. Repair or replace all detective
componente.

LANDING GEAR ACCOMPLISH

airplane was struck by lightning with lending gear Conduct inspection of lending gear, if evidence of a
extended. lightning strike is found. Remove affected gear and
disassemble gear to ínspect for damage.

Inspect lending gear doors for damage and proper

operation.

INSTRUMENTS ACCOMPLISH

If airplane was struck by lightning. Perform for all instrument systems, repair or re-
place components as necessary.

Perform check swing of the compass system(s) should

serviceability be in doubt by the pilot.

RADIO ACCOMPLISH

If airplane was struck by lightning. Conduct functional check of radio system(s).

Change 6 2-38A/2-38B
 685
MAINTENANCE MANUAL Section II
Servicing

PART V, OVERHAUL OR REPLACEMENT SCHEDULE
This part lists units of operating equipment that are
to be replaced or overhauled at periods specified.
Replacement means removal of the equipment and in-
stallation of a serviceable item in its place. Over-
haul means removal of the equipment and overhauling
and bench testing it before reinstalling it on the air-
craft. ft is not the intention of this schedule to spe-
cifically detail each and every item used on the air-
craft.

MRFRAME OVERHAUL OR REPLACE

Every 5000 hours or 8 years whichever comes first. Overhaul airframe. Inspect, repair/replace as nec-
essary R. A. N.)

LANDING GEAR OVERHAUL OR REPLACE

Every 3000 hours or 5 years whichever comes first. Remove and overhaul landing gear components. Re-
place all internal seals, check and replace all bush-
ings, pins, bolts that are out of tolerante. Zyglo in-
spect aluminum ami magnaflux all steel parís.

HYDRAULIC OVERHAUL OR REPLACE

On condition. Replace all flexible hose assemblies

Overhaul or replace landing gear retract cylinders.

Overhaul or replace power brake assemblies.

Overhaul or replace remaining hydraulic components.

POWER PLANTS OVERHAUL OR REPLACE

Expiration of maximum permissible operating time. Replace engines, including fuel and ignition system,
i.e., carburetor, injector, fuel pump, magneto and
ignition harness.

Every engine change as a result of internal engine Replace or overhaul oil cooler.
failure.

On condition, but not to exceed 2000 hours operating Replace or overhaul all engine accessories, starter,
time. generator, hydraulic pump, vacuum pump, propeller
governor, and rubber hose assemblies.

Every 1000 hours. Turbo Commander starter-generators.

Every engine change. Replace exhaust tail pipe.

PROPELLER OVERHAUL OR REPLACE

Every engin change due to normal time rwi out. Overhaul propeller
Consult propeller manufacturer for recommended T.
B.O. limits.

HEATING M-ID. V ENTTLATION OVERHAUL OR REPLACE

500 hours of heater operation. Inspect heater and component operating parts;
heater, vent blower, valves, ignition unit and
swit ches .

Change 6 2-39
 685
Section II MAINTENANCE MANUAL
Servicing

ELECTRICAL SYSTEM OVERHAUL OR REPLACE

On condition. Overhaul or replace voltage regulators and reverse

current relays and contactors.

Overhaul inverters.

FUEL AND OIL SYSTEM OVERHAUL OR REPLACE

On condition. Overhaul or replace fuel cells.

Overhaul or replace eiectrical shutoff valves.

Overhaul or replace fuel boost pumps.

INSTRUMENTS OVERHAUL OR REPLACE

On condition. Overhaul and calibrate aH instruments including

gyros.

UTILITY OVERHAUL OR REPLACE

On condition. Overhaul or replace surface deicer equipment;

pumps, valves, timers and regulators.

Oxygen regulator.

2-40 Ch a nge 2
 685
MAINTENANCE MANUAL Section II
Servicing

PART VI, TEST FLIGHT INSPECTION REOUIREMENTS PART VI, SECTION III

This part lists all conditions muler which test flights IN FLIGHT REQUIREMENTS
are required and complete inspection requirements
for accomplishment of prescribed test flights. In- Requirements to be accomplished by the Pilot and/or
spection requirements in this section are established Copilot .
to assure a thorough inspection of the aircraft before
flight, during flight, and upon completion of the test Takeoff and Climb
flight. When a test flight is performed for purposes
of determining that specific equipment or systems a. The following engine instruments for "within-
are in proper operating condition, requirements not Units" indication, response to engine power applica-
related to such equipment or systems should be dis- tion and freedom from excessive oscillation or fluc-
- regarded. This part is divided into four sections. tuation.
Section 1 contains al' conditions and circumstances 1. RPM.
under which test flights are required. Section II con- 2. Manifold pressure.
tains inspection requirements to be accomplished 3. Cylinder head temperature.
prior to a test flight. Section III contains inspection 4. Oil pressure.
requirements to be accomplished during a test flight. 5. Oil temperature.
Section IV contains only direct post test flight inspec- 6. Hydraulic pressure.
tion requirements to be accomplished upon completion 7. Fuel flow.
of a test flight. 8. Vacuum.

PART VI, SECTION b. Engine controls for alignment and response

during power changes.
CONDITIONS REQUIRING TEST FLIGHT c. Aircraft for initio.' control and stability at
specified airspeeds.
The conditions requiring accomplishment of a test
flight are Usted below. Under circumstances other Cruise
than those Usted, the need for an aircraft test flight
following maintenance or repair work is left to the a. The following engine instrúments stabilized
discretion of the maintenance shop foreman. within normal operating range.
1. RPM.
a. To complete each third periodic inspection. 2. Manifold pressure.
b. When a new or newly overhauled engine is in- 3. Oil pressure.
stalled. 4. Oil temperature.
c. When moveable flight surfaces have been re- 5. Cylinder head temperature.
placed or removed for extensive repairs ami reinstal- 6. Vacuum.
led. 7. Hydraulic pressure.
d. When a propeller or governor is replaced or 8. Fuel flow.
removed and reinstalled.
e. When flight control cables or rods have been b. Engines for normal operation on all sources
rerouted, rerigged, or flight control mechanisms of fuel.
have been adjusted. c. Propellers for proper response to high and
f. When adjustments or changes are made to ac- low pitch controls; feathering for specified operation
cessories and/or auxiliary equipment that require and rotation stop. Synchronizer functioning if instal-
flight to accomplish operational checks or calibration. led.
g. When major structural repair and/or modifica- d. Generators and voltage regulators for output.
don is accomplished. e. Environmental system for operation.
f. Flight controls (ailerons, elevator, rudder
PART VI, SECTION II and trim tabs) for proper response and smooth and
unrestricted movement.
PRIOR TO TEST FLIGHT REQUIREMENTS g. Autopilot for proper operation.
h. The following flight instruments for indica-
Ground Crew Responsibility tions corresponding to changes in temperature, pres-
sure, direction and altitude.
Complete preflight inspection performed in accord- 1. Altimeter.
ance with Part I of this section of the manual. 2. Airspeed indicator.
Turn-and-bank indicator.
Pilot Responsibility 4. Magnetic compasa.
5. Rate of climb indicator.
Conduct a pilots' preflight inspection. 6. Directional gyro.

Change 2 2-41
 685
Section II
Servieing MA1NTENANCE MANUAL

7. Attítude gyro,
8. k. Landing gear for operalion and proper posi-
Free air temperature.
ton indication.
1. 1. Throttle warning horn for specified opera-
Aircraft should he at a sate altitude and at
proper trim airspeed at time of approaching stall. tío» with gear up and throttles retarded.
m. Radio and electronic equipment for proper
Check for satisfactory eharacteristics upon approach-
ing, during and recovering from stall. Staff warning oporation.
should sound 5 to 10 mph prior to actual stall.
1. Power o»: PART VI, SECTION IV

(a) Clean. POST TEST FLIGHT REQUIREMENTS

(b) Gear down, Haps up. Flight Crew
(o) Gear down, Haps down.
(d) Gear up, Haps down.
Discrepancies noted during light entered on applicablei
forms.
2. Power off:
Ground Crew
(a) Clean.
(b) a. Engines and aircraft for evidente of fuel and
Gear clown, Haps up. oil leaks.
(c) Gear clown, flaps down. b.
(d) Gear up, flaps clown. Aircraft secured in accordance with appli-
cable directives.
J. Flaps for operation and proper positim indi- c. Alter test 'light following engin chango:
cation. 1. Conduct inspection as outlined in Part
IV, Special Inspection Requirements.

2-42
Chango 2
 685
MAINTENANCE MANUAL Section III
Hydraulics

SECTION III

HYDRAULICS

TABLE OF CONTENTS

Page Page
GENERAL DESCRIPTION 3- 1 Main Landing Gear Uplock Cylinder 3-19
GENERAL 1VLAINTENANCE PRACTICES 3- 7 Nose Landing Gear Actuating Cylinder 3-21
Functional Test Procedures 3- 7 Wing Flap Actuating Cylinder 3-21
HYDRAULIC SYSTEM COMPONENTS 3- 8 Parking Brake Valve 3-22
Hydraulic Reservoir 3- 8 Power Brake Valves 3-23
Shutoff Valves 3- 8 Nose Wheel Steering Bypass Valve 3-25
Engine-Driven Hydraulic Pump 3- 9 Nose Wheel Steering Cylinder 3-25
Accumulator-Regulator 3-10 AUXILIARY HYDRAULIC SYSTEM 3-26
Hydraulic Pressure Gage 3-13 Auxiliary Hydraulic System Pump 3-26
Landing Gear-Wing Flap Control Valve .... 3-13 Auxiliary Hydraulic System Operational
Main Lending Gear Actuating Cylinders .... 3-17 Check 3-28

GENERAL DESCRIPTION thermal expansion. Hydraulic cylinders actuate the

The aircraft hydraulic system consists of a primary
system and an auxiliary system. The primary hy-
draulic system reservoir supplies MIL-H-5606 hydrau-
lic fluid to an engine-driven hydraulic pump installed
on each engine reduction gear case. During normal
operation, hydraulic fluid flows from the reservoir
through electrically operated shutoff valves to the
engine-driven pumps. The shutoff valves, which are
located in the supply line to each hydraulic pump, are
provided to shutoff fluid flow toan engine-driven pump
in the event of engine fire, and to facilitate maintenance
on the hydraulic system. The engine-driven hydraulic
pumps supply hydraulic pressure to the accumulator-
regulator. Hydraulic fluid is routed from the engine-
cirivenpumps through the accumulator-regulator,which
absorbs system pressure pulsations andregulates the
pressure from the pressure-regulator at 900 to 1075
psi to the primary system, for normal operation of the
landing gear, wing flaps, nose wheel steering and
brake system. A pressure relief valve, installed
between the auxiliary hydraulic pump and the power
brake valves and the return line to the reservoir,
protects the system from overpressure caused by
nose and main landing gear, main gear uplock me-
chanisms, ami wing flaps. The cylinders are con-
trolled through a (dual-functioning) landing gear-
wing flap control valve, mechanically linked to the
landing gear and wing flap control levers (see Figure
3-2). A check valve incorporated in the landing
gear-wing flap control valve, retains Huid in the up-
lock eylinders of the main landing gear when it is
retracted. In the event of pressure loss in the pri-
mary hydraulic system, hydraulic Huid retained in
the uplock cylinders by a check valve contained in
the landing gear-wing flap control valve, will prevent
the main gear from extending until the landing gear
control lever is placed in the down position. The
nose landing gear is retained ínthe up position by hy-
draulic pressure from the primary system. If primary
system pressure is lost the nose lending gear will free-
fall to the extended position and be locked 'down' by
action of the nose gear bungee spring. Nose wheel
steeringís accomplished through ahydraulic actuating
cylinder attached to the nose gear. A bypass valve
installed in the hydraulic steering system prevents the
nose wheel from being turned when it is retracted.
The wheel brakes and nose wheel steering are con-

3-1
 685
Section III MAINTENANCE MANUAL
Hydraulics

1. NOSE WHEEL STEERING CYLINDER

2. NOSE GEAR ACTUATING CYLINDER
3. NOSE WHEEL STEERING BYPASS VALVE
4. PARKING BRAKE VALVE
5. LANDING GEAR-WING FLAP CONTROL VALVE
6. MAIN GEAR NITROGEN STORAGE BOTTLE
7. WING FLAP FLOW CONTROL VALVE
8. WING FLAP ACTUATING CYLINDER
9. ENGINE-DRIVEN HYDRAULIC PUMP
10. LANDING GEAR ACTUATING CYLINDER
11. MAIN GEAR NITROGEN STORAGE BOTTLE
FILLER VALVE
12. MAIN LANDING GEAR UPLOCK CYLINDER
13. SYSTEM PRESSURE RELIEF VALVE
14. ACCUMULATOR-REGULATOU
15. AUXILIARY HYDRAULIC PRESSURE SWITCH
16. AUXILIARY HYDRAULIC PRESSURE PUMP
17. HYDRAULIC RESERVOIR
18. LANDING GEAR HYDRAULIC-PNEUMATIC
ACTUATING CYLINDER
19. WHEEL BRAKE
20. POWER BRAKE VALVES

/14

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 685
MA1NTENANCE MANUAL
trolled through power brake valves, which are linked
to the rudder-brake pedals. Power brake valves are
actuated by applying pressure to the upper portion of
the rudder-brake pedals. An air storage bottle con-
- taining compressed nitrogen is located in the baggage
compartment and connected to the main landing gear
hydraulic-pneumaticactuating cylinders by tubing and
hoses (see Figure 3-2). Compressed nitrogen is di-
- lized to assist the hydraulic system in lowering the
main gear during normal gear operation and provides
the pressure needed for emergency extension of the
main gear in the event of a primary hydraulic System
failure.
GENERAL MAINTENANCE PRACTICES
Cleanliness is an essential part of hydraulic system
_ and component maintenance and repair. Small par-
ticles of dirtor other foreignmaterials are especially
damaging to internal seals and surfaces of hydraulic
component moving parts; therefore, every precaution
must be employed to prevent contaminationof hydrau-
lic fluid, and hydraulic fluid filters installed in the
aircraft system must be serviced at prescribed in-
tervals. Storage containers should be maintained in a
clean condition and thoroughly sealed. The following
information is generally applicable for all hydraulic
system maintenance.
a. Hydraulic system pressure may be reduced to
zero when engines are not operating by applying the
brakes or by actuating the wing flaps.
b. Reduce hydraulic pressure and accumulator
nitrogen pressure to zero when performing mainte-
nance of the accumulator-regulator.
c. Reduce main landing gear nitrogen storage
bottle pressure to zero when removing the main land-
ing gear hydraulic-pneumatie actuating cylinders and
associated components or plumbing.
d. Cap or plug all openings in hydraulic lines and
component parts at time of dibconnection, to prevent
foreign materials from entering the hydraulic system.
e. Use correct safety wiring technique during re-
assembly and installation of components.
f. Clean hydraulic system component parts and
connections in cleaning fluid, Federal Specification
P. D. 680, and dry with moisture free air.
g. Inspect component parts for cracks, nicks,
burrs, scratches, scoring, and condition of threads
on component parts and fittings.
h. Measure wear of component parts at time of
disassembly and replace all parts that do not conform
to wear tolerante specified in Figure 3-2L
i. Clean hydraulic cylinders and pistons; hone
internal surfaces, using light buffing compound or
crocus eloth; rub in lengthwise direction when re-
moving scratches or nicks.
j. Replace all 0-rings, seals, and wiper rings at
time of overhaul and installation of hydraulic compo-
nents.
k. Lubricate component parts and seals with clean
hydraulic fluid, MIL-H-5606 prior to reassembly.
Section III
Hydraulies
1. When installing 0-rings, make certain the 0-
ring is evenly stretched around circumference of part
and not twisted in retaining groove.
m. Never use force to assemble component parts.
n. When possible, pressure check hydraulic cern-
ponents for leakage prior to installation on aircraft.
o. Lubricate pipe thread fittings with anti-seize
compound conforming to Federal Specification TT-A-
580.
p. Lubricate B-nuts withthreadlubricant conform-
ing to Specification JAN-A-669.
q. Release preásure from hydraulic lines prior to
tightening a tube fitting.
r. When replacing fittings or fines, always start
tube nuts with fingers, and. complete tightening with
wreneh to correct torque value as specified in torque
table, Section H.
s. Always bleed hyth.aulic fines when replacing
hydraulic brake and nose wheel steering components.
t. Always perform an operational check after re-
placing hydraulic system components.
u. Always perform landing gear operational check
when replacing landing gear hydraulic components.
v. Test air valves onhydraulle-pneumatiecylinder
nitrogen storage bottle and accumulator-regUlator
using solution of soap and water.
w. Charge nitrogen storage bottle or accumulator-
regulator with nitrogen when maintenancé results in
nitrogen pressure fess:
NOTE
Use of moisture free compressed air
is permissible for temporary servicing
of accumulator-regulator and landing
gear nitrogen storage bottle.
x. Clean hydraulic actuating cylinder piston rods
and landing gear struts with a clean cloth moistened
in hydraulic Huid, at frequent intervals.
FUNCTIONAL TEST PROCEDURES
When maintenance has beenperformed on the hydrau-
lic system which necessitates an operational check
of the landing gear,jack aircraft as outlined in Section
II and perform landing gear operational check as out-
lined in Section VI. Refer toSectionli for instructions
pertaining to installation of an external hydraulic
power unit. Functional test procedures applicable to
specific components of the hydraulic system are in-
corporated in the text of this• section. General test
procedures contained in the preceeding general main-
tenance practices must be accomplished after com-
ponent repair
a. Place master (battery) switch in BATTERY
position.
b. Operate wing flap control valve lever tinta hy-
draulic pressure drops to 500 (1- 30) psi. The auxili-
ary hydraulic system pump should automatically cut-
in, build up hydraulic pressure to 575 (-t 30) psi and
then stop.
3-7
 685
Seetion 111 MAINTENANCE MANUAL
Hydraulies

and then through the reservoir standpipe into each of

VENT COVER RETAIN/NG the main supply outlets, and on to the engine-driven
BOLT pumps (see Figure 3-3). In the event of a hydraulic
FILLER CAP leak in the normal system, a reserve supply of fluid
contained below the reservoir standpipe flows out
MAIN through the emergency outlet to supply fluid to the
SUPPLY auxiliary hydraulic system pump. Hydraulic fluid is
PORT returned to the reservoir through a tangential return
port, to decrease fluid foaming. The reservoir is
vented overboard through a vent Une installed in the
RETURN reservoir cover. A drain plug is located in the bottom
of the reservoir. A pressure relief valve is also lo-
EMERGENCY cated in the bottom of the hydraulic reservoir. This
SUPPLY relief valve opens when system pressure reaches 1200
PORT ± 50 psi and allows fluid to return to the reservoir.
Access to the reservoir filler cap is gained through
MAIN SUPPLY an access door, located in the upper left engine na-
OUTLET celle surface.

REMOVAL AND INSTALLATION

a. Reduce hydraulic pressure to zero.

b. Remove drain plug and drain fluid from reser-
Voir.
c. Disconnect return andvent Unes and both supply
EMERGENCY Unes at hydraulic reservoir.
RELIEF d. Remove bolis attaching hydraulic reservoir to
VALVE SUPPLY
mounting angles and remove hydraulic reservoir.
OUTLET
SHUTOFF
VALVE Installation of a hydraulic reservoir is the reverse of
DRAIN the renioval procedure. After installation, service
reservoir with hydraulic fluid and perform hydraulic
03 3 system functional check.

Figure 3-3. Hydraulic Reservoir
c. Start left engine to determine if left engine-
driven hydraulic pump is operating. Hydraulic pres-
sure should read between 900 and 1075 psi.
d. Raise and lower wing flaps to assure proper
operation of hydraulic accumulator-regulator. Hy-
draulic pressure should not drop below 900 psi or
raise aboye 1075 psi.
e. Start right engine and perform operational
check of brakes and nose wheel steering system while
taxling.
f. Stop left engine and actuate wing flaps to re-
lease accumulated pressure. Hydraulic pressure
from right engine pump should not drop below 900 psi
or raise aboye 1075 psi.
HYDRAULIC SYSTEM COMPONENTS
HYDRAULIC SYSTEM FILTER. The hydraulic system
filter, located in the bottom of the hydraulic reservoir
is held in place by a spring-loaded plate (see Figure
3-3). To remove the filter, reduce hydraulic system
pressure to zero, remove reservoir cover retaining
bolt and cover, and lift filter from reservoir. Filter
should be cleaned or replaced at intervals prescrib-
ed in the aircraft inspection guide.
HYDRAULIC RESERVOIR SERVICING. The hydraulic
reservoir filler cap and dipstick are accessible through
a hinged door located on the top left side of the left
nacelle. This hinged door is secured with Camloc
fasteners. When servicing reservoir, wing flaps
should always be in the up position to obtain a correct
level of fluid on dipstick. The dipstick, which is at-
tached to the reservoir filler cap, is marked LOW
and FULL. At the FULL mark, the reservoir con-
tains 3. 2 U. S. quarts of fluid. The hydraulic system
should be primed atter replacing a hydraulic pump
or performing hydraulic maintenance.

HYDRAULIC RESERVOIR SHUTOFF VALVES

The hydraulic reservoir, installed in the left engine
nacelle wheel well is serviced with 3.2 U. S. quarts of
Huid and incorporates a fluid expansion space equal
to 1. 06 quarts. . Servieing instructions are contained
in Section II. Hydraulic fluid flowsthrough a replade-
able filter, installed in the bottom of the reservoir,
The hydraulic fluid supply line to each engine is con-
nected to a shutoff valve attached to the bottom of the
hydraulic fluid reservoir as shown in Figure 3-3.
Each valve is gear-actuated by a reversible de electric
motor, which automatically stops the valve gate when
it is driven to the fully oponed or closed position.

3-8
 685
MAINTENANCE MANUAL
Figure 3-4. Engine Driven Hydraulic Punir,
Each shutoff valve is actuated by a pull-to-unlock
toggle switch labeled 'TEMER SHUTOFF HYD" and
protected by a non-indicating 5-amp push-to-reset
circuit breaker in the trim tab control panel. Under
normal operating conditions, shutoff valve switches
remain locked inthe HYD position toprevent acciden-
tal valve closing. The hydraulic shutoff valves and
switch circuit malee it possible to stop the flow of hy-
draulic fluid to the appropriate engine in event of an
emergency. If anemergency occurs, pull the switches
outward and actuate to the OFF position to done the
valves. Hydraulic shutoff valves amo facilitate main-
tenance of the hydraulic system by providing a means
of stopping hydraulic fluid flow at the reservoir.
REMOVAL AND INSTALLATION
a. Reduce hydraulic pressure to zero.
b. Drain hydraulic fluid from reservoir.
c. Disconnect electrical connector from shutoff
valve.
d. Disconnect outlet line from shutoff valve.
e. Remove bolts, nuts, andwashersattaching valve
to hydraulic reservoir and remove shutoff valve.
To install the shutoff valve reverse the removal pro-
cedure and service the hydraulic fluid reservoir.
ENGINE-DRIVEN HYDRAULIC PUMP
A geared, positive-displacement pump is installed on
the lower right aft side of each engine (see Figure
3-4). Each hydraulic pump provides a system flow
to the accurnulator-reguLator of 3.0 gpm at an engine
Section III
Hydraulics
speed of approximately 96% engine rpm. The hy-
draulic pump is coupled to the engine drive with a
splined shaft, which incorporates a shear section to
prevent damage due to physical overload. In the
event one pump becomes inoperative, a single pump
will safely operate the entire hydraulic system.
Check valves installed in the primary pressure lines
between the pumps and the accumulator-regulator,
prevent an operative pump from discharging fluid
through the inoperative pump. The pump seal drain
line, which extends overboard through the lower en-
gine nacelle, should be inspected frequently for
evidente of hydraulic fluid leakage. If there is evi-
dence of hydraulic fluid in the area around the drain
line the area should be wiped clean and the engin
should be given a short ground run. If seal leakage
is noted after the engine run, the pump seal should
be replaced. To replace the hydraulic pump seal,
remove the pump, disengage the ring holding the drive
in the pump, and withdraw the splined drive. This
will expose the seal requiring replacement. Do not
plug or cap the pump seal drain line. During normal
operation with both engines operating, it is not possi-
ble to detect a failed hydraulic pump. Check indivi-
dual pump operation at the beginning and end of each
flight by observing pump pressure from the engine
initially started and by stopping this engine first at
the flight termination and observing pump pressure
from the opposite engine.
REMOVAL AND 'INSTALLATION. To remove the hy-
draulic pump, proceed as follows:
a. Close hydraulic shutoff valve for appropriate
engine.
b. Bleed hydraulic system pressure to zero by
lowering and raising the flaps.
c. Place battery switch in OFF position.
d. Remove upper engine cowling.
e. Disconnect and cap unes at pump. Catch fluid
draining from pump when Unes are disconnected.
f. Remove pump retainer nuts andwashers secar-
ing pump to engine.
g. Remove pump and gasket from hydraulic pump
mounting pad on engine.
h. Cover hy-draulic pump mounting pad with tem-
porary cover if new pump will not be immediately in-
stalled.
To install the hydraulic pump, proceed as follows:
a. Remove temporary cover from mounting pad.
b. Position a new gasket and pump over mounting
studs on engine.
c. Align pump drive splines with splines in drive
pad and secure pump to engine. Torque nuts evenly
to 150 inch-pounds.
d. Connect and tighten hydraulic lines to pump.
e. Open hydraulic shutoff valve, and place switch
in lock position. Battery switch must be in the ON
position to activate hydraulic shutoff valve circuit and
open valve.
f. Checkfluld level in hydraulic reservoir. Fill to
FULL mark on dipstick as required with MIL-H-5606
3-9
 685
Section III MAINTENANCE MANUAL
Hydraulics

hydraulic fluid.
g. Replace upper engine eowling and start appli- WARNING
cable engine and observe hydraulic pressure gage for
900-1075 psi.
h. Stop engine, open upper engine cowling, and Reduce accurnulator nitrogen pressure
inspect hydraulic pump mount flange and Unes for to zero and release all fluid from unit
evidence of leakage. before disassembly is attempted.
i. Close upper engine cowling.
Poppet Valve

a. Loosen checImut and remove elbow (1) from

ACCUMULATOR-REGULATOR reducer bushing.
b. Remove reducerbushing(2)from pressure port.
The hydraulic accumulator-regulator installed in the c. Remove poppet chectmut (3), poppet guide (4),
left nacelle, consists of a hydraulic pressure adjust- spring (5) and poppet (6).
ing valve, unloader valve, pressure relief valve, and
accumulator piston (see Figures 3-5 and 3-6). The Unloader Valve
hydraulic pressure adjusting valve controls the un-
loader valva, whichregulates hydraulic pressure re- a. Remove cap (27), spring (28), guide (29), and
c eived from the engine-driven hydraulic pumps. The ball (17).
unloader valve is adjustedto maintain hydraulic system b. Remove snap ring ,(31), using snap ring pliers.
pressure between 900 psi (minimum) and 1050 (+25, -0) c. Withdraw seat (32)carefully, using a small hook.
psi. When system pressure exceeds 1075 psi the un- d. Remove plunger (33), using pliers with padded
loader allowspumppressure to bypass the systen. and jaws.
turn to the reservoir. When system pressure is de-
creased to 900 psi, the unloader valve permits pump Pressure Relief Valva
pressure to be applied to the system. The hydraulic
pressure relief valve is adjusted to return fluid to the a. Remove adjusting cap (16), spring (17), spring
hydraulic reservoir when system pressure exceeds guide (18), and poppet (19).
1200 ta50 psi. This protects the hydraulic system in b. Insert wooden dowel through housing hola and
the event of unloader valva malfunction. The pisten push out poppet seat (19). Poppet and seat are a
type accumulator, which is charged to 600 psi with matched pair and must be replaced as an assembly.
nitrogen gas, provides an air cushion for the hydraulic
system which absorbs the pulsating pressure resulting Pressure Adjusting Valve
from regulator zpodulation and operation of hydraulic
system components. Maffunctions in the pressure a. Remove adjusting cap (20).
regulating functions of the accumulator-regulator are b. Remove spring (21) and plunger (22).
usually caused by faulty poppet valve operation and c. Remove locknut (23), transfer seat (24), washer
may be indicative of hydraulic fluid contamination or (25), and screen (26).
failure to alean the hydraulic filter at required fnter-
vals. Accumulator

a. Remove air valva (7).

REMOVAL
a. Reduce hydraulic pressure to zero.
b. Close hydraulic shutoff valves.
c. Detach and drain hydraulic Unes to accumulator -
regulator.
d. Re move attaching bolts and re nieve accumulator-
regulator from aircraft.
DISASSEMBLY. Disassembly of the accumulator-
regulator consists of removing the system supply
poppet valve, hydraulic pressure adjusting valve,
hydraulic pressure relief •valve, unloader valve, and
accumulator assemblies (see Figures 3-5 and 3-6).
Component parts of the aboye assemblies may be re-
moved and cleaned, or new parts installed as neces-
sary. Should a malfunction accur that is not remediad
by cleaning and replacement of damaged parts in the
aforementioned assemblies, the complete accumula-
tor-regulator should be replaced.
b. Loosen locknut (12), using spanner wrench.
c. Loosen and remove cylinder body (11), using
strap wrench.
d. Insert wooden dowel through air valvebody hola
and push out accumulator piston (9).
REASSEMBLY AND ADJUSTMENT. Reassembly of
the accumulator-regulator is the reverse of disas-
sembly procedure. When replacing adjusting cap (20),
be sure 0-ring is properly seated in groove of regu-
lator housing. An auxiliary hydraulic power source,
with controllable fluid flow andpressure must be used
to adjust accumulator-regulator.
a. Connect nitrogen charging unit to accumulator-
regulator air valve (7) and charge accumulator te
600 psi.
b. Connect auxiliary hydraulic source to accumu-
lator-regulator pressure inlet port (14).
e. Rotate hydraulic pressure adjusting valva cap
(20) until valva is bottomed. Apply hydraulic pres-
sure to inlet port.
cL Adjust hydraulic pressure relief valve (16) until

3-10
 685
MAINTENANCE MANUAL Section III
Hydraulics

1. SYSTEM PRESSURE OUTLET 18. PRESSURE RELIEF SPRING GUIDE

2. REDUCER BUSILING 19. PRESSURE RELIEF POPPET & SEAT ASSY
3. POPPET CHECKNUT 20. PRESSURE ADJUSTING VALVE CAP
4. POPPET GUIDE 21. PRESSURE ADJUSTING VALVE SPRING
5. POPPET SPRING 22. PRESSURE ADJUSTING VALVE PLUNGER
6. POPPET 23. TRANSFER SEAT ASSY LOCKNUT
7. ACCUMULATOR Am VALVE 24, TRANSFER SEAT ASSY
8. AIR VALVE CHECKNUT 25. WASIIER
9. ACCUMULATOR PISTON 26. SCREEN
10. ACCUMULATOR PISTON GUIDE RINGS 27. UNLOADER CAP
11. ACCUMULATOR CYLINDER BÓDY 28. UNLOADER SPRING
12. ACCUMULATOR LOCKNUT 29. UNLOADER GUIDE
13. MOUNTING BRACKET 30. UNLOADER BALL
14. PUMP PRESSURE INLET 31. SNAP RING
15. RET URN 32. UNLOADER SEAT
16. PRESSURE RELIEF ADJUSTING CAP 33. UNLOADER PLUNGER
17. PRESSURE RELIEF SPRING 34. HEAD & PLUG ASSY

2311

Figure 3-5. Accumulator-Regulator

3-11
Section Hl MAINTENANCE MANUAL
Ilydraulic s

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UNLOADED CONDITION LOADING CONDITION

1. ENGINE-DRIVEN HYDRAULIC PUMP PRESSURE 7. HYDRAULIC PRESSURE ADJUSTING VALVE

2. SYSTEM PRESSURE POPPET VALVE (UNLOADED ADJUSTING)
3. REGULATED PRESSURE TO SYSTEM 8. UNLOADER BLEED (RETURN)
4.. PUMP PRESSURE TO RESERVOIR (RETURN) 9. ACCUMULATOR PISTON
5. HYDRAULIC PRESSURE RELIEF VALVE 10. AM PRESSURE
6. UNLOADER VALVE 11. AM FILLER VALVE
12. SCREEN

23 (.3

Figure 3-6. Accumulator-Regulator Schematic

3-12
 685
MAINTENANCE MANUAL
Figure 3-7. Hydraulic Pressure Gagos
a few drops of hydraulic fluid appear at return port
(15). This must not occur below 1150 psi.
e. Slowly reduce inlet pressure until pressure re-
lief valve (16) reseats. This must not occur below
1100 psi.
f. Adjust hydraulic pressure adjusting valve cap
(20) until unloader valve loads (cuts in) at a pressure
of 900 psi and unloads (cutout) at a pressure of 1050
(+25, -0) psi.
g. Tightenchecknuts on hydraulicpressure adjust-
ing valve cap and hydraulic relief valve cap, and se-
cure valve caps (16), (20), and (27) with safety wire.
h. Test accumulator-regulator for internal leaka.ge,
by loading unit to 970 psi. Fluid leakage from the
open return port must not exceed 10 drops in the first
mínute, and five drops in the following three minutes.
i. Charge accumulator and check air valve for
leakage by using a soap and water solution.
INSTALLATION. Installation of accumulator-regu-
lator is the reverse of removal procedure. Atter
installation, recharge accumulator, fill hydraulic
reservoir, and perform hydraulic system operational
check.
ACCUMULATOR-REGULATOR CHARGING
a. Reduce hydraulic system pressure to zero.
Remove accumulator air valve cap and connect
nitrogen charging unit.
c. Loosen accumulator air valve checknut 2-1/2
turns and charge accumulator to 600 psi.
d. Operate wing flap control lever through one
cycle to relieve possible hydraulic pressure on ac-
cumulator piston.
e. Charge accumulator to 600 psi, and tighten air
valve checknut.
f. Remove charging unit and replace accumulator
air valve cap.
g. Inspect accumulator air valve for leaks.
Section
Hydraulics
HYDRÁULIC PRESSURE GAGE
A 2000 psi hydraulic pressure gage, installed in the
lower section of the center instrument panel, indicates
hydraulic pressure for the primary and awdliary hy-
draulic systems (see Figure 3-7). Normal operating
pressure is 900 to 1075 psi. A red radial line at 1250
psi indicates maximum allowable system pressure.
Variations of pressure will cause a gage fluctuation
when brakes, flaps, or landing gear are operated.
The pressure gage may be removed alter the hydraulic
system pressure is bled to zero.
LANDING GEAR- WING FLAP CONTROL VALVE
The landing gear-wing flap control valve, is installed
directly below the engine control quadrant pedestaL
Hydraulic fluid is directed into the valve body through
a single port. It is then routed to individual valves,
which direct fluid to the landing gear cylinders or the
wing flap cylinder, according to the position of the
wing flap and landing gear control leyera (see Figure
3-8). The landing gear control lever is mechanically
connected to the landing gear control side of the valve
unit. Placing the landing gear control lever in the
gear UP position, positions the valve to direct pres-
sure to the up port on each gear actuating cylinder
and releases pressure on the return ports. Moving
the control lever to the DN position reverses the se-
quence. The wing flap control lever is mechanically
linked to the wing flap control side of the valve„unit,
and operates on the same principie as the landing
gear control valve. The wing flap control lever
should remain in the UP position at all times, except
when it is necessary to lower flaps. Neutral position
is used to obtain a flap angle setting between the full
up and down positions. In the event of pressure Loss
in the main hydraulic system, the auxiliary hydraulic
pump will provide pressure to operate the flaps (see
Figure 3-2). The wing flap-lancling gear control
valve assembly incorporates two check valves within
the body of the unit. One of these valves, located in
the uplock port of the control valve manifold, locks hy-
draulic system pressthe in the uplock cylinders of
the main landing gear when the gear is retracted.
Fluid trapped in the main landing gear uplock lines
and cylinders is not released until the landing gear
control lever is moved to the DN position; theref ore,
the main landing gear will remain up and locked in
the event hydraulic pressure is lost. Fluid pressure
leakage through the uplock check valve may cause
the main landing gear to unlock and sag down during
flight, Correction of this condition will require re-
placement of the check valve in the control valve
manifold. However, the main landing gear hydraulic
Unes should be checked for leaks prior to replacing
the uplock check valve.
The second check valve, contained in the body of the
landing gear-wing flap control valve, isolates the aux-
iliary hydraulic system when the normal system is
inoperative. This assures operation of the brakes,
flaps, and nosewheelsteering even though the normal
3-13
 685
SeetionHI MA1NTENANCE MANUAL
Hydraulics

Á AUXILIARY
GEAR UP TPRESSURE
SYSTEM
POSITION PRESSURE RETURN
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a
GEAR GEAR GEAR FLAP FLAP
UP UPLOCK DOWN UP DOWN

SYSTEM
a AUXILIARY
PRESSURE
PRESSURE RETURN

FLAP DOWN
■
POSITION

GEAR DOWN -a a FLAP

GEAR GEAR GEAR FLAP
POSITION DOWN UP DOWN
UP UPLOCK
-LEGEND -

1111•11~ SYSTEM PRESSURE

1 RETURN

MECHANICAL ACTUATION

Figure 3-8. Lending Gear-Wing Flap Control Valve Schematic

3-14
 685
MAINTENANCE MANUAL
fluid supply is depleted or the normal system is in-
operative for other reasons, Fluid leakage between
the engine-driven hydraulic pumps and the lending
gear hydraulic system will not deplete the reserve
fluid contained in the bottom of the hydraulic reser-
voir; however, a leak in the brake or flap systems
can deplete both the normal and reserve fluid supply
because the auxiliary hydraulic pump will pump re-
serve fluid out of the auxiliary system. When it is
evident that hydraulic system failure is caused by
fluid loss, the auxiliary hydraulic pump should be de -
activated by use of the auxiliary hydratiLic pump cir-
cuit breaker, until there is a definite need for hy-
draulic pressure.
REMOVAL
a. Reduce hydraulic system pressure to zero.
b. Remove side cover plates from base of engine
control pedestal.
c. Disconnect push-pull control rods from lending
gear and wing flap control valve actuating arms.
d. Disconnect and cap hydraulic pressure gage line
at top of valve. Do not permit hydraulic fluid to drain
into the lower fuselage.
e. Remove four capscrews extending through body
of valve.
f. Remove six capscrews attaching valve to fioor
plate and Uft valve and seal plate from manifold.
• g. Install temporary cover over valve manifold to
prevent foreign material from entering manifold.
DISASSEMBLY. Complete disassembly of the lending
gear-wing flap control valve will be necessary if the
valve has developed internal or external hydraulic
leaks. Actuating arm, caes, and valve disc are not
interchangeable between the lending gear and wing
flap control sides of the valve. Disassembly proce-
dure for the lending gear control side and wing flap
control side of the control valve are almost identical,
however, components of each valve must not be inter-
mixed (see Figure 3-9).
Landing Gear Valve
a. Remove screws (21) from end cap (20).
b. Separate end cap (20) from valve body (31).
Use care when removing end cap to avoid loss of shear
seals and springs from valve body. Shear seals are
under spring tension.
c. Drive roll phi (19) from actuating arm (18) and
remove arm from shaft (2).
d. Remove end cap (20) from operating shaft and
remove bearing (4) and needlebearing thrust race (17)
from end cap. Remove 0-rings (3 and 5) from end
cap. Do not remove stop pins (1) from end cap unless
damaged, as pins are press fitted.
e. Remove needle thrust bearing (16) and valve
disc (15) from operating shaft (2).
f. Insert small pointed tool with hooked end and
remove shear seals (7 and 22) and springs (9 and 24)
from valve cavities. Remove O-rings from shear
seals. There are a total of live shear seals and five
springs in the lending gear control side of valve.
Section IH
Hydraulics
g. Tag or place all component parts removed from
lending gear control valve in container to prevent
mixing with wing flap control valve component parts.
Wing Flap Valve
a. Remove screws (21) from end cap (20).
b. Separate end cap (20) from valve body (31).
Use case when removing end cap to avoid loss of shear
seals and springs from valve body. Shear seals are
under spring tension.
c. Drive roll pin (19) from actuating arm (32) ami
remove arm from shait(2).
d. Remove end cáp (20) from operating shaft (2)
and remove bearing (4) andneedle bearingthrust race
(17) from end cap (20). Remove O-rings (3 and 5)
from end cap Do not remove stop pins (1) unless
damaged, as pins are press fitted.
e. Remove needle thrust bearing (16) and valve
disc (6) from operating shaft (2).
f. Insert small pointed tool with hooked end and
remove shear seals (7) and springs (9) from valve
cavities. Remove 0-rings from shear seals. There
are three shear seals and three springs.
g. Remove snap ring (10) by inserting a narrow
pointed tool with hooked endinto groove of top port of
valve body and force snap ring from retaining groove.
Remove spring retainer (11), spring (12), and poppet
seat (13) from valve body.
h. Tag or place al). componentparts removed from
wing flap control valve in container to prevent mixing
with lending gear control valve component para.-
INSPECTION AND REPAIR. Inspect and check all
components in accordance with procedurea contained
in General Maintenance Practices.
a. Inspect splines in the inside diameter of valve
discs (15 and 6) and on outside diameter of operating
shafts (2). Splines should be well defined and free of
burrs.
b. Inspect surfaces of valve discs (15 and 6) for
scratches or burrs that could cause leakage.
c. Inspect spring (12) for load of O. 2-pounds 1- 0 02-
pounds at working height of O. 193-inches.
d. When lending gear functional check indicates a
leak in the lending gear uplock poppet valve, manifold
must also be removed and poppet valve replaced.
1. Remove nipple from manifold uplock port
(25).
2. Insert narrow pointed tool with. hooked
end into groove of port and remove snap ring.
3. Remove spring retainer, spring and
poppet valve seat.
REASSEMBLY. Reassemble valves in the reverse of
disassembly, noting the following:
Landing Gear Valve
a. Insert springs (9) in three large ports of valve
body and spring (24) in the two smaller ports. Center
hole is for operating shaft (2), and oblong port is for
fluid return.
3-15
 685
Section III MAINTENANCE MANUAL
Hydraulies

LANDING
WING FLAP GEAR
CONTROL CONTROL
ARM ARM

19

19

27 26

1. STOP PIN 17. BEARING RACE

2. OPERATING SHAFT 18. LANDING GEAR ARM E.: COLLAR ASSY
3. 0-RING 19. ROLL PIN
4. BEARING 20. END CAP
5. 0-RING 21. SCREW
6. VALVE DISC 22. SHEAR SEAL
7. SHEAR SEAL 23. 0-RING
8. 0-RING 24. SPRING
9, SPRING 25. GEAR UPLOCK PORT
10. SNAP RING 26. SYSTEM PRESSURE PORT
11. SPRING RETAINER 27. RETURN PORT
12. SPRING 28. EMERGENCY PRESSURE PORT
13. POPPET SEAT 29. MANIFOLD
14. NAME PLATE 30. SEAL PLATE ASSY
15. VALVE DISC 31. VALVE BODY
16. NEEDLE THRUST BEARING 32. WING FLAP ARM 6; COLLAR ASSY

Figure 3-9. Lending Gear-Wing Flap Control Valve

3-16
 685
MAINTENANCE MANUAL
b. Instan 0-rings (8 and 23) on shear seals '(7 and
22). Place shear seals in ports over springs. Coun-
tersunk end of shear seals must face outward to con-
tact face of valve disc (15).
c. Install 0-rings (3 and 5) on end cap (20).
d. Insert shaft (2) through valve disc (15), making
sure splines are aligned and shoulder on operating
shaft fits snugly in counterbore cut in valve disc.
e. Install needle thrust bearing (16) on operating
shaft against smooth face of valve dics and place
bearing (4) in end cap. Place thrust bearing race (17)
on end cap and insert shaft (2) through end cap.
f. Locate arm (18) between stop pins (1) on end
cap at two o'clock position, with two 0.25-inch di-
ameter boles in outside diameter of valve &se (15) in
line with end of arm (18), and attach arm to operating
shaft with roll pin (19).
g. Place end cap assembly (20) on landing gear
side of control valve with stop pin (19) at one o'clock
position and arm (18) at two o'clock position. Install
screws (21) and secure with safety
Wing Flap Valve
a. Insert seat poppet (13) in top hole of valve body,
with beveled end of seat poppet installed forward.
b. Install springs (12), spring retainer (11), and
snap ring (10) in top hole in valve body. Make certain
that snap ring is seated in top hole retaining groove.
c. Insert springs (9) in drilled boles in valve body.
Center hole is for operating shaft and oblong port is
for fluid return.
d. Instan. 0-rings (8) on shear seals (7). Place
shear seals in ports over springs. Countersunk end
of shear seals must face outward to contact valve
disc (6).
e. Instan 0-rings (3 and 5) on cap end (20).
f. Insert operating shaft (2) through valve disc (6),
making sure splines are aligned and shoulder on ope-
rating shaft fits snugly in counterbore, cut in valve
disc.
g. Instan needle thrust bearing (16) on operating
shaft against smooth face of valve disc, and place
bearing (4) in end cap. Place thrust bearing race (17)
on end cap and insert shaft (2) through end cap.
h. Locate arm (32) between stop pins (1) at two
o'clock position, with two 0.25-inch diameter hules
in outside diameter of valve disc (6) in Une with end
of arm (32), and attach arm to operating shaft with
roll pM (19).
i. Place endcap assembly (20) on flap side of con-
trol valve with stop pin (1) at twelve o'clock position,
and arm (32) at one o'clock position. Instan screws
(21) and secure with safety wire.
INSTALLATION AND RIGGING. Instailation proce-
dure for the landing gear-wing flap control valve is
the reverse of the removal procedure. Steps h. through
e. of the following procedures are for performing a
pressure leak test of the installed valve. These
steps should be accomplished by manually locating
the valve control arms to the positions noted, prior
to rigging the landing gear and wing flap control valves
to the landing gear and wing flap control levers.
Section III
Hydraulics
Correct any leaks revealed during the following checks.
a. Jack aircraft as outlined in Section
b. Place landing gear control valve arm in DN
position, and apply 1000 psi pressure to hydraulic
system by means of external hydraulic power unit.
c. Check seal between manifold and landing gear-
wing flap control valve body for leakage. Place land-
ing gear control valve arm in UP position and recheck
for leakage.
d. Place landing gear and wing flap control valve
arms in DN position. Check seal between manifold
unit and valve body for leakage. Place wing flap con-
trol arm in UP position and recheck for leakage.
e. Attach landing gear and wing flap control levers
to respective valve actuating arm and check control
rigging as foliows:
1. Place wing flap control lever in UP posi-
tion. Stop on arm and collar assembly of wing
flap control valve should be contacting 12 o'clock
stop (see Figure 3-10).
2. Place wing flap control lever in DN posi-
tion. Stop arm and collar assembly of wing
flap control valve should be contacting 4 o'clock
stop (see Figure 3-10).
3. Place landing gear control lever in DN
position. Stop on arm and collar assembly of
landing gear control valve should be contacting
1 o'clock stop.
4. Place landing gear control lever in UP
position. Stop on arm and collar assembly of
landing gear control valve should be coritácting
5 o'clock stop.
f. The following steps should be followed to remedy
incorrect rigging noted in the preceeding steps. Re-
fer to Figure 3-11 for location of actuating rods.
1. Adjust length of flap valve actuating rods
(3) and (4) to obtain correct travel of lower end
of actuating rod (4) connected to wing flap con-
trol valve.
2. Adjust length of actuating rods (3) and (4)
to obtain proper travel of wing flap control arm
on flap control valve. Recheck for proper
rigging with wing flap -control lever in DN posi-
tion, as previously outlined. Then place land-
ing gear control lever in DN position.
Adjust length of landing gear valve actu-
ating rods (1) and (2) so that landing gear con-
trol valve lever strikes stop on valve end cap
with landing gear control lever in DN position.
Recheck for proper rigging with landing gear
control lever in UP position, as previously out-
lined.
g. Install lower aft control pedestal cover, wing
flap valve access plate and wing flap control lever
knob.
h. Install upholstery around control pedestal and
remove jacks from aircraft.
MAIN LANDING GEAR ACTUATING CYLINDERS
One hydraulic and one hydraulic-pneumaticactuating
cylinder is installed between the outer strut body and
3-17
 665
Section III MAINTENANCE MANUAL
Hydraulics
FLAP CONTROL
LEVER
12:00
O'CLOCK
4:00
O'CLOCK
NOTE
POSITIVE STOPS AT BOTH
ENDS OF TRAVEL
Figure 3-10.Travel Limits-Landing Gear-Wing Flap Control Arms
aft end of the drag brace on each main landing gear
(see Figure 3-12). The inboard cylinder on each
maircgear is actuated hydraulically. The outboard
cylinder is a dual (hydraulie-pneumatic) actuating
cylinder. The gear 'up' port is connected to the land-
ing gear hydraulic Une and the gear port is
connected to a nitrogen line from the nitrogen storage
bottle, located in the baggage compartment. The
pneumatic side of each outboard cylinder and the
nitrogen storage bottle, forro an air chamber which
is charged to 425-525 psi with the landing gear in the
clown and locked position. During a gear actuating
cycle, hydraulic fluid Unes connected to the hydraulic
aind dual (hydraulic-pneumatic) actuating cylinders
act as either pressure or return lines, depending on
landing gear position seleeted. Placing the landing
gear control lever in UP position releases hydraulic
pressure on the hydraulic cylinder gear 'clown' ports
and directs hydraulic pressure to the hydraulic and
hydraulic-pneumatic cylinder gear 'up' ports. This
retracts the main gear and compresses the nitrogen
in the hydraulic-pneumatic cylinder into the nitrogen
Unes and storage bottle. Placing the landing gear
control lever in the DM position rebelases hydraulic
pressure from the main lancling gear uplock cylinders
and gear 'up' sido of the actuating cylinders and di-
rects hydraulic pressure tu the gear 'clown' ports of
the hydraulically actuated inboard cylinders. When
hydraulic pressure on the hydraulic-pneumatic cylin-
der gear 'up' ports is released, compressed nitrogen
rushes from the nitrogen linos and storage bottle into
the hydraulic-pneumatic cylinder gear ports,
extending the cylinder pistos and aiding the hydraulic
cylinders in extending and locking the main gear in the
DN position. The nitrogen system is an integral pare
of the main gear 'normal extension system, but also
serves as an emergency system tu extend and luck
the main gear in the clown position in the event of hy-
draulic system failure.
3-10
LANDING GEAR
CONTROL LEVER
1:00
O'CLOCK
5:00
O'CLOCK
23 17
REMOVAL
a. Jack aircraft as outlined in Section
b. Reduce hydraulic' system pressure to zero.
c. Reduce nitrogen storage bottle pressure to zero.
WARNING
Failure to accornplish step c. may re-
sult in persunnel injury.
d. Disconnect and cap hydraulic and nitrogen hoses
and fittings on actuating cylinder.
e. Push drag brace overcenter, swing gear aft,
and remove actuating cylinder attach bolts.
DISASSEMBLY AND REPAIR. Disasserubly proce-
dures apply tu both main gear hydraulic and hydraulic-
pneumatic actuating cylinders.
a. Remove snap ring and withdraw gland from body.
b. Remove 0-rings and backup rings from glancb.
c. Remove piston rod, dotad: piston, and remove
0-rings and backup ring from piston rod and piston.
NOTE -
Remove bus hing from aft encl of cyl-
inder When replae e ment is nec es sa ry.
d. Replace all conipunents that do net meel toler-
antes contained in Figure 3-21. When measuring
backup guide ring un hydraulic-pneumatic actuating
cylinder, be sure ring is snug against retaining groove
(see Figure 3-12). Check roen encl installecl on pisten
rod for elongated bolt hule.
 685 .
MAINTENANCE MANUAL
WING FLAP
CONTROL LEVER
LANDING GEAR
CONTROL LEVER
8.75"
0"
7.75"
9.35" 1 CONTROL
QUADRANT (REF)
GEAR
1 CONTROL ARM
\ LANDING GEAR AND
FLAP CONTROL WING FLAP CONTROL
VALVE (REF)
ARM R23 213
Figure 3-11. landing Gee'. and Wing Flap Control
Valve Rigging Adjustments
REASSEMBLY AND TESTING. Reassembly of main
gear actuating cylinder is reverse of disassembly
procedure (see Figure 3-12). The hydraulic actuating
cylinder must be pressurerchecked, either on a hy-
draulic test bench or on the aircraft after installation.
Pressure test at 1000 psi. There should be no evi-
dence of cylinder leakage. The hydraulic-pneumatic
actuating cylinder must be bench checked prior to in-
stallation. Test this cylinder by extending piston ap-
proximately 25 inches, and with cylinder inclined at a
45 degree angle, fill hydraulic port- to overflowing
with MIL-H-5606 hydraulic fluid. Plug hydraulic
port, install an air valve in nitrogen port, and pres-
surize cylinder to 300 (-± 15) psi. There should be no
external leakage. Observe position of piston rod in
relation to pisten gland. There should be no move-
ment of piston after a period of 15 minutes. Move-
ment of the piston rod indicates leakage of hydraulic
fluid hito the nitrogen chamber of the actuating cylin-
der. Release nitrogen pressure and check chamber
for evidence of hydraulic fluid. U hydraulic Unid is
present in the nitrogen chamber, actuating cylinder
must be disassembled and clamaged seals replaced.
INSTALLATION. Installation of the landing gear ac-
tuating cylinder is the reverse of the removal proce-
dure. After installation, adjust cylinder piston over-
Section IIl
llydraulies
travel as outlined under Drag Brace Preload Adjust-
ment, Section VI of this manual. Following installa-
tion of main landing gear e mergencyactuating cylinder,
the emergency air storage cylinder must be charged
as outlined in this Section. Perform landing gear
operational check prior to next Right.
MAIN LANDING GEAR EMERGENCY AIR STORAGE
CYLINDER CHARGING. To charge the landing gear
emergency air storage cylinder, use Only dry air or
nitrogen. Be certain that all hose and line fittings are
tight, and that aircraft main gears are completely ex-
tended and locked before proceeding.
a. Remove valve cap from emergency air filler
valve located in the Telt nacelle wheel well.
b. Attach air line to emergency air filler valve.
c. Loosen emergency air filler valve 2-1/2 turns.
d. Charge emergency air storage cylinder to nor-
mal pressure range as shown in Figure 3-13. Air
charging pressure must be monitored with a labora-
tory type gage. •
e. Tighten emergency air filler valve, remove air
charging unit air line, and replace emergency air
válve cap.
If air leakage is suspected, use a solution of -soap and
water to test all connections from the landing gear
emergency air storage cylinder to the down port on
the actuating cylinder of each main gear. Before
tightening any connections reduce air pressure to
zero, and then recharge cylinder as outlinéll-above.
The landing gear emergency air storage cylinder pres-
sure must be checked before each flight and air pres-
sure maintained within the gage markings of 425 - 525
psi at all times.
EMERGENCY AIR PRESSURE GAGE
A 1000 psi air pressure gage is installed in the air
pressure line between the air bottle and the main gear
actuatingcylinders (see Figure 3-13). The gage indi-
cates the air pressure of the emergency air system.
Normal operating pressure is indicated by a green
arc from 425-525. Red radial unes at the ends of
the green are indicate the minimum and .maximum
allowable system pressures. Variation of pressure
will cause the gaje to fluctuate when landing gear is
operated. The air pressure gage may be removed
after the air pressure is bled to zero.
MAIN LANDING GEAR UPLOCK CYLINDER
A landing gear uplock cylinder is located in each na-
celle wheel well and is an integral part of the main
gear uplock mechanism. The cylinder piston is spring
loaded in the retracted position, and raechanically
connected to the uplock link arm. When the landing
gear is retracted, hydraulic pressure is directed to
the aft port of the uplock cylinder and the piston is
retracted against spring tension. A bra.cket located
on the main gear fork, engages the uplock mechanism
and pushes the mechanical link arm overcenter to
form a positiVe gear uplock. When the landing gear
3-19
 685
Heetion MAINTENANCE MANUAL
Hydraulic

HYDRAULIC ACTUATING CYLINDER

PISTON ROD

GLAND

SNAP RING
PISTON HEAD

BODY

CHECKNUT

ROD END 23 19

HYDRAULIC-PNEUMATIC ACTUATING CYLINDER

NITROGEN
PORT

PISTON HEAD
BUSHING

PISTON ROD

HYDRAULIC FLUID
PORT

BODY BACKUP CUIDE

RING

CHECKNUT

GLAND
ROD END
23 20

Figure 3-12. Main Landing Gear Actuating Cylinders

3-20
 685
MAINTENANCE MANUAL
425 PSI Red Line MINIMUM
425-525 PSI Green Are NORMAL
525 PSI Red Line MAXIMUM
Figure 3-13. Emergency Air Pressure Gage
is extended, hydraulic pressure is released from the
aft port of the uplock cylinder and pressure is applied
to the forward port of the cylinder. This causes the
uplock cylinder piston rod to extend and disengage the
mechanicaluplock. The uplockmechanism is retained
in the positive locked position until the lending gear
control lever is placed in the DN position, to release
the hydraulic pressuretrapped in the uplock linos and
cylinder. The spring, installed on the uplock cylinder
piston rod will extend and push the mechanical link
arm back over center to break the positivo loek on
the uplock meehanism, in the event of hydraulic sys-
tem failure (see Figure 3-14).
Replace all damaged parts or parts that do not meet
tolerances established in Figure 3-21.
REMOVAL
a. Reduce hydraulic system pressure to zero.
b. Disconnect hydraulic Unes at uplock cylinder.
c. Remove uplock cylinder attach bolts.
d. Remove uplock cylinder.
DISASSEMBLY AND REASSEMBLY
a. Loosen clevis set screw, and slowly remove
clevis.
CAUTION
Exercise caution when removing clevis,
as spring is under compression load.
b. Drive out gland retainer roll pins, and remove
glancL Remove 0-ring and packing from gland.
c. Remove piston and remove 0-ring and packing
from piston.
d. Inspect cylinder and cylinder parts for condition.
Replace all damaged parts or parts that do not meet
tolerances established in Figure 3-21.
Section III
Hydraulies
Reassembly of the landing gear uplock cylinder is the
reverse of the disassembly procedure.
INSTALLATION. Installation procedure for the land-
ing gear uplock cylinder is the reverse of the removal
procedure. Alter installation, perform lending gear
operational check as outlined in Section VI.
NOSE LANDING GEAR ACTUATING CYLINDER
The hydraulically operated nose landing gear cylinder
is attached to the aft drag brace and to the nose wheel
well bulkhead. One port of the cylinder is connected
to the gear 'up' hydraulic line, and the remaining
port to the gear 'down' line. Hydraulic fluid, under
pressure is directed to the nose actuating cylinder
through the lending gear control side of the landing
gear-wing flap control valve (see Figure 3-15). Dur-
ing the gear actuating cycle the gear. 'up' and gear
hydraulic fines act as either pressure or re-
turn limes, depending on the gear position selected.
The nose gear is held in the up position by hydraulic
pressure trapped in the actuating cylinder. In the
event of hydraulic system failure, movement of the
lending gear control lever to the DN position will re-
lease hydraulic pressure trapped in the actuating
cylinder and the gear will free-fall to the down posi-
tion. As the gear reaches the down position it is
locked in place by the nose gear bungee springs.
REMOVAL
a. Reduce hydraulic system pressure to zero.
b. Raise nose of aircraft and secure with tailstand.
c. Disconnect and open aft nose landing gear doors.
d. Disconnect hydraulic hoses at actuating cylinder.
e. Remove [tose compartment top access cover.
f. Remove cylinder attach bolts and remove ac-
tuating cylinder.
DISASSEMBLY AND REASSEMBLY
a. Loosen checknut and remove rod end and bush-
ing assembly.
b. Remove snap rings from ends of cylinder body.
c. Remove piston and end glands from cylinder
body.
d. Remove 0-rings from piston and end glands.
e. Clean and inspect cylinder and cylinder parts,
for damage and correct tolerante.
Reassembly of the nose landing gear actuating cyl-
inder is the reverse of the disassembly procedure.
INSTALLATION. Installation of the nose landing gear
actuating cylinder is the reverse of the removal pro-
cedure. Alter installation, adjust cylinder piston rod
overtravel as outlined in Section VL
WING FLAP ACTUATING CYLINDER
A hydraulic wing flap actuating cylinder, connected
to the master flap sheave and actuated by the wing
3-21
 685
Section III MAINTENANCE MANUAL
Hydraulic s
Figure 3-14. Main Landing Gear Uplock Cylinder
flap control valve, lowers and raises the flaps. The
bushing at the aft end of the cylinder body is attached
to the upper lett side of the fuselage structure at sta-
tion 223.00 and the cylinder piston rod is connected
to the master flap sheave. Hydraulic pressure flows
through the wing flap flow control valve to the selected
pressure port on the actuating cylinder. When the
pilot selects flaps down, pressure from the wing flap
control valve will flow to the aft port of the actuating
cylinder (see Figure 3-16). The forward port will
become a fluid return. When the pilot selects flaps
up, this procedure is reversed. Wing flap flow con-
trol valves, installed in the hydraulic lines at fuse-
lage station 209.15 and routed to the actuating cylin-
der, control flap operating speed by restricting fluid
return from the actuating cylinder (see Figure 3-2).
Direetion of restricted fluid flow is indicated by an
arrow on the body of the flow control valves.
REMOVAL
a. Reduce hydraulic system pressure to zero.
b. Disconnect and cap hydraulic poses to actuating
cylinder.
c. Disconnect flap position indicator transmitter
linkage.
d. Remove actuating cylinder mounting holt.
3-22
e. Remove pisten rod to flap sheave attach holt.
f. Remove actuating cylinder.
DISASSEMBLY AND REASSEMBLY
a. Loosen checknut and remove rod end and bush-
ing assembly.
b. Remove snap rings from end of cylinder body.
c. Remove piston and end glands from cylinder
body.
d. Remove 0-rings from piston and glands.
e. Clean and inspect cylinder and cylinder parts
for damage and correct tolerarme.
Reassembly of wing flap actuating cylinder is the re-
verse of the clisassembly procedure.
INSTALLATION. Installation procedure for the wing
flap actuating cylinder is the reverse of the removal
procedure. After installation, check flap operation
and adjust as outlined in Section VII.
PARKING BRAKE VALVE
The parking brake valve (Figure 3-17) is installed in
the upper section of the nose gear wheel woll, forward
 685
MAINTENANCE MANUAL Section III
Hydraulics

HYDRAULIC FLUID PORTS

0-RING

HYDRAULIC FLUID PORTS

CHECKNUT PISTON HEAD

PISTON ROD

O-RING
ROD END BEARING
END GLAND

Figure 3-15. Nose Lending Gear Actuating Cylinder

of fuselage station 5.50. A tube and universal assem-
bly connect the brake valve shaft to a control knob,
located below the instrument panel and to the left of
the engine controlpedestal. The brakes may be locked
by depressing the rudder-brake pedals and rotating
the parking brake control knob counterclockwise to
the ON position. Rotating the parking brake valve
control knob to the ON position traps hydraulic fluid
pressure in the brake lines and holds the wheel brakes
in the ON position.
REMOVAL AND DISASSEMBLY
a. Release parking brake.
b. Reduce hydraulic system pressure to zero.
c. Disconnect control linkage at parking brake.
d. Disconnect hydraulic Unes at parking brake
valve.
e. Remove parking brake valve attaching bolts and
remove valve.
f. Remove restrictor fittings and unions from
parking brake valve body (see Figure 3-17).
g. Remove plugs, springs, and balls from parking
brake valve body.
h. Remove valve shaft stop, spring, and shaft from
parking brake valve body.
i. Remove 0-ring seals from valve shaft.
j. Clean and inspect valve components for damage
and conformance to spécified wear tolerances.
REASSEMBLY AND INSTALLATION. Reassembly of
the parking brake valve is the reverse of the removal
procedure.
To install the parking brake valve reverse the re-
moval procedure. Atter installation bleed brake sys-
tem as outlined in Section VI, and check valve for
leakage as follows:
a. Place battery switch in ON position and allow
buildup of auxiliary system hydraulic pressure.
b. Depress rudder-brake pedals to apply brakes.
c. Rotate parking brake valve control knob coun-
terclockwise to ON position and release rudder-brake
pedals.
d. Inspect parking brake valve for leakage. There
must be no evidence of externa' leakage.
e. Allow parking brakes to remain engaged for a
period of 15 minutes. If brakes remain positively
locked after 15 minutes, internal leakage has not
occurred within the valve, .and installation may be
considered satisfactory.
POWER BRAKE VALVES
Two power brake valves are bolted to supports located
immediately forward of the pilot' s rudder-brake pedals
(see Figure 3-18), The power brake valve has a pres-
sure port, a brake port, a return port, an extension
lever that operates the piston in the valve body, a
piston assembly which is sealed at both ends by syn-
thetic rubber packings, an upper valve that controls.

3-23
 665
fieetion IU MAINTENANCE MANUAL
HydraulicS

BUSHING

0-RING

BODY

0-RING

HYDRAULIC
FLUID PORT
CHECKNUT
PISTON HEAD.

PISTON ROD

SCREW PLUG

HYDRAULIC FLUID PORT

CYLINDER END

ROD END
25 56

Figure 3-16. Wing Flap Actuating Cylinder

the flow of hydraulic fluid from the pressure port to DISASSEMBLY

the brake port, and A lower valve that controls the flow
of hydraulic fluid from brake port to return port. The a. Remove end plug and 0-ring.
power brake valve is designed to allow a pressure b. Remove 0-ring from end plug.
flow of hydraulic fluid to the brakes when toe pressure c. Loosen spring and poppet assembly and remove
is applied to the rudder-brake pedals. When brakes 0-ring.
are applied the extension lever raises the piston in d. Remove return spring.
the valve body, closing the lower valve and opening e. Remove actuating leven retaining bolt.
the upper valve so that hydraulic fluid flows from the f. Rack off adjusting checknut and unscrew adjust-
pressure port to the brake port, actuating the brakes. ing setscrew.
When toe pressure on the brake pedals is released, g. Remove lever and lug assembly taking care not
the spring-loaded piston valve returns to its normal to damage the valve actuating ball which will fall free
position. This closes the upper valve and opens the when the lever and lug assembly is removed.
lower valve permitting the hydraulic fluid to flow from h. Remove piston assembly by using a dowel and
the brake port to the return pont, releasing the main tapping lightly with a mallet.
wheel brakes. i. Remove two 0-rings and the backup ring from
piston.
REMOVAL
REPAIR AND REASSEMBLY. Repair of detail parts
a. Reduce hydraulic system pressure to zero. is impracticable. Replace all detective parts with
b. Remove power brake valve access door from serviceable parts. Minor scratches Dr scores may
left side of forward fuselage. be removed by polishing with crocus cloth. Replace
c. Disconnect and cap hydraulic lines at power 0-ring packings and backup rings during reassembly.
brake valve. Reassemble valve in reverse order of the disassem-
d. Disconnect power brakevalve from rudder pedal bly procedure.
llnkage.
e. Remove power brake valve mounting bolts. INSTALLATION. Installation of the power brake valve
f. Remove power brake valve. is the reverse of the removal procedure.

3-24
 685
MAINTENANCE MANUAL
Figure 3-17. Parking Brake Valve
POWER BRAKE VALVE ADJUSTMENT, For correct
pressure adjustment of the power brake valve see
Power Brake Valve Adjustment, Section VI of this
manual.
NOSE WHEEL STEERING BYPASS VALVE
The nose wheel steering bypass valve is installed on
the upper bulkhead of the nose gear wheel well. This
valve is installed in the hydraulic fines to the nose
wheel steering cylinder, and mechanically linked to
the nose landing gear body (see Figure 3-19). When
the gear is extended, the bypass valve is closed and
fluid flows to the nose wheel steering cylinder to pro-
vide steering action. As the nose gear retracts fato
the wheel well, the mechanical linkage opens the by-
pass valve, allowing hydraulic pressure to bypass the
steering cylinder, thus preventing the nose wheel
from being turned when in the retracted position.
REMOVAL AND DISASSEMBLY
a. Reduce hydraulic system pressure to zero.
b. Disconnect and cap hydraulic Unes at the bypass
valve.
c. Disconnect push-pull rod at bypass valve arm.
d. Remove bypass valve mountingbolts and remove
bypass valve.
e. Remove Hut, arm and spring from bypass valve
shaft.
• Section III
Hydraulics
f. Rémove reducer fitting from end of bypass
valve body.
g. Withdraw bypass valve shaft from valve body
and remoce 0-rings from shaft.
h. Clean and inspect parts for damage and confor-
mance to specified tolerantes,
REASSEMBLY AND INSTALLATION, Reassembly of
the nose wheel steering bypass valve is the reverse
of the disassernbly procedure.
To instan the nose wheel steering bypass valve re-
verse the removal procedure. After installation bleed
nose steering system as outlined in Section VL Check
bypass valve for leakage with the landing gear in both
the retracted and extended position. With nose gear
retracted, actuate the brakes and check to be certain
that nose wheel does not attempt toturn in wheel well.
Should nose wheel attempt to turn, adjust push-pull
rod connecting gear body to bypass valve until bypass
valve is full upen when nose gear is retracted.
NOSE WHEEL STEERING CYLINDER
The nose wheel steering cylinder (see Figure 3-20) is
a double acting cylinder attached at one end to the gear
body and at the other to the landing gear strut piston.
When the rudder-brake pedal is pressed by toe pres-
sure, the power brake valves route hydraulic pres-
sure to the appropriate side of the steerinrcylinder
to turn the nose wheel,
REMOVAL
a. Reduce hydraulic system pressure to zero.
b. Disconnect and cap hydraulic hoses at steering
cylinder.
c. Remove steering cylinder attaching, bolts and
washers.
d. Remove steering cylinder.
DISASSEMBLY AND REASSEMBLY
a. Loosen checknut and remove rod end and bush-
ing assembly.
b. Remove snap rings from ends of cylinder body.
c. Remove piston and end glands from cylinder
body.
d. Remove 0-rings from piston and end glands.
e. Clean and inspect parts for damage and con-
formance to specified tolerantes.
Reassembly of the nose wheel steering cylinder is the
reverse of the disassembly procedure.
INSTALLATION. Installationof the nose wheel steer-
ing cylinder is the reverse of the removal procedure.
AN960-416L washers may be added as required to
eliminate any binding at the attaching point. After in-
stallation bleed nose steering system as outlined in
Section VI.
3-25
 685
Section III MAINTENANCE MANUAL
Hydraulics

END PLUG
0-RING
SPRING AND POPPET ASSY
RETURN SPRING
ACTUATING LEVER RETAINING
BOLT
ADJUSTING CHECKNUT
ADJUSTING SET SCREW
BALL
PISTON ASSY
BACKUP RING
LEVER
LEVER TRAVEL ADJUSTMENT
BODY
23 41

Figure 3-18. Power Broke Valve

AUXILIARY HYDRAULIC SYSTEM
The auxiliary hydraulic system is provided for opera-
tion of the parking brakes when primary system pres-
sure falls below 470 psi, ami to provide hydraulic
pressure to operate the wing flaps, brakes, and nose
wheel steering in the event of primary hydraulic sys-
tem failure. The electrically-driven auxiliary pump
is supplied hydraulic fluid from an emergency suurce
of fluid contained in the bottom of the reservoir and
produces a pressure of 470-605 psi to operate the
auxiliary system. A zero to 2000 psi pressure gage,
which registers primary and auxiliary hydraulic sys-
tem pressure, is installed in the lett instrument panel.
Major hydraulic system components are installed in
the aft fuselage and left engine nacelle (seo Figure
3-1).
AUXILIARY HYDRAULIC SYSTEM PUMP
The auxiliary hydraulic system pump is installed Ln
the left nacelle. The pump draws fluid from the emer-
gency supply trapped in the hydraulic reservoir, and
supplies it tu the brakes, flaps, and nose wheel steer-
ing systems at the yate uf 18 gph at 300 psi. The
pump is driven by a 1. 15 horsepower mottir and de-
livers up to 605 psi pressure for intermittent opera-
non. The auxiliary hydraulic system pump is actuated
by the auxiliary hydraulic system pressure switch in-
stallect in the auxiliary pump system pressure
See Section X for a description of the switch. The
auxiliary hydraulic system pump electrical circuit is
protected by a 5-amp circuí" breaker, which wi11 open
the circuit in the event of an auxiliary hydraulic sys-
tem pump or pressure switch failure.
REMO VAL AND INSTALLATION
a. Remove left aft narelle.
1). Diseonnect and cap hydraulic linos ro auxiliary
hydraillic system pump.
c. Disconnect electrical receptacle un auxiliary
hydraulic system pump.
d. Remove attaching bolis.
e. Remove auxiliary hydraulic pump.

3-26
 685
MAINTENANCE MANUAL Seetion III
Hydraulies

Figure 3-19. Nese Wheel Steering Bypass Valve

0-RING
BACKUP RING PRESSURE
PORT

BACKUP RING PRESSURE

PORT

END PLUG

BACKUP RING

LOCKNUT
0-RING 0-RING

PISTON
ASSEMBLY

CYLINDER
BODY

23 35

Figure 3-20. Nose Wheel Steering Cylinder

.3-27
 685
Section IV MAINTENANCE MANUAL
Power Plant

The installation of the auxiliary hydraulic system as follows:

pump is the reverse of the removal procedure.
AUXILIARY HYDRAULIC SYSTEM OPERATIONAL
CHECK
Perform an operational check of the hydraulic system
a. Tura battery switch on.
b. Operate wing flap control lever until hydraulic
pressure drops to 500 (1- 30) psi, which is the cut-in
pressure of auxiliary hydraulic pump. The auxiliary
hydraulic pump should autornaticallyactuate and Build
up hydraulic pressure until 575 (2: 30) psi, cutout
pressure, is attained.

3-28
 6$5
MAINTENANCE MANUAL Section III
Hydraulic s

PART NO. ITEM MINIMUM I MAXIMUM

ALL MEASUREMENTS IN INCHES
HYDRAULIC ACCUMULATOR

1012260 Pistan Diameter 2.876 2.878

ED12261 Pistan Guide Rings 2.878 O.D. 2.8913 O. D.

MAIN LANDING GEAR ACTUATING CYLINDER

E812440 Body Assembly 1.870 1.8711
1012441 Gland 0.750 0.7511
ED12442 Head 1.8659 1.867
ED12443 Rod 0.7479 0.749
NAS76A-6-015 Bushing 0.375 I. D, 0.3766 I. D.

MAIN LANDING GEAR EMERGENCY ACTUATING CYLINDER

ES12529 Body Assembly 1.627 I. D. 1.629 I. D.
ES12529 Body, Cylinder Attach Point 0.068 Width 0.074 Width
ED12530 Piston Rod 0.6220 0, D. 0.6205 O. D.
,
ED12531 Piston Head 1.380 O. D, 1.383 0.1/
E012531 Pistan Head 0.4370 L D. 0.4385 I. D.
1012532 Gland 0.6230 I. D. 0.6245 I. D.
1012534 Bac kup Guide 1.6235 O. D. 1.6265 0. D.
NAS76A-6-015 Bushing 0.3750 O. D. 0.3775 0. D.

MAIN LANDING GEAR UPLOCK CYLINDER

1012518 Body Sore 0.875 0.8761
1012519 Pistan Head 0.8709 0. ID, 0.972 0. D.
Pistan Rod 0.2479 O. D. 0.248 0. D.
E012520 Gland 0.250 I. D. 0.2522 I. D.

NOSE LANDING GEAR ACTUATING CYLINDER

11310144 ' Body Assembly 1.500 L D. 1.5031 I. D.
1010145 Piston Rod 0.4349 0. D. 0.436 0. D.
Piston Head 1.4949 0. D. 1.497 O. D.
1010146 Gland 0.437 I. D. 0.4381 I. 0.

WING FLAP ACTUATING CYLINDER

E311032 Body Assembly 1.2469 L D. 1.2531 I. D.
1011033 Pisto» Rod 0.4909 0. D. 0.492 0. 0.
Piston Head 1.2429 0. D. 1.245 0. D.
9479 End 0.493 I. D. 0.4951 L D.

POWER BRAKE VALVE

E812779 Body 1.3660 L D. 1.3682 I. D.
ES12136 Pistan Assembly Seat Hale 0.2500 0.25055
1012137 Pistan 1.3621 0. D. 1.3630 O. D.
E813312-1 Poppet Assembly Seat Hole 0.1890 0.1901

Figure 3-21, Paris Tolerantes

&
3-29
 68 .
.3..
Section III MAINTENANCE MANUAL
Hydraulics

TROUBLE PROBABLE CAUSE REMEDY

Low pressure, or no Detective pressure gage. Replace gage.
pressure with engine
running. Hydraulic reservoir filter clogged. Clean or replace filter element.

Relief valve defectiva or improperly Adjust and/or replace relief valve.

adjusted.

Excessive system leakage. Detect and correct leakage.

Engine-driven hydraulic pump drive Replace engine-driven pump.

shaft sheared.

Pulsating pressure Accumulator not pressurized. Charge accurnulator to 600 psi with
dry air or nitrogen.

Detective Ó-ring on athimulator piston. Replace 0-ring.

Leak at air valve. Instan new air valve and gasket.

Internal leakage in system. Isolate and repair or replace faulty

component.

Flaps full down while Internal leak in landing gear and wing Place flaps in 1/2 DN position, with
aircraft is standing. flap control valve. flap control lever in neutral. IU-
crease pressure to 1000 psi. Tí flaps
move up or down the control valve is
leaking internally. Overhaul or re-
place control valve.

Internal leak in flap actuating cylinder. Disconnect cylinder down Une. Place
flap control lever in UP positionand
increase pressure slowly and ob-
serve open port onactuatingcylinder.
Leakage will indicate a piston 0-ring
. leak. Replace 0-ring.

General system pressure internally Determine by process of eliminatiqn

leaking. and repair or replace detective unit.

Landing gear will not Defective landing gear and wing flap Overhaul or replace control valve.
retract. control valve.

Defective landing gear actuating cylinder. Overhaul or replace cylinder.

Hydraulic fluid supply low. Fill hydraulic reservoir to FULL.

Auxiliary hydraulic pump Pressure switch defectiva. Replace pressure switch,

cycles excessively under
no-flow conditions. Auxiliary pump check valve defective. Replace check valve.

Internal check valve of landing gear and Repair or replace valve.

wing flap selector valva detective.

'Squeal' in hydraulic sys- Internal check valve of landing gear Repair or replace valva.
tem while actuating nose and wing flap selector valve defective
wheel steering.

Figure 3-22. Hydraulic System Trouble-Shooting Chart (Sheet 1 of 3)

3-30
 685
MAINTENANCE MANUAL
TROUBLE PROBABLE CAUSE
Landing gear will not Uplock hydraulic cylinder defective.
lock in UP position.
Gear-up check valve in manifold of
landing gear and wing flap selector
valve defective.
Uplock hydraulic cylinder piston
0-ring defective.
Hydraulic leak in gear-up line.
Landing gear will not Uplock hydraulic cylinder defective.
unlock and extend to
down and locked
position. Gear-up check valve defective or
mechanical linkage not adjusted
properly.
Uplock hydraulic cylinder spring
broken or weak.
No hydraulic pressure Detective auxiliary hydraulic system
atter battery switch is pressure switch.
turned on,
Detective auxiliary hydraulic system
pump.
Pressure drops on hy- Faulty check valve in landing gear and
dranlic gage when only wing flap selector valve body.
landing gears are being
actuated.
Soft brakes or no brake Air in brake system.
action.
Broken or ruptured brake line.
Nose wheel steering Nose wheel steering bypass valve will
inoperative. not Glose.
Mechanical linkage to bypass valve
defective.
Air in system.
Figure 3-2 . Hydraulic System Trouble-Shooting Chart (Sheet 2 of 3)
Section 1.11
Hydraulics
REMEDY
Overhaul or replace uplock hydraulic
cylinder.
Overhaul or replace landing gear
and wing flap selector manifold.
With aircraft on jacks, loosen gear
down line to uplock cylinder Place
gear lever in UP position and slowly
increase hydraulic pressure and ob-
serve down port. Leakage indicates
defective 0-ring. Replace 0-ring.
Isolate leak and replace hydraulic
line.
Overhaul or replace uplock hydrau-
lic cylinder.
Perform landing gear free fail check
as outlined under Landing Gear Ope-
ration Check in Section VI. Replace
check valve.
Inspect spring and replace if neces-
sary.
Check switch circuitry and/or
replace switch.
Check electrical circuit to pump
and replace pump.
Repair or replace valve.
Bleed brake system.
Repair or replace brake line.
Overhaul or replace valve.
Adjust or replace.
Bleed system.
3-31
 685
Section lII MAINTENANCE MANUAL
Hydraulics

TROUBLE PROBABLE CAUSE . REMEDY

Line hammer. Loss of air in accumulator. Check for leaks, and charge accum-
ulator to 600 psi at zero hydraulic
pressure.

Low air pressure in accumulator. Charge accumulator to 600 psi with

hydraulic system pressure at zero
and check for leaks.

High air pressure in accumulator. Bleed air pressure to 600 psi.

Figure 3-22. Hydraulic System Trouble-Shooting Chart (Sheet 3 of 3)

3-32
 685
MAINTENANCE MANUAL Section IV
Power Plant

SECTION IV

POWER PLANT AND PROPELLER

TABLE OF CONTENTS

Page Page
POWER PLANT 4-1 ENGINE CONTROLS 4-16
IGNITION SYSTEM 4-1 Throttle Control Levers 4-17
Ignition Switches 4-1 Mixture Control Levers 4-17
Ignition System Operation 4-3 Propeller Control Levers 4-18
Starting Vibrator 4-3 Alternate Air Controls 4-23
Magneto 4-3 ENGINE ACCESSORIES 4-23
Ignition Harness 4-6 Accessories 4-23
Spark Plugs 4-7 Vacuum Pump 4-23
Starter 4-7 Tachometer-Generator (Flexible cable-
FUEL INJECTION AND AIR drlven) 4-24
INDUCTION SYSTEMS 4-8 Tachometer-Generator (Gear-driven) 4-24
Fuel Injection System 4-8 Hydraulic Pump 4-24
Fuel-Air Control Unit 4-8 Propeller Governor 4-25
Fuel Manifold Valve 4- 8. Generator 4-25
Fuel Injector Nozzles 4-10 ENGINE °UNGE 4-27
Fuel Injection Pump 4-10 Removal 4-27
Air Induction System 4-11 Buildup 4-28
Turbocharger 4-12 Installation 4-28
OIL SYSTEM 4-13 ENGINE MOUNT AND COWLING 4-29
Oil Cooler 4-14 Engine Mount 4-29
Oil Screens 4-14 Engine Cowling 4-30
Oil Pressure Adjustment 4-14 ENGINE CONDITIONING HINTS 4-34
EXHAUST SYSTEM 4-14 Ignition 4-34
COOLING SYSTEM 4-14 Fuel Mixture 4-34
ENGINE CONTROL CABLES 4-15 PROPELLER 4-34
Handling and Storage 4-15 Removal 4-34
Installation Instructions 4-15 Installation 4-36

POWER PLANT
The aircraft is powered by two Continental GT810-
520-F or GTSIO-520-K engines. A maintenance manual,
prepared by the engine manufacturer,, is provlded with
each aircraft and should be consulted for detalled in-
formation concerning operation, servicing, and re-
pair of the engine. The information contained in this
section provides routine maintenance data necessary
for field level servicing (see Figure 4-1).
The GTSIO-520-F or GTS10-520-K engines are six
cylinder horizontally opposed, geared-drive, fuel
Change 4
injection air cooled, turbo charged with a wet sump
oil system. Cylinders are numbered from rear to
front, with odd numbers 1, 3 and 5 on the right and
even numbers 2, 4 and 6 on the left. An empine speci-
fication chart is contained in the Figure 4-18.
IGNITION SYSTEM
IGNITION SWITCHES
The ignitton switches installed in the left and
4-1
 685
Se ction IV MAINTENANCE MANUAL
Power Plant

SPIDER MANIFOLD

FUEL MANIFOLD VALVE

109 WASTE GATE

la
sz
s VALVE
Wr;
rdla
MAGNETO

SPARK PLUGS
OIL FILLER CAP

*PROP GOVERNOR

FUEL-MR INTERCOOLER
THROTTLE
CONTROL FUEL VALVE MANIFOLD
UNIT

INTAKE
TUBES

*HYDRAULIC
PUMP

STARTER
FUEL
INJECTION
PUM?
ENGINE MOUNT

A/C 12001 TO 12007

* TACHOMETER *ACCESSORIES ADDED TO

GENERATOR A/C 12008 & SUBS ENGINE n12 515

Figure 4-1. Engine Assembly and Accessories

4-2
 685
MAINTENANCE MANUAL
right overhead switch panels. The se spring-loaded
switches return to the BOTH position automatically
when released from the START position. Ignition
switches have live positions:
1. OFF - Both magnetos are grounded.
2. R - Right magneto operating - left magneto
OFF.
3. L - Left magneto operating - right magneto
OFF.
4. BOTH - Both magnetos operating.
5. START - Starter solenoid a e tu at e d; starting
vibrator energized.
WARNING
The magneto(s) will be hot anytime the
ignition switch wires or firewall elec-
trical connectors are disconnected;
therefore, an unintentionalengine start
is possible ft the propeller is rotated.
To avoid this possibility, use anti-
spark caps in the spark plug cables and
disconnect all cables
IGNITION SYSTEM OPERATION
When the ignition switch is held in the START posi-
tion relay eontacts actuate the starter solenoid to
engage the starter, and the starting vibrator is ener-
gized. Battery current drives the starter and flows
through the coil and contacts of the starting vibrator
_ to generate the electrical impulses required for en-
gine starting. The starting vibrator emits rapid
electrical impulses to the left magneto of the engine
being started. The se rapid impulses of current are
ereated by the build-up and collapse of a magnetic
field around the vibrator coil, caused by the opening
and closing of the vibrator contacts. The left mag-
neto of each engine is equipped with a second set of
contad points, which work in conjunction with the
starting vibrator to supply high tension voltage to the
spark plugs for engine starting. This set of contacts
are opened and closed by the magneto cam lobes but
are positioned so that the contacts open alter the main
breaker contacts are opened. This retards engine
ignition for the starting sequence. Ele ctri cal impulses
from the vibrator to the main set of contacts in the
left magneto are carried to ground during engine
starting. The retard contacts are timed to open when
the appropriate piston is at the approximate top dead
center position. When the retard contacts open, vi-
brator current flows through the primary coil of the
magneto producing a magnetic field around this coil.
Eaeh time the vibrator contacts open, current flow
to the primary coil is interrupted causinghigh voltage
induction into the secondary winding of the magneto
transformen which directs high tension current to the
spark plugs. When the engine starts and the ignition
switch is released, the switch returns to BOTH, de-
activating the vibrator and retard contact cireuits and
the starter solenoid. The engine is now operating on
the main contacts of both magnetos and ignition occurs
Change 4
Section IV
Power Plant
in the normal advance position, which is 20 (± 1) de-
grees before top dead center.
STARTING VIBRATOR
The starting vibrator is installed in the master power
panel located on the left side of the aft fuselage. When
both engines are difficult to start the starting vibrator
is probably faulty. Difficult starting of a single en-
gine is most likely due to faulty operation of the left
magneto retard contacts or fouled spark plugs.
MAGNETO
Bendix S6LN-1201 (left) and S6LN-1205 (right) mag-
netos are installed in the GTSIO-520-F or GTS10-520-
K engine. The magnetos are driven at 1-1/2 times
engine crankshaft speed. Each magneto contains a
two-pole rotating magnet, a transformer coil and a
distributor. A two-lobe cam is secured to the breaker
end of the rotating magnet shaft. The distributor gear
is driven at one-third magneto shaft speed. High ten-
sion current, generated in the magneto transformer
secondary coil winding, is conducted to the distributor
by means of a spring-loaded carbon brush and through
the finger on the distributor gear to the diátributor
block where it is transmitted through high tension
cables to the spark plugs. The left magneto is equipped
with a set of retard contacts as well as the main con-
tact assembly. The left magneto, when connecrédto
the battery operated starting yibrator through the
START position of the ignition switch, provides re-
tarded ignition for engine starting. The main and re-
tard contaet points are operated by the same cam
lobe. With the retard contact points opening at a pre-
determined number of degrees alter the main contaet
points open, interrupted battery current is permitted
to flow through the prirnary and secondary transformen
windings of the left magneto and aeross the spark plug
electrodes, to provide high tension voltage for engin
starting.
CAUTION 1
Release ignition switch if starter does
not engage immediately. Starter cir-
cuit not protedéd by eircuit break-
ers.
REMOVAL
a. Open cowl doors.
b. Remove all upper engine cowling.
c. Remove engine baffles, plumbing, wiring, in-
duction intercooler and hot prime fuel line to Inter-
cooler.
d. Disconnect primary leads from RETARD (in-
corporated in left magneto only) and START position(s)
of magneto breaker compartment and tag for identifi-
cation when reinstalling.
e. Remove retaining nuts and washers, and re-
move magneto from mounting pad.
4-3
 685
Sectton IV MA1NTENANCE MANUAL
Power Plartt

tension, pitted or burned points; or a cam follower

which is rough, loose or cracked, the contaet assem-
bly must be replaced. Always replace the condenser
when changing contact points. Do not file or stone
contact points.

a. Remove high tension outlet piale to expose dis-

tributor block.
b. Clean interior of distributor block with a clean,
dry, lint-tree cloth. Do not use gasoline or other
cleaning solvents for cleaning the distributor block.
Cleaning solvénts will remove the wax coating and
cause electrical leakage.
e. Remove breaker cover and examine breaker
points for evidente of excessive wear or burning.
Normal breaker points will have a dull grey contact
surface without deep pits or peaks.
d. Using a spring scale applied adjacent to contact
point at free end of spring, measure spring tension
of breaker assembly. Spring tension should be 12 to
24 ounces at instant breaker points open.
e. Check cam follower to be sure it is securely
riveted to spring ami that screw holding spring to-
gether is tight.
f. Check condenser mounting bracket for looseness
and cracks.
RETARD BREAKER g. Check distributor gear shaft oiler felt. Add
CONTACT POINT one drop of SAE 30 oil to the oiling felt if it is dry.
ASSY LEFT MAGNETO h. Carefully wipe off any oil which may have
ONLY spilled on the distributor block.
1. Check breaker points oiling felt. Add one drop
of SAE 60 oil to the felt if it is dry.
j. Allow ample time for felt to absorb oil. Use
Figure 4-2. Magneto - Cern End View clean cloth, blot off excessive oil.
k. Remove oil that may have accumulated on
breaker contact points. Use cloth moistened in un-
NOTE leaded gasoline.
1. .Reassemble magneto.
As the magneto is removed from its
mounting, be sure that drive coupling INSTÁLLATION AND TIMING. The magneto must be
bushings do not become dislodged from installed with its timing marks corre ctly aligí od and
the gear hub. with the number one piston on the compression stroke
at its advanced firing position of 20 (t 1) degrees be-
fore top center (BTC). To bocete the compression
REPAIR AND LUBRICATION. Magneto maintenance stroke on the number one cylinder piston, remove
is generally limited to cleaning, inspection, lubrica- the lower spark plugs from each cylinder.
tion, and replacement of contaet points and condenser.
Clearance between the surfaces of the contad points
will vary between 0.012 and 0.024-inch. Contact
assembly must be replaced if clearance is aboye or
below these limits (see Figure 4-2). When inspecting WARNING
the contact points, do not raise the breaker main
spring more than 1/16-inch, as this will weaken the
spring and cause unsatisfactory magneto performance.
Contact points will give satisfactory service for long
periods of operation when maintained free from oil The magneto is grounded through the
and grease. Over-lubrication of cam follower felts ignition switch, therefore, anytime the
is a mejor cause of contact point failure. Ignition onnected,
primary (switch) lead is disc
system malfunctions can be isolated by performing a the magneto is in a switch ON or hot
ground check in accordance with pro cedures outlined condition. Before turning the propeller
under Engine Conditioning Hints. In the event mag- by hand, remove high tension cable
neto inspection isnecessary, the foliowing procedures outlet plate from magneto or discon-
are. recommended. When exarnination of the magneto nect all spark plug cables to prevent
reveals a contact assembly with improper spring starting engine accidently.

4-4
 685
MA INTENANCE MANUAL
Figure 4 - 3. Magneto Timing
Place thumb over the number one cylinder spark plug
hole and rotate propeller in direction of normal rota-
tion until the compression stroke is indicated by posi-
tive pressure Inside the cylinder. After the com-
pression stroke is determined, Meato number one
piston at its advanced firing position of 20 (t 1) de-
grees BTC. The advanced firing position of number
one cylinder may be obtalned by remeving plug from
crankcase in front of number six cylinder and observe
the timing mark on the generator drive gear as the
crankshaft is rotated slowly. When the timing mark
on the generator drive gear is centered in the viewing
hole, the number one cylinder is at the 20 (-El) degrees
BTC. Use an inspection mirror to observe exact
position of timing marks. After the advanced firing
position of 20 (1- 1) degrees BTC has been established
for number one cylinder, proceed with the following
steps to install and time magneto to origine.
a. Install drive coupling and attaching parts on
drive shaft.
b. Insert two rubber bushings into rectangular slot
of engine drive gear. Chamfered edge of bushing
faces magneto.
c. Apply a thin coat of Tite-Seal(lightweight gasket
and joint sealing compound, Radiator Speciality Co. ,
Charlotte, N. C. ) to each sido of the magneto gasket,
and install gasket on magneto mounting pad.
Remove magneto timing inspection plugs from
magneto.
e. Rotate magneto drive shaft in direction of rota-
tion until timing mark on distributor gear is aligned
with timing mark on distributor as seenthroughtiming
inspection hole (see Figure 4-3).
f. With gasket over magneto mounting studs, care-
fully Insert end of drive coupling into magneto drive
bushings located in magneto drive gear. Do not allow
magneto drive shaft to turn in the magneto.
g. Secure magneto with clamps, washers and nuts,
and tighten nuts until there is positivo friction Be-
tween magneto and drive pad.
Section IV
Power Plant
h. Using a Bendix Sdntilla timing light #11-851 or
equivalent, connect red (+) lead to a switch terminal
stud of magneto.
NOTE
To permit timing of magneto to engine--
without removal of breaker cover,
make a pigtail from 18-gauge wire and
Insert it into magneto switch terminal
outlet.
1. Connect black (GND) ground load of timing light
to any unpainted metallic portion of engine.
j. With timing light connected and number one
cylinder at 20 (-El) degrees BTC, rotate magneto in
its mounting slots in direction of magneto rotation
until timing light is illuminated.
k. Rotate magneto in opposite direction given in
step j. until light is extinguished.
1. Torque magneto mounting nuts to 90-110 inch-
pounds.
m. Rotate propeller in opposite directionof normal
rotation a few degrees and Hien tap propeller forward
(direction of normal rotation) until timing light is ex-
tinguished. If timing light is extinguished when crank-
shaft is rotated to 20 (I- 1) degrees BTC, magneto is
correctly timed to engine. •
n. Repeat steps a. through m. for opposite mag-
neto.
o. After magnetos have been timed individually
check synchronization of both magnetos as outlined
in the following paragraph.
p. After synchronization, check and install switch
leads, high tension cables, magneto timing inspection
plugs, spark plugs, and spark plug cables.
q. Inspect magneto installation and Glose cowling.
SYNCHRONIZATION CHECK. The upper and lower
4-5
 -
Section IV MAINTENANCE MANUAL
Power Plant
ENGINE FIRING ORDER 1-4-5-2-3-6
MAGNETO FIRING ORDER 1-2-3-4-5-6
LEFT
DISTRIBUTOR
Figure 4-4. Ignition Wiring Diagram
spark plugs must Tire simultaneously at 20 (+ 1) de-
grees before top dead center in order to obtain opti-
mum engine performance. Since the upper and lower
plugs in the individual cylinder are fired bydifferent
magnetos, the left and rightmagneto points must open
at precisely the same time. If each magneto is cor-
rectly timedandproperly installed onthe engine, syn-
chronization of the two magnetos should be achieved
automatieally. However, it is good maintenance
praetice to check magneto synehronization with a dual
indicating timing light.
a. Insert timing light lead finto main contad switch
lead position on each magneto and connect ground
wire to engine.
b. Rotate propeller slowly in direction of normal
rotation and observe the two timing lights. Lights
should illuminate simultaneously, indicating that main
contacts in each magneto are opening at the same time.
NOTE
Battery operated timing light will il-
luminate when points open. AC timing
light will act in reverse.
If the synchronization check does not eonfirm simul-
taneous Opening of the magneto points, magneto timing
should be checked.
4-6
RIGHT
DISTRIBUTOR
Retard Contact Assembly
Faulty retard contacts are usually revealed by hard
starting of an individual engine. Inspect contacts for
condition and check spring tension of the contad arm
as previously outlined, when condition of retard con-
tacts is, questionable. Retard contacts are adjust-
able and should operate correctly when magneto is
correctly timed and properly installed. The contacts
should open when the number one piston is at O to 5
degrees before top dead center. Faulty retard con-
taets must be replaced.
IGNITION HARNESS
The ignition harness for each engine eonsists of 12
shielded high tension cable assemblies with attaching
brackets. Three of the six cables from the left mag-
neto are routed to the upper spark plugs on the left
bank of cylinders, while the other three cables from
the left magneto are routed to the lower spark plugs
on the right bank of cylinders. Three of the six cables
from the right magneto are routed to the upper spark
plugs on the right bank of cylinders, and the balance
of the cables from the right magneto are routed to the
lower spark plugs on the lett bank of cylinders (see
Figure 4-4).
 685
MAINTENANCE MANUAL
CABLE REMOVAL AND INSTALLATION. Ignition
cables may be removed individually or the ignition
harness may be replaced as a complete unit. To re-
place an individual ignition cable, proeeed as follows:
a. Remove engine cowling to obtain access to cable
being removed.
b. Detach cable elbow from spark plug.
c. Loosen cable ferrule coupling nuts at magneto
high tension cable outlet piale.
d. Remove cable clamps and disconnect cable from
mounting brackets.
e. Remove screws attaching outlet plate to magneto
and remove plate, with grommet attached, from mag-
neto.
f. Cut off condemned lead flush with outer surface
of cable outlet piale.
g. Grip eyelet of lead with pilen and pulí short
length of conductor out of grommet and outlet plate.
Use an appropriate drift and drive out tapered ferrule
and any remaining part of the cable.
h. Remove old cable from aircraft.
If a new cable is being installed, compare it for cor-
rect length with the cable being replaced. Add 1.75
inches to length of old cable to provide for installa-
tion in magneto outlet plate (ferrule is already in-
stalled on spark plug end of cables supplied by the
engine manufacturer). To instan a new ignition cable,
proceed as follows:
a. Start at spark plug location and route cable
through grommets and clamps up to magneto.
b. Remove 1.250 inch of outer braid from magneto
end of cable, being careful not to nick or cut instila-
tion.
c. Unbraid 0.40 inch of braided shielding and wrap
with single thickness of tape.
d. Pull grommet away from outer plate tofacilitate
instaliation of new cable.
e. Pass taped end of cable through hole br outlet
plate and remove tape from end of cable.
f. Install tapered end of cable ferrule under the
unbraided strands of shielding and distribute evenly
around surface of ferrule.
g. Pull cable back throughoutlet plate until ferrule
bottoms in outlet well. Firmly seat ferrule using a
small brass rod and hammer.
h. Measure 0.50-inch from tapered ferrule and
strip all insulation from wire. Slide grommet over
bare wire and seat it against ferrule.
i. Cut wire 0. 375-inch from top of grommet outlet
and double ends of wire so that eyelet may be installed.
j. Instan eyelet, making sure it is seated in recess
of grommet outlet. Crimp wire ends and solder.
Clean with denatured alcohol.
k. Lubrícate ignition cable with light coating of
Dow Corning Compound and install spark plug ínsula-
ting sleeve and spring.
1. Attach ignition cable to spark plug, secare all
clamps, reassemble magneto and secare cowling.
m. Perform engine ground run to check new cable
insta Ration.
Seetion IV
Power Plant
SPARK PLUGS
Two 18-mm, long-reach spark plugs are installed in
each cylinder and screw into heli-coil inserts. The
spark plugs are shielded to prevent ignition interfer-
ence from entering the radio and have an internal
resistor to provide longer terminal lile. An average
Life of 200 hours may be expected from these spark
plugs; however, this will vary with operating condi-
tions. Ground operation of the engine for extended
periods or an excessively rich idle mixture will short-
en spark plug service lile. A spark plug that is kept
clean and properly gapped will give better and longer
service than one that is allowed collect lead de-
posits and Is improperly gapped. The correct gap
setting is 0.015 to 0.018-inch. The spark plug torque
value is 300 to 360 inch-pounds. AC 273 spark plugs
are installed in the engine when it leaves the factory.
STARTER
A 24-volt, gear reduction starter Is mounted on the
right rear section of each engine. This starter in-
corporales a worm drive which rotates the engine
through a springloaded clutehassembly during engine
start.
INSPECTION AND REPAIR. The starter motor
should be inspected periodically to determine its
general condition. Frequency of inspection is deter-
mined by the performance of the starter and tVbe of
use to which it has been subjected. Frequency of
engine starts, excessively long cranking periods
caused by diff
icult engine starting conditions, and
operating environment are factory affecting starter
service lile. A noticeable reduction in cranking
speed usually indicates the need for inspection. In-
spection should include starter motor mounting, ami
all wiring and connections should be cheeked for
tightness ami condition. Servicing of the starter is
limited to inspection for any of the aboye conditions
and to the removal and installation of the starter.
CAUTION I
Do not operate starter for more than
30 seeonds at any one time or for more
than one minute in a live- minute period.
REMOVAL
a. Open right cowl door.
b. Remove electrical wires from starter.
c. Remove two nuts, and washers securing starter
to engine.
d. Remove starter from engine.
e. Discard 0-ring.
INSTALLATION
a. Install new 0-ring on starter adapter.
4-7
 685
Section IV MAINTENANCE
Power Plant
Align starter mounting flange and drive shafts
b.
with origine pad studs and shaft, and install attaching
hardware.
Torque nuts 275 to 325 inch-pounds.
c.
d. Conneet ele etrical wires to starter.
e. Check starter operation.
FUEL INJECTION AND AIR INDUCTION
SYSTEMS
Filtered air is introduced into the engine through the
spider manifold by way of the turbo charger compres-
sor and inter-cooler, and distributed to each cylinder
by intake tubes. The amountof air entering the engine
is controlled by a throttle, overboost pressure relief
valve, turbo controller and exhaust wastegate valve
combination. The exhaust wastegate valve is con-
tained in the main exhaust turbine housing of the turbo
charger. Fuel is metered by the fuel metering valve
integral with the air-throttle control unit and distri-
buted to the individual cylinders by the fuel manifold
valve. The fuel-air ratio is determined by the inter-
relation of the fuel metering valve in the air-throttle
control unit and the positionof the air-throttle control
in the unit. Fuel and air are mixedat the intake valve
of the cylinder. The fuel injection system consists of
the ay control and fuel control subsystems. Compo-
nonti of the fuel injection system are: throttle control
unit with fuel metering valve, fuel manifold valve and
fuel injection nozzles. The fuel metering valve and
throttle control are contained within the fuel-air
throttle control unit body casting.
FUEL INJECTION SYSTEM
The fuel injection is a simple pressured system of
injecting fuel into the intake valve port in cylinder
head (see Figure 4-5). It is a multi-nozzle, contin-
uous flow type which controls fuel flow to match en-
gine air flow. Thus, any change in throttle position,
engine speed or a combinaban of both, causes changes
in fuel flow in the correct relation to engine air flow.
A manual mixture control and a flow gage, indicating
fuel flow are provided for precise leaning at any com-
bination of altitude and power setting. The continuous
flow system uses a positive-displacement, rotary vane
fuel pump. There are four basic components of the
system. The fuel manifold valve, fuel injector noz-
zles, fuel-air control unit, and fuel injection pump
vapor separator
FUEL-AIR CONTROL UNIT
The fuel-air control unit is located at the intake man-
ifold inlet (see Figure 4-6). The function of this unit is
to control engine air intake and to set the metered
fuel pressure for proper fuel- air ratio. There are
three control elements in this unit, one for air and
two for fuel, one of which is for fuel mixture meter-
4-8
MANUAL
ing and the other for fuel throttle metering. Main
fuel enters the control una through a strainer and
passes to the metering valves. The position of the
throttle metering valve controls the fuel passed to the
manifold valve and fuel injector nozzles in proportion
to airflow. A linkage ,connecting the metering valve
to the air throttle proportions air-flow to fuel-flow.
The position of the mixture metering valve determines
the amountof fuel returned to the fuel pump independ-
ent of air flow. Servicing of this fuel air control unit
is limited to visual inspection for evidente of damage
or deterioration and the removal, replacement and
adjustment.
REMOVAL AND INSTALLATION
a. Close the appropriate fuel shutoff valve.
b. Open cowl doors.
c. Remove upper cowling.
d. Remove and cap hoses.
e. Remove control cables.
f. Loosen duct to fuel-air control unit and loosen
coupling at sleeve and turbo charger.
g. Remove fuel- air control unit.
h. If a replacement fuel-air throttle control unit
is not being installed immediately, temporary covers
should be installed on the turbo charger ami the duct.
To install the fuel-air control unit, proceed with the
following steps:
a. Remove covers f rom turbo charger andthe duct..
b. Place fuel-air control unit in position, install
ami tighten clamps.
c. Install control cables.
d. Remove cap from hose and install hose.
e. Replace upper cowling, leave upper cowl door
off.
ADJUSTMENT
a. Start engine
b. Make adjustments per paragraph in this section
under Operational Check - Engine Controls.
c. Replace upper cowling doors.
d. Replace lower cowling doors.
FUEL MANIFOLD VALVE
The fuel manifold, mounted on top of the engine re-
ceives fuel from the metering unit portionof the fuel-
air control unit. The manifold provides a central
point for dividing fuel to the individual cylinders.
The fuel manifold contains a diaphragm and plunger
valve. The diaphragm and plunger valve raises or
lowers, by fuel pressure, to open or close the indivi-
dual cylinder fuel supply port simultaneously. A fine
mesh screen in the fuel manifold provides additional
protection for the fuel injection nozzles against dirt
or foreign matter. The manifold is calibrated to open
at 3:5 psi and to maintain an even flow of fuel to the
cylinders aboye this pressure. This controlled fuel
 685
MAINTENANCE MANUAL SectIon IV
Power Plant

ABSOLUTE PRESSURE
ENGINE DRIVEN PUMP REGULATOR

FIREWALL
•
il STAGE
SECONDARY
BYPASS
ADJUSTMENT

4
-,•41
F 11,,b` :45te " 41 «I. ", 24104 IV bytg t MIXTURE
e:111;:ekiie2A1.5. :ánadtigkeil1-1
7 ]*t 1151M
CONTROL

FUEL INJECTION
PRESSURE THROTTLE
CONTROL

FUEL RETURN

METERED FUEL
¡PRESSURE

INLET FUEL FUEL

PRESSURE MANIFOLD
WIS211 VALVE
PUMP
PRESSURE PRIMER
NOZZLE

FUEL INJECTION
• NOZZLES

BOOST PUMP
LOW & HIGH
PRESSURE
L_ FUEL TANK & SUMP FUEL
FLOW
METER

24 10

Figure 4-5. Fuel Injection System Schematic

4-9
 685
Section IV MAINTENANCE MANUAL
Power Plant
How reduces engine rpm lag during rapid throttle
movement, and eliminates the need for an accele-
ration pump.
FUEL INJECTOR NOZZLES
A fuel injector nozzle installed in each cylinder, di-
rects fuel from the fuel manifold valve into the cylin-
der íntake port. A pressurized bleed air and nozzle
pressurization arrangement is incorporated in eaeh
nozzle. This arrangement aids in vaporizing fuel at
idle rpm by breakíng the high vacuurn at the cylinder
intake port, and assures that fuel Unes from the fuel
manifold valve are full of fuel at all times. Fuel in-
lector nozzles have a size identification number or
letter stamped on one of the flats of the nozzle body
hexagon head, which also indicates that the nozzle
air bleed hole is aligned with the opposite fíat. Fuel
ínjector nozzles should be removed and changed when
an engine is running rough, and exhibits poor aceele-
ration charaeteristics, not attributed tofaultyignitton.
When this is the case all nozzles on the appropriate
engine should be removed and cleaned.
REMOVAL
a. Disconnect fuel inlet Unes to nozzles.
b. Use a deep socket to remove nozzles.
c. Cap fuel 1Mes.
d. -.Plug holes in cylinders.
CLEANING
a. Hold hex surface of nozzle in a suitable fixture,
pry off dust shield and remove air filter sereen.
b. Remove 0-ring and replace with new after in-
spection of nozzle.
N OTIE
If nozzle has a screw type jet, discard
the entire assembly and replace with a
new part.
c. All parts should be immersed in a suitable
cleaning solution and rinsed with mineral spirits.
CAUTION
Do not use chemicals that can remen
metal.
Do not attempt to remove foreign ma-
terial from jets with wires or other
metal objects.
d. Dry with filtered air biast.
e. Inspect for damaged threads, damaged screens,
etc.
4-10
f. Install sereen and press dust shield flush with
top of shoulder.
INSTALLATION
1. Unplug holes in eylinder.
2. Remove capo from fuel Unes.
3. Use a deep socket and install nozzles.
4. Connect fuel inlet Unes to nozzles.
FUEL INJECTION PUMP
Fuel injection pump is an engine-driven two-stage,
vane type positive-displacement type. It has a square
shaft for connection to the accessory drive section of
the engine. Fuel enters the pump at the swirl well of
the vapor separator. Here, vapor is separated by a
swirling motion so that only liquid fuel is fed to the
pump. Since the pump is engine-driven, its flow rate
depends on engine rpm. The pump supplies more
fuel than is required by the engine; therefore, a re-
circulation path within the pump is provided to main-
tain corred fuel pressure. An aneroidvalve is incor-
porated as an integral part of the pump to maintain
fuel pressure relative to altitude. In case of engine-
driven fuel pump failure, the auxiliary fuel boost
pump will supply adequate fuel when the fuel boost
pump switch is placed in the HIGH position. The high
boost annunciator will illuminate when the auxiliaxy
fuel boost pump is operating. Servicing of this pump
is limited to visual inspection for evidence of damage
or deterioration and the removal, repiacement and
adjustment.
REMOVAL AND INSTALLATION
a. Close the appropriate fuel shutoff valve.
b. Open left cowl door.
c. Disconneet and cap Unes attached to pump.
d. Remove cooling shroud.
e. Remove nuts, washers, pump, gaskets, insula-
tor, and adapter assembly from crankcase studs.
f. Remove fuel pump drive gear from crankcase
cavity. Discard gaskets.
g. If replacement pump is not being installed im-
mediately, a temporary cover should be installed on
the pump mounting pad
To install the fuel injection pump proceed with the
follovring steps:
a. Remove temporary cover from pump mount pad
on engine.
b. Lubricate fuel pump drive gear and instan in
crankcase.
c. Coat both sides of gasket with a film of Tite Seal
(lightweight gasket and joint sealing comoound, Radi-
ator Speeiality Co. , Charlotte, N. C. )
d. Instan gasket on crankcase studs and sude fuel
pump adapter over studs.
e. Install gasket, insulator, gasket, and fuel pump
assembly.
f. Secure with plain washers, loekwashers and
nuts. Torque nuts from 180 to 220 inch-pounds.
 685
MAINTENANCE MANUAL Section IV
Power Plant

TURBO CONTROLLER

IDLE
RPM
ADJ
ci
MIDRANGE FUEL
FLOW ADJUSTMENT
IDLE MIXTURE
ADJUSTMENT

MAXIMUM MANIFOLD
PRESSURE ADJUSTMENT
24 116

Figure 4-6. Fuel-Air Control Una

I
NOTE
CAUTION
Main fuel flow adjustment is the secon-
dary bypass adjustment which is a hex
head screw on the bottom of and at the
Lubricate line connection fittings with very bade of the pump (see Figure 4-7).
engine oil, or equivalent lubricant that
is fuel soluble. DO NOT USE ANY
OTHER FORM OF THREAD LUBRI- e. Turn adjustment screw clockwise to increase
CANT. fuel flow, and counterclockwise to decrease fuel flow.
f. Restarb
Restan
engine ánd assure fuel flow (305 to 310
g. Instan. cooling shroud. pph) is obtained. If not, repeat steps b., through f. ,
h. Connect limes to pump. until the fuel flow is adjusted correctly.
i. Close cowl door and briefly operate engine.
j. Stop engine and check pump and line connections
for evidente of fuel leaks. MR INDUCTION SYSTEM

ADJUSTMENT The air induction system componente include air

a. Start engine.
b. Turn fuel boost pump switch OFF.
c. With engine operating at 3400 (-..E 50) rpm, and
manifold pressure at 44.5 (II) inch Hg. , observe and
record fuel flow gage reading. If fuel flow is less
than 305 to 310 pph, proceed with the following steps.
cl. Stop engine and adjust pump as required to ob-
tain correa fuel flow.
alternate air door and the engíne turbo charger com-
pressor, throttle, intercooler, spider manifold and
cylinder intake ports (see Figure 4-1). Air flows
through these componente in the order they are Usted.
The airfilter, located intheforward endof the ram air
duct normally accept' s incoming ah from the nos e cowl
ring. Should thefilter become blocked for any reason,
a manually operated ram air door or a pressure ope-
rated alternate ah door will open to preclude engine

4-11
 6 8.5
Section IV MAINTENANCE MANUAL
Power Plant
Figure 4-7. Engine-Driven Fuel Pump
stoppage (see Figure 4-8). The turbo charger com-
pressor, a high volume air pump, increases the vol-
ume and pressure of air admitted to the cylinder for
combustion. The compressor is powered by the
turbo charger turbine which in turn is powered by the
energy extraeted from the engine exhaust gas The
intercooler is a heat exchanger that lowers the tem-
perature of the compressor discharge air to permit
a more efficient engine operation. Induetion air pass-
ing through the core of the intercooler, transfers its
heat to the cooling fins that are exposed to the rela-
tively cooler air. The extracted hot air is exhausted
through the louvered cowl on the top of the nacelle.
The spider manifold, a six tube, air distribution sys-
tem motutted on top of the engine, serves to carry the
induction air to the individual cylinder intake ports.
The cylinder intake ports receive the air from the
spider manifold, where it is mixed with fuel from the
injector nozzles, and enters the cylinder as a com-
bustible mixture when the intake valve opens.
When air filter icing is suspected, the FILTER AIR
IN/RAM AIR OUT controls, on the engin control
quadrant may be, pulled out (RAM AIR OUT) to open
the ram air door on the lower side of the induction
air duct and aft of the filler. This permits the en-
gine to draw ram air through the ram air door open-
ing. Two alternate air doors are also installed on
the inboard side of the induction air duct. These
small circular doors are spring-loaded to the closed
position. In the event the induction air filter ami
ram air door become iced over, the heated air from
the intercooler overrides the internal duct pressure,
thereby opening the doors. This allows a continuous
circulation of engine air.
4-12
INSTALLATION OF AIR INDUCTION DUCTING
a. Install duct (1, Figure 4-8) on the turbocharg-
er as far as possible. Do not tighten clamps.
b. Install duct (2) on the elbow as far as possible.
Do not tighten clamps.
c. Instan duct (2) on to induction air duct. Posi-
tion elbow in duct (2) so that elbow aligns with duct
(1). Install duct (1) onto elbow. Ensure that no str-
ain is present on eithér duct (1) or duct (2).
d. Tighten all clamps and torque to 15-20 in/lbs.
TURBOCHARGER
A complete turbocharger system, installed on the aft
end of the engin°, consists of a turbine and com-
pressor assembly, a variable pressure controller,
an overboost pressure relief valve, and a sonic ven-
turi. The turbo charger is utilized to increase the
power output and efficiency of the engine by süpplying
compressed air to the engine intake manifold. The
power to drive the turbo charger is extracted from
energy in the exhaust gas.
The variable pressure controller links the throttle to
the exhaust wastegate actuator through a cam, spring
and aneroidarrangement. When the throttle is opened,
the cam on the controller rotates to compress the
swing. This action doses a valve within the con-
troller allowingoil pressure in the wastegate actuator
to increase, which drives the wastegate toward the
closed position. This action causes more exhaust
gas to flow through the turbine assembly, inereasing
its speed and resulting in more output of induction
air from the compressor, sine it is connected to the
opposite end of the turbine shaft. Now, as the com-
pressor output increases, manifold pressure increa-
ses. The aneroid unit on the controller senses com-
pressor discharge pressure and its action opposes
the force of the spring. This action tends to open the
valve, relieving oilpressure in the wastegate actuator
which allows the wastegate to move toward open. The
forces between the spring and the aneroid are balanced
and the controller serves to maintain constant com-
pressor dischargepressure as selected by the throttle
and thereforemaintains a constant manifold pressure.
When the throttle is repositioned, the cam, spring,
aneroid and wastegate are displaced until the forces
are again in balance for the new compressor dis-
charge pressure.
The exhaust wastegate assembly consists of a poppet
type valve and actuator. When open, the valve allows
exhaust gas to bypass the turbine and flow directly
overboard. In the closed position, the wastegate
valve diverts the exhaust gases into the turbine. The
valve is held open by a spring, and is closed by the
oil pressure operated actuator. In operation, the
wastegate normelly modulates in intermediate posi-
tion according to demands of the controller assembly
until engine reaches its critical altitude. At critical
altitude and higher, the wastegate is fully closed.
The sonic venturi permits the restricted flow of
compressor air for aircraft cabin pressurIzation.
The maximum air flow through the sonic venturi is
Change 6
 685
MAINTENANCE MANUAL Section IV
Power Plant

TURBO CONTROLLER

IDLE
RPM
ADJ
LS
MIDRANGE FUEL
FLOW ADJUSTMENT
IDLE MIXTURE
ADJUSTMENT

MAXIMUM MANIFOLD
PRESSURE ADJUSTMENT
24 116

Figure 4-6. Fuel-Air Coritrol Unit

NOTE
CAUTION
Mainfuel flow adjustment is the seeon-
dary bypass adjustment which is a hex
head screw on the bottom of and at the
Lubricate line connection fittings with veryback of the pump (see Figure 4-7).
engine oil, or equivalent lubricant that
is fuel soluble. DO NOT USE ANY
OTHER FORM OF THREAD LUBRI- e. Turn adjustment screw clockwise to incitase
CANT. fuel flow, and counterclockwise to decrease fuel flow.
f. Restart engin and assure fuel flow (305 to 310
g. Install cooling shroud. pph) is obtained. If not, repeat steps b. , through f. ,
h. Connect linos to pump. until the fuel flow is adjusted corre ctly.
i. Close cowl door and briefly operate engine.
j. Stop engine and check pump and line connections
for evidente of fuel leales. MR INDUCTION SYSTEM

ADJUSTMENT The air induction system components include air filter/

alternate air door and the engine turbo charger com-
a. Start engine. pressor, throttle, intercooler, spider manifold and
b. Turn fuel boost pump switch OFF. cylinder intake ports (see Figure 4-1). Air flows
c. With engine operating at 3400 (± 50) rpm, and through these components in the order they are listed.
manifold pressure at 44.5 (t 1) inch Hg. , observe and The air filter , located in the forward end of the ram air
record fuel flow gage reading. II fuel flow is less duct normally accept's incoming air from the nos e cowl
than 305 to 310 pph, proceed with the followíng steps. ring. Should the filter become blocked for any reason,
d. Stop engine and adjust pump as required to ob- a manually operated ram air door or a pressure ope-
tain corred fuel flow. rated alternate air door will open to preclude engine

4-11
 685
Section IV MAINTENANCE MANUAL
Power Plant
IDLE
MIXTURE
ADJUSTMENT
SECONDARY
BYPASS
ADJUSTMENT
Figure 4-7. Engine-Driven Fuel Pump
stoppage (see Figure 4-8). Theturbocharger com-
pressor, a high volume ah' pump, Mercases the vol-
time and pressure of air admitted to the cylinder for
combustion. The compressor is powered by the
turbo charger turbine which in turn is powered by the
energy extracted from the engine exhaust gas. The
intercooler is a heat exchanger that lowers the tem-
perature of the compressor discharge air to permit
a more efficient engine operation. Induction air pass-
ing through the core of the intercooler, transfers its
heat to the cooling fins that are exposed to the rela-
tively cooler air. The extracted hot air is exhausted
through the louvered cowl on the top of the nacelle.
The spider manifold, a six tube, air distribution sys-
tem mounted on top of the engine, serves to carry the
induction air to the individual cylinder intake ports.
The cylinder intake ports receive the air from the
spider manifold, where it is mixed with fuel from the
injector nozzles, and enters the cylinder as a com-
bustible mixture when the intake valve opens.
When air filter icing is suspected, the FILTER AIR
IN/RAM AIR OUT controls, on the engine control
quadrant may be pulled out (RAM AIR OUT) to open
the ram air door on the lower side of the induction
air duct and aft of the filter. This permits the en-
gine to draw ram air through the ram air door open-
ing. Two alternate air doors are also installed on
the inboard side of the induction air duct. These
small circular doors are spring-loaded to the closed
position. In the event the induction air filter and
ram air door become iced over, the heated air from
the intercooler overrides the internal duct pressure,
thereby opening the doors. This allows a continuous
circulation of engine air.
4-12
INSTALLATION OF AIR INDUCTION DUCTING
a. Instan duct (1, Figure 4-8) on the turboeharg-
er as far as possible. Do net tighten clamps.
b. Install duct (2) on the elbow as far as possible.
Do net tighten clamps.
c. — Install duct (2) on to induction air duct. Posi-
tion elbow in duct (2) so that elbow aligns with duct
(1). Instan duct (1) unto elbow. Ensure that no str-
ain is present on either duct (1) or duct (2).
d. Tighten all clamps and torque to 15-20 in/lbs.
TURBOCHARGER
A complete turbocharger system, installed on the aft
end of the engine, consists of a turbine and corn-
pressor assembly, a variable pressure controller,
an overboost pressure relief valve, and a sonic ven-
turi. The turbo charger is utilized to increase the
power output and efficiency of the engin by supplying
compressed air to the engine íntake manifold. The
power to drive the turbo eharger is extracted from
energy in the exhaust gas.
The variable pressure controller links the throttle to
the exhaust wastegate actuator through a can, spring
andaneroidarrangement. When the throttle is opened,
the cam on the controller rotates to compress the
spring. This action eles es a valve within the con-
troller allowingoil pressure in the wastegate actuator
to increase, which drives the wastegate toward the
closed position. This action causes more exhaust
gas to flow through the turbine assembly, increasing
its speed and resulting in more output of induction
air from the compressor, since it is connected to the
opposite end of the turbine sbaft. Now, as the com-
pressor output increases, manifold pressure increa-
ses. The aneroid unit on the controller senses com-
pressor discharge pressure and its action opposes
the force of the spring. This action tends to open the
valve, relieving oilpressure in the wastegate actuator
which allows the wastegate to move toward open. The
f orces between the spring and the aneroid are balanced
and the controller serves to maintain constant com-
pressor clischargepressure as selected by the throttle
and thereforemaintains a constant manifold pressure.
When the throttle is repositioned, the cara, spring,
aneroid and wastegate are displaced until the forces
are again in balance for the new compressor dis-
charge pressure.
The exhaust wastegate assembly consists of a poppet
type valve and actuator. When open, the valve allows
exhaust gas to bypass the turbine and flow directly
overboard. In the closed position, the wastegate
valve diverts the exhaust gases into the turbine. The
valve is held open by , a spring, and is closed by the
oil pressure operated actuator. In operation, the
wastegate normally modulates in intermediate posi-
tion according to demands of the controller assembly
until engine reaches its critical altitude. At critical
altitude and higher, the wastegate is fully closed.
The sonic venturi permits the restricted flow of
compressor air for aircraft cabin pressurization.
The maximum air flow through the sonic venturi is
Chango 6
 085
MAINTENANCE MANUAL Section IV
Power Plant

Figuré 4 -8. Air Induction System

7.75 cubic feet per minuto regardless of pressure at OIL SYSTEM

the inlet.

REMOVAL OF THE TURBINE INLET TEMPERATURE
PROBE (Airplanes equipped with GTSIO-520-K engines)
a. Gain access to "Y" boss of the turbocharger
turbine inlet on the engine affected.
b. Locate the turbine inlet probe on the "Y" boss
of the turbocharger turbine inlet.
c. Disconnect turbine inlet temperature probe
electrical leads.
d. Unscrew turbine inlet temperature probe and
remove probe from the airplane.
INSTALLATION OF THE TURBINE INLET TEMP-
ERATURE PROBE (Airplanes equipped with GTSIO-
520-K engines)
a. Gain access to "Y" boss of the turbocharger
turbine inlet.
b. Locate the turbine inlet temperature probe
mounting boles on the "Y" boss of the turbocharger
turbine inlet.
c. Position new MCI-106-150 probe gasket on
mounting hole and install probe. Torque probe 135-
185 in/lbs.
d. Connect turbine inlet temperature electrical
leads.
The engine is equipped with a 13.6 quart, wet sump,
pressure-operated oil system. The engine oil supply
is contained in the sump. The oil is sucked from the
sump, through the oil suction tube, to the oil pump to
fill the volume being continually displaced by the ro-
tation of the pump gears. From the pump gear cham-
ber, oil is directed to the oil filter chambér. If the
filter should become clogged, the spring loaded by-
pasá valve will open permitting oil to flow from the
gear chamber to the oil filter outlet. From the oil
filter outlet a passage leads to the oil pressure relief
valve. If at any time, the oil pressure exceeds the .
limit of the preset, spring-loaded, relief valve, oil
is passed back to the inside side of the pump. The
tachometer drive shaft is integral with the oil pump
shaft; therefore, the tachometer drive shaft bearing
receives oil through a drilled passage.
When the oil leaves the pump it is directed through a
drilled passage by the vernatherm valve. When tem-
perature of the oil becomes high enough to require
cooling, the vernatherm valve expands to permit the
oil to How through the oil cooler. Atter leaving the
oil cooler, oil is directed to the galley in the right
crankcase. The right side valve lifter guides and
valve mechanisms receive oil from the right galley.

Change 6 4-13
 685
Section IV MAINTENANCE MANUAL
Power Plant
Oil is directed from the right galley, through a
passage, to the front camshaft journal, around a
groove in the front camshaft journal to the left crank-
case galley. Passages from the left galley direct
oil to the main crankshaft bearings, valve lifter
guides, valve mechanisms and the governor drive
bearing. Oil is introduced to the propeller governor
through a drilled passage and port in the governor
mount pad. From the governor, oil re-enters the
crankcase through a retan port, in the governor
mount pad, from where it is directed to the oil trans-
fer tube, located in the center of the propeller shaft,
and to the propeller.
From a groove in the rear main bearing, oil is di-
rected through drilled passages to the starter adapter
bearing, idler gear bearing and from the idler gear
bearing to the two magneto pad bearings. . The oil pressure relief valve, installed in the engine-
Oil from the starter shaft gear bearing is conducted
through a passage in the shaftgear to two radial hules
from which it is sprayed unto the shaftgear drum and
bearing surface under the clutch spring. Other parts
of the starter drive are lubricated by this spray. Oil
drains back into crankcase through a hole in bottom
front side of adapter and a slot in bottom of clutch
spring sleeve.
Each cylinder wall and piston is lubricated by indivi-
dualuil squirt nozzles in the connecting rods. These
nozzres direct a continuous stream of oil at the piston
lamer dome. Oil in the crankcase is returned to the
sump through drain hules.
The turbo charger is lubricated by oil from the crank-
case left galley directed to the turbo cha,rger oil inlet
through a hose. Oil leaves the turba charger at the
oil outlet port through a hose to an oil separator and
from there through a hose to the scavenge pump inlet.
Refer to Section II for Oil System Servicing.
OIL COOLER
The oil cooler is installed on the lower left rear sec-
tion of the engine, and receives its cooling air from
the engine nacelle compartment. Oil under pressure
from the pump passes through the cooler and back to
the engine. When the oil is cold, an oil temperature
control unit (vernatherm valve), will open and most
of the oil will bypass the cooler. Some oil always
flows through the cooler to prevent congealing in cold
weather. As the oil temperature raises, the oil
temperature control unit actuates to close off the
cooler bypass forcing the oil to flow through the cooler
core. In operation, the oil temperature control unit
modulates to maintain oil temperature at approxima-
tely 1700F.
OIL SCREENS
Clean engine oil is assured by the use of two oil
screens (Altero) for each engine. The engine-driven
4-14
oil pump incorporates a metal oil screen in the outlet
port. An airframe mounted oil filter is installed
downstreamof the engine-driven pump on the forward
sideof the firewall. This filter incorporates a throw-
away filter element.. Use of two screens provides
dual protection for positive screening of damaging
foreign material from the oil. The oil pump draws
oil from the sump through the outletscreen andpumps
it through the airframe mounted oil filter to the oil
cooler. Oil screens (filters) must be cleaned each
time the oil is changed or whenever improper oil cir-
culation is suspected. Servicing instructions are
provided in Section R.
OIL PRESSURE ADJUSTMENT
driven oil pump, maintains oil pressure between 50
and 60 psi on the 2-4-6 cylinder side of the engine.
This relief valve prevents excessive oil pressure by
allowing excessive oil to be returned to the suction
side of the pump. This valve has an adjusting screw
to regulate the oil pressure. To adjust the valve,
loosen the adjusting screw nut on top of the oil pres-
sure relief valve housing. Turn the adjusting screw
in to Marease pressure and out to decrease pressure.
The normal oil pressure operating range is 50 to 60
psi with a desired pressure of 55 psi. An oil pres-
sure increase that exceeds 60 psi for a warm engine
indicates the possibility of a faulty relief valve. Check
this valve by warming up the engine at idle. Slowly
Marease throttle until pressure is in the normal
range. marease throttle to its maximum. If the oil
pressure exceeds 60 psi, and the adjusting screw will
not decrease the oil pressure to the normal range,
the valve is faulty. Any valve found to be faulty should
be replaced immediately. If the oil pressure is below
50 psi, and the adjusting screw will not Marease the
oil pressure to normal, the trouble is not in the pres-
sure relief valve, but in thepump. Particles of metal
or other foreign material lodged between the moving
parts of the valve will cause a drop in oil pressure.
Remove the relief valve for inspection and cleaning
when oil pressure fluctuates or oil pressure readings
are low.
EXHAUST SYSTEM
The exhaust system for each engine consists of two
exhaust stack assemblies. Each exhaust stack as-
sembly is attached to the exhaust ports of the right
and left bank of cylinders and extends aft to whereitis
attached to the turbine section of the turbocharger.
An exhaust stack consists of four replaceable segments
which are held together by special clamps that allow
for expansion and retraction of the entire assembly.
Self-locking, heat resistant nuts torqued to 90-100
inch-pounds are used to s e cur e each segment
of the exhaust stack to the cylinders. Inspect the
stacks atprescribed intervalo for evidente of leakage,
Change 6
 685
MAINTENANCE MANUAL
ENGINE ASSY
EXHAUST STACK
ASSEMBLY
EXPANSION
CLAMP
Figure 4-9. Exhaust Steck Assembly & Exhaust Tail Pipe
cracks and looseness of mounting nuts. See
Figure 4-9 for an illustration of the dual exhaust
system.
EXHAUST PIPE ASSEMBLY INSPECTION, REPAIR,
AND REPLACEMENT REQUIREMENTS.
At each 100 hour period inspection or once every 12
months, whichever occurs first, inspect the tur-
bocharger tailpipe assembly for evidence of cracking
NOTE
During the inspection, pay particular
attention to the area at the tur-
bocharger end of the tailpipe assem-
bly. Ensure that coupling clamp is
secure (torque value of 65-75 in-lbs)
and check for evidence of cracking in
.area of clamp.
If cracks are found it is permissable to weld cracks, if
they are outside of existing weld; however, if sub-
sequent inspections reveal additional cracking, re-
move and replace turbocharger tailpipe assembly.
Tailpipe assembly shall be replaced at every engine
change.
NOTE
Tailpipe material is 0.040 sheet, type
321 corrosion resistant steel.
Change 6
Section IV
Power Plant
TAILPIPE ASSY
I (-)
.")
COUPLING CLAMP
TAILPIPE SPACE TORQUE TO 65-75
INCH-POUNDS
COOLING SYSTEM
Cooling air enters the engine cowling compartment
through openings in the nose cowling ring. Engine
baffles (Figure 4-10)direct alr flow from the cowling
ring around the cooling fins of each cylinder and to the
engine accessories. Adjustable cowl flaps, located
in the top of the engine nacelle and within the cooling
air exhaust stream, are provided to regulate engine
temperature. To assure proper air flow around the
engine, baffle seals and cowling must be maintained
in a serviceable condition. Baffle seals which do not
block the airflow at the seal location cause improper
distribution of the cooling air and may result in "hot
spots" on the cylinders. 1
CAUTION
Do not operate engine with cowling
doors open. This disrupts cooling air-
flow and will cause engine to overheat.
ENGINE CONTROL CABLES
The engine control cables are a unirme type that re-
quires special-handling, storage and installation to
prevent binding, slipping, coiling or improper engine
operation. The cables are a flexible precision ball
bearing device for transmitting linear motion (push-
pul». The cables are constructed of two each stain-
4-14A/4-14B
 685
MAINTENANCE MANUAL
less steel ball bearings and stainless steel or Teflon
retainers, two stainless steelraces, and ene stainless
steel core. 'Mese components are contained in a
stainless steel housing with either a gray or black
outer cover material.
HANDLING AND STORAGE
The cables are of such a nature that tools or other
devices shouldnot be used to grip the surface. Wrench
flats are provided on the end fittings and the terminal
ends to prevent twisting when torquing nuts dr attach-
ing hardware. The control assembly bend radii shall
be six inches minimum. The assembly will bend
easily in the plane determined by the core. The plane
of bend can be changed by allowing the control to coil
easily into the new plane. Bending of the cables begin
at the junction of the casing and end fitting for the
Teleflex cables (identified by a black partial covering),
and one inch from the juncture for the Controlex
cables (identified by a gray partial vinyl covering).
The control cable assemblies should never be lubri-
cated. Can should be exercised to prevent sliding of
members against the internal stops. Do not permit>
any Sharp bends, twisting, crimping, denting, apply-
ing side loads or standing on the control assembly.
The controlassembly is aflexible precision ball bear-
ing low friction transmitting device and improper
handling will seriously affect its opera.tion. .To avoid
damage to the control, do not coil it like a rope or
forcé it into position. The following procedures in
Figure 4-11 should be strictly adhered to when un-
packing or packing cables.
INSTALLATION INSLTRUCTIONS
a. Remove cables from box as previously shown
in Figure 4-11.
b. Straighten core of control with arrows down.
Change 6
Section W
Power Plant
NOTE
The fixed race of the control is marked
with an arrow.
c. Straighten ribbon by establishing a hump and
carry it through from one end of control to the other
as shown in Figure 4-12.
d. With control laying flat, bend forward end of
control (vinyl covered end) into a 180° bend. Marked
flats (arrow) should be on the inside of bend. At this
point two technicians should install the cable as shown.
One technicíanshould hold the 180° bendand the other
handling the straight end. This is done to insure the
core of the control cable remains flat with no internal
coiling.
e. As onetechnicianholds the 180° bendqutside the
aircraft, the othertechnician takes it into the aircraft
and routes it through the leading edge of the wing with
the marked flat alt in the 900 bend required to route
the control into the leading edge of the wing.
f. With overhead clamps in cabin area removed,
install control up to control quadrant but do not attach
to quadrant levers until routing of the control in the
engine compartment is complete.
NOTE
Cables should not be carelessly ronted
within the cabin area, but should
held in tiers, the left engine cables
being in the upper tier and the right
engine cables in the lower tier.
g. When controls are correctly located, tighten all
clamps firmly but not tightly. Clamps are cushioned
and are located to support the cable.
4-15
 685
Section IV MAINTENANCE MANUAL
Power Plant

EXHAUST
SHIELD BAFFLE
RIGHT REAR
BAFFLE TACH
INTER-COOLER i/GENERATOR
BAFFLE BAFFLE
INTER
CYLINDER
BAFFLES
PUMP
RIGHT SIDE BAFFLE
BAFFLE .

LEFT REAR
RIGHT BAFFLE
FORWARD
BAFFLE
A/C 12000-12019

LEFT SIDE
(0)
BAFFLE

INTER CYLINDER
BAFFLES

LEFT FORWARD
PROP SHAFT BAFFLE A/C 12000-12019
BAFFLE

LEFT FORWARD
BAFFLE A/C 12020 & SUBS
RIGHT
FORWARD
BAFFLE
A/C 12020 & SUBS
R 24-108

Figure 4-10. Engine Baffle Assembly

NOTE j. Determine mid-stroke positionof control. Con-

Do not overtighten ciamos as they can
crush or squeeze the cables. The cables
should be free to move through the
clamps.
nect input and output levers, assuring that mid-posi-
tions of levers and terminal ends correspond. Avoid
sharp bending in the area of terminal ends.
k. Check to ensure that stops on external couplings
stop the control before the internal control limits are
reached.

h. Check the final bend of the control in the engine [ CAUTION

compartment for increased friction when operating
the controls. If control does not move freely, the
cable has been coiled.
i. If cable is coiled, straighten cable from the
point of entrante into the engine compartment and
reroute to remove improper coiling.
'''When attaching the terminal end, use
wrench flats to keep the core from ro-
tating and causing damageto the control.
1. Check control for.free operation.

NOTE
ENGINE CONTROLS
If no appreciable load Mercase has
occurred and operation is smooth, the
control is properly installed. The engine control levers (Figure 4-13) are located
4-16
 685
MAINTENANCE MANUAL
THE CONTROL IS HOLA CONTROL REMOVE
SHIPPED IN A UPRIGHT WITH SHIPPING
FIGURE EIGHT BOTH HANDS. WIFtE.
CONFIGURATION.
LIFT•THE
CONTROL
FROM THE BOX.
Figure 4-11. Control Cable Handling.
on the engine control quadrant andcontrol the throttle,
propeller pitch and feathering, fuel mixture, and
filter air in/ram air out. Cables connect the engine
control levers to the power plant. Cover plates on
the quadrant pedestal may be removed for inspection
and maintenance of control cables andother equipment
enclosed inthe pedestal. Frictionlevers are installed
in the quadrant to secure the control levers in the
desired position, or place the desired amount of frie-
fon on the engine control levers. The throttle, pro-
peller pitch and mixture control levers operate flex-
ible push-pull cables. These cables are routed aboye
the cabin headliner and out through the wing leacling
edge. The filtered air in/ram air out control is also
routed through this same arca. From the wing lead-
ing edge the cables are routed through the nacelles
and attached to the engin by support brackets and to
the engine components by mechanical linkage. Cable
adjustments for the engine controls are made at diff-
erent positions; the control lever arms, balljoint rod
ends and at the control cable anchor points. Flexible
push-pull cables, rod ends and balljoint rod ends
should be checked for loose checknuts, freedom of
operation and excessive wear. Routing of the control
cables should be checked to see that they are in place,
that they do not rub the structure, and that supporta
are secure.
Section IV
Power Plant
START WITH THE END FITTING
NEAREST YOU AND PAY OUT THE
LOOPS OF THE CONTROL, ONE AT
A TIME. DO NOT COIL OR OPEN
LTKE A LASSO. TO REFOLD THE
CONTROL, REVERSE THE PROCEDURE.
-
24 114
THROTTLE CONTROL LEVERS
The throttle levers located on the left sideof the con-
trol quadrant are mechanically linked to the throttle
arm of the fuel-air control unit. A friction lever
located below the throttles, provides a means of in-
creasing friction on the throttlé levers to prevent
creeping. When both throttle levers are retarded to
a position sufficientto actuate the two micro switches
located inside the quadrant, a landing gear position
warning horn will sound if all landing gear are not in
the down and locked position. The switches are set
to activate the warning horn circuit when the engine
manifold pressure is approxlmately 15 inches Hg.
The switches are activated by a throttle lever cam
which simulates manifold pressure by throttle move-
ment. Procedures for adjusting the micro switches
are provided in Section VI.
MIXTURE CONTROL LEVERS
The mixture control levers are mounted on the right
side of the engine control quadrant. The FUI'', RICH
position of the mixture control lever is used for start-
ing, takeoff, landing, and most ground operations.
CUTOFF position 19 used for stopping the engines.
4-17
 685
Section IV MAINTENANCE MANUAL
Power 'Plant
MAINTAIN CURVE
DURING INSTALLATION
RACE pm INSIDE
TO STRMGHTEN CONTROL, ESTABLISH
A HUMP AND CARRY IT THROUGH FROM
ONE ENID TO THE OTHER.
START WITH ARROW ON
BOTTOM (FIXED RACE DOWN).
Figure 4-12. Control Cable Installation
The range between FULL RICH and CUTOFF permits
manual leaningof the fuel mixture toobtain best power
and mínimum fuel consumption during flight. A fuel
flow gage, which registers the amount of metered
fuel going to the engine aids in determining the proper
mixture control setting. When the mixture control
levers are in the full forward (FULL RICH) position,
a positive spring lock holds the levers in place. A
slight pressure applied on the lever in an aftward
motion releases the lever and it can be moved toward
the CUTOFF position.
PROPELLER CONTROL LEVERS
The propeller control levers are located between the
throttle and mixture control levers and are distin-
guished by rectangular grooved knobs. Each control
lever is mechanically linked to a propeller governor
and controls engine rpm ami propeller feathering by
altering the propeller governor setting. A friction
lever located below the propeller levers provides a
means of increasing friction on the propeller levers
to prevent creeping. Forward movement of the con-
trol levers decreases propeller pitch and increases
rpm. A spring lock detent at the FEATH RANGE
position prevents inadvertent feathering of a propeller.
Retarding the control levers past the spring lock de-
tent and luto the FEATH RANGE position reduces oil
pressure to the propeller actuating cylinder, allow-
4-18
ing c entrifugal force of the propeller counter*eights,
plus the tension of the internal feathering spring, to
feather the propeller. Propeller unfeathering during
flight is accomplished in approximately 15 seconds,
when the control lever is placed in the low rpm posi-
tion of the OPER RANGE and normal procedurel are
used to accomplish an air start.
RIGGING THE THROTTLE, MIXTURE AND PRO-
PELLER LEVERS. The procedure for rigging the
throttle, mixture and propeller control cables to the
engine are the same for both engines. Only qualified
personnel, having had prior schooling or experience
in the handling or adjustment of flexible push-pull
cabling, should be allowed to do the powerplant rigging.
a. Install the flexible push-pull cables to the con-
trol quadrant leyera, but do not connect the opposite
ends.
b. Adjust rod end bearings until control travel ex-
ceeds quadrant lever travel by at least 0. 06-inch at
both ends.
Non
Rod ends must have a thread engage-
ment adequate to prevent passage of
0.040 safety wire through the inspec-
tion hale provided in the threaded end
of rod ends,
 685

MAINTENANCE . MANUAL Section- IV

Power Plant

AIRCRAFT 12000 THRU 12017

NORMAL

M
!
X
T
U
R •
E

I COLOR ; INC INC DI RATONEN

COM HAPS
P ABATE 124 NTS
I R R
THROTTLE
LEVERS
V I
O
T
T
L
I
C
T
I
0
P
.1

o
c
o
MUER aN COM
N R FLAN
ROE' O

PROPELLER
LEVERS 24 109

Figure 4-13. Engine Control Quadrant

4-19
 685
Section IV MAINTENANCE MANUAL
Power Plant
c. If the control cables will not hook up to the
levers of the fuel-air control unit and propeller gov-
ernor, readjust control cable housing by adjusting
checknuts on both sides of the support bracket, as
required to make proper hook up length and repeat
steps a. and b.
d. Place control quadrant levers in raid-travel
and lock in position with friction levers.
e. Position levers in the fuel-air control unit and
propeller governor to raid-travel point. Levers
should be square with end of control cable. On pro-
peller governor, the control should be square with
idler bellcrank, and should be square with bellcrank
and governar arm at both ends.
f. If engine component levers are not square with
cable ends, remove levers from engine components
and reposition to be square with cables.
g. Complete the adjustment of throttles, mixture
and propeller controls by ehecking both ends of travel.
The flexible push-pull cables should have at least
0.06-inch more travel at both ends than control arm
stops will permit.
h. Tighten and secare all locknuts.
i. Check controls to insure freedom of movement
and correct positioning of control compartment.
OPERATIONAL GROUND CHECK - ENGINE CON-
TROL& An operational ground check of the engine
control system shall be accomplished when engine
rigging has been altered or components have been re-
movetrand replaced. Start engine in accordance with
standard procedures and operate engine at fast idle
rpm not exceeding about 1500 rpm until oil tempera-
ture indicates between 75°F and 2400F, and cylinder
head temperature indicates between 225°F and 460°F.
a. Reduce engine idling speed to 950 (± 50) rpm.
The fuel pressure in the line from the engine-driven
fuel pump to the throttle body must be 7.25 (± 0.25)
psi. Check this pressure by teeing a suitable exter-
nal, single line gage into the line.
b. Adjust the hex headed screw threaded into the
lower center of the engine-driven fuel pump to obtain
7.25 (+ 0.25) psi fuel pressure (see Figure 4-7).
Turn screw clockwise to increase pressure and coun-
terclockwise to decrease pressure.
c. Adjust the idle mixture alter idle pressure has
been set. The adjustment is on the metering unit and
is horizontal (see fuel-air control unit figure). Turn
adjustment screw counterclockwise to increase fuel
flow and clockwise to decrease fuel flow.
CAUTION
The vertical adjustments are factory
set and should not be adjusted.
d. At 950 (-± 50) rpm, check mixture by slowly
leaning the mixture lever while observing the tacho-
meter.
4-20
NOTE
A correct idle mixture will show up as
an rpm rise of 25 to 50 rpm followed
by a rpm drop as the mixture isfurther
leaned. A rise of less than 25 rpm
indicates a mixture that is too lean. A
rise of more than 50 rpm indicates the
idle mixture is too rich. If further ad-
justments are required to correct the
idle mixture, follow the procedure in
step c.
e. Perform proper magneto check and propeller
clearing procedures
f. Attempt a full power runup while observing the
tachometer, manifold pressure and fuel flow. Any
tendency of the propeller to go overspeed or the man-
ifoldpressure to go past the red line shall be correct-
ed bef ore achieving a steadyfull power runup, and the
fuel flow gage shall be observed for any tendeney of
the engine(s) to lean out.
CAUTION 1
During ground engine runs, the cylinder
head temperature shouldnot be allowed
to exeeed 400°F and the oil tempera-
ture 200°F.
g. Maximum engine rpm should be 3400 (± 50).
Engine rpm may be increased by hirning the propeller
governor adjustment screw counterclockwise, and de-
creased by turning the adjustment screw clockwise.
h. Engine manifold pressure should be 44.5 (± 0.5)
inch Hg. at full throttle 3400 (-± 50) rpm. Use caution
when setting full throttle and manifold pressure as
engine may be lean, and overheating could be a prob-
lem. Adjust fuel flow roughly if more than 10 pph
out of limits. Propeller levers are to be at full max-
imum rpm position for this adjustment. If manifold
pressure requires adjusting, adjust the screw on the
turbocharger controller. Manifold pressure is in-
creased by turning the screw counterclockwise and
decreased by turning clockwise.
i. Check engine full power fuel flow with engine
running at 3200 (t 25) rpm, and manifold pressure at
44.5 (± 1) inch Hg. Full power fuel flow should be 279
to 297 pph. Adjust as required to obtain this setting.
The main full power fuel adjustment is the hex head
screw on the bottom of and at the very back of the
pump (see Figure 4-7). To increase fuel flow, turn
this screw clockwise and to decrease fuel flow, coun-
terclockwise.
CAUTION
1
There are four adjustment screws on
the fuel pump. Two of these are fac-
tory set ami shall not be changed.
They are both on the top side of the fuel
pump, and are interstage pressure
regulator, and high end aneroid adjust-
ment screws.
 685
MAINTENANCE MANUAL Section IV
Power Plant

FLD PRESS', MANIFOLD PRESSURE REQUIRED Q AMB ENT TEMPERATURE

ALTITUDE
FEET -40°F -20°F 0°F +20°F +40°F +60°F +80°F +100°F.

7,000 36.2 37.2 38.3 39.3 40.3 41.3 42.4 43.4

6,000 36.0 37.0 38.1 39.1 40.1 41.1 42.2 43.2
5,000 35.8 36.9 37.9 38.9 39.9 41.0 42.0 43.0
4,000 35.7 36.7 37.7 38.7 39.8 40.8 41.8 42.8
3,000 35.5 36.5 37.5 38.5 39.6 40.6 41.6 42.6
2,000 35.3 36.3 37.3 38.4 39.4 40.4 41.4 42.5
1,000 35.1 36.1 37.2 38.2 39.2 40.2 41.3 42.3
O 34.9 35.9 36.9 37.9 39.0 40.0 41.0 42.0
These manifold pressures will vary from flight values at 85 percent power due to ram effects in flight.

Figure 4-14. Manifold Pressure Chart

j. Check both idle and full power after the final
adjustment is made. A change to the settings at
either end of the power range may effect the other.
k. Perform a midrange check after full power and
idle fuel flow are correct. Accomplish this by setting
85 percentpower andusing the aircraft fuel flow indi-
cator. 85 percent power is set by using 3000 (-E 25)
rpm and manifold per Figure 4-14, and the fuel flow
needles must be in the 85 percent are on the fuel flow
indicator (229 to 247 pph). This midrange fuel flow
can be adjusted by adjusting the two nuts locked to-
gether on the turbo control linkage (see Figure 4-6).
Increasing the full throttle gap between these nuts and
the lever on the turbo controller, will increase mid-
range fuel flow for a given throttle setting. Set turbo
control linkage per the following:
smoothly without hesitation on cool days. On very
warm days, hesitation or stumbling may be present
as the engine(s) accelerate aboye 2000 rpm. Low
boost pump on will help minimize hesitation. The
engine(s) must accept the throttle movement and ac-
celerate.
c. Advance throttle(s) to full power and verify the
readings of preceding steps h. , and i. , are,met.
d. Place the leftand right fuel boostpump switches
to the RIGH position.
NOTE
Activating the boost pump- switches to
HIGH, at full power may cause a rise„
in fuel flow as indicated on the fuel
flow indicator.

On very warm days with very warm engine tempera-
tures, the fuel flows will tend to be toward the low
limits and oncold days with cool engine temperatures,
the fuel flows will tend to be toward the high limits.
1. With the throttle on the full open stop, the
controller should be on the full power stop and
the spring on the linkage should be compressed
0.025 to 0.055 inch. Use the two locked nuts to
make this setting. With this clearance set at
the full power stop, back the throttle off to full
power until the spring on this linkage is fully
extended. Adjust the fiber locknut on the end of
the spring to obtain a spring length of 0.63
(4- 0.03) inch.
FINAL GROUND CHECK. After all adjustments have
been made, a complete run through shall be made to
see that no adjustment was affected by any other ad-
justments.
a. hile mixture(s) shall be checked per preceding
steps a. , and b. The idle speed(s) shall be adjusted
to 950 (1" 50) rpm.
b. Place propeller and mixture levers in the full
forward position. The throttles shall be advanced
from idle position to full power position at a speed
rate no greater than four seconds from stop to stop.
The engine(s) must accept the throttle and accelerate
e. With the propeller and mixture levers inthe full
forward position and the boost pump(s) still on high,
the engine must continua running with the throttle re-
duced to 35 to 33 inch Hg. Operation of engines below
35 to 33 inch Hg. , will require increasing amounts of
leaning with the mixture leven as the power is re-
duced. Aircraft electrical voltages must be within
limits for valid check.
NOTE
High boost test is to test the function-
ing of the emergency boost pump sys-
tem and not to establish normal opera-
ting.limits.
f. The mixture shall pass the 85 percent power
check of preceding step k.
g. Place the mixture lever in the idle CUTOFF
position. With engine idling, this must kill the engine
within live seconds.
h. The propeller must stop on the antl-feather
locks (blades must stop in an intermediate position
between feathered and flat pitch).
i. Restart engines and pulí the propeller levers
bank to FEATH RANGE while the engines are running
2000 rpm or aboye. Engines must come to a feathered
stop.
j. If an optional unf eathering accumulator is in-
stalled, the movement of the propeller lever from

4-21
 685
bection IV MAlNl ENANCE MANUAL
Power Plant
feathered position to INC RPM must cause the blades
to rotate out of the feathered range. The blades need
not come out of the anti-feather lock. The engine
may then be started if a start is attempted as soon as
the blade quits rotating.
NOTE
It is possible, but inadvisable, to start
the engine by cranking, while the pro-
peller is feathered. The air dome
must be bled and the blades rotated by
a blade wrench out to the antl-feather-
ing locks. Alter recharging the dome,
the engine may be started norinally.
FLIGHT CHECK. An engine flight check shall be ac-
complished atter an engine change, any out-of-rig
condition found while making a flight check will be
corrected in accordance with Final Ground Check
procedures. During the following flight check, oil
temperature, oil pressure and cylinder head tem-
perature shall be monitored. Any tendeney of the
engine to violate a red line shall be investigated and,
if necessary, corrected.
Checks Prior To Takeoff
a. to start salame°, briefly turn on the fuel
boost pump. This will cause a fluctuation on the fuel
flow indicator, indicating the boost pump system is
functioning.
b. During start sequence, push inward on both
starter switch handles. There should be a response
of fuel flow, indicating that primer system is func-
tioning.
c. During engine warmup, perform a propeller
cycle and check response of both engines to throttle
and propeller controls.
d. Perform magneto check at 2250 rpm. Spread
differential between left and right magneto rpm drops
shall not exceed 50 rpm. Maximum magneto drop
should not exceed 150 rpm. A left magneto drop of
60 rpm and a right magneto drop of 110 rpm would
have a barely acceptable spread; however, each
individual magneto drop would be acceptable.
CA UTION I
Do not perform magneto checks aboye
2700 rpm. Damage to the engine could
occur without proper cooling, which is
dependent upon forward speed of the
aircraft.
e. Check that idle speed with throttles fully re-
tarded is 950 (+ 50) rpm.
f. Check idle mixture with the engine idling at full
rich. Slowly lean the mixture while observing the
4-22
tachometer. A proper idle mixture will cause an
rpm rise of 25 to 50 rpm followed by an rpm drop as
leaning is continued.
N OTE
An increase in rpm indicates excess-
ive richness, while a decrease in rpm
indicates leanness.
g. Make full power check during takeoff roll. At
3400 50) rpm and 44.5 (-± 1) inch Hg. , the fuel flow
must be 298 to 310 pph.
N OTE
With very warm ambient temperatures,
fuel flows will be near the low limits
and with cool ambient temperatures,
fuel flowswill fan near the high limits.
This will be more evident in a climb
with large temperature changes with
altitude.
h. Note all quadrant lever movements before and
during the flight. They shall be free from binding and
rough spots and must yield fulltravel withperceptable
over-travel and spring-back at the extremes. The
same is true for the ramair control except that over-
travel is applicable only to the "in" position.
i. Place propeller and mixture levers in full for-
ward position.
j. Advance throttles from bite to full power at a
rate no greater than four seconds from stop to stop.
The engine must accept the throttle and accelerate.
NOTE
On warm days, hesitation or stumbling
may be present as engine accelerates
2000 rpm or aboye. Low boost pump
ON will help minimize hesitation.
Checks During Flight
a. Áecheck full power rpm, manifold pressure and
fuel flow, per the appropriate part of step g., under
Checks Prior To Takeoff, during a level run at an
altitude which permits use of full power manifold
pressure.
b. Cycle both cowl fiaos fully from open to closed
and back. Observe normal operation throughout the
cycle.
c. Check fuel flow at 3000 50) rpm and 40.0
(-E 1) inch Hg. , manifold pressure. Fuel flow at full
rich must be 229 to 247 pph. During climbs and
cruise, full rich fuel flow may exceed operating limits
marked on the indicator face due to altitude and tem-
perature effeets. If this should occur, the mixtures
should be leaned with the mixture control levers lo a
fuel flow near the rich end of an operating band if at
high power or climb power and leaned to suit within
established operating limits for cruise.
 685
MAINTENANCE MANUAL
1 CAUTION
During operalions aboye 17,000 feet,
strictly observe manifold limits. Con-'
stant use of manifold pressures aboye
the red Unes for altitudes aboye 17,000
feet may result in failure of turbo-
charger exhaust turbine stage.
d. Operationally check ram air door as follows:
1. - Maintain afixed level cruise power setting.
2. Quickly open ram air door, manifold pres-
sure should rise and return to original setting.
3. Quickly closing the ram air door may
cause the reverse. A momentary chango in
manifold pressure should be more evident as
altitudes increase aboye the critical altitude of
the engine.
e. Perform bulk of test flight with ram air doors
closed and not disturbed. Any tendeney of the door to
pop open is cause for rejection.
f. Check minimum governed speed, starting at
level flight with one throttle pulled back to idle. Pull
propeller levers back to the feather detent. There
should be a governed speedof 2000 to 2200 rpm. Both
engines should be rigged within 100 rpm of each other
at the detent.
g. Check proper functioning of the feathering sys-
tem. Operate the engine faster than 2000 rpm. Pull
the propeller lever back to the featheted position. A
clean stop must be accomplished within 15 seconds.
h. If the optional unfeathering accumulator is in-
stalled, check the unfeathering system. An air start
must occur if the propeller lever is moved out of the
feathered position. If not, the engine must be started
in the conventional mamen
Checks Made After Landing
a. Check idle cutoff by pulling the mixture levers
back to the idle CUTOFF position. This must result
in a clean kill of the engine with no tendency of the
engine to confirme running.
b. Check the proper functioning of the anti-feather
locks. The blades must stop in an intermediate posi-
tion between feathered and fíat pítch.
ALTERNATE MR CONTROLS
Induction air is controlled by the in and out movement
of the alternate air controls, located on the engine
control quadrant. Pulling the control lever out opens
the ram air door on the lower side of the induction
air duct, allowing ram air to enter the system; while
at the same time, the spring loaded circular alternate
air doors are closed. Placing the control lever in
closes the ram air source and allows the small alter-
nate air doors to open under pressure. Alternate air
is taken luto the system from within the engine cowl-
ing compartment. Inspect the induction air duct for
Change 2
Section IV
Power Plant
full opening and closing of all doors. The operating
linkage should be oiled perlodically and control rod
end fittings should be inspected for excessive wear.
The value of maintaining induction air filters in a
clean condition cannot be overstressed. Clean air
filters will prevent the entry of abrasive fóreign par-
Lides into the engine which cause scoring of moving
parts and contarnination of lubricating oil. The f re-
quency with which the filters are removed and cleaned
should be determined by aircraftoperating conclitions.
To permit proper servicing and provide ready avail-
abilityof air filters it is suggested that aspare set of
filters be maintained in clean condition at all times.
Space filters must be stored in a dust proof cabinet or
box. Servicing instructions for the induction air
filters are provided in Section
MOGI:NO. The procedure for the alternate air control
cables is the same for both engines. Cable adjust-
ments are made at the output end.
a. Push control knob of control cable (FILTER
AIR IN position).
b. Close ram air door.
c. Attach conduit cable rod end to the door controL
d. Adjust rod end to the extent, the control knob
has from one-eighth (1/8) to one-fourth (1/4) inch
cushion (knob will spring back one-eight (1/8) to one-
f ourth (1/4) inch alter it is forced all the way in.
ENGINE ACCESSORIES
ACCESSORIES
All engine accessories are attached to mounting pads
of the engine. .Accessory drives are provided within
the engine to operate the accessories at the required
speeds. The generator, hydraulic pump, vacuum
pump, tachometer-generator and propeller governor
are the Commander installed accessories. Opera-
tion and functions of most engine accessories are
discussed, in detail, as part of the information on en-
gine control components, electrical system or other
topics covered in this section. Refer to the appro-
priate sectionsof this manual for specific information
concerning the aboye acceseories. Figure 4-1 shows
location of engine accessories and related components.
VACUUM PUMP
Positive-displacement vane type vacuum pumps are
installed on the aft of each engine on the lett acces-
sory pad. Internal lubrication of the pump is supplied
by engine oil. The oil laden pump exhaust air is
vented overboard through an air-oil separator where
the oil is extracted from the air and returned to the
engine sump. The air-oil separator is installed on
the right side of the engine compartment. Vacuum
pressure is controlled by relief valves incorporated
in the pump inlet fines. Operation and adjustment of
4-23
 685
Section IV MAINTENANCE MANUAL
Power Plant
the vacuum relief valve is described in Section VIII.
REMOVAL AND INSTALLATION
a. Remove upper engine cowling assembly.
b. Disconnect pump inlet and pressure hoses.
NOTE
Plug or cap all disconnected linos to
prevent entry of foreign material.
c. Remove nuts and washers securing pump to
engine.
d. Remove vacuum pump and gasket from mount-
ing studs. Ir a replacement pump isnot beinginstalled
immediately, a temporary cover should be installed
on the vacuum pump mount pad.
To instan. the vacuum pump, proceed as follows:
a. Remove temporary cover from mount pad.
b. Position a new gasket ami pump over mounting
studs.
c. Align pump drive splines with drive splines in
engine and secure pump to engine with four plain
washers and four nuts. Tighten nuts evenly toa torque
value of 50 to 75 inch-pounds.
d. ,Connect pump inlet and pressure fines.
e. ' Iteplace cowling and operate engine. Check and
adjust vacuum as outlined in Section
f. Shut off engine and inspect installation for oil
leakage at pump mounting base and line connections.
TACHOMETER-GENERATOR (Flexible cable-driven)
The three-phase, four-pole, alternating current en-
gine-driven tachometer-generator is mounted on the
right side of engine mount aft of the engine. The gen-
erator is driven by a flexible cable attached to the oil
scavenge pump cover. The tachometer-generator is
driven at one-half engine crankshaft speed; however,
true engine rpm is registered on the tachometer in-
dicator, mounted on the instrument panel. The tacho-
meter electrical system is complete within itself and
is not connected to the aircraft electrical system.
REMOVAL
a. Open cowling doors.
b. Disconnect flexible drive cable, electrical con-
nector, and ground wire connection from tachometer.
c. Remove nuts which secure tachometer-generator
to engine mount and remove generator from aircraft.
INSTALLATION
a. Install tachometer-generator to engine mount.
Tighten nuts.
b. Connect flexible drive cable to tachometer-gen-
erator. Be sure keyway of the flexible cable is align-
ed with the keyway in the tachometer-generator.
4-24
c. Connect electricalconnector and ground wire to
tachometer-generator.
d. Close cowling doors.
TACHOMETER-GENERATOR (Gear-Driven)
The three-phase, two-pele, alternating current en-
gine-driven tachometer-generator is mounted on the
oil pump pad. The generator is driven by the gears
in the oil pump. The tachometer-generator is driven
at one-half engine crankshaft speed; however, true
engine crankshaft rpm is registered on the tachometer
indicator mounted inthe instrument panel (see Section
VIII for the indicator). The tachometer electrical
system is complete within itself and is not connected
to the aircraft electrical system.
REMOVAL
a. Open cowling doors.
b. Remove cooling shroud.
c. Disconnect electrical connector.
d. Disconnect exhaust pipeat turbo charger turbine
inlet fork.
e. Remove nuts and washers that secures tach-
ometer-generator to oil pump pad and remove genera-
tor from aircraft, while holding exhaust pipe aft
(away from pad) for clearance.
f. Discard gasket and shakeproof washers.
INSTALLATION
a. Apply a thin coat of Tite-Seal(lightweight gasket
and joint sealing compound, Ftadiator Speciality Co.,
Charlotte, N. C. ) to each sido of a new tachometer-
generator gasket.
b. Install gasket on oil pump studs and instan
tachometer-generator on studs while holding exhaust
pipe olear of area.
c. Secure with plain washers, new shakeproof
washers and original nuts on studs. Torque nuts
from 90 to 110 inch-pounds.
d. Re-secure exhaust pipe. Tighten exhaust pipe
clamps enough to hold pipes together and still be able
to move the clamp by hand.
e. Connect electrical connector.
f. Install cooling shroud.
g. Close cowl doors.
HYDRAULIC PUMP
An engine-driven hydraulic pump is mounted on the
aft of each engine on the right accessory pad. Either
hydraulic pump is capable of operating the entire hy-
draulic system in the event one pump should fail. The
pump seal drain line which extends overboard through
the lower engine cowling should be inspected frequently
for evidence of engine oil or hydraulic fluid leakage.
When there is evidence of engine oil or hydraulic
fluid In the area around this drain line the cowling
shouldte wiped clean and the engine should be given
Change 3
 685
MAINTENANCE MANUAL
Figure 4-15. Propeller Governor
a short ground run. If seal leakage is noted after the
engine run the appropriate seal should be réPlaced.
The presence of engine oil indicates oil leakage
through the drive seaL When hydraulic fluid is prés-
ent alter the engine run, the pump seal is leaking.
Both the pump and engine seals are replaceable. To
replace the hydraulic pump seal remove the pump,
disengage the snap ring holding the drive in the pump,
and withdraw the splined drive. This will expose the
seal requiring replacement. To replace the engine
oil seal, remove the accessory drive adapter from
the engine and replace seal in the recess on the pump
side of the adapter. Do not cap or plug the pump seal
drain Une. A ruptured seal could either deposit hy-
draulic fluid in the engine or engine oil in the hydrau-
lic system. During normal operation withboth engines
running, it is not possible to teli whether or not one
hydraulic pump has failed. Check individual pump
operation at the beginning and end of each flight by
observing pump pressure from the engine initially
started and by stopping this engine first at the flight
termination and observing pump pressure from op-
posite engine. See Section III for removal, installa-
tion and checkout procedures.
PROPELLER GOVERNOR
AWoodward, base-mounted, engine-driven centrifugal
governor (Figure 4-15) is mounted on the lett side of
each engine crankcaseforwardof number six cylinder.
Section IV
Power Plant
The governor produces oil pressure to move the blades
into low pitch (high RPM). The centrifugal twisting
moment of the blade also tends to move the blades
into low pitch. Opposing these two f orces is af orce
produced by compressed air trapped between the cyl-
inder headand the piston that tends to move the blades
luto high pitch (low RPM) in the absence of governor
oil pressure. If the engine fails to deliver oil pres-
sure to the propeller governor, the propeller auto-
matically feathers. Basically the governor consists
of an engine-driven gear pump with a pressure relief
valve, a pair of rotating flyweights pivoted on a fly-
weight head, a spring-loaded pilot valve operated by
the flyweights under the influence of centrifugal force,
and a control lever which varíes the spring load on
the pilot valve when the propeller control is moved.
REMOVAL AND INSTALLATION
a. Open lower lett cowl door.
b. Disconnect governor controlpush-pull rod from
propeller governor lever.
c. Remove left front engine cooling baffle.
d. Remove four governor mounting nuts, washers,
and lockwashers.
e. Remove governor and gasket from engine.
Proceed as follows to Instan a propeller governor:
a. Coat new mounting gasket with Dow Corning
Number 7 Compound Release Agent or equivalent.
Do not use sealing compounth
b. Place the new mounting gasket over the governor
mount pad studs with the raised surface of the gasket
toward the governor.
NOTE
Corrosion preventive compoundused in
replacement governors willdissolve in
engine oil and does not have to be flushed
from governor.
c. Align governor drive splines with engine drive
splines by rotating propeller or governor drive shaft
and install governor on pad. Instan a thick plain
washer, thin plain washer, lockwasher and nut on
each mounting stud. Tighten retainer nuts evenly to
a torque value of 214 to 216 inch-pounds.
d. Rig the governor control push-pull rod, making
the necessary adjustments and operational check out
per preceeding paragraphs in this section.
e. Propeller governor settings should be checked
during next flight operation.
GENERATOR
A 30-volt, 200-ampere engine-driven generator is
mounted on the right forward side of each engine.
The generator armature is supported by sealed ball
bearings at both the drive and commutator ends which
4-25
Section IV MAINTENANCE MANUAL
Power Plant
are prepacked with sufficient lubricant for the Uf e of
the bearings. Cooling air enters the generator through
a vent in the brush access cover band end, ami is
exhausted through ports in the drive end housing and
shroud end.
TROUBLE SHOOTING
No Output
If a check of the generator indicates that it is not
producing current, check the commutator, brushes,
and internal connections. Sticking brushes, dirty or
gummy commutator, or poor electrical connections
are causes for generator malfunction. Solder thrown
against the inspection cover, indicates that the gen-
erator has been subjected to overload conditions
which has melted the solder at the commutator riser
bars. If the brushes are seated satisfactorily and are
making good contact with the commutator, and the
cause of trouble is not apparent, use a set of test
probes and a test lamp to locate the trouble.
NOTE
Aireraft wiring must be disconnected
from generator terminals.
a. Raise grounded brush (or brushes) from com-
mutat& and insert card stock between brush and
commutator. Check -for ground between generator
positive brush or "ARM" terminal and generator
frame. 11 larnplights, generator is internally ground-
ed. Location of ground can be determined by raising
and insulating positive brushes from commutator and
checking brush holders, commutator, and field,
separately.
b. If generator is not grounded, check field for an
open circuit. Lamp should light when one test probe
is placed on "FLD" terminal or grounded field lead
is eonnected. Circuit is open if light does not illum-
Mate. If the open circuit is due to a broken lead or
bad connection, it can be repaired, but if break is
inside one of the field coils, coil must be replaced.
c. If generator field is not open, check for short
circuit in the field by connecting a 24-volt battery
andan ammeter in series with the field circuit. Pro-
ceed with tare, since a shorted field may draw ex-
cessive current which may damage the ammeter.
d. If the trouble has not been located by preceed-
ing tests, check armature for open or shorted cir-
cuits. Open circuits in armature are usually obvious
since the open circuited commutator bars will become
dark from arcing each time the bar passes under the
generator brushes. Generators in this condition
should be replaced or overhauled. Temporary re-
pairs seldom provide satisfactory service and usually
cause problems in generator paralleling.
Short circuits in the armature are located by use of a
growler. The armature is placed in the growler and
slowly rotated while a thin strip of steel, such as a
hacksaw blade, is held aboye the armature core. The
4-26
steel strip willvibrate aboye the area of the armature
core in which short circuited armature coils are lo-
cated. A shorted armature circuit usually indicates
the need for complete generator overhaul.
Unsteady or Low Output
If the generator produces a low or unsteady output,
the following factors should be considered:
1. Broken or damaged teeth in the hub ares will
cause a low or unsteady output.
2. Brushes which stick in the holders or low brush
spring tension will prevent good contact between
brushes and commutator causing output to be low and
unsteady. This will also cause arcing and burning of
brushes and commutator.
3. If commutator is dirty, out of round, or has
high mica, generator output will be low and unsteady.
To correct this condition commutator should be
turned down in a lathe and the mica undercut.
Excessive Output
1f the generator output remains high with "FLD"
terminal lead disconnected, the trouble is within the
generator. Internal grounding of the field circuit
would prevent normal regulation ami excessive gene-
rator output maybe produced. An internally grounded
field circuit may be located by use of test probes
connected between the "FLD" terminal and generator
frame. Field leads should be disconnected from
"FLD" terminal, and the brush to which the lead is
connected inside the generator should be raised from
the commutator bef ore this test is made. 1f test lamp
illuminates, the field is internally grounded. If the
field has become grounded because insulation on the
field lead has worn away, repair can be nade by re-
insulating the lead. It is also possible to make a re-
pair where a ground has occurred at the pole shoes,
by insulating the field coils. A ground at the "FLD"
terminal stud can be repaired by installing newinsu-
lating washers and bushings.
Noisy Generator
A noisy generator may be caused by loose mounting
studs, dirty bearings, or improperly seated brushes.
Dirty or worn hearings should be replaced. 1f brush
holder.is bent, it may be difficult to reseat the brush
so that it will function properly without excessive
noise. Such a brush holder requires replacement.
REMOVAL
a. Open right cooling door.
b. Disconnect electrical wires from generator and
tag for identification.
c. Remove right forward engine cooling baffle
assembly.
d. Remove shroud assembly from generator.
e. Remove anis andwashers securing generator to
engine and lift generator from engine.
f. Remove gasket and discard.
 aa 5
MAINTENANCE MANUAL
INSPECTION AND REPAIR. The frequency of gen-
erator inspection and repair is determined by the
operating condltions to which the generator is sub-
jected. High-speed operation, and operation of the
generator at maximum output for prolonged periods.
of time are factors which increase bearing, commu-
tator, and brush wear. Generator terminals, external
connections, wiring and mounting should be inspected
periodically as determined by generator usage. Re-
move the brush access cover so that the commutator,
brushes, and internal connections can be inspected.
If the commutator is dirty, it may be cleaned with
600 grit (#0/0) crocus cloth.
CAUTION 1
Never use emery cloth or coarse sand-
paper to clean commutator.
1f the commutator is rough, pitted, out of round, or
has high mica, the generator .must be removed and
disassembled so that the commutator can be turned
down in a lathe and the mica undercut. Check max-
imum brush wear. Brush wear should never exceed
the full length of slot in the brush (top end of slot).
Replace brushes if remaining allowable wear will be
exceeded before the next overhaul. New brushes
must be seated to make proper contact with the com-
mutator. If facilities are not available for seating
brushes, insert a strip of 600 grit (#0/0) crocus cloth
between the brush and commutator, with the abrasive
side in contact with the brush, and pull cloth in dime-
tion of armature rotation. Keep the crocus cloth in
the same contour as the commutator. Do not use
coarse sandpaper or emery cloth when seating brushes.
After brushes are seated, clean abrasive dust and
foreign material from the generator and brushes by
using filtered compressed air. The brush spring
tension must be correct since excessive tension will
cause rapid brush and commutator wear. Low brush
spring tension will cause arcing and burning of the
brushes and commutator. Brush spring tension should
be 40 to 55 ounces. Spring tension can be checked as
f ollows:
a. Using a newbrush, cut a groove down the center
of both edges ami across the bottom. The brush will
have a continuous groove around three sides.
b. Place a thin wire in the groove around the
brush, then insert the brush in the brush holder. Tie
both ends of the wire together and hook a spring scale
in the formed -vire loop.
c. Lift the scale, and raise the brush, until the
lower endof the brush is even with bottom edge of the
brush holder. The brush spring tension should be
between 40 ami 55ounces. Take an average of several
readings. If the spring tension is out of this range,
replace the spring.
d. Check brush spring tension in the remaining
brush holders for uniformity.
Section W
Power Plant
INSTALLATION
a. Coat both sides of generator mount gasket with
Tite Seal (light weight gasket and joint sealing cern-
pound, Radiator Speciality Co. , Charlotte, N. C. ).
b. Instan gasket on engine mounting studs,
c. Instan generator on engine mounting studs.
d. Install washers and nuts and torque nuts f rom
150 to 180 inch-pounds.
e. Install generator shroud.
f. Install right forward engine cooling baffle as-
sembly.
g. Connect wiring to generator.
h. Close right cowling door.
The generator installation is tested by operating the
engin at 2250 rpm and observing voltmeter reading.
1f a voltage reading is not obtained, trouble maybe
due to any of the following componente of the system:
faulty generator, voltage regulator, feeder protection
relay, current sensor, generator field relay, field
power relay, reverse current relay, fuses and wiring.
If the trouble cannot be determined immediately, a
complete check of the system should be accomplished
using the diagrarns in Section X.
Paralleling (Voltage Regulator Adjustment) 1
Since maintaining equal loads on each generator in-
creases generator service lif e, the voltage regulators
should be checked frequently to assure accurate per-
formance. See Section X for voltageregulator tarljust-
ment procedures.
ENGINE CHANGE
REMOVAL
The engine mount (Figure 4-16) can be removed with
the engine, 1.f desired. If the engine is being returned
to the manufacturer or will not be operated within a
seven day period comply with storage instructions
contained in Section II. In the following instructions,
the engine is being removed from the mount.
a. Instan fuselage tau stand.
b. Close appropriate engine hydraulic and fuel
shutoff valves and be sure magneto switch is OFF.
c. Reduce hydraulic system pressure to zero.
d. Remove empeller (see Propeller Removal In-
structions in this section).
e. Remove engine cowling (see Figure 4-17).
f. Drain engine oil.
g. Drain fuel filien
h. Disconnect oil fines from oil cooler.
i. Disconnect the following linea from engine and
cap or plug lines and fittings:
1. Hydraulie supply and pressure limes.
2. Vacuum inlet and outlet lines.
3. Oil separator-to-engine lines.
4. Fuel supply, fuel vapor return, fuel flow,
4-27
 685
Section IV MAINTENANCE MANUAL
Power Plant

and fuel pressure Unes. 1. Thoroughly clean and inspect removed

5. Manifold pressure gage line. parts for serviceability prior to installation.
6. Oil pressure gage 2. Do not disturb accessory pad covers,
plugs, or caps from openings in new engine
prior to installing 'accessories or making con-
nections.
3. Use only new gaskets for equipment in-
WARNING stallation.
4. Inspect hoses for swelling, chafing, cuts,
or damaged ends.
Residual fuel, oil, and hydraulic fluid b. Instan parts and accessories according to in-
draining from fines and fittings con- dividual installation instructions provided in this
stantes a fire hazard. Precautions section.
should be taken to prevent these fluids 1. Baffles - safety wire screws and bolts.
from collecting in the lower comiing. 2. Tailpipe - condition and security.
3. Generator cooling air exhaust duct.
4. Manifold fuel drain adapter and hose.
j. Remove induction air duct. 5. Oil temperature transducer.
k. Diseonnect flexible drive from tachometer- 6. Cylinder head temperature transducer
generatór (if applicable). number 4 cylinder on OTS10-520-F engines and
1. Disconnect throttle, propeller, and mixture number 5 cylinder on GTS10-520-1C engines.
control cables from equipment. 7. Spark plugs - torque top plugs to 300-360
m. Diseonnect electrical connectors from firewall inch-pounds, bottom plugs finger tight only
and ground magneto ground wires to engine case. ‹lower spark plugs torquedafter enginepreffiling
n. Remove engine ground wire from engine mount. procedure).
o. Secure control cables to prevent cable engage- 8. Hydraulic pump.
ment in engine. 9. Vacuum pump.
p. Remove aft exhaust stacks. 10. Propeller governor.
q. Attach engine hoist to fitting eyes and raise 11. Inspect engine assembly for missing or
engine slightly, to relieve weight from engine mount loose nuts and screws.
attaclVbolts.
INSTALLATION
[ CAUTION
During engine installation, coat the male threads of
fuel fittings with a fuel soluble lubricant such as en-
Raising engine too high will place a gine oil. Use no other form of thread compound on
strain on attach bolts and hinder re- fuel fittings. All other male thread fittings should be
moval. coated with anti-seize compound prior to connecting
hoses and fines. It is recommended that engine
mount pads be replaced at each routine engine change.
r. Check engine to ensure that all items attaching A clean air filter should also be installed at time of
engine and accessories to airframe are disconnected. engine installation. To instan an engine, proceed as
s. Remove engine mount attach bolis. follows:
t. Remove engine from airframe.
a. With the engine hanging from hoist, align engine
to mount pads and instan engine mount attach bolts.
CAUTION 1 Torque engine mount bolts to 450-500 inch-pounds.
Remove engine hoist.

When lifting engine from mount, use

extreme tare to prevent damage to CAUTION
engine mount and airframe.
Use caution when lowering engine to
BUILDUP mount to prevent damage to airframe
and engine mount.
The basic engine, as received from the manufacturer,
requires the addition of certain accessories, wiring, b. Connect the following fines to engine:
ducting, and lines prior to installation. This is ac- 1. Oil pressure gage line.
complished during engine buildup. It is recommended 2. Manifold pressure gage line.
that the old and new engine be located side by side, 3. Fuel supply, fuel vapor return, fuel How,
and a direct transfer of parts be made according to and fuel pressure Unes.
the sermonee provided. 4. Oil separator-to-engine fines.
5. Vacuum inlet and outlet fines.
a. Observe the following practices during engine 6. Hydraulic supply and pressure lines.
buildup. c. Connect tachometer-generator flexible drive to
4-28 Change 4
 685
MAINTENANCE MANUAL Section IV
Power Plant

engine and tachometer- generator (if applicable).

d. Connect throttle, propeller, andmixture cont,. il WARNING
cables to equipment.
e. Connect electrical connectors to firewall.
f. Secure engine ground wire to engine mount. Magneto switch must be in OFF posi-
g. Install induction air duct. tion before connecting magneto high
h. Install cowling. tension outlet plate.
i. Install propeller (see Propeller Installation In-
structions in this section). m. Connect magneto high tension outlet plates to
j. Drain preservation oil from engine. each magneto or connect upper spark plug wires to
k. Add engin oil ( See Figure 4-18) for approved upper spark plugs.
weight). n. Glose and secure cowling doors.
- 1. Rig engine controls and check for free move- o. Polarize generator (if applicable).
ment and full travel range, however do not operation-
ally check engine at this point. A new engine has been carefully 'run-in' and has
m. Inspect the following items: passed a rigid final test at the factory; theref ore,
no further break in is necessary. However, it is
1. Generator cooling shroud in place and recommended that ground operation of the engine be
tight. held to a minimum and engine should be operated at
2. Fuel distributor valve, injection Unes, mínimum rpm , during the first 10-hours of flight.
and air bleed nozzles secure. Engine oil should be changed and filters cleaned after
3. Engine controls properly connected. 10-hours of engine operation to assure that all pre-
4. Exhaust system; clamps tight, secure at servative is out of the oil system.
outlet port.
5. Induction air filler clean and induction air
duct secure.
6. Engine Miles secure. CAUTION
7. Engine baffle seals free from breaks and
cuts.
8. Engine compartment for loose objects Never run engines with cowling or cowl
(rags, tools, etc. ). panels removed.
9. Cowling and access doors secure and free
from tracks. INTPIAL GROUND RUN. A newly installed engine
10. Hydraulic reservoir level, checked. requires careful observation at the initial ground run.
11. Fuel filters cleaned, installed, and safe- If an engine instrument fails to operate within its
tied. normal range within the prescribed time, the engine
12. Fuel cells for sufficient fuel and fuel should be shut down immediately and an investigation
sumps drained. made. Special attention must be given to engine oil
pressure. If oil pressure is not within the normal
PREOILING. Before attempting to start a newly in- range immediately after engine start, stop engine
stalled engine, the following steps should be accom- immediately and determine cause before attempting
plished to assureinternal lubricationof the engine and another engine reit. An observer should be located
prevent hydraulic-locking of the cylinders. at a safe distance from the engine to detect any un-
usual noise, vibrations, or fluid leakage during the
a. Remove lower sparkplugsfrornengine cylinders. initial engine ground run.
b. Disconnect high tension outlet plate from each
magneto or disconnect upper spark plug wires from a. Start and operate engine briefly then shut down
upper spark plugs. engine and check for fluid leaks.
c. Place mixture control lever in CUTOEF position. b. Restart engine and perform engine operational
d. Place battery switch in BATTERY position. check as outlined in Section
e. Place hydraulic-fuel shutoff switch in NORMAL
position and safety wire. Check for erratic fuel flow, fuel pressure, or oil
f. Place fuel boost pump switch in OFF position. pressure instrument readings which may be caused
g. Turn propeller by hand five or six revolutions. by air in the instrument line. Refer to Section VIII
h. Disconnect oil pressure gage hose at engine for instructions pertaining to bleeding trapped air
firewall. from instrument fluid pressure lines.
i. Place magneto switch to START position and
crank engine until a trickle of oil appears at discon-
nected oil pressure gage hose.
j. Alter oil appears at pressure gage hose, con- ENGINE MOUNT AND COWLING
nect and tighten hose at firewall.
k. Install and torque lower spark plugs to 300-360
inch-pounds. ENGINE MOUNT
1. Connect spark plug high tensión cables if re-
moved from high tension plate. The engine mount (Figure 4-16) is bolted to the main

Change 3 4-29
 6 95
Section IV MAINTENANCE MANUAL
Power Plant

900-950 INCH-POUNDS
TORQUE ALL FIREWALL
ATTACH BOLTS

MOUNT

COWLING DOOR
HINGE HALE

DAMPENERS

HEAT SHIELD

450-500 INCH-POUNDS
TORQUE ON SHOCKMOUNT
BOLTS

42 489

Figure 4-16. Engine Mount

landing gear truss at the engine firewall. The two
side beams of the mount are extruded from aluminum
alloy and each beam has two engine mount pads.
Heavy aluminum channels ami angles are riveted to
each side beam and a skin plate is riveted to the
lower side of the beams toprovide the rigid construc-
tion which forras the lower partof the engine cowling.
The aft vertical portion of mount is fastened to the
engine mount with bolts.
When installing an engine on the rubber shock mounts
and engine mount, the shock mount bolts should be
torqued to a value of 450-500 inch-pounds. Do not
overtighten thesebolts or the rubber shock mount will
be compressed and rendered ineffective. The engine
mount to firewall bolis should be tightened to a torque
value of 900-950 inch-pounds. Inspect the mount for
dents, tracks, loose rivets and deteriorated shock
mounts at Int ervals preseribed by the inspection guide.
ENGINE SHOCK MOUNTS. The bonded rubber and
4-30
metal shock mounts are designed to reduce the trans-
mission of engine vibrations to the airframe. Oil and
heat causes deterioration of the rubber shock mount
pads; therefore, pads should be f requently wiped
clean with a dry cloth and checked for overheating.
NOTE
Do not clean the rubber pads with any
type of cleaning solvent.
Inspect the rubber pads for evidente of separation
between the pad and metal backing, swelling, crack-
ing, or a pronounced set of the pad. Replace worn or
damaged shock mounts.
ENGINE COWLING
The engine cowling (Figure 4-17) consists of seven
sections, of which, some are easily removed for quick
 685
MAINTENANCE MANUAL
OIL FILLER
ACCESS DOOR
COWLING
NOSE RING
Figure 4-17. Engine Cowling
access to all parts of the engine. Two lower renov-
able doors, are hinged down for servicing the engine.
A cowling nose ring, ami three top cowling panela
(one of which incorporates the oil filler access door),
and the lower engine cowling complete the cowling
assembly. The lower cowling segment, which is inte-
gral with the engine mount, is removed only when the
engine mount is removed from the aircraft. Engine
cowling is attached• to the wing and engine mount by a
combination of machine screws, camloc fasteners,
channel braces, and hinge pins. The cowling sections
should be cleaned by spraying with a suitable cleaning
solvent and then wiped otean with a soft dry cloth.
After cleaning, inspect the cowling for evidence of
dents, cracks, loose rivets, and separated spot welds.
Repair all defects to prevent further damage to cowl-
Section IV
Power Plant
UPPER CENTER
COWLING SEGMENT
UPPER SIDE
COWLING SEGMENT
LOWER
COWLING
DOORS
R 24 105
ing and smooth out all nicks and scratches. Inspect
cowling chafing seals and replace or repair as neces-
sary.
COWL FLAPS The upper engine nacelle openings
are equipped with adjustable cowl flaps to aid in the
control of engine operating temperatures. Each pair
of cowl flaps are mechanically llnked to a reversible
electric motor-driven gear box mounted on the telt
side of each nacelle. Each motor is controlled by a
three-position OPEN-off-CLOSED cowl flaps switch
mounted on the control quadrant and incorporates
factory calibrated limit switches. The cowl flaps may
be positioned at any point between full closed and full
opened by placing the switch in either the CLOSED or
OPEN position until the desired position is obtained
4-31
 685
Section IV MAINTENANCE MANUAL
Power Plant

Model GTSIO-520-F Continental

F. A. A. Type Certificate Number E7CE
Takeoff Horsepower 435
Takeoff Speed - RPM 3400
Rated Horsepower 435
Rated Speed - RPM 3400
Propeller Drive Ratio . 667:1
Propeller Shaft Rotation Clockwise *
Bore, Inches 5.25
Stroke, Inches 4.00
Displacement, Cubic Inches 520
Compression Radio 7.5:1
Weight - Approximate (lesa installation parts) Pounds 644
Oil - Grade Number, Detergent (recommended)
Aboye 40°F SAE 50
Below 40°F SAE 30 or 10W30
011 Sump Capacity , Qts 13 6
Fuel - Aviation Grade, Dotarle (Min mum) 100/130
Injector Type CMC 637179
Magneto Drive, Ratio to Crankshaft 1.500:1
Magnetos - S6LN-1201 (left),S6LN-1205 (right) Clockwise
Tachometer Drive, Ratio to Crankshaft .5:1
Rotation Clockwise *
Starter Drive, Ratio to Crankshaft 32.1
Rotation Counterclockwise
Generator Drive, Ratio to Crankshaft 3:1
Rotation Clockwise
Vacuum Pump Drive, Ratio to Crankshaft 1.13:1
Rotation Counterclockwise *
Hydraulic Pump Drive 1.13:1
Rotation Counterclockwise *
Propeller Governor Drive, Ratio to Crankshaft .809:1
Rotation Clockwise
Spark Plug Types AC-273, 275, 283, 283IR
Autolite SL350
Champion FtHB32E, RHB32N,
RHB32P, RHB32W
Red Seal LS360
Spark Occurs (Degrees BTC) both Magnetos 20°
Spark Plug Gap (Shielded) 0.015 - 0.018
Firing Order 1-4-5-2-3-6
Fuel Flow , Maximum (lbs. per hour) 310
Oil Pressure (lbs. per sq. inch)
Desired (Green Are) 30 - 60
Maximum . . . ...... 100
Idling . 10
Oil Temperature (°F) Using SAE 50 Oil
Desired (Green Are) 75 - 240
Maximum 240
Cylinder Head Temperature (°F)
Takeoff (Maximum) 460
Cruise (Recommended) 380

* Direction of rotation as viewed from aft of engine.

Figure 4-18. Detail Engine Specifications

4-32
 685
MAINTENANCE MANUAL Section IV
Power Plant

INSTALL ON RIGHT COWL

FLAPS ONLY

RIGHT COWL FLAP

WITH MS24694-550 SCREW (3 PLS)

COWL FLAP TAB

42 606

Figure4-19. Cowl Flap Tab Installation

COWL FLAP TABS. Cowl flap tabs may be in- ating temperatures. The tabs should be removed
stalled on the right cowl flap of each nacelle during during summer operations to minimice requirements
extended periods of cold weather operation ( see for open cowl flaps in warm ambient temperatures.
Figure 4-19). This improves winter engine oper-

4-33
 tf:y2
Section W MAINTENANCE MANUAL
Power inent
and then returning the switch to the off position. The
cowl flaps should be maintained at full open position
during all ground operations except when operating in
extremely low temperatures. In flight, the cowlflaps
may be adjusted as required to maintain cylinder head
temperature in the desired operating range.
ENGINE CONDITIONING HINTS
IGNITION
Proper operation of the engine ignition system is
necessary for efficient engine performance and long
lile. Although the ignition system will not require
frequent attention, it is important to recognize and
know how to correct ignition problems to eliminate
the adverse effect on operating economy and flight
safety. Spark plugs cause the majority of ignition
problems. Normal erosion of the plug electrodes
caused by continuous fixing of the plugs requires
periodic plug replacement; however, spark plug lif e
can be reduced drastically by extended ground opera-
tion of the engine or operating the engine on an exces-
sively rich idle mixture. Proper adjustment of the
idle mixture will assure longer spark plug lile. Im-
proper magneto timing, faulty magneto points, or
fouled spark plugs may be the cause of excessive en-
gine drop when switching from both to single
magneto. It is easy to determine if an ignition prob-
lem is caused by the plugs or magneto by close ob-
servation of the engine rpm variations during the
magneto check. An rpm drop caused by defective
spark plugs will deerease as the engine speed is re-
duced. An engine rpm drop caused by magneto mal-
function of timing will not follow a change in engine
speed with the same consistency as faulty spark plugs.
Ti the magneto drop is excessive in either the L dr R
position, manually lean andoperate the engine approx-
imately 30 seconds. This may be accomplished with
powers up to normal cruise power. This teehnique
will increase combustion temperature and may clear
excess oil and fuel from spark plug electrodes. Re-
turn mixture to NORMAL position, and recheck mag-
neto drop in L and R positions. Repetitious fouling
of the spark plugs in a particular cylinder is indica-
tive of the ignition cable break-down or low com-
pression. The difference between the two causes,
andconsequently a cine to what is causing the trouble,
can usually be obtained by comparing engine manifold
pressures and rate of rpm drop when operating on a
single magneto. Low compression is characterized
by a variation in manifold pressure, slower rpm drop
during magneto check, and rough idling.
FUEL MIXTURE
The fuel-air control unit should be maintained in
proper adjustment to assure optimum engine per-
formance and prolong spark plug life. Instructions
for adjusting the fuel-air control unit are provided
elsewhere in Chis section.
4-34
PROPELLER
The Model 685 is equipped with a Hartzell, all metal
FIC-H3YN-2F/FC8475+2 or HC-H3YN-2/C8475+2
controllable full feathering, constant speed, three-
blade propellers. The propeller is controlled by a
pneudraulic system comprised of an oil operated
propeller governor and compressed air trapped be-
tween the prop cylinder head and piston. The gover-
nor is installed on a mounting pad at the left forward
side of the engine. The governor-boosted oil pressure,
acting on the blade actuating piston, changes the pro-
peller blade to a low pitch angle (high RPM). Coun-
terweights, mounted on the blades, utilize centrifugal
force to move the propeller blades toward the high
pitch angle (low RPM). A combination of centrifugal
force and air changes the blades to the feathered
position when the governor oil pressure is relieved.
Centrifugal responsive pins, which engage a shoulder
on the propeller piston rod, prevent the propeller
from feathering when it is not rotating. When pro-
peller speed is aboye 700 rpm, centrifugal force dis-
engages the spring-loaded pins and allows the pro-
peller to be featheredwhen the propeller control lever
is moved to the full aft, below theOPER RANGE posi-
tion. Emergency feathering in-flight is accomplished
by moving the propeller control lever to the aft limlt of
travel and closing all engine controls on the appro-
priate engine. Unfeathering in ¡light is accomplished
by placing the propeller control lever just forward of
the feathering detent, and starting the engine tu the
normal marinen Alter an in-flight start, the engine
should be idled until cylinder head temperature rises
into the green are (normal operating range).
I CAUTION I
Turn generators OFF when making in-
f light starts. The imbalanced electri-
cal load will trip the overload eireuit
breaker, which does not automatically
reset.
RE MO VAL
To remove the propeller (Figure 4-20) from the en—
gine, proceed as follows:
a. Remove spinner dome.
b. Remove the six nuts and washers f rom the engine
flange and pull propeller assembly from the engine
flange.
NOTE
Support propeller assembly when un-
screwing nuts to eliminate the possibi-
lity of assembly falling from engine
flange.
 685
MAINTENANCE MANUAL Section IV
Power Plant

1. DOME CAP 15. FEATHERING STOP SPRINGS

2. SCREWS 16. SOCKET HEAD CAP SCREW
3. CHECKNUTS 17. WASHERS
4. SAFETY SCREW 18. FEATHERING STOP WASHER
5. SPINNER DOME 19. HIGH PITCH STOP SLEEVE
6. VALVE CAP 20. FLEXLOCK NUT
7. AIR VALVE 21. PISTON
8. LOW PITCH STOP 22. PITCH CIIANGE ROD
9. 0-RINGS 23. HUB AND PROPELLER ASSEMBLY
10. CYLINDER UN1T 24. COUNTERWEIGHT
11. FEATHERING BRACKET 25. COUNTERWEIGHT HOLT
12. FEATHER BRACKET SCREW 26. COUNTERWEIGHT STAKE PIN
13. FEATHER STOP PIES 27. ROLL PIN
14. COTTER PINS 28. SPINNER BULKHEAD
29. DECAL R 24 97

Figure 4-20. Propeller Assembly

4-35
 685
Section IV MAINTENANCE MANUAL
Power Plant

If disassemblyof the propeller is necessary, it should

be returned to the manufacturer or nearest approved
propeller overhaul shop. Clean propeller blades,
spinner, and hub with a soft, clean cloth soaked in
cleaning solvent. Inspect each blade for evidence of
nicks or scratches, paying particular attention to the
tip area. Repairs should be made in accordance with
the manufacturen instructions and applicable FAA
regulations. Inspect hub and blade for evidence of ZERO
tracks and possible oil leakage due to defective 0- PROPELLER
rings or seals. PROTRACTOR

WARNING

Under no circumstance should engine

operation be continued when the pres-
ence of a crack in the propeller is evi-
dent or suspected.

INSTALLATION

The propeller installation procedur e is the reverse of 30 INCH

the removal procedure. STATION

a. Clean engine flange. 24 70

b. Clean propeller hub mounting flange and inspect

mating surfaces for nicks and scratches.
e. Mate propeller mounting flange to engine flange
and instan washers and nuts.
d. Torque propeller nuts to 90 (+ 10%) foot-pounds,
e. Charge the cylinder through the air valve with
dry air or nitrogen gas, if pressure is low. The cyl-
inder should be charged to 80 psi at 70°F (21°C).
NOTE
Pressure will increase approximately
1/3 psi for each degree F increase in
temperature. See decal on cylinder
unit.
Figure 4-21. Checking Blade Angle
by placing it on top center of propeller cylinder (see
Figure 4-21).
d. Place blades in a low pitch position.
e. Check the angle of each propeller blade at the
30-inch station. Low pita angle must be 18.1 (-± .1)
degrees Blade must be horizontal and protractor
reading taken on aft side of blade outboard of nacelle.
f. If the blade angle differs more than 0 2 degrees
between the blades, one of the pitch change blocks
must be rotated to bring the blades finto the 0.2 de-
grees tolerante.

BLADE ANGLE DIFFERENCES CHECK NOTE

a. Remove spinner from propeller. This means the hub must be disassem-
b. Measure 30 inches out from center of propeller bled, and theref ore, the propeller must
hub and mark each blade. be returned to the nearest manufacturer
c. Set propeller protractor tozero reference plane or approved overhaul shop.

4-36
 685
MAINTENANCE MANUAL Section IV
Power Plant

TROUBLE PROBABLE CAUSE REMEDY

Engine will not start No fuel to engin. Check mixture control for proper
(no pressure indicated position, fuel boost pump on and
on fuel gage). operating, fuel valves open, fuel
filters clean and unblocked, fuel
level in tank.

Engine will not start Engine flooded. Reset throttle, clear engine of
(sufficient fuel pres- excess fuel and attempt re-start.
sure indicated on gage).
No fuel to engine. Loosen Une at fuel injection nozzle.
If there is no fuel flow with fuel
pressure showing on gage, replace
the fuel manifold valve.

Grounded ignition-switch wires. Check for grounded switch wires.

Left magneto improperly timed Refer to magneto timing

to engine. instructions.

Left magneto internal timing incor- Refer to magneto timing

rect, or weak condensor. instructions.

Fouled spark plugs. Remove and clean; check gaps and

insulators. Reinstall with new
gaskets. Check ignition cables.

Weak spark, magneto coila burned Remove and bench test magneto,
out, moisture in distributor. ignition cables and spark plugs.

Starting vibrator inoperative. Replace vibrator.

Leak in intake manifold. Check 0-ring. Tighten flange

attaching bolts.

Engine will not run at Idle stop screw or idle mixture lever Refer to Fuel-Air Control Unit
idling speed. incorrectly adjusted. Adjustment, in Operational Check -
Engine Controls.

Propeller control set in higb pitch Use low pitch position for all
position. ground operation.

Air leak in inlake manifold. Tighten loose connection or

replace damaged parts.

Weak magneto condenser. Replace condenser.

Spark plugs fouled by oil eseaping Top overhaul engine.

past piston rings.

Rough idling. Improper idle mixture adjustment. Refer to Fuel-Air Control Unit
Adjustment, in Operational Check -
Engine Controls.

Manual mixture control set for lean Use full rich mixture for all
mixture. ground operation.

Fouled spark plugs. Remove and clean, adjust gaps,

test cables, inspeet magneto
breakers. If persistent, perform
top overhaul.

Loose or deteriorated engine mounts. Check, tighten or replace.

Figure 4-22. Trouble Shooting Engines (Sheet 1 of 3)

4-37
 685
Section IV MAINTENANCE MANUAL
Power Plant
TROUBLE PROBABLE CAUSE
Rough Burned or warped exhaust valves
(continued) and/or seats. Scored valve stems.
Hydraulic lifter sticking or worn.
Engine does not accelerate Idle mixture too lean.
properly.
Worn linkage.
Propeller control set for high pitch.
Engine runs rough at Loose or deteriorated engine mounts.
high speed.
Propeller out of balance or track.
Spark plug gasket leaking, gap too
large or damaged insulator.
Ignilion cable insulation deteriorated.
Improper mixture.
Improper fuel pump pressure.
Consistent misfiring at Valve spring broken.
high speed.
Valve warped or burned.
Hydraulic lifter worn or dirty.
Sluggish operation and Insufficient throttle opening.
low power.
Spark plugs fouled or improperly
gapped.
Incorrect magneto timing.
Damaged magneto breaker or condenser.
Worn valve seats.
Worn or stuck piston rings.
Low pressure on fuel Restricted flow to manifold valve.
gage.
Inadequate flow from pump.
Interferente with mixture control lever.
High pressure on fuel Restricted flow beyond metering valve.
gage.
Figure 4-22. Trouble Shooting Engines (Sheet 2 of 3)
4-38
REMEDY
Top overhaul engine.
Listen for lifter noise. Refer to
engine manufacturers overhaul
manual.
Refer to Fuel-Air Control Valve
Adjustment.
Replace as required.
Set for low pitch, high rpm for all
ground operations.
Check, tighten or replace.
Remove and repair.
Replace damaged part.
Test cables for leakage and
replace as necessary.
Check mixture control setting.
Refer to Engine-Driven Fuel Pump
Adjustment.
Replace.
Top overhaul engine.
Remove, clean or replace.
Adjust linkage.
Remove, clean and gap.
Refer to Magneto Installation and
Timing.
Remove and replace darnaged parts.
Top overhaul engine.
Top overhaul engine.
Check mixture control for full
travel. Check for clogged fuel
filter.
Worn pump or sticking relief
valve. Overhaul pump assembly.
Check for clearance of
surrounding accessories.
Check for restricted nozzles or
manifold valve. Clean nozzles or
replace valve.
 685
MAINTENANCE MANUAL Section IV
Power Plant

TROUBLE PROBABLE CAUSE REMEDY

Fluctuating pressure on Vapor in system Excessive fuel If not cleared with boost pump,
fuel gage. temperature. drain fuel pressure line.

Fuel lea in gage line. Leak at gage Drain gage line. Repair fuel lea.
connection.

Engine does not stop Mixture control valve leaking in icU.e Check mixture control, should be
satisfactorily with cutoff position. in full idle cutoff. Check fuel
mixture control in hile boost pump for OFF.
cutoff.

High cylinder head Low octane fuel. 100/130 octane (minimum grade).
temperature.
Excessive carbon deposits in cylinder Top overhaul engine.
head and on pistons.

Clogged cylinder fins. Clean thoroughly.

Leaking exhaust valves. Top overhaul engine.

High oil temperature. Oil cooler fins clogged. Clean thoroughly.

011 cooler core restricted. Remove and flush cooler.

Oil cooler bypass valve damaged or Remove, clean valve ami seat.
held open. 1f stfll inoperative, replace.

Low oil supply. Replenish.

Oil viscosity too high. See Figure 4-18 for oils to use, at
various ambient temperatures:"'

Prolonged high speed operation on Avoid prolonged ground operalion

ground. aboye 1500 rpm.

Dirty oil screens. Remove and clean screens.

Low oil pressure. Low oil supply. Replenish.

Oil viscosity too low. See Figure 4-18 for oils to use at
various ambient temperatures.

Sludge or foreign material in relief valve. Remove and clean valve parts.

Defective pressure gage. Replace.

Internal leak, damaged gasket or Major overhaul engine.

bearing.

011 leak at front of engine. Crankshaft oil seal leaking. Replace.

Oil leak at push rod Damaged housing seal. Replace.

housing.

Low compression. Worn cylinder and/or rings. Top overhaul engine.

Valves not properly seating. Top overhaul engine.

Figure 4-22. Trouble Shooting Engines (Sheet 3 of 3)

4-39

Section IV
Power Plant
TROUBLE
RPM fails to increase
but will reduce.
RPM chango sluggish in
both dlrections.
Static rpm too loiv.
Stalin rpm too high.
Propeller fails to feather.
, enough travel to permit governor to hit
Engine speed will not
stabilize.
Oil Lealra go,
Crease leaking around
blade clamp.
4-40
685
MAINTENANCE MANUAL
PROBABLE CAUSE
Governor oil pump pressure is low or
linkage is not set properly.
Excessive friction in hub mechanism.
Pilot tube may have slipped out and be
rubbing against end of hold in blade.
Blade bushing may have seized on pilot
tube.
Blade bearings rough or broken.
Improper low pitch blade angle setting.
Governor high rpm stop improperly set.
Governor high rpm stop improperly set.
Governor control does not provide
high pitch stop.
Governor relief valve sticking.
Excessive clearance in pilot valve.
Excessive governor oil pump clearance.
Excessive propeller blade friction.
High pitch stop pins fail to sude out
when propeller is turning at 700 rpm.
Internal feathering spring may be weak
or broken.
Detective 0-rings between propeller
flange and engine flange hub and
cylinder, piston and cylinder.
Defective clamp gaskets.
Figure 4-23. Trouble Shooting Propellers
REMED?
Set governor relief to 320 (1- 10)
psi and check control linkage.
Disconnect piston mechanism and
check each blade separately.
Remove tubo and replace with
oversize parí.
Polish tubo and bushing with fine
emery cloth.
Replace bearings.
Check blade angle and reset to
18.1 (-I- . 1) degrees at the 30 inch
station.
Note: 1 degree of blade anglo is
equivalent to approximately 100
rpm on the engine tachometer.
Adjust governor high rpm stop to
obtain desired rpm.
Adjust governor high rpm stop to
obtain desired rpm.
Rig controls to provide adequate
travel.
Overhaul or replace governor.
Overhaul or replace governor.
Overhaul or replace governor.
Crease in accordance with
Lubrication Chart (Section II).
Check for burrs on pins. Remove
burrs.
Remove and replace.
Remove and replace detective
0-rings.
Replace detective gaskets.
Note: Mark blade and clamp to
ensure same blade anglo when
reassembling.
 685
MAINTENANCE MANUAL Beation IV
Power Plant

TORQUE TABLE
ITEM TORQUE (INCH-LBS)

Magneto 90-110
Spark Plugs 300-360-
Starter 275-325
Exhaust Stack to Cylinder 90-110
Vacuum Pump . 50-75
Tachometer Generator Pad Mounted 90-110
Propeller Governor 214-216
Engine Mount Pad Center Spinctle Nuts 450-500
Engine Mount to Firewall Bolts 900-950
Propeller Attach Bolis 972-1188
Fuel Pump 180-220

Figure 4-24. Torque Table

. 4-41/4-42
 685
MAINTENANCE MANUAL Section V
Fuel System

SECTION V

FUEL SYSTEM

TABLE OF CONTENTS

Page Page
GENERAL DESCRIPTION 5- 1 Fuel Filler 5- 9
Fuel System Drains 5- 1 Engine-Driven Fuel Injection Pump 5-10
MAINTENANCE PRECAUTIONS 5- 1 FUEL VENT SYSTEM . 5-10
DEFUELING AND REFUELING 5- 2 FUEL CELLS 5-10
Defueling 5- 2 Fuel Cell Removal 5-10
Refueling 5- 2 Fuel Cell Repair 5-10
FUEL FEED SYSTEM 5- 2 Fuel Cell Installation 5-12
Fuel Sump . 5- 2 Wing Sealing 5-13
Fuel Shutoff Valve 5- 3 FUEL INDICATIN.G SYSTEMS 5-14
Fuel Boost Pump 5- 7 Fuel Flow Inclicating System 5-14
Fuel Screen 5- 9 Fuel Quantity IndicatintimSystem 5-15

GENERAL DESCRIPTION
The standard aircraft fuel system consists of eight
inboard wing fuel cells, a center wing fuel cell, and
a lower fuselage cell. The fuel cells are intercon-
nected toform a single tank. Independent fuel outlets,
which incorporate fuel shutoff valves to each engine,
are installed in the aft section of the fuel tank sump.
The total usable fuel capacity of the standard fuel
._ tank system is 256 U.S. gallons. An optional 66 gel-
Ion fuel system is available which consists of four
addítional fuel cells installed outboard of the nacelles.
The optional fuel cells are interconnected to the main
fuel system to provide a usable fuel capacity of 322
U.S. gallons. Fuel is supplied to each engine through
independent supply unes from the fuel tank sump, lo-
cated below the lower fuselage fuel cell. Installed
within the fuel tank sump are two submerged fuel
boost pumps and a fuel quantity transmitter that pro-
trudes into the fuselage and center wing cells. Fuel
from the fuel tank sump passes through an electric
fuel shutoff valve, and fuel filler before going to the
engine. Fuel is suponed under pressure from the
engine-driven fuel pump to the fuel metering valve,
and fuel-air control unit. From the fuel-air control
unit, fuel flows through the manifold valve and injector
nozzles where it is atomized into the engine cylinders.
Fuel flowthrough the manifoldvalve is routed to spray
nozzles as determined by fuel demand. The fuel con-
trol system provides fuel pressure, fuel flow, and
spray characteristics to the engine cylinder to satisfy
the speed and power demanda of the engine. The
system automatically compensates fuel flow for vari-
ations in ram air pressute and engine acceleration
characteristics, and for underspeed and overspeed
conditions.
FUEL SYSTEM DRAINS
Fuel system drains installed. on the aircraft include a
fuel sump drain, two outboard fuel cell drains at wing
station 117.00, and two inboard fuel cell drains at
wing station 31.50. and two overflow drain Enes on
each engine, which are connected into the eng-ine
drain manifold. The fuel:sun-1p drain is accessible
through the drain valve access door installed in the
right side of the fuselage below the inboard flap. 'The
fuel cell drain valves installed at the aboye wing sta-
tions are actuated by rotating the valves with a screw-
driver until the valve locks open. Occasionally, drain
a small quantity of fuel into a glass container and
check for possible presence of water and sediment.
MAINTENANCE PRECAUTIONS
The establishment of sale maintenance procedures is
necessary te ensure safety of personnel and prevent
damage to the aircraft when performing fuel system
maintenance. The principle precautions that should
5-1
 685
Section V MAINTENANCE MANUAL
Fuel System

be enforced are enumerated as follows: container will be determined by amount of fuel to be

drained.
1. Perform fuel system maintenance in an approved g. Remove fuel filler capa.
work area. h. Place battery switch in BATTERY position.
2. Ground aircraft and maintenance stands to a i. Place fuel and hydraulic emergency switch in
common ground; ground attaehing surfaces must not NORMAL position, and fuel boost pump in the LOW
be painted. position.
3. Remove external power source and disconnect
batteries.
4. Suspend all maintenance except fuel system
maintenance, unless area is declared sale from ex-
plosive vapors.
5. Assure that fire extinguishing equipment is
I CAUTION

readily available. Do not operate fuel boost pumps when

6. Use air-driven power tools only fuel tank is empty.
7. Use explosive-proof electric lights or flash-
lights.
8. Wear cotton clothing to avoid possible static
electricity discharge. j. When fuel tank has been defueled with fuelboost
9. Service, defuel, and refuel aircraft as outlined pumps, place battery switch, and fuel boost switch in
in this section. OFF position.
10. Do notremove components from die fuel system k. Drain left and right wing fuel cell drains (omit
until replacement components or covers are available step k. , if fuel system is being drained for fuel call-
for exposed openings. bration check).
11. Always replace 0-rings, seals, etc., when 1. Drain fuel tank sump drain.
reinshilling fuel system components.
12. Torque fuel system components and connections
to proper torque value (refer to Torque Table, Section REFUELING

To completely refuel the entire fuel system, proceed

as follows:

DEFUELING AND REFUELING a. Check thatbattery switch is inthe OFF position.

b. Attach state ground conductor to aircraft.
c. Close all fuel drain valves.
Extreme caution must be exercised to prevent fire d. Remove right fuel filler cap and fill fuel cells
during defueling and refueling as fuel fumes are with approved 100/130 octane aviation grade gasoline
always present during either operation. until left fuel cells are full. Install fuel filler cap.
e. Rinse all spilled fuel from wing surfaces with
water.

WARNING
FUEL FEED SYSTEM
Aircraft must be grounded and no
smoking permitted while defueling or Fuel is delivered from the fuel tank sump to the en-
refueling the aircraft. gines. Two fuel boost pumps supply fuel through the
fuel shutoff valves and engine fuel filters to the fuel-
air control unit. Since die fuel cells are intercon-
nected to forra a single tank, independent tank outlets
DEFUELING with a shutoff valve are provided for each engine.
Fuel vent lines extend outboard from each forward
To completely drain the aircraft fuel tank system, fuel cell, through the forward outboard fuel cells and
proceed as follows: then to the lower wing vent as shown in Figure 5-1.

a. Position aircraft on a levet surface.

b. Attach static ground conductor to aircraft.
c. Place fuel and hydraulic emergency switch in
FUEL AND HYD EMER S/0 position.
d. Remove upper engine cowlingfrom each engine.
e. Disconnect fuel supply line at each engine.
f. Install defueling hoses to fuel supply lines and
place ends of hoses in a fuel container. Size of fuel
FUEL SUMP
The fuel sump, containing two submerged fuel boost
pumps and externally mounted fuel shutoff valves, is
located in the baggage compartment and attached to
the bottom of the center fuel cell as shown in Figure
5-2. The sump serves as a fuel reservoir, to assure

5-2
 685
MAINTENANCE MANUAL Section V
Fuel System

18 1618

FUEL SUPPLY
Ora FUEL VENT SYSTEM
FUEL PRESSURE
• FUEL SHUTOFF VALVE
1. OPTIONAL FUEL CELLS 11. RIGHT AFT OUTBD FUEL CELL
2. LEFT FWD OUTBD FUEL CELL 12. FUEL SUMP
3. LEFT AFT OUTBD FUEL CELL 13. FUEL PUMPS
4. LEFT FWD INBD FUEL CELL 14. FUEL SHUTOFF VALVES
5. LEFT AFT INBD FUEL CELL 15. FUEL QUANTITY TRANSMITTERS
6. WING FUEL CELL 16. FUEL QUANTITY TRANSMITTER (OPTIONAL)
7. FUSELAGE FUEL CELL 17. FUEL FILLER CAPS
8. RIGHT FWD INBD FUEL CELL 18. FUEL FILLER CAP (OPTIONAL, FWD CELL)
9. RIGHT AFT INBD FUEL CELL 19. FLAPPER CHECK VALVES
10. RIGHT FWD OUTBD FUEL CELL

25 22

Figure 5-1. Fuel System Schematic

uninterrupted fuel flow to the engine fuel injection
system. A fuel sump drain line, installed between the
lowest part of the sump and bottom of lower fuselage,
facilitates complete draining of the fuel system and
provides a means for inspeeting the fuel supply for
contamination. Access to the fuel sump drain valve is
through a door located on the right side of the fuselage.
The fuel system should be drained and the sump in-
spected and cleaned at intervals prescribed in the
aireraft inspection guide.
REMOVAL AND INSTALLATION
a. Defuel aireraft as outlined in Section
b. Remove sump enclosure assembly (see Figure
5-3).
c. Disconnect electrical conneclnrs at fuel shutoff
valves and disconnect fuel boost pump quick discon-
nects at sump area.
d. Disconnect engine fuel supply Unes atfuel shut-
off valves.
e. Disconnect fuel sump drains.
f. Remove bolts and attaching hardware connecting
sump to fuel cell and remove sump with fuel shutoff
valves and fuel boost pumps intact.
Install fuel sump (with fuel shutoff valves and fuel
boost pumps intact) by reversing the removal proce-
dure. Instan. new gaskets between fuel cell and sump
ami torque attaching bolts to 45-55 inch-pounels.
Completely seal sump enelosure with Brushon Pro-
seal No. 890 Class A, Coast Pro-Seal Mfg. Co., Los
Angeles, California.
FUEL SHUTOFF VALVE
Fuel flow from the fuel tank to each engine is con-
trolled by fuel shutoff valves installed in an enclosure

5-3
 685
Section V MAINTENANCE MANUAL
Fuel System

AIRCRAFT 12000 THRU 12053

BOTTOM OF
FUSELAGE
FUEL CELL

TRANSMIT TER ¡4
BOTTOM OF
CENTER WING
a
----- FUEL CELL
-F--GASKET T
OF
FUSELAGE
FUEL CELL
GASKET--0- ENCLOSURE
'> GASKET
ler BOTTOM OF TOP OF
FUSELAGE c;, 1 'ti FUSELAGE
FUEL CELL FUEL CELL
ENCLOSURE
TRANSMITTER
ner. GASKET SUPPORT

FILTER
SCREEN
DRAIN
uT GASKET---s- LINE
PLATE

FUEL Sr15°?°
BOOST
PUMP

DRAIN
FITTING

FUEL LINE
GASKET CONNECTION

_6'11
FUEL
SUMP

ELE CT RICA L
PLUG
CONNECTION
DRAIN VALVE FUEL SIIUTOFF
.ASSE1VIBLY VALVE
25 55A4

Figure 5-2. Fuel Sump and Transmitter Installation (Sheet 1 of 2)

5-4 Change 3
 685
MAINTENANCE MANUAL Section V
Fuel System
AIRCRAFT 12054 AND SUBSEQUENT
BOTTOM OF
FUSELAGE
CELL

TRANSMITTER
BOTTOM OF
CENTER WING
FUEL CELL
•‘110
TOP OF snal
FUSELAGE
FUEL CELL
ter GASKET---► ENCLOSURE
GASKET
BOTTOM OF—>4 „41" TOP OF
FUSELAGE FUSELAGE
FUEL CELL FUEL CELL
ENCLOSURE
TRANSMITTER
GASKET SUPPORT

DRAIN
LINE
FILTER PLATE
SCREEN

FUEL
BOOST
PUMP
DRAIN
FITTING

FUEL LINE
CONNECTION

FUEL
SUMP
ELECTEICAL
PLUG
CONNECTION
SEAL

FUEL 111UTOFF
DRAIN VALVE nal! VALVE
ASSEMBLY

25 55R4

Figure 5-2. Fuel Sump and Transmitter Installation (Sheet 2 of 2)

Change 3 5-5
 685
Section V MAINTENANCE MANUAL
Fuel System

* AIRCRAFT 12054 AND SUBSEQUENT UPPER COVER

PLATE

LOWER COVER
PLATE

GROMMETS

COVER
ASSEMBLY

* ACCESS
COVER
PAN AND SIDE
ASSEMBLY

25 56

Figure 5-3. Fuel Enclosure Assembly - Fuel Sump

aft of the fuel tank sump. A fuel supply fine from
each shutoff valve supplies fuel to the respective en-
gine. The fuel shutoff valves are independently con-
trolled by fuel and hydraulic emergency switches in-
stalled in the overhead switch panel. Fuel flow to the
engine is completely cutoff when the appropriate fuel
andhydraulic emergency switch is placed inthe FUEL
& HYD EMER S/0 position. The shutoff valves are
normally left in the open position (NORMAL switch
position) and are closed only for ground maintenance
and emergency operating conditions requiring the fuel
supply to be cutoff at the fuel tank.
FUEL SHUTOFF VALVE REMOVAL. To remove the
fuel shutoff valve, proceed as follows: See Figures
5-3 and 5-4.
a. Defuel tanks as outlined in this section.
b. Remove sump enclosure assembly.
c. Remove fuel line and electrical connector at
fuel shutoff valve.
d. Remove attaching bolis, washers, and plate
adapter from fuel shutoff valve.
e. Remove fuel shutoff valve.
NOTE
Cover all openings after removal of
the fuel shutoff valve, for protection
against foreign matter.
FUEL SHUTOFF VALVE INSTALLATION. To install
the fuel shutoff valve, proceed as follows:
a. Remove plugs or caps from fuel line assembly.
b. Inspect open fuel line for evidente of foreign
material.
c. Position fuel shutoff valve, plate adapter, and
fuel line connector on fuel sump and instan attaching
bolts.
CAUTION
Check that new 0-rings are properly
installed on each side of fuel shutoff
valve. 0-rings not properly installed
Will result in damage to 0-rings, and
cause possible fuel leakage.

5-6
 685
MAINTENANCE MANUAL
FUEL LINE CONNECTION
PLATE ADAPTER
0-RING
FUEL SHUTOFF VALVE
1
PLATE
Figure 5-4. Fuel Shutoff Valve
d. Connect fuel line assembly to fuel Une connector.
e. Instan electrical connector to fuel shutoffvalve.
f. Service aircraft with correct fuel.
g. Place battery switch in ON position.
h. Place fuel and hydraulic emergency shutoff
switch in NORMAL position.
i. Check fuel shutoff valve installation for possible
fuel leaks.
j. Replace cover assembly and upper and lower
cover plates.
NOTE
Seal all attaching screws and attaching
ends that secure the cover assembly to
the fuel sump lower pan and side as-
sembly. Use Brush-On Pro-Seal No.
890 Class A, Coast Pro-Seal Mfg. Co.,
Los Angeles, Calif. A small acid
brush may be used to apply the sealer.
FUEL BOOST PUMP
Two electrically-driven submerged fuel boost pumps
are installed in the fuel tank sump and operate inde-
pendently to supply fuel to each engine. When either
the left or right fuel boost switch, installed in the
overhead switch panel, is turned to the FUEL BOOST
Section V
Fuel System
— ELECTRICAL
CONNECTOR
KWH or LOW position, the respective fuel boost
pump is energized. Boost pump pressure at a mini-
mum fuel flow should be 7.25 (-1- .25) psi and 50 psi
at maximum fuel flow.
FUEL BOOST PUMP REMO VAL AND INSTALLATIQN.
To remove the fuel boost pump, proceed as follows
(see Figure 5-5):
a. Remove fuel shutoff valves as outlined under
Fuel Shutoff Valve Removal.
b. Remove screws and washers that secure cover
assembly to aft section of sump and remove cover
assembly.
c. Remove attaching bolts and washers that secure
fuel boost pump to sump cover assembly.
d. Turn respective fuel boost pump on its side (45
degrees) and remove pump from fuel sump.
The installation of the fuel boost pump is the reverse
of the removal procedure.
FUEL BOOST PUMP OPERATIONAL CHECK. An
operational check of the boost pumps for correct
pressures should be accomplishedanytime anewpump
is installed or an existing pump operates erratically.
The following procederes are for checking the right
boost pump. Use the right engine and generator when
checking the left fuel boost pump.
5-7
 685
Section V MAINTENANCE MANUAL
Fuel System

DRAIN
FITTING

FUEL BOOST
PUMP

25 27

Figure 5-5. Fuel Boost Pump

a. Install a tee and pressure gage just aboye the NOTE

check valve in the right engine fuel supply hose runn-
ing from the tee at the lower right corner of the engine
firewall up to the fuel injector assembly.
NOTE
Use sensitive pressure gage of from
one to twenty psi.
b. Place the right engine fuel boost pump switch to
the LOW position.
c. Start the left engine and run at 2000 rpm (right
engine is shut down).
d, Assure the left generator is on the line.
e. Check gage, boost pump pressure should be
7.25 (t. .25) psi.
f. Should boostpump pressureneedadjusting, open
baggage compartment door and adjust the two long
resistors just forwardof the electrical contactor box.
Moving the resistor band forward increases pressure
and aft decreases pressure. See Section X of this
manual for correct wiring and resistor for each pump.
g. Start right engine and operate both engines aboye
35 inch Hg.
h. Place the right engine fuel boost pump switch to
the HIGH position.
Activating the boost pump switch to
MOR, at full power, may cause a rise
in fuel flow as indicated on the fuel
flow indicator, and will cause the high
boost annunciator to illuminate.
i. Assure the propeller, throttle and mixture
levers aré in the foil forward position and the boost
pump is stíll on HIGH. The engine must continue
running with the throttle reduced to 35 to 33 inch Hg.
Operation of engines below 35 to 33 inch Hg. , will
require increasing amounts of leaning with the mix-
ture levers as the power is reduced. Aircraft elec-
trical voltages must be within limits for valid check.
NOTE
High boost test is to test the function-
ing of the emergency boost pump system
and not to establish normal operating
limits.
j. Any fuel boost pump that doesn't function prop-
erly or doesn't respond to adjustments should be re-
moved and replaced.

5-8
 685
MAINTENANCE MANUAL Section V
Fuel System

Figure 5-6. Fuel Sump Screen

FUEL SCREEN c. Drain fuel filter (see Figure 5-7).

d. Disconnect and cap fuel filter outlet hose.
Fuel to the engines is filtered through the fuel tank e. Remove fuel filter cover retaining bolts.
screen in the fuel tank su/M.5. The fuel tank screen f. Pull fuel filter cover and element from filter
is to be inspected and cleaned at each 500-hour in- body.
-
spection or annually, whichever occurs first unless g. Wash fuel filter element in gasoline and dry with
the fuel niers require cleaning at intervals more compressed air.
frequent than 100 hours. Should frequent cleaning of h. 1f fuelfilter element is deformedor deteriorated,
the fuel filters be required the fuel tank screen must replace with a new element.
be inspected and cleaned (see Figure 5-6).

FUEL SCREEN REMOVAL AND INSTALLATION. To

remove and install the fuel screen see FUEL QUAN- FUEL FILTER ELEMENT INSTALLATION. To in-
TITY TRANSMITTER REMOVAL AND INSTALLA- stall the fuel filter element, proceed as follows:
TION - LOWER CENTER FUEL CE LLS in this section.
a. Instan new 0-ring on fuel filter cover plate.
b. Assemble fuel filter element to fuel filter cover
FUEL FILTER making certain that element extends to base of boss
on fuel filter cover.
Fuel flows from the fuel shutoff valves luto the fuel c. Install fuel filter element and cover. Do not cut
filter, whieh contains a 40-micron filter element, or pinch 0-ring.
instailed on the aft side of the firewall. The fuel d. Instan cover plate retaining bolts and tighten
filters (see Figure 5-7) are placed at the lowest point evenly.
in the fuel system and should be drained daily by e. Connect fuel filter outlet hose.
pushing up on the drain valve through the access hole f. Close fuel filter drain valve.
in the lower nacelle. Draining a small amount of fuel g. Place battery switch in BATTERY and place
daily will remove any water or sediment which may fuel and hydraulic emergency shutoff switch: in NOR-
have accumulated. MAL, and fuel boost pump switch M HIGH position.
h. Check fuel filter body and fuel hose for evidence
FUEL FILTER ELEMENT REMOVAL AND CLEAN- of fuel leakage.
ING. To remove the fuel filter element for eleaning i. Place fuel andhydraulic shutoff swltehin shutoff
or replacement, proceed as follows position, fuel boost pump switch, and battery switch
in OFF position:
a. Make certain fuel shutoff valve is closed. Correet fuel filter leaks found during step h.
b. Open cowl door. k. Close cowl doors.
5-9
 685
Section V MAINTENANCE MANUAL
Fuel System

lage between the upper and lower wing skin surfaces

FILTER are accessible through access openings in the upper
BODY wing skin. The fuel cell located in the center wing
FIREWALL INLET and the fuselage fuel cell, whichis locatedin a vapor-
proof compartment directly below die center wing,
FILTER are accessible through an access opening in the tuse-
ELEMENT lage fuel cell compartment. Fuel cells should be
warmed until flexible before attempting installation in
aircraft. To remove or install a fuel cell, fold it to
0-RING fit through the access opening and unfold the fuel cell
as soon as possible. Fuel cells may be repaired as
outlined in this section. However, severely damaged
fuel cells must be replaced. Refer to maintenance
precautions before performing fuel cell maintenanen

FUEL CELL REMOVAL

COVER
PLATE FILTER The fuel cells are held in place with snap fasteners,
DRAIN delta rings, and nylon lacing (see Figure 5-8). The
fuselage and center wing fuel cells are held in place
OUTLET REMOVE BOLTS by snap fasteners, placed around the fuel cells to hold
TO REMOVE FILTER them against the cellliners. The remaining fuel cells
& ELEMENT in the wing are installed with snap fasteners, delta
25 5 rings, and nylon cord, except for the aft outboard
fuel cells which are supported by nylon cord only.
Figure 5-7. Fuel Filler To remove the fuel cells, proceed as follows:

a. Defuel aircraft as outlined in this section.

ENGINE-DRIVEN FUEL INJECTION PUMP
An engine-driven fuel injecfion pump is installed on
the lower left aft side of the engine and is provided
with an integral aneroid valve to maintain the correct
fuel pressure. Refer to Section IV of this manual for
a detailed description and general maintenance proce-
dures.
FUEL VENT SYSTEM
The fuel tank is vented by vent lines, which originate
at left and right wing station 24 00 Each fuel cell is
interconnected to its adjacent fuel cell and the extreme
outboard fuel cells are then vented to atmosphere
through avent tube located in the lower outboard wing
skin. Since all of the fuel cells are interconnected,
this uncomplicated vent system vents all fuel cells to
atmosphere. The vent tube extending through the
lower wing surface is scarfed forward at 45 degrees
to provide slight tank pressurization and prevent
siphoning action. The fuel vent outlet tube on the
lower wing surface should be checked daily for evi-
dence of foreign material. An optional electrically
heated fuel vent may be installed which prevents icing
of the fuel vents.
FUEL CELLS
The standard fuel storage system consists of tenfuel
cells interconnected to form a single tank. The eight
fuel cells installed in the wings outboard of the fuse-
5-10
b. Remove applicable fuel cell access cover.
c. Remove fillport, fuel quantity transmitter,
access doors, and fuel sump and center fuel quantity
transmitter when applicable, depending on which cell
is to be removed.
d. Remove vent hose and interconnecting tube
clamps through fuel cell opening.
e. Disconnect molded nipple fittings on fuel cells
from interconnecting fuel vent tabes.
f. Remove lacing which supports top of wing fuel
cells and loosen snap fasteners. Tilt snap fasteners
slightly when pulling fuel cell free to prevent tearing
fuel cell.
g. Collapse and fold fuel cell.
h. Remove folded fuel cell from compartment.
Unfold fuel cell and remove fittings, hangers,
and snap fasteners,
FUEL CELL REPAIR (GOODYEAR CELLS MADE OF
BTC39 MATERIAL)
Fuel cells fabricated of BTC39 material by the Good-
year Tire and Rubber Company are identified by the
manufacturer's name on the cell and shows that the
cell material is BTC39. Allowable field repairs are
repair of punctures, slits or tears notto exceed three
inches in length, abraided holes, and loose hanger
and snap fittings. When installing fuel cells manufae-
hired by Goodyear Company, WWD clamps should be
used for installation of interconnects and torqued to
25 (± 3) inch-pounds Torque values stenciled on the
fuel cells for multi-bolt fittings should be followed.
Alt repairs should be made on a suitable size table
or bench having a flat, smooth, clean surface.
MATERIAL AND EQUIPMENT The following items
are necessary to repair Goodyear Fuelcells made of
 685
MAINTENANCE MANUAL
Figure 5-8. Fuel Cell Lacing Pattern
BTC39 material:
Cement, Goodyear Tire and Rubber Co., No. 2342C.
Cement, Goodyear Tire and Rubber Co. , No. 2333C.
Cement, Goodyear Tire and Rubber Co. , No. 2315C.
Methyl Ethyl Ketone (MEK)
Repair Material, Goodyear Tire and Rubber Co.,
No. BTC39.
Paint Brush, 1 Inch.
Stitching Roller, 1 Inch.
Cellophane, 12 Inch x 12 Inch Sheet.
Foam Rubber, Clothbacked, 12 Inch x 12 Inch Sheet.
Aluminum Platos, 6 Inch x 6 Inch, 0.25-inch Thick.
CEMENTING PROCEDURE. Cernent for this repair
is a three-part cement requiring mixing before use.
Amount of cement to be mixed depends upon size of
patch(es) to be installed. Cement should be mixed
and applied as foliows:
a. Remove lid from one quart can of 2342C cement
(containing 272 grams) and heat until contents become
liquid.
b. Add one can of 2333C cement (containing 185 cc)
to 2342C cement.
c. Stir until mixture is smooth. This will require
a minimum of five minutes.
d. Add one bottle of 2315C cement (containing 59 cc)
and sur for a minimum of 10 minutes.
MOTE
When the size of patch does notrequire
a full quantityof cement, mix a reduced
quantity by proportionately reducing
each of the three cement components.
Minimum mixing time must be ob-
served. Do not use cement after it
has been mixed more than two hours.
e. Cut a patch from BTC39 repair material. Size
of patch is dependent upon size of damage to be re-
paired. Patch must have rounded corners ami ex-
Section
Fuel System
tend at least two inches beyond edge of damage.
Edges of patch must be tapered and feathered, and
patch must be cleaned as outllned in step f.
f. Using a clean lint-free cloth dampened with
MEK, clean a one square foot area of outer fuel cell
surface, centered on damage to be repaired. Use
three separate cleanings to assure removal of all
dirt, sludge, and foreign material.
g. Apply one evenly brushed coat of cemezírta dull
or guiri stock side of patch and to outside of fuel cell
around area of repair. Allow cement to dry for 30
minutes.
h. Apply a second evenly brushed coat of cement
to the patch and fuel cell. Allow cement to dry for
15 minutes.
i. Fold fuel cell over so that area of repair is near
edge of table or bench with damaged surface up and
flat.
j. Place one sheet of cellophane inside fuel cell.
Center cellophane on repair area and smooth it out.
k. Place a 1/4 x 6 x 6-inch aluminum plate Be-
tween fuel cell azul table eentered under arcs of dam-
age.
1. Center patch on damaged area and roll down
firmly with a 1-inch stitching roller. Roll from
center to outer edge to force out any trapped air.
m. Place a sheet of cellophane over patch.
n. Place a 1/4 x 12 x 12-inch sheet of clothbacked
foam rubber over cellophane and center on patch with
cloth side facing outward.
o. Place a 1/4 x 6 x 6-inch aluminum sheet over
sheet of foam rubber and center on damaged area.
CAUTION
Wrinkles must not exist in area of
patch or in fuel cell wall under area
of patch. Check to see that patch has
not slipped on damaged area.
5-11
 685
Section V MA1NTENANCE MANUAL
Fuel System
Center open end of an 8-inch C-clamp on alu-
p.
minum plate over patch, and clamp to table or bench.
Apply sufficient force to extrude cement from under
edges of patch.
CAUTION
Cement which extrudes through dam-
aged hole should not be allowedto con-
tact adjacent fuel cell walls. Cello-
phane inside fuel cell cavity must pro-
tect fuel cell walls from extruded
cement.
CURING OF CEMENTED PATCHES. The curíng of
cemented patches is as follows:
Cold Cure Method
Cold curing cemented patches is accomplished by
leaving the clamped patch on the table for 72 hours at
room temperature of approximately 75°F. Increases
in temperature do not decrease curing time. De-
creases in temperature increases curing time by 25
percent for each 10° decrease in temperature. EX-
AMPLE: At 65°F the patch must cure for a minimum
of 90 hours.
„.
Heatture Method
For heat curing, a Goodyear P/N 2F1-3-25721 cure
iron or an equivalent cure iron capable of maintaining
aregulated temperature of 240 (± 5)°F is placed over
the aluminum plate coverMg the foam rubber pad and
clamped as outlined aboye. Ileat is applied for two
hours and then allowed to cool for 15 to 20 minutes
before removing clamp.
CAUTION
The heat cure method should not be
used for any repair in which the alu-
minum plates extend over a formed
angle of the fuel cell.
Examination of Patch
At the end of cure period, the clamp, heater (if used),
aluminum plates, foam rubber pad, and cellophane
are removed from patch. Use a clean lint-free cloth
dampened with water to moisten cellophane for re-
moval. Examine edge of patch and damaged edges of
inside of fuel cell. Separation of edges of patch from
fuel cell of 0.25-inch or less is acceptable; however,
loose edges should be trimmed and buffed. Separa-
tions of more than 0.25-inch should be recemented
and recured.
CAUTION
It is mandatory that all cellophane be
removed from inside the fuel cell.
5-12
TESTING OF REPAIRED FUEL CELLS. Testing of
repaired fuel cells is accomplished by closing all cell
openings. A means of inflating cell must be provided
at one opening. Fuel cellis inflated to 0.25 psi (max-
imum) and the outer surfaces brushed with soap and
water solution. Soap and water solution film must
completely cover area being examined. Bubbling
solution will occur in area of leaks. Wipe all soap
and water solution residue from cell upen completion
of test. A more critical leak test may be performed
by preparing a phenolphthalein solution by mixing 40
grams of phenolphthalein crystals in 0.5 gallon of
ethyl alcohol and then adding tbis mixture to 0.5 gal-
len of water and stirring. A clean, lint-free, absor-
bent cloth is then saturated with ammonia at the rate
of 3 cc ¡ger cubic feet of cell capacity, placed inside
of cell, and cell closed and inflated as outlined aboye.
A large whíte cloth is then soaked in the phenolphtha-
lein solution, wrung out thoroughly, spread on the cell
smoothly, and pressed down. Leaks will show as a
red staining of the cloth caused by leakingof ammonia
fumes from inside of cell and reacting on the phenol-
phthalein solution in outer cloth. Keep saturating and
moving cloth until entire surface area has been ex-
amined. Rinsing of cloth in phenolphthalein solution
will remove stain. Each leak should be marked when
found. Remove cell test fittings and allow cell to air
out after testIng. Damaged fittings, leaks in cerner,
or leaks within a radius of corners which cannot be
repaired without wrinkling during clamping are not
considered field repairable. Consult the nearest
Aero Commander Distributor about damages of this
nature.
FUEL CELL PRESERVATION. The inside of anew
cell is treated with a plasticizer to keep the rubber
soft and pliable. Gasoline dissolves the plasticizer
but sine it is a plasticizer itself, no hardening or
cracking will occur while fuel remains in the cals.
Approximately 10 days after all fuel has been drained
from the cell, the inside of the cells will dry, causing
cracking or checking. This cracking or checking
may penetrate through the inner liner of the cell alter
the cell has been refueled. To prevent a fuel cell
from drying and cracking, apply a thin coat of SAE
10-weight oil to the inner surface of the empty fuel
cell when it is evident that the cell will remain empty
for 10 days or more, whether the cell is in storage or
installed in the aircraft. The oil will act as a tem-
porary plasticizer and will prevent the inner surface
from drying and cracking.
REPAIR OF LOOSE HANGER AND SNAP RING RE-
TAINER STRAPS. Repair of loose retainer straps is
accomplished by cleaning, cementing, and cold cure
procedures outlined previously.
FUEL CELL INSTALLATION
To install a new or repaired fuel cell manufactured
by Goodyear Tire and Rubber Company proceed as
follows: .
a. Wing fuel cells outboard of the fuselage are in-
stalled through openings in top surface of wing. Cen-
ter wing and fuselage fuel cells are installed through
 685
MAINTENANCE MANUAL Section V
Fuel System

access opening in top of baggage compartment.
b. Fuel cell compartments must be thoroughly
cleaned of all filings, trimmings, loose washers,
bolts, nuts, etc.
c. All sharp eriges of fuel cell compartments must
be rounded off and protective tape applied over all
sharp edges and protrucling rivets.
d. Inspect fuel cell compartment just prior to in-
stallation of cell.
e. Be certain fuel cell la warm enough to be flex-
ible, and fold as necessary to lit through fuel cell
access opening.
f. When fuel cell is in place itshould be developed
out to its full size, and hanger fittings laced as shown
in Figure 5-8. Align a» fittings and flow tabes to
avoid any unnecessary strain on cell.
g. Attach cell fasteners to walls of compartment.
h. Bolis or screws shall be torqued in the follow-
ing manner:
1. An multi bolt fittings for fuselage fuel
cells between wing stations 24.07 shall be tor-
qued to 45-55 inch-pounds.
2. All multi bolt fittings for fuel cells be-
tween wing stations 24.07 and 142.00 shall be
torqued to 20-30 inch-pounds.

Change 6
5-12A/5-12B
 685
MAINTENANCE MANUAL
BLACK NIPPLES
Nipple fitting I. D. ( inches) Torque (in. lbs)
0.25 thru G. 50 12-16
0.75 and I. 00 15-20
1.50 25-30>
2.00 30-35.
3.00 35-40
AMBER (CREME) NIPPLES
AH at 35-40 inch-pounds.
NOTE
When tightening clamps, do not allow
clamps to come in contact with sides
of fuel cells.
Figure 5-8A. Torque When for Gooyear Fuel Cell Instellation.
3. MI multi bolt fittings for fuel cells out-
board of wing station 142.00 (long range fuel
cells) shall be torqued to 45-50 inch-pounds.
Special attention should be given to the following:
1. Bolt and screw should not "bottom" on
inside of blind tapped holes or dome nuts.
2. Check bolt lengths to avoid riding of nut-
plate on shank or unthreaded area.
3. When fas tening or unfastening snap fas ten-
ers, the fastener must be tilted at a slight angle
before it is snapped into place or unsnapped.
Failure to do this will damage strap or snap
fastener.
i. After installation has been completed, fuel cell
should be inspected for final fit within compartment,
maldng certain that cell is extended out to structure
and that no corners are folded in.
j. Final inspection prior to closing fuel cellshould
be a close check to, assure that cell is free from for-
eign matter such as lint, dust, oil, or any installation
equipment. If a cell is not thoroughly otean, it should
be cleaned with a lint-free cloth soaked in alcohol or
kerosene. NO OTHER SOLVENT SHALL BE USED.
k. In order to get the best service from molded
nipple fittings used in these cells, it is necessary to
exercise certain precautions at time of installation.
1. Insert flow tuba into fitting until end is
flush with inside edge of nipple.
2. Hose clamp should be olear of end of
fitting by 0.25-inch where possible.
3. Hose clamp should always be located on
fabric reinforced area of nipple.
4. Torque hose clamps in accordance with
Figure 5-8A.
5. Do not use sealing paste or gasket com-
pound.
6. Apply a thin film of Simonize Wax to the
metal flow tube to facilitate installation. No
other lubricánt shall be usad on fittings of this
type.
Change 6
Section V
Fuel System
1. Instan fuel quantity transmitter and fuel sump
in fuselage fuel cell (sea Fuel Quantity Transmitter
Removal and Installation - Lower Fuselage Fuel Cell).
m. Place a thin bead of Coast Pro-Seal 890, Class
A-2 sealer compound on fuel cell access covers upon
installation, and replace access covers. Seal outside
of access covers with Coast Pro-Sea! 890, Class B-2.
WING SEALING
The wing area next to the fuselage is carefully sealed
during manufacture of the various sub assemblies and
again after assembly of the completed wing. The
following informationis includedto assistin the main-
tenance and repair of the wing to obtain a correct and
lasting seal when replacing or repairing structural
parta that lie within this area.
SEALANT MATERIAL& The following is a complete
list of sealants to be used, and their general applica-
tion.
Coast Pro-Seal 567, Void Filler.
Coast pro-Seal 890 Class A-1/2, Wing Fuel Area
Sealant
Coast Pro-Seal 890 Class A-2, Wing Fuel Area
Sealant
Coast Pro-Seal 890 Class 13-1/2, Wing Fuel Area
Sealant
Coast. Pro-Seal 890 Class B-2, Wing Fuel Area
Sealant
Products Research Co. 1422 Class A-1/2, Wing<Thel
Area Sealant
Products Research Co. 1422 Class A-2, Wing Fuel
Area Sealant
Products Research Co. 1431 Class B-8, Wing Fuel
Area Sealant
Rectorseal No.15 or Mil-T-5542B, Anti -Seize and
Sealing Compound.
NOTE
Class A- indicates brushable material.
Class B - indicates filleting or injection
material.
Dash numbers indicate the work life of
the sealant.
Example: A-2 indicates:a brushable
material having a 2-hour maximum
work life.
Prior to use, all sealants are to be stored fina refrig-
erator. Two-part sealants should be mixed only in
the quantity required for a specific tasé. Surplus
adhesive should be discarded since the storage life of
mixed sealants, even under refrigeration is very
limited. The two-part sealants have a deknite and
limitad work life alter being mixed; the work life
being the length of time the sealant will remain in a
workable form before becoming too hand. Before
mixing the sealant, the amount needed for the specific
job should be estimated and only that amount mixed.
Do not try to seal an area so large that the job cannot
5-13
 685
Section V MAINTENANCE MANUAL
Fuel System
be finished within the work life of sealants. By using
these simple precautions a great deal of time and
sealant may be saved.
CLEANING MATERIALS AND TOOLS. The following
is a list of cleaning materials and tools used when
applying sealants.
1. Methyl Ethyl Ketone (MEK).
2. Cheesecloth, Kimwipe, or equivalent. Do not
use shop towels.
3. Tiples sealing gun, Model 250-06 (using dispos-
able cartridges).
4. Sealant forming tools - spatula and sealant fair-
ing tools.
5. Inspection mirror.
SEALING PROCEDURES. The following procedures
are provided to enable operators to obtain successful
sealing of the wing during and following repairs to the
wing area.
Cleaning
Remove grease, oil, dirt, chips and all foreign ma-
terial prior to cleaning. The success of a good seal
depends on the thorough cleaning of both audaces of
the affected parts to be sealed. Cleaning can be ac-
complished using expendable gauze sponges or a
clean lint-free cloth. Scrub both surfaces until cloth
reMáns clean atter wiring. Do not use an excessive
amount of solvent. For the final cleaning, wipe sur-
faces dry with a clean dry cloth to remove any film
left by the evaporation of the solvent. The area
cleaned should be slightly wider than the width of the
sealant to be applied. All cleaning solvent should be
removed from assemblyfaying surfaces with oil-free,
compressed air. If any primer or paint is removed
during the cleaning operation, paint the area alter the
sealing operation is completed.
Mixing
Mix the two-part sealants in accordance with the in-
structions on the container. Mix or stir the mixture
until it is uniform in color. Keep mixture free from
grease, oil, dirt, metal chips, and all foreign objects.
Mix only enough sealant necessary for completing the
sealing requirements. Keep the sealant containers
closed when sealant is not being used.
SEALING ÁREAS. Various arcas of the pressurized
cabin require special sealing practices to assure a
thorough seal. When repairing these arcas it is nec-
essary to maintain a thorough seal.
Skin Laps
The interna' edges of all skin laps and both edges of
all frame flanges are sealed with a fillet of 890 Class
B-8 sealant applied with a pressure gun. When used
as a faying surface sealant, the surfaces must be
cleaned, the sealant applied to one surface with a
pressure gun or spatula, and then spread with a spa-
tula to cover the entire faying surface area approx-
imately 1/32 inch thick. When the surfaces are fas-
tened together, a small excess of sealant will be ex-
5-14
truded continuously along the joint. The extruded
sealant is then faired out, leaving a smooth fillet
along the length of the joint.
Angles and Channels
When an angle or channel is joggled, the area be-
neath the joggle portion must be filled with sealant.
Force sealant into one end of the cavity with a pres-
sure gun until the sealant emerges from all other
openings. Roles are sealed by applying Coast Pro-
Seal 567 (void filler) to the pressure side of the hole
with a spatula. Tooling holes are sealed by first
filling with a rivet and then brushing with a coat of
sealant.
Fasteners
Fasteners, rivets, bolts, etc. , installed through a
faying surface seal within the work life of the sealant
needs no further sealing. Any fastener installed
through a structure where no faying surface sealant
has been used shall be sealed as follows:
a. Apply sealant to fastener upon installation.
Sealant must extrude evenly around the fastener.
b. Brush fastener with sealant to forro a filler
alter installation.
Cutouts for Webs and Ribs
Coast Pro-Seal 567 (void filler) is used to seal long
gaps not greater than 0.25-inches in width and holes
no greater than O. 38-inches in diameter. Apply filler
with a spatula and lap the edges of the void by atleast
0.15-inches to obtain the required strength. Should
the void be too large, use sheet metal clips of 0.020
aluminum to reduce the size of the void.
Electrical Wiring
All electrical wiring passing through wing structures
are routed through grommets in ribs, webs, and
beams. The grommets are sealed with Coast Pro-
Seal 890 Class A-2.
REPAIR OF SEALANTS. Should the sealant become
damaged during its work life, it may be repaired by
removing the damaged fillet and applying new sealant,
or reworking the fillet with a forming tool. When the
damaged filler has hardened, the fillet should be re-
paired as follows; Remove all faulty sealant or re-
move sealant down to solid materials and reseal. If
beyond repair, cut away complete fillet and clean
and reseal the area. When removing sealant do not
damage surface beneath fillet.
FUEL INDICATING SYSTEMS
FUEL FLOW INDICATING SYSTEM
A fuel flow indicating system is installed on the air-
craft. This system consists of one fuelflow indicator
 485
MAINTENANCE MANUAL
installed in the center instrument panel, one de inver-
ter installed on the baggage compartment floor and
two fuel pressure transducers, one each installed on
the upper forward cowling. Fuel flow at the fuel
manifold valve is routed through the pressure port of
the transducer. The transducer autosyn is electric-
ally connected to the Autosyn in the indicator. My
change in the rotor position of the transducer (caused
by a change in the fuel flow being measured) will be
matched by a corresponding change in the rotor post-
tion of the indicator Autosyn. The pointers on the
indicator are attached to the end of the rotor shaft,
and in moving over the dial, provides an indication of
the fuel flow measured by the transmitter. The main-
tenance of the system is limited to removal and re-
placement of components. The components are not
field repairable or adjustable. See Section VIII for a
more detailed description of the indicator.
FUEL FLOW SYSTEM CHECK. Check the system for
proper operation by attaching a calibrated single line
gage and regulated air pressure in place of the fuel
line on the fuel flow transducer and disconnect the
vent line.
a. Observe the cockpit fuel flow indicator andcheck
indicated fuel flow against nozzle differential pressure
as shown in Figure 5-9.
b. Check every psi from 6 psi through 18.5 psi.
c, Indicated fuel flow shall be within ± 5 pph as
shown in Figure 5-9. If not the transducer is defec-
tive and shall be replaced.
NOTE
The indicator and the two transducers
are matched sets andmust be installed
as sets if any portion of the system is
replaced.
d. Recheck the system alter any component re-
placement.
FUEL OUANTITY INDICATING SYSTEM
The fuel quantity indicating system is comprised of
the following components: a fuel quantity indicator
installed in the right instrument panel and two fuel
quantity transmitters installedwithin the cells. Probe
type fuel quantity transmitters jointly measure the
density pressure of the fuel within the fuel tank. The
density pressure of the fuel is transmitted as anelec-
trical signal to the fuel quantity indicator. The
strength of the signal from the transmitter varíes in
direct relation with the volume of fuel within the tank.
When the optional fuel system is installed, three fuel
quantity transmitters are utilized.
FUEL QUANTITY 1NDICATORS. The fuel quantity
indicator is a millivoltmeter with a dial calibrated in
pounds and gallons to indicate the quantity of fuel in
the cells. The electric signal to the indicator varíes
with the volumetric changes of fuel within the fuel
Bectlen V
Fuel System
cells. .As the level of the fuel changes the signals
from the transmitters are fed to the fuel quantity
calibration box. The fuel calibration box combines
the signal from each transmitter and transmits a
single signal to the indicator.
FUEL QUANTITY TRANSIVIITTERS.. The fuel quantity
transmitters provide the signal for the fuel quantity
indicator in the instrument panel. (See Figures 5-2
ami 5-10). 'Phe transmitter installed in the center and
lower fuselage fuel cells has a probe extending up-
ward from the fuel sump through the lower fuselage
fuel cell and into the center wing fuel cell. The trans-
mitter is held in place by a transmitter support at the
top of the center wing fuel cell. The transmitters
work in conjunction with each other to gage the fuel
quantity within the fuel tank. The fuel level de-
termines the current flow through each transmitter
to the fuel calibration box which calibrates the cur-
rent flow to the indicator.
Fuel Quantity Transmitter Removal and Installation
To remove ami install the fuel quantity transmitter,
proceed as follows•
Transmitters outboard of Wing Station 24.00:
a. Draft' fuel cells (as required).
b. Place battery switch in OFF position.
c. Remove access cover over fuel quantity trans-
mitter to be removed.
d. Disconnect electrical connections.
e. Remove bolis, washers, gaskets, and attaching
plate.
f. Remove transmitter from fuel cell.
The installation is the reverse of the removal.
NOTE
Apply Coast Pro-Seal 890 Class A
sealer compound to both sides of
gaskets before positioning them in
place.
Transmitter located in Center Wing and Lower Fuse-
lage Fuel Cell (aircraft with factory serial numbers
12000 through 12053):
a. Defuel aircraft as outlined in this section.
b. Place battery switch in OFF posítion.
c. Gain access to lomer fuselage fuel cell through
baggage compartment. •
d. Remove fuel sump enclosure access cover
plate(s) on aft end of fuel sump enclosure
e. Disconnect electrical wiring for fuel trans-
mitter at quick disconnect on aft síde of fuel sump.
X. Remove fuel shutoff valves at aft end of fuel
sump as outlined in Uds sectim.
g. Remove attaching screws from fuel sump lower
pan and side assembly.
5-1.5
 685
Section V MAINTENANCE MANUAL
Fuel System

350

300

250
D
o INE

200
/14

2o
a, 150 , I -
•• • •
•
S
I• '
a
100

50

0 2 4 6 8 10 12 14 16 18 20 22

NOZZLE DIFFERENTIAL PRESSURE - PSID

Figure 5-9. Fuel Flow vs Nozzle Differential Pressure

5-16
 685
MAINTENANCE MANUAL
Figure 5-10. Fuel Ouantity Transmitter
h. Remove lower pan and side assembly.
i. Disconnect fuel 1Me connection at forward end
of drain valve assembly.
j. Remove attaching nuts and washers securing
fuel sump to bottom of lower fuel cell.
k. Remove fuel sump from aircraft.
1. Remove screen from transmitter.
m. Removeattaching nuts, washers, bolts and stat-
o-seals that attach lower end of transmitter probe to
bottom of fuel sump.
n. Remove transmitter.
Transmitter located in center wing and lower fuselage
fuel cell (aircraft with factory serial numbers 12054
and subsequent). The transmitter is removed directly
through the lower surfac e of the sump enclosure with-
out removing any portion of the sump.
a. Defuel aircraft as outlined in this section.
b. Place battery switch in the OFF position.
c. Gain access to lower fuselage fuel cell sump
through baggage compartment and remove fuel sump
enclosure access cover plates on aft end of sump en-
c lo sur e.
d. Disc onnect electrical wiring for fuel transmitter
at quick disconnect on lower side of fuel sump.
Section V
Fuel System
e. Remove attaching serews and washers securing
fuel sump enclosure access cover to lower side of the
sump enclosure and remove access cover.
f. Remove screws attaching the access cover to
the baggage compartment floor directly below the
transmitter and remove access cover.
g. Remove attachirtg bolts and washers securing
the fuel transmitter to sump and carefully lower the
transmitter and disconnect wiring from the terminal
block on transmitter and tag for future installation.
NOTE
Carefully remove transmitter by lower-
ing straight down until transmitter
clears the sump.
The installation of the fuel quantity transmitter in the
lower fuselage fuel cell is the reverse of the removal
procedure, except installnew gaskets when necessary
and apply Loctite Number 271 to bolt threads. Seal
all attaching screws, bolts, nuts, and attaching sides
that secare the fuel sump enclosure to the lower side
of the fuel tank and aft cover assembly enclosing the
fuel shutoff valves, with EC-776 SR (3M) Adhesives,
Coatings and Sealer Division, 3M Company, St. Paul,
Minn. Use a small acid brush to apply sealer.
On aircraft with factory serial numbers 12000 through
12053, torque the bolts and nuts attaching the trans-
mitter in the sump to 45-55 inch-pounds. On aircraft
with factory serial numbers 12054 and subsequent,
torque the bolts attaching the transmitter to the sump
to 20-30 inch-pounds.
CALIBRATION - FUEL QUANTITY SYSTEM. Cali-
bration of fuel quantity transmitters and the fuel
quantity indicator are accomplished jointly through
the fuel quantity calibration box, located on the for-
ward side of the aft pressure bulkhead. Refer to
Figure 5-11 for an illustration of the calibration box
compensating screws. When trouble shooting a mal-
function in the fuel quantity indicating system check
the instrument for proper operation first. The next
step is to check electrical wiring for continuity. If
continuity of wiring is satisfactory visually inspect
the calibration box for damage. If these checks do
not reveal a cause for the malfunction, it may be
possible to correct the fuel quantity indicator error
by adjustment of the appropriate compensating screw
in the fuel gaging system calibration box. If adjust-
ment of the compensating screw does not correct the
error the calibration box should be removed and re-
placed. When this does not correct the error the fuel
quantity transmitter must be replaced. Any one of
the fuel quantity transmitters or the fuel quantity 'in-
dicator may be replaced withoutrecalibrating the fuel
quantity system. However, if the fuel calibration box
or two or more components of the fuel quantity system
are replaced, the fuel quantity system must be re-
calibrated. When a new calibration box is to be in-
stalled, set the compensating screws of the new cali-
bration box to the resistance values stated in Figure
5-11. Subsequent paragraphs outline procedure for
5-17
 685
Section V MAINTENANCE MANUAL
Fuel System
NOTE

If new fuel cells have been installed

add 60 pounds of fuelin each wing filler
opening. Allow five min' utes to elapse
o o o then defuel aircraft.
o rtr
e
o b. Jack and level aircraft as described in Sectíon 1I.
o =Fa c. Completely drain center fuel tank at. sump drain
then add 31 pounds of fuel.
o o o d. Adjust indicator to zero 1- 20 pounds by using the
"ZERO" adjusting screw in calibration box.
e. Add 300 pounds of fuel and adjust "CTR LOWER"
calibration box compensating screw until indicator
Compensating Std. Sys. Optional reads 300 (--E. 20) pounds.
S erew Pins Ohms Sys Ohms f. Add 600 pounds of fuel ami adjust "CTR UPPER"
C-D 6 9 calibration box compensating screw until indicator
Zero
Ctr Lower F-B 632 651 reads 900 (-1- 20) pounds.
80 81 g. Add 500 pounds of fuel and adjust "INBD WING"
Ctr Upper G-B
Inbd Wing H-B 393 422 calibratton box compensating screw unidl indicator
Outbd Aux (Opt) L-B 1842 reads 1400 (± 20) pounds.
h. Add 200 poundsof fuel and adjust "OUTBD AUX"
25 18 calibration box compensating screw until indicator
reads 1600 (* 20) pounds.
Figure 5-11. Fuel Ouantity Calibration Box 1. Defuel aircraft fuel system and at cae"' 200
pound increment verify that remaining fuel and fuel
quantity indicator reading are within allowable tole-
calibrating the fuel gaging system. rance as shown in Figure 5-12. DO NOT CHANGE
SETTING OF CALIBRATION BOX COMPENSATING
Fuel Quantity CalibratIon Procedure. SCREWS DURING DEFUEL1NG CHECK.
3. If indicator pointer does not return to "ZERO"
A mearas must be provided to determine the amount or indicator does not read within tolerante limits of
of fuel being added or removed from the aircraft fuel Figure 5-12, repeat steps d. thru 1. until require-
system in pounds with an absolute accuracy of ± 0.5 raents of defueling check can be met.
percent. k. Place electrical tape over compensating screws
and seal with torque dye.
a. Defuel aircraft. 1. Return aircraft to service.

5-18
 685
MAINTENANCE MANUAL Section V
Fuel System

NOTE
150
THE ERROR IS THE DIFFERENCE
BETWEEN THE WEIGHT OF FUEL
100 IN TANKS AND THE GAGE READING

PI 50
a
a
o
cra 50

100

150 ERROR ENVELOPE (OPT)

ERROR ENVELOPE (STD)
0 500 1000 1500 2000 2500 3000
FUEL WEIGHT - LBS

25 21

Figure 5-12. Indicator Error Envelope

5-19/5-20
 685
MAINTENANCE MANUAL Section VI
Landing Gear, Wheels and Brakes

SECTION VI

LANDING GEAR, WHEELS AND BRAKES

TABLE OF CONTENTS

Page Page
LANDING GEAR 6- 1 Position Indicator Lights 6-12
Landing Gear Operation 6- 2 Warning Horn 6-14
Operational Check 6- 2 WHEELS AND BRAMES 6-14
MAIN LANDING GEAR 6- 3 General Description 6-14
Strut Operation 6- 3 Main Wheel Removal and Disassembly 6-15
Removal 6- 5 Main Wheel Reassembly
Installation 6- 7 (Tubeless Type) 6-16
Strut Doors 6- 8 (Tube Type) 6-16
Uplocks 6- 8 Main Wheel Installation 6-16
NOSE LANDING GEAR 6- 8 Measuring Brake Lining Wear 6-17
Removal and Disassembly 6- 8 Brake Removal and Disassembly 6-17
Reassembly and Installation 6- 9 Brake Reassembly and Installation 6-17
Nose Wheel Steering 6-11 Brake and Nose Wheel Steering System
Nose Gear Actuating Cylinder 6-12 Bleeding '6420
Nose Gear Door Rigging 6-12 Nose Wheel Removal and Disassembly 6-20
LANDING GEAR POSITION INDICATORS Nose Wheel. Reassembly and Installation 6-21
AND WARNING SYSTEM 6-12

LANDING GEAR the event of hydraulic system failure. Mechanically

The aircraft is equipped with a hydraulically operated
tricycle landing gear, which includes a steerable nose
wheel and self-adjusting dise brakes for the main
landing gear wheels. Nose wheel steering and brakes
are controlled by power brake valves, which are ac-
tuated by depressing the rudder-brake pedals from
either pilots position. The aircraft is also equipped
with a parking brake system which operates on nor-
- mal or auxiliary hydraulic system pressure. During
the retraction and extension cycle, the main landing
gear inner body, strut piston, and wheels rotate 90-
degrees. This permits the main gear wheels to lie
_ flat in the nacelle wheel wells, when the gear is re-
tracted. Dual actuating hydraulic cylinders are used
to retract and extend each main landing gear. The
port of each outboard hydraulic-pneumátic ac-
tuating cylinder is connected toa nitrogen gas storage
bottle located in the aft fuselage, and provides the
means for emergency extension of the main gear in
operated landing gear doors endose each main landing
gear strut when the gear is retracted. The main
gear is retained in the retracted position by me-
chanically actuated uplocks which function in con-
junction with hydraulically operated uplock 'cylinder
piston rods. The main landing gear wilt remain
in the retracted position until the landing gear con-
trol lever is placed in the down position. In the
event of hydraulic system failure, the uplocks are
mechanically disengaged when the landing gear control
lever is moved to DN. Nitrogen gas pressure In the
storage bottle and linee connected to the 'clown, port
of each hydraulic-pneumatic actuating cylinder, ex-
tends and locks the main gear. Bungee cords attached
to the main landing gear drag bracee, assure that the
main landing gear is locked inthe downposition. The
nose landing gear retracts aft finto the nose wheel well
and is completely enclosed by mechanically operated
wheel well doors. A single hydraulic actuating cylin-
der retracts and lowers the nose landing gear. The
nose wheel is centered automatically by an internal
cam, as soon as the weight of the aircraft is relieved

6-1
 685
Section VI MAINTENANCE MANUAL
Lending Gear, Wheels and Brakes
from the nose wheel, and a mechanically actuated
steering bypass valve deactivates nose wheel steering
during the retraction cycle. The nose lending gear is
held in the retracted position by hydraulic pressure
cm the 'up' side of the actuating cylinder piston. If
the hydraulic system should fail, the nose landing
gear will free-fall to the down position. The nose
gear bungee spring assures that the gear is locked in
the down position. Unintentional retraction of the
landing gear is prevented by a safety latch, located
on the right of the landing gear control lever. Three
green lights, located next to the gear control lever
indicate when each landing gear is down and locked.
U any one of the landing gear fail to lock down, a red
warning light will also illuminate. , In addition to the
landing gear indicator light system, a warning horn
will sound when both throttles are retarded to a posi-
tion 15° (t 5°) forward of throttle control stop, if all
landing gear are not locked in the down position.
LANDING GEAR OPERATION
The landinggear controllever, locatedontheleft sub-
panel is attached to a leyeron te landing gear side of
the landing gear wing-flap control valve by an adjust-
able push-pull rod. When the control lever is placed in
the UP position hydraulicfluidpressure is routed from
the landing gear control valve to the 'up' port .of both
actuating cylinders on each main landing par and to the
noseilár actuating cylinder. Hydraulicfluid pressure
is simultaneously diretted to the retract port of the
main landing gear uplock cylinders at the beginingof
the retraction cycle. Retractionof theuplock cylinder
piston rod compresses the emergency extensión
spring, installed on each cylinder piston rod, and
positions the mechanical uplocks to engage the landing
gear uplock bracket when the main gear retracts.
The landing gear control lever must remain in the UP
position while the gear is retracted. This provides a
constant source of hydraulic pressure from the land-
ing gear control valve tothe retractport of each land-
ing gear actuating cylinder and main lending gear up-
lock cylinder, as long as normal hydraulic system
pressure is available. U the hydraulic system should
fail, a check valve located in the landing gear-wing
flap control valve manifold, will traphydraulic fluid
pressure in the uplock cylinders and prevent the up-
locks from disengaging. Movement of the landing
gear control lever to the DN position releases the
trapped fluid in the uplock cylinders permitting the
gear to unlock. The nose landing gear is held in the
up position byhydraulic system pressure only and will
therefore free-fall to the down position immediately
following hydraulic system failure. The down port
of each outboard hydraulic-pneumatic actuating cyl-
inder for the main. lending gear, is connected to a
nitrogen storage bottle in the aft fuselage. During the
main landing gear retraction cycle the nitrogen gas
pressure contained in the storage bottle, outboard ac-
tuating cylinder, and connecting Unes is further com-
pressed by movement of the cylinder piston. When
the landing gear control lever is moved to the DN
position hydraulic pressure on the retract side of each
landing gear actuating cylinder is released. Hydraulic
pressure is simultaneously applied to the down port
6-2
of the nose gear and inboard main landing gear actu-
ating cylinders. Fluid pressure is concurrently rout-
ed to the main landing par uplock cylinders to extend
the uplock cylinder piston rod and disengage the me-
chanical uplocks. Nitrogen pressure reacting on the
down side of the outboard (hydraulic-pneumatic) ac-
tuating cylinder piston helps the inboard cylinder to
extend the main gear. In the event of hydraulic sys-
tem fallure, the nose gear will free-fall to the down
position and be locked 'aplace by the nose gear bungee
spring, The main landing gear will remain in the re-
tracted position until the par control lever is moved
to the DN position. This releases the hydraulic fluid
trapped in the uplockcylinders andpermits the emer-
gency extension spring on the uplock cylinder piston
rod to extend the piston rodand disengage the uplocks.
As soon as the uplocks are disengaged, nitrogen gas
pressure extends the outboard actuating cylinder
piston rod, to extend and lock the main gear. Posi-
tive locking in the down position is assured by bungee
cords attached to the drag brace of each main landing
gear.
NOTE
The landing gear control lever requires
lithrication every 12 months. Refer to
Section
OPERATIONAL CHECK
A landing gear operational check mtist be accom-
plished at intervals prescribed by the aircraft inspec-
tion cards. An operational check should also be per-
formed after an unusually hard landing and after re-
placement of a landing gear assembly or its compo-
nent parts. It is not necessary to use an auxiliary
hydraulic power unit to accomplish a landing gear
operational check. Rotating the propeller by hand
will supply adequate hydraulic pressure from the
engine-driven hydraulic pump to retract and extend
the landing par. This method of obtaining hydraulic
pressure is advantageous because it permits close
observation of the retraction and extension cycle. Ac-
complish the landing gear operational check in the
following manner.
a. Jack aircraft as outlined in Sectiou II.
b. Place landing gear control lever in UP position
and rotate propeller by hand to retract lending gear.
Observe each event in retraction sequence for proper
mechanical operation. Check hydraulic hoses and
electrical wiring for proper clearance and freedom
from binding or kinking.
c. Place battery switch in BATTERY position.
Gear unsafe light should illuminate. II light does not
illuminate check and adjust gear position indicator
switches as outlined in a subsequent paragraph.
d. Place battery switch in OFF position and bleed
hydraulic system pressure to zero. Nose landing
gear should free fall to the down and locked position.
Main landing gear should remain in retracted position
because gear up check valve contained in the landing
gear-wing flap control valve retains fluid pressure on
the main landing gear uplock cylinder. If n-ain gear
Change 6
 685
MAINTENANCE MANUAL
has a tendency to fall, check for:
1. Hydraulic fluid leakage at the uplock cyl-
inder and hydraulic unes.
2. Condition of uplock mechanical linkage.
3. Fluid leakage past check valve contained
in landing gear-wing flap control valve.
e. Place battery switch in BATTERY position.
Retard throttle levers toward lower stop. Landing
gear warning horn should sound when throttle levers
reach a position 15° (1- 5°) forward of throttle control
stop. 1f warning horn does not function properly,
check electrice wiring for security and continuity.
When wire is found to be satisfactory, check warning
horn switch adjustment.
f. With hydraulic pressure remaining at zero,
place landing gear control lever in DN position and
observe main gear for proper extension and locking.
If main gear willnot drop and lock in the down posi-
tion,check fon
1. Low pressure in nitrogen storage bottle.
2. Weak or damaged bungee cords.
3. Correct landing gear drag brace preload
adjustment.
g. The three gear safe (green) indicator lights
should illuminate to indícate that each landing gear is
down and locked. Should one or more lights fail to
MultiMate, check landing gear for down and locked
position. If gear is loeked down, adjust appropriate
gear position indicator switch to obtain proper light
operation.
h. Cycle gear at least twice to ensure satisfactory
operation.
i. Place battery switch in OFF position.
j. Remove jacks and tail stand from aircraft.
MAIN LANDING GEAR
Each main landing gear installation consists of a strut
body, fork assembly, scissors assembly, upper and
lower drag brace assembly, bungee cords, and wheel
and brake assembly (see Figure 6-1). The aft end of
each main gear hydraulic actuating cylinder and hy-
draulic-pneumatic actuating cylinder is attached to
the drag brace upper hinge point, and the actuating
cylinder piston rods are attached to the landing gear
trunnion. During gear extension the actuating cylin-
ders force the upper and lower drag brace of each
main gear overcenter, to assure a positive lock in
the DOWN position. Two bungee cords attached to
each main strut outer body and lower drag brace pro-
vide further assurance that each drag brace is moved
to the positive locked position. The scissors assem-
bly, installed between the strut outer body and strut
fork, prevents the wheels from castoring when the
aircraft is on the ground. All points of the gear ac-
tuating mechanism requiring lubrication are equipped
with grease fittings. Grease should be applied spar-
ingly and all parts wiped clean to prevent collection of
dirt. (Refer to Lubrication Chart, Section ) To
prevent abrasive material from damaging 0-rings
and seals, strut pistons and actuating cylinder piston
Section VI
Landing Gear, Wheels and Brakes
rods should be cleaned frequently using a clean cloth
dampened in hydraulic fluid. Hydraulic fluid leakage
at the strut piston or actuating cylinders must be cor-
rected as outlined in subsequent paragraphs. Bungee
cords which are frayed or show other evidente of
deterioration must be replaced. To prevent rapid
deterioration, bungee cords must be maintained free
of oil and solvents. izo not permit cleaning solvent to
come in contact with bungee cords when strut or en-
gine cowling is being cleaned. AB landing gear hinge
points, bushings, and bushing retainers should be
carefully inspected for wear and damage during each
landing gear operational check.
STRUT OPERATION
The landing gear struts are oleo-pneumatic assem-
blies, designed to absorb taxiing and landing shock
loads. Major components of the strut assembly con-
sist of a strut outer body, strut inner body, and strut
piston. The inner body rides on needle bearings
within the outer body and rotates with the strut piston
to position the wheels in a stowed position when the
gear is retracted (see Figure 6-2). The strut outer
body is filled with MIL-H-5606 hydraulic fluid and
the lower portionof the strut is servicedwith nitrogen
gas, to a pressure of 350 (t 10) psig, when the strut is
fully extended. The landing shock of the aircraft is
absorbed within the landing gear strut by metering
the flow of hydraulic fluid through a snubber and ori-
fice plate, as the piston moves through the hydráulic
fluid. The snubber plate is spring-loaded upward
against the orifice plate. With the snubber seated
against the orifice plate, four metering holes in the
snubber are closed and one hole is open. Shock forces,
exerted on the landing gear, cause the strut piston to
move upward through the hydraulic fluid contained in
the strut inner body. As the strut compresses (piston
moves upward) forces exerted against the hydraulic
fluid move the spring-loaded snubber plate away from
the orifice plate, exposing the four metering holes.
Hydraulic fluid is then forced from the inner body
through the five holes in the orifice piale into the strut
piston. The floating piston isforced downward, com-
pressing the nitrogen gas This diminishes the lend-
ing gear shock load by automatically controlling the
movement rafe of the piston and the loads transferred
to the airframe during landing. As the strut piston
reaches the upper limas of travel, the compressed
nitrogen gas exerting pressure against the hydraulic
fluid, starts to extend the strut piston. This permits
the snubber spring to reseat the snubber plate against
the orifice plate and to meter the hydraulic fluid out
of the upper strut piston through the single metering
hole in the snubber plate. This retards piston exten-
sion and controls strut pistonrebound. While faxiing,
the snubber plate normally remain seated and the
landing gear shock loads are absorbed by the com-
pressed nitrogen within the strut piston. Scissors
links installed between the strut outer body and strut
fork prevent the landing gear wheels from castoring
while pennitting the shock strut piston to retract and
extend. As the main gear retracts into the nacelle
6-3
 685
Section VI MAINTENANCE MANUAL
Landing Gear, Wheels and Brakes

ADJUST CYLINDER
OVERTRAVEL TO
OBTAIN DRAG BRACE
PRELOAD HERE. REFER
TO INSTRUCTIONS IN
TEXT.

MAIN GEAR
ACTUATING CYLINDER

LANDING GEAR TRUSS

UPPER DRAG
BRACE
TORQUE TRUNNION
LINK BUSHINGS

HYDRAULIC FLUIR
FILLER PLUG ADJUST SWITCH BY
ROTATING JAMB NUTS
LOWER
STRUT BODY DRAG
BRACE GEAR SAFE
DRAG BRACE LIGHT SWITCH
PIN RETAINING DRAG BRACE
BOLTS PINS
BUNGEES
SCISSORS
PISTON

UPLOCK AIR VALVE

BRACKET

FORK
26 25
ASSEMBLY
WORM GEAR
ADJUSTING SCREW

WHEEL AND BRAKE

ASSEMBLY

GROUND CONTACT SWITCH 26 25

Figure 6-1. Main Landing Gear Installation

6-4
 685
MAINTENANCE MANUAL
wheel well, a torque link attached between the top of
the strut inner body and landing gear truss rotates the
strut pistonandwheelapproximately 90 degrees. This
allows the wheel to lie fíat within the wheel well when
the gear is retracted. As the gear is extended, the
torque link rotates the strut inner body, piston, and
wheel in the opposite direction to position the wheel
for landing.
REMOVAL
Main landing gear removal is not required unless it
is necessary to replace the trunnion bushings, torque
link and shaft bolt, or the complete landing gear as-
sembly.
CAUTION
Do not remove lockscrew from the
threaded bushing or make any adjust-
ment to threaded bushing.
Ml other authorized repairs may be accomplished
without removing the strut outer body from the air-
craft. To remove the complete landing gear assem-
bly proceed as follows:
a. Jack aircraft as outlined in Section II.
b. Reduce hydraulic system pressure to zero and
disengage parking brakes.
c. Reduce pressure in nitrogen storage bottle to
zero.
d. Disconnect and cap hydraulic brake hose at fit-
ting in wheel well and detach hose from nacelle anchor
braeket.
NOTE
Disconnect electrical wiring to ground
contact switch when removing left land-
ing gear
— e. Remove bungee cords from lower pulleys.
f. Disconnect actuating cylinder piston rods from
lending gear outer body.
g. Detach landing gear door linkage.
h. Detachdragbrace from landing gear outer body.
1. Remove drag brace pis retaining bolis.
2. Screw a 1/4-inch 28-thread bolt into drag
brace pins and withdraw pins.
3. Allow drag brace to hinge aft and clear of
work area.
i. Remove main landing gear wheel.
j. Remove taper pins from trunnion bushings.
k. Support gear, withdraw mounting pins from
trunnion, and remove gear.
DISASSEMBLY. Disassembly of the strut inner body
must be accomplished by an authorizedrepair agency.
When necessary to return a strut to the manufacturer
for overhaulalways send the complete strut assembly.
Strut repairs authorized for field maintenance activi.-
Section VI
Landing Gear, Wheels and Brakes
Cies may be accomplished without removing the land-
ing gear from the aircraft. This includes removal of
all parts attached to the strut outer body and the re-
moval anddisassemblyof the strut piston. To remove
the strut piston refer to Figure 6-2 and proceed as
follows:
a. Jack aircraft as outlined in Section H.
b. Reduce hydraulle system pressure to zero and
disengage parking brakes.
c. Release pressure in landing gear nitrogen stor-
age bottle.
d. Remove lending gear wheeL
e. Disconnect hydraulic brake line at fitting on
outer strut body.
f. Detach electrical wiring to ground contact switch
and detach switch at switch arm, when applicable.
g. Deflate strut by turning air valve counterclock-
wise approximateiy 2-1/2 turns.
h. Drain hydraulic Huid from strut by removing
filler and drain plugs.
i. Compress strut. piston one inch and block strut
in this position.
j. Remove center bolt from scissors link assembly.
k. Remove piston retainer snap ring and washer.
1. Hold strut piston within strut body, push drag
brace up al center Muge point, swing gear aft, and
withdraw strut pisten.
Piston Disassembly
Hydraulic fluid leakage at the strut piston requires
disassembly of the piston and replacement of 0-rings
and wiper rings.
a. Remove upper bearing lock pM and unscrew
upper bearing.
b. Remove orífice plate, snubber, snubbér spring,
and spring retainer.
NOTE
Whenupper bearing is removed, orífice
Mate and snubber will be forced out'
due to spring tension.
c. Slide bearing spacer and gland off piston.
d. Remove air valve body boli from piston and
fork assembly.
e. Remove lower piston plug, spacer, and floating
piston.
CLEANING AND INSPECTION. Clean and inspect all
parts, paying special attention to condition of 0-ring,
snap ring, andwiper grooves. Minor scratches should
be removed from all surfaces by polishing with mild
abrasive or crocus cloth, providing removal of the
defect does not effeet operation of the part. inspect
snubber spring for a load of 11. 5 (-± 2) pounds when
compressed to a height of 0.69 inches. If gear action
has been noticeably spongy or hard, replace snubber
spring while it is accessible. Figure 6-12 lists parts
that are critical and whlch must meet the tolerances
shows for proper operation of the gear. Replace all
6-5
 685
Section VI MAINTENANCE MANUAL
Landing Gear, Wheels and Brakes

TORQUE LINK SHAFT

LOCK BOLT BLEEDER PLUG

THRUST TORQUE LINK

RING PIN

TORQUE LINK
RETRACT
CYLINDER *-THREADED BUSHING LOCK SCREW
C LEVIS SNUBBER
THREADED BUSHING

SPRING
TRUNNION RETAINER
BUSHING
SNAP
RING COLLAR
STUD SNUBBER
MOUNTING SPRING
TORQUE NEEDLE PIN
LINK BE ARING
SHA FT UPLOCK PISTON
BEARING BRACKET
SPACER
OUTER
BODY F LOATING
BEARING PISTON
SPACER
INNER BUSHING PISTON
BUNGEE 0-RING
BODY
PULLEYS
LOWER
NEEDLE SCISSORS
INNER BODY BEARING LINK
BUSHING SPACER
0-RING
DRAIN NITROGEN
PLUG VALVE PLUG
UPPER
SCISSORS FELT BODY
LINK WIPER
NITROGEN
BUSHING VALVE
BODY BOLT
ORIFICE
UPPER PLATE UPPER
BEARING BEARING ∎--FORK
RETAINER ASSEMBLY
BEARING PIN
SPACER
BEARING
BEARING AXLE
GLAND
GLAND 0-RINGS
WIPER
WASHER
SNAP RING --a-11
MOTE
* DO NOT REMOVE LOCK
SCREW AND CHANCE
POSITION OF THREADED
BUSHING
26

Figure 6-2. Main Landing Gear Strut Assembly

6-6
 685
MAINTENANCE MANUAL
0-rings and wiper rings at time of reassembly. Im-
morse in MIL-H-5606 hydraulic fluid bef ore installa-
tion.
REASSEMBLY. Reassembly of the landing gear strut
is the reverse of the disassembly procedure. Give
particular attention to the following items during as-
se mbly.
Torque upper bearing onpiston to 100 (+50, -10)
a.
foot-pounds. Lock pin holes must align.
CAUTION
To prevent damage to the snubber plate
depress and hold snubber clown with a
dowel pin, while Installing bearing.
b. With dowel pin inserted through hole inmrifice
plato, depress and release snubber several times to
assure proper action of snubber. Snubber reaction
must be positivo with no evidente of sticking or bind-
ing.
c. Discard 0-rings, backup rings, wiper rings,
cotter pins, and air valve gasket and replace with
new parts.
d. When installing drag brace pins, índex pM head
so that locking hole can be aligned with shank of drag
brace pin retaining bolts (see Figure 6-1).
e. Inspect all non self-locking bolts and nuts for
correct cotter pin or safety wire installation. Make
certain that piston snap ring at bottom of strut piston
is properly seated in snap ring groove.
INSTALLATION
Installation of the main landing gear is the reverse of
the removal procedure. Special attention should be
given to correct placement of the torque link upper
end in its spherical bushing when the gear is being
fitted to the lending gear truss. After installation,
service landing gear as outlined in the following para-
graph and charge the landing gear nitrogen storage
bottle as outlined in Section II. Bleed brake system
and adjust drag brace preload as outlined in this sec-
tion. Replace bungee cords which are frayed or show
evidente of deterioration. To replace bungee cords
it is necessary to remove the upper bungee pulleys.
This is accomplished by removing snap ring from
each end of pulley shaft and driving the shaft out of
the strut lugs Accomplish a complete operational
check of the landing gear after strut repair, compo-
nent replacement, or replacement of the gear assem-
bly.
STRUT SERVICING. MIL-H-5606 hydraulic fluid
and nitrogen gag are used to service the main landing
gear struts. Moisture free compressed air may be
used in lieu of nitrogen gas temporarily; however,
the strut should be deflated and serviced with nitrogen
as soon as possible. Nitrogen is more suitable for
strut servicing because of its dryness and relativo
Section VI
Landing Gear, Wheels and Brakes
stability during changes in ambient temperature.
a. Jack aircraft as outlined in Section II.
b. Completely deflate strut and remove air valve
body.
c. Remove hydraulie bleeder plug at top of strut.
d. Apply low pressure air to hydraulic filler port
to fully extend piston, and assure that floating piston
is bottomed Inside strut piston.
e. Attach drain hose to hydraulic port at top of
strut.
f. Attach oil supply line to lower filler port.
g. Fill strut to overflowing with MIL-11-5606 hy-
draulic fluid until overflow runs olear with no air
bubbles.
h. Catch fluid overflow in a clean container so that
it may be reused.
i. Extend gear, refill strut to overflowing, and
repeat .steps g. and h. Cycle piston in this manner
three times to assure that all air trapped in the strut
is expelled.
j. After third filling, compress strut piston to
force out excess 'luid and install hydraulic bleeder
plug. To prevent air from entering strut when strut
piston is extended, plug must be installed while strut
piston is compressed. Secure bleeder plug and safety
wire.
k. Instan air valve body and inflate strut 'with ni-
trogen to 350 (1: 10) psi, with landing gear fully ex-
tended.
1. Remove jacks and tan stand.
DRAG BRACE BARLOAD ADJUSTMENT. When the
main landing, gear is fully extended, the center hinge
point of the drag brace assembly is torced overcenter
by the. hydraulic-pneumatic actuating cylinders and
bungee cords, to provide a positivo downlock (see
Figure 6-1). The adjustment procedure outlined be-
low applies to both of the main gear actuating cylinders
and is necessary to assure adequate drag brace pro-.
load to lock the main landing gear in the down posi-
tion. Preloading of the drag brace also assures ade-
quate clearance between the end of the actuating cyl-
inders and pistons, when the gear is fully extended.
a. Jack aircraft as outlined in Section H.
b. Reduce hydraulic system pressure to zero and
place landing gear control lever in DN position.
c. Reduce nitrogen pressure in landing gear nitro-
gen storage bottle to zero.
WARNING
Do not attempt to disconnect either end
of hydraullc-pneumatic actuating cyl-
inders until pressure in the landing
gear nitrogen storage bottle. is reduced
to zero.
d. Disconnect forward end of actuating cylinders
from gear clevis fitting and manually extend cylinder
pisten rod until piston bottoms in cylinder.
6-7
 685
Section VI MAINTENANCE MANUAL
Lending Gear, Wheels and Brakes
e. Loasen actuating cylinder rod endbearing check-
nut and adjust rod end bearing until rod can be posi-
tioned in clevis fitting and rod end bearing attach bolt
will slide freely in place.
f. Remove rod end bearing attach bolt and back
off piston rod end bearing three complete turns.
g. Attach rod end bearing to clevis fitting, install
attach bolt, and tighten rod end bearing checknut.
h. Charge lending gear nitrogen storage bottle as
outlined in Section II.
1. Perform lending gear operational check as out-
lined in tisis section.
STRUT DOORS
Mechanically actuated doors endose the main lending
gear strut when the gear is fully retracted. The doors
are hinged to cenit side of the nacelle strut well open-
ing and are operated by a spring-loaded toggle me-
chanism. A hook oil the gear strut outer body actuates
the toggle mechanism as the gear is retracted and ex-
tended. These doors open and clase each time the
main lending gear is extended or retracted.
CAUTION
'Do not manually force lending gear strut
door mechanism overcenter as injury
may result from doors suddenly dos-
ing under heavy spring tension.
RIGGING STRUT DOORS
a. Jack aircraft as outlined in Section 11.
b. Retract lending gear.
c. Check strut doors for snug fit in closed position.
Shorten push-pull rods if doors are not fully closed.
d. Place lending gear control lever in DN position
and visually check gear for down and locked position
and remove jacks and tan stand.
UPLOCKS
An uplock mechanism, located in the top of each na-.
celle wheel well, locks the main lending gear in the
retracted position. The uplock assembly shown in
Figure 6-3, consists of a hydraulic actuator which is
mechanically linked to the uplock arm. When the
main lending gear is retracted, hydraulic pressure
retracts the spring-loaded actuator piston rod and
positions the uplock arm to engage the lock bracket
on the lending gear fork. Engagement of the lock
bracket and arm causes the link arms of the lock as-
sembly to move over-center and lock the gear in the
up position. When the lending gear control lever is
placed in the DN position, hydraulic pressure on the
retract side of the uplock actuating cylinder is re-
leased and Huid pressure is directed to the extend
6-8
port of the cylinder. This causes the actuating cyl-
Inder to extend, pushes the link arms to the unlock
position, and permits the uplock bracket to disengage
from the uplock arm. If the hydraulic system should
fail, the spring located on the uplock actuating cylin-
der pistan rod will mechanically disengage the uplock
arm, as soon as the lending gear control lever is
placed in the DNposition. Instructions for adjustment
of the uplock mechanical linkage are contained in
Figure 6-3. Uplock extension springs and link arm
springs should be inspected for breakage prior to the
first flight of each day.
NOSE LANDING GEAR
The nose gear consists of an oleo-pneumatic operated
shock strut, drag brace assembly, scissors assem-
bly, and fork assembly (see Figure 6-4). The nose
wheel is steerable and is controlled by a hydraulic
steering cylinder, actuated by applying pressure to
the rudder-brake pedals. A mechanically actuated
steering bypass valvedeactivates nose wheel steering
when the gear is retracted. The nose wheel is auto-
matically centered by a cam located within the strut
body, when the weight of the aircraft is lifted off the
gear. Retraction and extension of the gear is accom-
plished by a hydraulic actuating cylinder attached to
the aircraft structure and connected to the drag brace
assembly as shown in Figure 6-4. The gear retracts
aft into a nose wheel well located in the forward fuse-
lage. Wheel well doors, mechanically linked to the
nose gear, completely endose the wheel well when
the gear is retracted. The scissors assembly, con-
nected to the nose gear fork and strut body prevents
the wheel from castoring. The nose gear drag brace
assembly and supporting structure should be inspected
for evidente of damage after each hard lending, and at
intervals prescribed by the aircraft inspection cards.
Failure to observe nose wheel turning limits, while
ground handling the aircraft, may result in serious
damage tothe steering system andnose wheel center-
ing mechanism. An operational check and visual in-
spection of the nose wheel steering and retraction
mechanism should be made in the event that nose wheel
is forceably turned beyond the 45 degree limit in
either clirection.
REMOVAL AND DISASSEMBLY
The nose lending gear may be disassembled without
removing the strut outer body from the fuselage.
Rowever, if removal of the complete gear is required
proceed as follows:
a. Jack aircraft as outlined in Section R.
b. Reduce hydraulic system pressure to zero.
e. Disconnect and cap hydraulic unes from nose
wheel steering cylinder
d. Reduce strut nitrogen pressure to zero.
 685
MAINTENANCE MANUAL Section VI
Landing Gear, Wheels and Brakes

GEAR-INTRANSIT
LIGHT SWITCH

T
-.L11,~23)1E 9

UPLOCK *LINK ARMS

CYLINDER

NOTE
MECHANISM LOCKED MECHANISM UNLÓCKED
* LOWER LINK ARM SHOULD
BE ADJUSTED TO A LENGTH
OF 2.25 INCHES, MEASURED
CENTER TO CENTER OF
BOLT HOLES
26 6

Figure 6-3. Main . Lending Gear Uplock Mechanism

WARNING
Do not remove nitrogen valve body or
drag brace-to-strut attach bolt before,
deflating strut.
e. Remove boli attaching drag brace assembly to
strut outer
f. Remove bolts attaching nose gear door arm and
bellcrank linkage.
g. Disconnect steering bypass valve linkage.
h. Support nose gear assembly. Remove bolis,
washers and nuts attaching trunnion pins to nose sec-
tion structure.
NOTE
When removing nose gear, note position
and number of adjustment washers
placed between gear trunnion bushings
and trunnion pin bearing housing. Upon
reassembly install washers in original
position.
i. Remove plugbuttons fromforward fuselage skin
and remove trunnion pins and clearance adjustment
washers.
j. Remove nose landing gear assembly.
NOTE
When piston assembly slides mit of
strut body, approximately one quart of
hydraulic fluid will
e. Raise piston approximately one inch from fully
extended position to release load from piston snap
ring (see Figure 6-5).
Remove piston snap ring from groove in strut
body.
g. Swing gear aft and sude strut piston out of strut
body.
CLEANING AND INSPECTION. Clean and inspect all
plated surfaces for pits, blisters, and other surface
imperfections. Examine strut body inner walls for
evidence of corrosionor scoring. Slight imperfections
may be removed by polishing with crocus cloth. In-
spect all threaded surfaces for stripped or broken
threads. End play or looseness of the steering collar
assembly on the strut body Is not considered exces-
sive until removalof adjustment shims no longer pro
vide the proper shimmy dampeningor steering action.
Should end play becorrie excessive an oversized collar
should be installed. Parts which do not conform to
the tolerances Usted in Figure 6-13 must be replaced.
Replace all packings, gaskets, and felt wipers; im-
mersing them in MIL-H-5606 hydraulic fluid before
reassembly.

To remove the nose gear piston assembly proceed as

follows: REASSEMBLY AND INSTALLATION

a. Reduce system hydraulic pressure to zero. Assembly and installation of nose lending gear is the
b. Reduce strut nitrogen pressure to zero. reverse of the disassembly and removal procedure.
c. Remove bolt and disconnect scissors assembly Install clearance adjustment washers as required to
at center hinge point. obtain a maximum clearance of 0.015-inch between
d. Place oil pan under wheel. gear trunnion bushing and trunnionpin bearing housing.
6-9
 685
Section VI MAINTENANCE MANUAL
Lending Gear, Wheels and Brakes

NOSE GEAR
ACT UATING
CYLINDER
FROM LANDING
NOSE GEAR GEAR CONTROL
BUNGEE VALVE

DRAG BRACE

NITROGEN
AND HYDRAULIC
THESE SURFACES FILL PORT VALVE
MUST TOUCH WHEN
GEAR IS DOWN
AND LOCKED FROM POWER
BRAKE VALVE

NOSE GEAR
STEERING BYPASS
VALVE

FROM POWER
BRAKE VALVE

SCISSORS

NOSE GEAR
STEERING
CYLINDER

R 26 3

Figure 6-4. Nose Lending Gear

6-10
 685
MAINTENANCE MANUAL
Service strut as outlined inthis section. To test strut
for leakage, service in usual manner but apply 275 psi
nitrogen pressure and altow strut to set for one hour.
Check for evidence of leakage and if satisfactory re-
- duce nitrogen pressure to 95-100 psi.
DRAG BRACE PRELOAD ADJUSTMENT. To adjust
nose landing gear actuating cylinder and spring bungee
to provide the correct amount of drag brace preload,
proceed as follows:
a. Jack aircraft as outlined in Section H.
b. Completely deflate nose gear strut and remove
nitrogen valve body.
WARNING
Centering pín will be blown from strut
body when drag brace attach bolt is re-
moved unless strut is deflated.
c. Remove bolt attaching drag brace to nose gear
strut and remove right forward nose gear door.
d. Loosen checknut on aft end of nose gear bungee
housing and remove bolt attaching bungee to drag
brace shaft arra (see Figure 6-4).
e. Disconnect nose gear actuating cylinder piston
rod from drag brace and push piston upward until
• piston bottoins in actuating cylinder.
f. With drag brace assembly free at each end,
position center of forward drag brace attach Ion hele
1.2 to 1. 4-inches below center of corresponding attach
bolt hole in nose gear strut. Drag brace stops must
be touching during this adjustment.
g. Whlle holding drag brace to dimensions given in
step f., and with piston bottomed in actuating cylinder,
Loosen checknut on piston rod end and adjust rod end
until attach bolt may be inserted through piston rod
end and drag brace attach holes.
h. Insert piston rod end and drag brace attaching
holt and secure with nut and cotter pin. Tighten
checknut on piston rod end.
i. Loosen checknut onaft endof bungee spring body
and adjust length of bungee to align with drag brace
shaft arra. Install attaching bolt and nut, and tighten
rod end checknut.
j. With aboye adjustments completed, insert 0.032-
inch wire luto witness hole on bungee aft spring car-
rier. 1f wire passes through witness hole, bungee
spring assembly must be replaced.
k. Align forward drag brace attach hole with strut
attach hole, insert attaching bolt, secure with nut,
and safety %vire.
1. Instan nitrogen valve body and inflate strut to
95-100 psi.
m. With nose gear doors disconnected, retract gear
and check clearance between tire andupper structure.
If interference existe, drag brace measurements
given in step f. may be increased to a maximum of
1.5 to 1.6-inch below center of attach hole in strut
body.
n. Reconnect nose gear door linkage and rig doors
Section VI
Landing Gear, Wheels and Brakes
as outlined in this section. Recheck clearance Be-
tween tire and door and assure that drag brace stops
are touching when gear is clown and locked.
o. Replace right forward nose gear door.
P. Accomplish landing gear operational check.
q. Remove jacks and tail stand.
STRUT SERVICING. Nose landing gear strut servic-
ing procedures are the same as given for the main
landing gear except that the strut nitrogen pressure
is 95-100 psi. Refer to Figure 6-4 for location of
nitrogen valve and hydraulic filler port.
NOSE WHEEL STEERING
Nose wheel steering is accomplished through a hy-
draulically actuated steering cylinder mounted on the
nose gear strut. The cylinder piston rod end is at-
tached to an adapter on the shimmy damper collar and
the cylinder body is connected to a bracket on the
strut piston collar. Hydraulic fluid pressure extends
or retracts the cylinder piston rod which retates the
strut fork and nose wheel to a maximum of 45 degrees
to the left or right of the aireraft centerline. Hy-
draulic fluid pressure is suponed to the steering cyl-
inder through hydraulic lines and hoses connected te
the left and right power brake valves. A bypass valve,
-actuated by an arm and rod assembly connected to the
left trunnion casting of the nose gear, controls hy-
draulic fluid routing from the power brake valvesto
the steering cylinder. With the nose gear exténded,
the bypass valve is closed and hydraulic fluid is di-
rected to the steering cylinder when the rudder-brake
pedals are actuated. Retraction of the nose gear
opens the nose wheel steering bypass valve causing
hydraulic fluid pressure to bypass the steering cyl-
inder. This deactivates the steering system so that
the nose wheel carmot be turned while the gear is in
the wheel well. The first few degrees of individual
rudder-brake pedal travel opens the respective power
brake valve and directs hydraulic pressure to the
nose wheel steering' cylinder. This starts the nose
wheel turning in the direction corresponding to the
rudder-brake pedal being depressed. Further move-
ment of the same pedal gives a combination of main
wheel brake application and nose wheel steering. If
the rudder-brake pedals are both depressed the same
amount, hydraulic fluid pressure is equalized en both
sides of the nose wheel steering cylinder, therefore,
brakes are applied without causing the nose wheel to
turn. Lack of steering action may be attributed to
leakage of hydraulic fluid past the 0-ring seal of the
double acting piston in the nose wheel steering cylinder
or malfunction of the steering bypass valve. To test
for fluid leakage past the steering cylinder piston,
detach hydraulic hose at cylinder forward port and
apply pressure to the RIGHT rudder-brake pedal. If
hydraulic fluidseepage occursat the cylinder forward
port, pressure is bleeding past the piston seal and a
new 0-ring must be installed. Refer to Section 1II for
disassembly and repair instructions. Seepage at the
disconnected hydraulic line, indicates that fluid is
leaking past the nose wheel bypass valve. When this
occurs the bypass valve must be repaired or replaced.
6-11
 685
Section VI MAINTENANCE MANUAL
Landing Gear, Wheels and Brakes
NOSE GEAR ACTUATING CYLINDER
A hydraulically operated nose landing gear cylinder
is attached to the aft drag brace and to the nose wheel
well bulkhead. One port of the cylinder is connected
to the gear up hydraulic line, and the remaining port
to the gear down line. Hydraulic fluid, under pressure
is directed to the nose actuating cylinder through the
landing gear control side of the landing gear-wing flap
control valve. During the gear actuating cycle the
gear up and gear down hydraulic linos act as either
pressure or return linos, depending on the gear posi-
tion selected. The nose gear is held in the up posi-
tion by hydraulic pressure trapped in the actuating
cylinder In the event of hydraulic system failure,
movement of the landing gear control lever to the DN
position will release hydraulic pressure trapped in
the actuating cylinder and the gear will free fall to
the down position. As the gear reaches the down
position it is locked in place by the nose gear bungee
springs.
NOSE GEAR DOOR RIGGING
Nose landing gear doors must fit properly and be
maintained free of' tracks or dents. Repair or re-
place worn or loose door seals and keep the strut,
wheel, and wheel well clean. Inspect door linkage
andlanges for security and evidence of wear, during
each le nding gear functional check (see Figure 6-6).
Jack aircraft as outlined in Section IL
a.
Disconnect all control rods from doors.
b.
Remove longitudinal control rod.
c.
Note positionof long arm on upper forward bell-
d.
crank when connected to link of lower forward bell-
crank.
Retract gear. Long arm of upper forward bell-
e.
crank should return to same position as noted in step
aboye.
f. U travel of upper forwardbellcrank is not equal,
add or remove spacers between lower sido of trunnion
and bellcrank. Adding a spacer moves long arm of
upper forward bellcrank aft when gear is retracted.
g. Connect aft door control rods to bellcranks.
h. Adjust control rod lengths to open doors as far
as possible with bellcrank positioned 90 degrees from
door hinge line.
With gear in extended position, connect longitu-
i.
dinal controlrod between upper forward bellcrank and
aft door bellcrank. Adjust rod to fully close doors.
j. Attack door control rods to forward door and
adjust as necessary to fully open and close doors.
k. Check doors for proper fit with gear fully ex-
tended and retracted.
1. Remove jacks and tail stand.
LANDING GEAR POSITION INDICATORS
AND WARNING SYSTEM
POSITION INDICATOR LIGHTS
The landing gear position indicator lights are located
in the landing gear control box, installed on the left
6-12
side of the engine control quadrant. Position indica-
tor lights consist of one gear-intransit (red) light for
the landing gear system and an individual gear-safe
(green) light for each landing gear. The green lights
are individually controlled by a switch installed on
each landing gear and will illuminate only when the
corresponding landing gear is down and locked. The
nose gear safe switch is installed on the drag brace
support box inside the nose wheel well. Main gear
safe switches are installed at the center hinge point
of each drag brace as shown in Figure 6-1. In the
event any gear fails to fully extend and lock, illumi-
nation of the gear-intransit light and the absence of a
safe light indicates a malfunction of a specific gear.
The gear-intransit light will illuminate while the gear
is between the up or down positions and will remain
illuminated if any single gear fans to lock in either
the up or down position. The nose gear intransit light
toggle switch, is mounted on the drag braco support
box in the nose wheel well. The main gear-intransit
light switches are mounted in the gear uplock assem-
blies and are actuated by the uplock arms (see Figure
6-3).
SWITCH ADJUSTM:ENT. Always check indicator
lights by use of the press-to-test switch before per-
forming switch adjustment.
a. Jack aircraft as outlined in Section
b. Make visual inspection to assure gear is down
and locked.
c. Place master battery switch in ON position and
check for illumination of all gear-sate (green) lights.
d. If a gear-safe (green) light fails to illuminate,
adjust applicable position indicator switch.
Main Gear
1. Loosen lower checknut on downlock switch.
2. Rotate upper checknut on downlock switch until
gear safe (green) light illuminates.
3. Rotate upper checknut one additional complete
turn clockwise and tighten lower checknut. This
positions switch to assure positivo switch actuation
when the main drag brace is moved overcenter.
Nose Gear
1. Loosen screws securing downlock (upper) switch.
2. Move switchuntil switch actuating ar m is against
nose gear drag brace and gear safe (green) light il-
luminates. Tighten screws securing switch.
Intransit Indicator Light
If all of the gear safe lights illuminate when the land-
ing gear is down and locked but the red intransit light
fails to illuminate at the beginning of the retraction
cycle, the malfunction is probably caused by an open
circuit or a downlock switch that is failing to make
proper contact in the unlock position. Refer to ap-
propriate wiring diagram in Section X and trouble
shoot electrical system.
NOTE
Check main gear system first since
access to nose gear switches requires
detachment of nose wheel well doors.
 685
MAINTENANCE MANUAL Sentina VI
Landing Gear, Wheels and Brakes

NITROGEN
AND HYDRAULIC
FILL PORT VALVE

BODY

PIN u
UPPER BEARING

CENTERING CAM

PISTON ROD COLLAR

ASSY

ORIFICE TUBE

CENTERING PIN
ATTACH HOLT

DOWN STOP AND COLLAR

CENTERING PIN BUSHING
ANTI-SHIMMY
FRICTION SHOE
CYLINDER SCISSORS
BRACKET ASSY

STEERING CYLINDER
ATTACH POINT

BEARING GLAND
SNAP RING

SCISSOR BUSHING

1ZS PSTEERING CYLINDER

FORK ASSY
ATTACH POINT

26 4

Figure 6-5. Nose Landing Gear Strut

6-13
 685
Section VI MAINTENANCE MANUAL
Landing Gear, Wheels and Brakes

1. DOOR CONTROL RODS

2. LONGITUDINAL CONTROL ROD
3. UPPER FORWARD BELLCRANK
4. LINK
5. LOWER FORWARD BELLCRANK
6. SPACERS
7. STRUT BODY
8. AFT DOOR BELLCRANK
9. TRUNNION PIN
10. TRUNNION PIN RETAINING BOLTS
(4 PLACES)
26 5A4

Figure 6-6. Nose Lending Gear Doors

If the gear-intransit light fails to extinguish when the d. Rotate bracket forward or aft until contact is
gear is locked in the UP position the malfunction is made with switch.
probably caused by improper uplock switch adjust- e. Tighten bracket screw and install quadrant
ment. Check switches manually and adjust as re- cover plate and control lever knobs.
quired. Switch adjustment is accomplished in same f. Check landing gear warning horn switch adjust-
manner as previously outlined. ment as described under landing gear operational
check.

WARNING HORN

Micro switches, installed in the engine control qua-
drant, ,will cause a warning to sound when both
throttles are retarded 15° (+ 5°) forward of throttle
control stop and the landing gear are in any position
other than down and locked.
SWITCH ADJUSTMENT. Two micro switches, at-
tached to switch adjustment bracket on the engine
control quadrant,, are actuated by caros on each
throttle lever.
a. Place control throttle levers 15° (± 5°) forward
of throttle control stop and tighten quadrant control
friction locks
b. Remove - control knobs and detach quadrant
cover plate.
c. Loosen adjustment bracket screw on micro
switch bracket.
WHEELS AND BRAKES
GENERAL DESCRIPTION
The main wheels are equipped with 8.50 x 10 10-ply
tube or tubeless type tires and the nose wheel tire is
a 6. 00 x 6 6-ply tube type tire. An landing gear
wheels are machined magnesium alloy castings, con-
sisting of two wheel halves. The wheel halves, which
are secured together by bolts and self locking nuts,
are not interchangeable; but the complete wheel as-
semblies are interchangeable. The wheels operate on
tapered roller bearings, which rotate in hardened
steel races pressed into each wheel hall. Hardened
steel drive keys, installed in eachinboard main wheel
hall, engage with slots in the brake disc and turn the
dise with the wheel. The single disc hydraulic brakes,

6 -14
 685
MAINTENANCE MANUAL
HUB CAP RETAINING RING
HUB CAP
BEARING
BEARING RACE
WHEEL HALF, No brake side
SELF LOCKING
NUT
SCREW
DRIVE KEY
WASHER
WHEEL HALF RETAINING BOLT
Figure 6-7. Main Wheel
attached to the main landing gear axle torque plate,
are individuallycontrolled by applying pressure to the
rudder-brake pedals at either pilots position. Move-
ment of a rudder-brake pedalopens the corresponding
power brake valve, attached to the forward side of the
bulkhead in front of the pilots rudder-brake pedals,
and applies pressure to the appropriate brake. The
copilots rudder-brake pedals are mechanically inter-
connected with the pilots pedals. Auxiliary system
hydraulic pressure is available for emergency brake
operation, and operation of the parking brakes, when
normal system pressure is unavailable for any reason.
The brakes are self adjusting, easily cheeked for
wear, and canbequicklyoverhauled by field activities.
MAIN WHEEL REMOVAL AND DISASSEMBLY
To remove and disassemble a main landing gear wheel
réfer to Figure 6-7 and proceed as follows:
a. Jack aircraft as outlined in Section
b. Remove hub cap retaining ring, hub cap, cotter
nut, washer, bearing and wheel assembly from
landing gear (see Figure 6-7).
Section VI
Landing Gear, Wheels and Brakes
0-RING WHEEL SEAL
WHEEL HALE, Brake side
BEARING RACE
BEARING
26 7
c. Remove bearing retainer lock ring, bearing en-
closure ring, felt seal ring, and bearing from brake
side of wheel.
d. Deflate tire.
e. Remove locknut, washers, and wheel hall re-
taining bolts. Separate wheel halves and remove tire.
f. Clean all parts in cleaning solvent and inspect
for tracks, corrosion, and wear.
1. Replace brake disc drive keys worn to
less than 1.116-inch width. When necessary
to replace drive keys, paint keys and contact
surfaces with zinc chromate. Torque key re-
taining screws to 100-140 inch-pounds and stake
screws.
2. Inspect bearing races and replace if pitted
or scored. When necessary to remove bearing
races heat wheel half in boiling water for at
least 30 minutes, Chen remove race by tapping
around its edges. To install race, reheat wheel
hall and cool bearing race with dry ice. Posi-
tion race in wheel hall and tap into place evenly
to ensure proper seating. Clean wheel half and
repaint with two coats of zinc chromate and two
coats of lacquer.
3. Polish salan burra or nicks out of wheel
6-15
 685
Se ction VI MAINTENANCE MANUAL
Landing Uear, Wheels and Brakes
halves with 400 grit (10/0) sandpaper. Clean
wheel and replace protective coating as neces-
sary.
MAIN WHEEL REASSEMBLY (TUBELESS TYPE)
The main landing gear wheelassemblies and the tires
are balanced and marked at the time of manufacture.
The tire balance mark is a red dot placed on the cas-
ing sidewall. •The wheel assembly balance mark is a
yellow stripe placed inside the rim. Align the red
dot with the yellow stripe when mounting tire on wheel.
a. Lubricate 0-ring wheel seal with grease and
.position seal on wheel flange.
b. Position tire on one wheel hall, then position
remaining wheel hall on tire. Use caution to prevent
removing grease from wheel seal when positioning
wheel halves, as grease acts as an air seal.
c. Instan wheel hall bolts, washers, and nuts.
Tighten nuts evenly and torque to 10 foot-pounds.
CAUTION
Uneven or mproper torque may cause
bolt or wheel failure.
d. Over-inflate tiré to 60 psi to seal tire beads.
Remove valve core and allow tire to deflate.
e. Install valve core and inflate tire to 50 psi.
Check to assure valve does not leak, before replacing
valve cap.
MAIN WHEEL REASSEMBLY (TUSE TYPE)
Tires and tubes are balanced as individual units and
marked at the time of manufacture. The tire balance
mark is,a red dot; the tube balance mark is a yellow
stripe on the base of the tube. The following proce-
dure is suggested as a guide for mounting the tires in
balance and installing the wheels.
a. Dust tube with a small amount of tube tale.
b. Place tube in tire and align yellow stripe on
tube with red dot on tire.
c. Place the no brake side of wheel in tire and
position tube valve in wheel rim hole.
d. Place brake side of wheel in tire and secure
wheel halves with bolts, washers and nuts. Tighten
nuts evenly and torque to 10 foot-pounds.
CAUTION
Uneven or improper torque may cause
bolt or wheel failure.
6-16
e. Inf late tube until tire beads seat on wheel flanges,
remove valve core and allow tube to deflate.
f. Install valve core and inflate tube to 50 psi.
Check to assure valve does not leak before replacing
valve cap.
MAIN WHEEL INSTALLATION
a. Pack inner bearing with bearing grease as
follows:
1. With a large amount of grease in palm of
hand, move wheel bearing thru grease against
palm of hand to force grease thru bearings
from large end of rollers.
NOTE
Be sure grease gets between rollers
and cage and not just on outside of
parts.
2. Repeat step 1. until full circumference of
bearing has been completely exposed to this
packing procedure.
b. Install bearing in brake side of wheel.
c. Pack outer bearing as outlined in step a. and
install in outer wheel side.
NOTE
Additional grease may have to be added
to bearing housing after assembled.
d. Lubricate washer and axle nut.
e. Install wheel assembly on axle and secure with
washer and nut.
f. While manually rotating wheel, torque axle nut
to 60 inch-pounds.
g. Back off axle mit to zero inch-pounds while
keeping all parts still seated.
h. Retighten axle nut to 30 inch-pounds while man-
ually rotating wheel.
NOTE
If nut is not in locking position, ad-
vance nut to next position, not to ex-
ceed 30°, while rotating wheel.
i. Install cotter pin, hub cap and hub cap retain-
ing ring.
j. Remove jacks and tailstand.
A tire will lose one pound of pressure lar each live
degrees drop in temperature; therefore, tire pres-
sure should be checked frequently and e special ly after
wide variatioas in local temperature. Do not inflate
tires in a warm hangar and then move the aircraft
outside in the cold, as a significant Loss in tire pres-
sure will occur. Operating an aircraft with under-
inflated tires will cause rapid tire wear and may re-
sult in hidden tire damage and internal failure.
Change 6
 685
MAINTENANCE MANUAL Section VI
Landing Gear, Wheels and Brakes

SPRING BUSHING

...\\
1•TITee:f•TITIIT•NIT•INT1

001\ N. NI
WEAR
INDICATOR
PIN

26 32

Figure 6-8. Measuring Brake Lining Wear

MEASURING BRAKE LINING WEAR arbor press and press self adjusting pin through split
collar grip using a 3/16-inch diameter pin.
As the brake linings wear, the brake dist are forced Reinove split collar grip, adjusting pin washer,
outboard and away from the brake housing. To mea- and 0-ring seals from cylinder head.
sure brake linings for excessive wear, refer to Figure j. Remove piston assembly spring retainer plate
6-8 and accomplish the following steps. and brake release springs from self adjusting pin.
k. Remove roundhead bleeder screw, washer,
a. Place master switch in BATTERY position long valve, adapter, and gasket.
enough for hydraulic pressure to build up. 1. Clean all parts in cleaning solvent, P-D-680.
b. Depress rudder-brake pedals and engage park- Be sure 0-ring grooves are free of rubber deposits.
ing brake. m. Inspect all parts for tracks, corrosion, and
c. Press wear indicator pin. When pin becomes wear.
flush with wear indicator bushing, replace Ibrake 1. Replace brake discs that are dished in ex-
lining. cess of 1/16-inch or worn to less than 0.337-
inch in thickness. Replace brake dise if drive
key slots are more than 1.188-inch wide.
BRAKE REMOVAL AND DISASSEMBLY 2. Polish small burrs or nicks out of cylinder
walls and self adjusting pins with 400 grit (10/0)
a. Release parking brake and reduce hydraulic sandpaper and clean.
system pressure to zero. 3. Repaint brake housing with two coats of
b. Jack aircraft as outlined in Section U. zinc chromate and two coats of lacquer.
c. Remove wheel from landing gear.
d. Disconnect and capbrakehydraulic Une at brake Brake linings, anvils, 0-rings, and seals should be
housing. Remove bolis attaching brake assembly to discarded and replaced at regular overhaul periods.
axle torque flange.
e. Remove brake disc and linings from brake hous-
ing (see Figure 6-9).
f. Remove cylinder head and piston assembly BRAKE REASSEMBLY AND INSTALLATION
from brake housing.
g. Remove checknut and threaded bushing from a. Instan, cylinder head 0-ring on cylinder head
cylinder head. and self-adjusting pin 0-ring in groove of cylinder
h. Place cylinder head and piston assembly in ,head.

6-17
 685
Section VI MAINTENANCE MANUAL
Landing Gear, Wheels and Brakes

PISTON 0-RING

PISTON

SELF-ADUSTING PIN

/ BRAKE RELEASE SPRING

BRAKE LINING
i G., tis{ SPRING GUIDE

,
SPRING RETAINING RING
BRAKE "--...., '-
LINING

BRAKE HOUSING

CYLINDER HEAD 0-RING

ADJUSTING PIN 0-RING
CYLINDER HEAD
BRAKE DISC
GRT_P AND PILOT PIN ASSY
BUSHING
BLEEDER VALVE
WASHER CHECKNUT
BLEEDER SCREW 0-RING
BLEEDER BUSHING
ADAPTER SPRING
WEAR INDICATOR PIN.

26 30

Figure 6-9. Main Wheel Brake

b. Lubricate threads of cylinder head with Hi-Lo
M. S. No. 1 grease. Screw cylinder head into brake
housing and torque to 35 foot-pounds.
c. If piston subassembly has been disassembled,
reassemble as follows:
1. Place self-adjusting pin in pisten.
2. Place brake release spring over self-
adjusting
3. Place spring guide over self-adjusting pin
and into spring.
4., Place threaded spring retainer over self-
adjusting pis.
5. Place assembly in an arbor press and
compress spring guide and spring until they
bottom.
6. Screw threaded spring retainer into piston
until it bottoms, then back off•retainer 1/2 turn
and stake lightly into So piston grooves 180°
apart.
7. Release arbor press and remove assembly.
d. Instala lubricated piston 0-ring on piston sub-
assembly.
e. Install piston subassembly into brake housing.
Do not damage self-adjusting pM 0-ring in cylinder
head.
f. Push pistos completely into housing and install
brake lining, then place housing on a clean flat sur-
face with the linings Facing clown.
g. Install grip and pilot pM subassemblies (3) os
the end of self-adjusting pin and drive into Position
in cylinder head.
NOTE
Lubricate each grip by dipping in clean
hydraulic fluid before installing.
h. Place threaded bushing over end of self-adjusting
pis and screw into the cylinder head until tight.
i. Screw checknut os threaded bushing then back
off threaded bushing 1/2 turn and lock by advancing
checknut 1/2 to 1/3 turn while holding bushing.
j. Install remaining piston assemblies in brake
housing and safety wire checknuts together.

6-18
 685
MAINTENANCE MANUAL Section VI.
Landing Gear, Wheels and Brakes

SYSTEM
PRESSURE
INLET

PRESSURE AND RETURN

PORT TO BRAKE AND ,
NOSE WHEEL STEERING

FLUID RETURN TO.

HYDRAULIC SYSTEM
PITCH ADJUSTING
SCREW

OPERATING
LEVER

PRESSURE
ADJUST1NG
SCREW

23 41

Figure 610. Power Brake Valve

k. Replace roundhead bleed screw, washer, plug,
adapter, and gasket.
1. Place brake linings in back plate.
m. Place brake disc between brake linings in brake
ami secure back plate and brake housing with bolts,
washers, and self-locking nuts. Torque nuts to 40
foot-pounds.
CAUTION
One washer should be under the boli
head and one washer under the nut.
n. Install brake on axle torque flange and torque
attaching bolis to 140 (1- 5) inch-pounds.
NOTE
The mounting boli retainers are in-
stalled when brake is installed on air-
craft.
o. Instan wheel and connect brake Une to housing.
p. Bleed brakes as outlined in this section.
q. Remove jacks and tailstand.
POWER BRAKE VALVE ADJUSTMENT
a. Bleed brakes and nose steering cylinder.
b. Remove cap from tee fitting installed in brake
Une immediately aboye each main gear brake. Install
a hydraulic pressure gage with a 0-2000 psi range at
each tee.
c. Apply external hydraulic system pressure source
capable of producing normal system pressure.
d. Remove access door located on lower left side
of nose section at fuselage station 5.50.
e. Loosen screw on bottom of each power brake
valve operating lever and adjust rudder-brake pitch
adjusting setscrew on aft upper side of yoke to main-
tain a forward pitch from 10 to 16 degrees on each
pedal with pedals aligned within 2 degrees.
f. Loosen checknut and turn power brake valve
pressure adjustment screws clockwise (see Figure
6-10)until an indication of pressure is shownon gages
in main wheel brake Unes.
g. Slowly turn power brake valve pressure adjust-
ment screws counterclockwise until pressure and
brake Une gage drops to zero then turn adjustment
screw counterclockwise one additional complete turn.
Secure adjusting screw checknuts.
h. Apply maximum equal brake pressure to the
left and right rudder-brake pedals. Note pressure
obtained on hydraulic gages in each Une. Pressure
6-19
 685
Section VI MAINTENANCE MANUAL
Landing Gear, Wheels and Brakes
Figure 6-11. Nose Wheel
must be at least 750 psi. If pressure doesn't reach
750 psi, check the hydraulic system for possible
leakage.
i. Remove pressure gages from each brake Une
and cap tee fittings.
j. Instan access door. Bleed brakes and nose
wheel steering cylinder if brakes are spongy.
k. Fill hydraulic reservoir,
BRAKE AND NOSE WHEEL STEERING SYSTEM
BLEEDING
The brake and. nose wheel steering systems must be
bled each time maintenance is performed on either
system.
a. Fill hydraulic reservoir with fluid and keep full
throughout bleeding operation.
b. Remove bleeder screw and washer from bottom
of brake housing and instan hose in bleeder adapter.
c. Place free end of hose in a clean glass recep-
tacle eontaining enough hydraulic fluid to cover end of
hose. End of bleeder hose must be submerged at all
times to properly check for air bubbles and prevent
entry of air into hydraulic system.
6-20
d. Place master. switch in BATTERY position to
energize auxiliary hydraulic pump.
e. Apply minimum brake pressure and open bleeder
adapter, Hold brake pressure on rudder-brake pedal
until air bubbles are no longer present in bleeder
receptacle. Crimp hose and done bleeder adapter
before releasing brake pressure to avoid reentry of
air into brake system.
f. Remove hose and install bleeder screw and
washer.
g. Repeat bleeding procedure for opposite brake.
h. Fill hydraulic reservoir with hydraulic fluid.
i. Loosen hydraulic line at forward side of nose
wheel steering cylinder enough to allow fluid to seep
out. Apply slight pressure to left rudder-brake pedal
and hold until fluid seepage is free of air. Tighten
forward line before releasing pedal.
j. Loosen aft hydraulic line of steering cylinder
and apply brake pressure to right rudder-brake pedal
to complete steering system bleeding.
k. Fill hydraulic reservoir with hydraulie fluid.
NOSE WHEEL REMOVAL AND DISASSEMBLY
a. Jack aircraft as outlined in Section
 685
MAINTENANCE MANUAL
NOTE
When nosewheelonly is tobe removed,
tail of aircraft may be lowered, and
secured.
b. Remove axle holt mit, axle holt, and plugs.
c. Wide axle out of fork assembly.
d. Remove nose wheel and spacers.
e. Remove bearing seals and bearing (see Figure
6-11).
f. Deflate tire andremove wheel hall retainer bolts.
— g. Separate wheel halves and remove tire.
h. Inspect bearing races and replace if pitted or
scored. To remove bearing races, heat wheel hall in
boiling water for a mínimum of 30 minutes, and re-
- move race by tapping evenly around its edges. To
instan race, reheat wheel half and cool race with dry
ice. Position race in wheel hall and tap lightly around
edges to assure proper seating.
i. Clean wheel halves and inspect for tracks,
nicks, geuges, andcorrosion. Replace cracked wheel.
Remove evidence of corrosion, small nicks, and
gouges with fine emery paper. Repaint areas where
protective coating has been removed with two coats of
zinc chromate primer followed by two coats of lacquer.
NOSE WHEEL REASSEMBLY AND INSTALLATION
a. Wash hearings in cleaning solvent and inspect
for wear or damage.
b. Repack bearing with bearing grease and rein-
stall.
e. Inflate tube just enough to round ft out,
Section VI
Landing Gear, Wheels and Brakes
NOTE
Tires and tubes are balanced as indi-
vidual units and marked at time of
manufacture. The tire balance mark
is a red dot. The tube balance mark
is a yellow stripe on the base of the
tube. Always assemble tube and tire
with marks
d. Dust tube lightly with tube tale.
e. Place tube in tire and align balance marks.
f. Place tire on one wheel hall, then place spacer
and remaining wheel hall ontire. Secure wheel halves
with bolts, washers, and nuts. Tighten nuts evenly
and torque to 83 inch-pounds.
[ CAUTION
Uneven or improper torque may cause
bolt or wheel failure.
g. Inflate tire until tire beads are seated, remove
valve core and allow tube to deflate.
h. Instan nose wheel assembly in gear fork ami
Insert axle through fork and nose wheel.
i. Instan axle plugs and axle boU and nut.. Tighten
axle holt until wheel hearings begin to bínd, then
back off until bearings are free.
j. Instan valve core and ínflate tire to 30 plis As-
sure valve does not leak before replacing valve
Comments pertaining to main wheel tire care are
equally applicable to nose wheel tires.
6-21
 685
Section VI MAINTENANCE MANUAL
Landing Gear, Wheels and Brakes

ITEM MINIMUM MAXIMUM

(Inches) (Inches)

Gland 2.751 I. D. 2. 753 I. D.

Scissor 0. 3750 I. D. 0: 3760 I. D.
Scissor (Between Flanges) 2.130 2. 135
Bushing 0.252 L D. 0. 254 I. D.
Bushing (Flange) 0. 059 0. 061
Body 3. 375 I. D. 3. 379 I. D.
Body (Top of Body to Shoulder) 2. 876 2. 881
Inner Body Bushing (Scissor) 0. 3745 I. D. 0. 3770 I. D.
Inner Body Bushing Flange (Scissor) 0. 0595 0. 0620
Trunnion Bushing 1. 250 I. D. 1.2525 I. D.
Bushing (Length) 2. 248 2. 250
Torque Link (Between Bushings) 3. 000 3. 006
Pin 0.4980 0. D. 0. 4995 O. D.
Torque Link Bushings 0. 3765 I. D. 0. 3780 I. D.
Torque Link Shaft 0. 3730 0. D. 0. 3745 O. D.
Axle 1.4985 O. D. 1.4995 O. D.
Pode 0.9985 0. D. 0. 9995 O. D.
Piston Rod 2.746 O. D. 2. 748 O. D.
Píston Rod 2. 312 L D. 2. 317 I. D.
Piston - Floating 2. 307 0. D. 2. 310 0. D.
Plate - Orifice 0. 593 I. D. 0. 596 I. D.
Bearing - Upper 3.244 0. D. 3. 247 O. D.
Thrust Ring (Length) 0. 620 0. 625
Snubber 1.932 0. D. 1. 935 O. D.
Retainer 1. 942 I. D. 1. 94'7 I. D.
Pin - Mounting 1. 247 O. D. 1.249 . O. D.
- Mounting 1. 247 0. D. 1. 249 O. D.

Figure 6-12. Paris Tolerantes - Main Lending Gear

ITEM MINIMUM MAXIMUM

(Inches) (Inches)

Body 2. 3750 I. D. 2. 3795 I. D.

Body (Collar Groove) 3. 412 0. D. 3. 499 0. D.
Body (Centering Pin Attach Bok Hole) 0. 5615 I. D. 0.5645 I. D.
Body (Snap Ring Groove) :0.1030 . 0.1105
Bearing Gland 1. 875 I. D. 1. 879 I. D.
Center Cam 0. 3112 I. D. 0. 3145 I. D.
Fork Assembly (Axle Hole) 1. 5000 I. D. 1. 5025 I. D.
Upper Bearing 2. 370 0. D. 2.373 O. D.
Piston Rod 1.8730 O. D. 1.8745 O. D.
Piston Rod 1. 625 I. D. 1. 630 I. D.
Piston Rod (Pin Hole) 0. 2500 I. D. 0. 2515 I. D.
Scissor Assembly (Scissor to Scissor Connect Point) 0. 3745 I. D. 0. 3765 I. D.
Bushing 0.2510 I. D. 0.2525 I. D.
Orifice Tube 1. 620 O. D. 1. 623 0. D.
Cylinder Bracket (Attach Boles) O. 1934 I. D. O. 1942 I. D.
Cylinder Bracket (Cylinder Attach Boles) 0. 256 I. D. 0. 266 I. D.
Jade 1. 4987 0. D. 1. 4995 0. D.
Scissor and Collar Bushing 0. 313 L D. 0. 316 I. D.
Pin 0. 308 O.D. 0. 311 O. D.
Pin 0. 245 O. D. 0. 248 O. D.

Figure 6-13. Parts Tolerantes - Nose Lending Gear

6-22
 685
MAINTENANCE MANUAL
SECTION VII
FLIGHT CONTROLS
TABLE OF CONTENTS
Page
GENERAL DESCRIPTION 7-1
MAINTENANCE OF FLIGHT CONTROLS 7-1
Control Cable Removal and Installation .... 7-2
CONTROL SURFACE BALANCING 7-2
General Balance Procedures 7-2
Balancing Instructions 7-4
Balance Adjustment. 7 -4
GENERAL DESCRIPTION
The aircraft is equipped with all-metal Right control
surfaces consisting of the ailerons, rudder, elevators,
and wing flaps. Dual controls are provided for the
ailerons, rudder, and elevators. A single control
lever, easily reached by either pilot, controls the
hydraulically actuated wing flaps. Movable trim tabs
installed on the rudder and elevators, are operated by
control wheels contained in the overhead control panel.
A dual indicating tab position indicator installed in the
center instrument panel, indicates the position of the
rudder and elevator trim tabs. A fixed, ground ad-
instable trim tab is installed on the trailing edge of
the right aileron. The control column, control wheel,
and rudder pedals at the pilot and copilot positions
are mechanically interconnected to the push-pullrods,
bellcranks, and cables which actuate the primary
flight controls. All primary control surfaces are
balanced to prevent surface flutter and provide the
best pos sible aircraft control characteristics through-
out the complete range of normal flight speeds. Sealed
bearings are used throughout the flight control sys-
tem. Control cable pulley brackets are provided with
guard pins to prevent the cable from jumping the
pulley groove. The all-metal, hydraulically actuated
wing flaps provide additional lift for shorter takeoff
distantes and slower landing speeds. Wing flaps may
be positioned atany setting between UP and DN (clown)
by placing the flap control lever in NEUT, when the
flap has moved to the desired position.
Section VII
Flight Controls
Page.
FLIGHT CONTROL SYSTEMS 7-5
Control Columns 7-5
Aileron Control System 7-6
Rudder Control System 7_7
Elevator Control System 7-11
Wing Flap Control System 7-13
Wing Flap Position Transmitter 7-18
MAINTENANCE OF FLIGHT CONTROLS
Special tare must be exercised when performing con-
trol system maintenance. Emphasis shall be given to
security of attachment, correct alignment of rod
ends, use of correct hardware, and proper safetying.
Control cables must be free of kinks, pulleys must
be aligned with the cables, and guard pins must be
installed inthe pulley brackets. Position cable pulleys
and route cables to avoid contact with the aircraft
structure. Inspect work areas for mislaid tools or
parts, which could foul the controlá, and perforen a
functional check of the controls prior to replacement
of access covers. It is recommended that a test
Right be accomplished before the aircraft is released
for routine operation when a control system compo-
nent has been replaced or aircraft rigging has been
altered. Rerigging the control systems will seldom
be necessary if correct maintenance technique is em-
ployed when system components are removed and re-
placed. Do not disturb position of rod end fittings
when control system components are removed, un-
less absolutely necessary. When this is necessary,
record the amount of change required so that fittings
may be returned to original position when maintenance
or repair is completed. When control system com-
ponents are being removed, carefully note location
and position oí attaching parts and hardware and re-
turn to original location or position when installing
new components and parts. Complete rigging instruc-
tions are provided in succeeding paragraphs, for each
7-1
 685
Section VII MAINTENANCE MANUAL
Flight Controls
flight control system. Read these instructions care-
fully before starting the rigging operation. Select
and accomplish only those rigging steps applicable to
the job requirement. Cable tensions and control sur-
face travel measurements are contained in Figures
7-9 and 7-12. Ambient temperature and temperature
buildup within the airframe structure affect cable
tension and must be given proper consideration when
rigging control surfaces. The following procedures
should be followed when rigging control cables:
a. Rigging should be accomplished in a hangar.
When necessary to rig aircraft in the open it should
be accomplished during coolest park of day with tail
of aircraft pointing toward sun. If aircraft is moved
luto a hangar for rigging, allow 90 minutes for con-
trol cables to adjust to hangar temperature.
b. Control cable tension readings should be taken
near the midpoint of cable and never closer than six
inches to a cable terminal or within 18 luches of a
pulley or fairlead. All control surfaces must be in
the streamlined position when cable tension is taken.
Prior to checking tension of elevator control cables,
clamp surfaces to streamlined position to relieve
(orces imposed by elevator bungee springs. Cable
tension must be compensated for ambient temperature.
Carefully follow instructions provided with the tensi-
orneter.
CONTILÚL CABLE REMOVAL AND INSTALLATION
The removal and installationof control cables may be
facilitated by attaching a lead line or cord to the
smallest end fitting of the control cable which is being
removed and pulling control cable through pulleys and
fairleads. The lead line should follow the same route
as the cable being removed. All pulley guard pins
must be removed before this is attempted. After
control cable is removed, attach line or cord to re-
placement cable and thread cable back through the
same route by pulling on the lead line. When replace-
ment cable is routed along the proper route, install
all guard pins, tighten all turnbarrels, and rig the
system to required travel and tension as shown in
Figure 7-9 and 7-12.
CONTROL SURFACE BALANCING
All flight control surfaces are balanced to provide the
be st possible aircraft control characteristics through-
out the full range of normal flight speeds. Control
surface balance should always be checked atter paint-
ing, repair, or other maintenance actions which would
alter its weight or weight distribution. Changes to
control surface balance which exceed specified toler-
antes can be avoided by employing correct mainte-
nance technique when painting or repairing a surface.
When sheet metal repairs are required, weigh the
material removed from the surface in preparation for
repair. The weight of material used to accomplish a
7-2
repair should be as nearly as possible the same as
weight of material removed, and the weight distribu-
tion of the repair material should be similar to that
of the removed material. When repainting a control
surface carefully remove existing paint and primer,
susfiend the surface from its leading edge and apply
new primer and paint evenly to all surfaces.
Balance requirements may be stated in terms of per-
cent of static balance. A control surface with sym-
metric airfoil (like the rudder and elevator) is in 100-
percent static balance when the trailing edge is at the
same elevation (level with) as the control surface hinge
line, with the surface freely swinging on its hinges.
Due toits unsymmetric airfoilsection the aileron will
have a different static position at 100 percent balance
(see Balancing Instructions). Balance requirements
may also be stated in terms of inch-pounds of moment
about the hinge line. The moment is the product of
force (or weight) and the distante from the hinge line
over which the force or weight acts.
EXAMPLE:
A 2-ounce force or 2 ounces of weight acting
16 inches aft of the hinge line produces a mo-
ment about the hinge line equal to 16 x2 = 32
inch-ounces or 2 inch-pounds.
Flight control surfaces may be intentionally over-
balanced (nose heavy) or underbalanced (tal! heavy)
depending upon the flight control characteristics of
the aircraft and the balancing requirements. The
control surfaces are balanced to the following speci-
fications and acceptable ranges:
Aileron 4 inch-pounds underbalance to 1 inch-
pound overbalance (painted control sur -
face).
2 inch-pounds underbalance to 2 inch-
pounds overbalance (unpainted control
surface).
Rudder 82 inch-pounds underbalance to 145
inch-pounds underbalance (painted con-
trol surface).
82 inch-pounds underbalance to 135
inch-pounds underbalance (unpainted
control surface).
Elevator 5 inch-pounds underbalance to 10 inch-
pounds underbalance (painted control
surface).
3 inch-pounds underbalance to 10 inch-
pounds underbalance (unpainted control
surface).
GENERAL BALANCE PROCEDURES
General procedures for static balancing of primary
flight control surfaces are the same. Control surface
must be in the flyaway condition when balanced, i. e.
surfaces must have static wicks insialled, and trim
tabs and associated hardware in place. A balancing
fixture, similar tothat shown in Figure 7-1 should be
Change 2
 685 .
MAINTENANCE MANUAL Section VII
Flight Controls

AN4-11A BOLT

DETAIL

WEIGHT OF
ICNOWN VALUE
VARIABLE
WEIGHT (W)

27 38

Figure 7-1. Control Surface Balancing

7-3
 685
Bection VII MAINTENÁNCE MANUAL
Fllght Controls
used for control surface balancing. This fixture must
be exactly level and in a draft free area, and each
surface must be mounted in the fixture with the sur-
face hinges in precise alignment permitting rotation
of the surface freely about the hinge Une.
The amount of underbalance or overbalance of a con-
trol surface can also be determined in several ways;
typically used methods are illustrated in Figure 7-1,
Detail A and Detail B.
The amount of underbalance (tail heavy) can be deter-
mined by suspending Weights from a balance weight
attachment screw as shown in Figure 7-1, Detail A
until the control surface is 100-percent static balanced.
The unbalance moment (Mu) will be the total amount
of weight suspended multiplied by its distance, (D)
from the hinge line.
The overbalance moment (nose heavy) can be deter-
mined by placing a metal bar of known weight (W)
parallel with, and aft of the control surface hinge Une
as shown in Figure 7-1, Detail B, until the control
surface is 100-percent static balanced. The over-
balance moment will be the weight of the bar multi-
plied by its distance from the hinge line.
BALANCING INSTRUCTIONS•
AILERON. Place aileron in balance fixture upside
down. Aileron is 100-percent balanced when the fíat
surface of aileron (underside) is 3 degrees down from
the horizontal, measured near the center hinge.
NOTE
The specification for the aileron is
nominally 100-percent static balanced.
For this reason there may be the ten-
dency topay less attention to the actual
balance condition of this surface if it
swings near the 30 position. The un-
balance should still be measured and
compared with the specification.
EXAMPLE:
Aileron is underbalanced (tail heavy) and W = 12
ounces (Figure 7-1, Detail A) or 0.750 pounds
and D = 3 inches; then Mu = O. 750 x 3 = 2.25
inch-pounds. Since the allowable underbalance
(tail heavy) is 4 inch-pounds no change to bal-
ance weight is required. Now assume a different
aileron is checked and is underbalanced (tail
heavy) and W = 1. 50 pounds and D = 3 inches;
then Mu = 1. 50 x 3 = 4.50 inch-pounds. This
condition does not meet aileron specifications,
therefore, weight to produce at least 0. 50 inch-
pounds (4. 50 -4. 00) will have to be added to the
nose balance weight (see Balance Adjustment).
ELEVATOR AND RUDDER. Place control surface in
balancing fixture, and ensure free rotation at hinge
7-4
points. Rudder and elevator are 100 percent balanced
when the trailing edge is levet with the hinge line..
EXAMPLE:
Rudder is underbalanced (tail heavy) with W =8
pounds, 8 ounces (see Figure 7-1, Detail A) and
D = 5 inches; then Mu = 8. 50 x 5 = 42.5 inch-
pounds. This is over the maximum underbalance
allowed for the rudder. See Balance Adjustment
for corrective procedure. Now assume the
elevator is overbalanced (fose heavy) and W=4
ounces or 0.250 pounds; and D = 10 inches;
then Mu = 0.250 x 10 = 2. 50 inch-pounds, PLUS
the minimum amount of underbalance specified,
since in the case of the elevator the specification
balance range does not allow any overbalance
(see Balance Specifications). The total adjust-
ment tobe made inthis example then is 2.50 + 5
= 7.5 inch-pounds, and sufficient weight must
be removed from the balance weights in the nose
of the elevator to produce at least this amount
of moment about the hinge line (see Balance
Adjustment).
BALANCE ADJUSTMENT
When the surface is under balanced, additional weight
must be added forwardof the hinge line. The required
amount of weight can be estimated by dividing the
number of inch-pounds out of tolerante by the distance
from the hinge line at which the weight will be added.
In the excessively underbalanced aileron example this
was 0.50-inch pounds. The center-balance weight is
approximately 2.5 inches from hinge line. The ap-
proximate amount of weight to be added for this ex-
ample is: 0.50/2.50 = 0.20 pounds or 3.2 ounces.
The general procedure is the same for all surfaces.
The weight which must be removed from the nose of
the overbalanced elevator in the example can be esti-
mated by dividing thé total overbalance by the distance
from the hinge line at which the weight is to be re-
moved. Assume the weight will be removed from the
center balance weight near the center hinge, where
the distance to hinge line is 3. 50 inches, then, weight
to be removed = 7. 50/3.50 = 2.14 pounds, or approx-
imately 34 ounces for the overbalanced elevator ex-
ample.
NOTE
T o gain access to aileron balance weight
remove inboard hinge and inboard nose
rib Gain access to the elevator or
rudder balance weights by removing
forward trimtab access panel. A max-
imum of ene pound can be added to the
balance weights originally installed in
the surfaces at the factory. Contact
the. factory if more than this amount
is required to rebalance any surface.
Change 2
 685
MAINTENANCE MANUAL
SPLINE SPROCKET
INSPECTION PLATE
MECHANICAL STOP
CABLE DRUM
Figure 7-2. Control Column
The final step In rebalancing is verification that the
proper amount of weight was added or removed.
Each surface should be checked for unbalance (Mu)
by using the procedure described in General Balancing
Procedure until the surface is balanced according to
the specifications.
FLIGHT CONTROL SYSTEMS
CONTROL COLUMNS
The Right control columns are symmetrically rigged
and connected to the aileron and elevator control sys-
tems to provide dual control capability (see Figure
7-2). The controlcolumns pivot foro and aft on sealed
bearings installed in the column base. Each column
is supported by mounting brackets bolted to the (loor
structure and secured to the brackets by two bolis
extending out from the pivot bearing. The control
wheel, which is installed os a tapered splined shaft
and held in place by a locknut, may be removed from
the control column by removing the medallion and
wheel retaining nut. To check the control wheels for
security, hold one wheel in a iteady or locked posi-
tion and attempt to rotate the other. Rotation should
Section VII
Flight Controls
TURNBARRELS
PULLEY
ELEVATOR PUSH-PULL ROD
PÚLLEY
not be evident. The control mechanism associated
with each control wheel consists of a combinados
chain-cable assembly, control wheel sprocket, and
three pulley assemblies. Control wheel positions and
ease of operation are determined by adjustment of the
chain-cable assembly within the control column. Two
turnbarrels are provided in each control column for
cable tension adjustment. These turnbarrels are ac-
cessible through anaccess panel, located at.the top of
each column. The pivot bearings, installed on the
column base, must be replaced when control column
movement is rough, indicating bearing failure.
CONTROL COLUDAN RE MOVAL AND INSTALLATION.
To remove the control column refer to Figure 7-2
and proceed as follows:
a. Remove control column access panel, boot,
carpeting, and appropriate floor paneling to provide
access to working area.
b. Disconnect chain-cable assembly at both turn-
barrels in top of control column.
c. Remove pulley in lower section of control column
to allow separationof outboard segment of chain-cable
assembly from column.
d. Support control column to prevent its falling
forward into the instrument panel, and disconnect
elevator push-pull rod attached to lower end of col-
7-5
 685
Section VII MAINTENANCE MANUAL
Fllght Controls

NOTE:
CONTROL COLUMN ROTATED
180 DEGREES.
SPLINE
SPROCKET

INSPECTION

BELLCRANK
MECHANICAL
STOP

PULLEY
, BALANCE CABLE
TYPICAL BOTH LEFT AILERON
CABLE ELEVATOR AND RIGHT WINGS
PUSE-
DRUM PUSH-PULL PULL
ROD ROD

PULLEY
•

•~ BALANCE
S
TURNBARREL1/4N. CABLE

41
TURNBARRELS
/rece-
27 32A4

Figure 7-3. Aileron Control System

umn. Do not rotate rod end fitting on push-pull rod.
e. Remove four bolts securing control column
mounting bracket to floor. Bracket Will remain at-
tached to pivot bearing bolts at base of column.
f. Remove control column (control wheel chain
remains inside the column).
a reasonable degree of tautness, but not to the extent
that a feel of the sprockets is transmitted to the
control wheel when it is rotated. The control column
access panels should be removed periodically and the
ehain-cable assembly checked for correct tension,
safety of turnbarrels, and adequate chain lubrication.

Installation of the control column is the reverse of
the removal procedure. After installation is accom-
plished, the chain-cable assembly must be adjusted
as described in the following paragraph.
CONTROL COLUMN FtIGGING. Access panels, lo-
cated at the upper inboard side of each control col-
umn, permit access to the contrql wheel chains and
the two turnbarrels in the cable segments of each
column. The cadmium-plated chains should be ap-
proximately centered on the control wheel sprockets
when the control wheels are horizontally aligned.
Tension on the chain-cable assembly, which is pro-
vided by adjustment of the turnbarrels, should assure
CONTROL SURFACE TRIM TAB FREE PLAY
The procedures for measuring trim tab free play for con-
trol surfaces federen, elevators and rudder are very simi-
lar.
NOTE
The set up for measuring rudder trim tab
free play is slightly different from the set
up made when measuring aileron and
elevator trim tab free play (refer to Fig-
ure 7-3A). Positive load and deflection are
up for aileron and elevator and to the
right for the rudder. Negative load and
deflection are down for the aileron and
elevator and to the left for the rudder.

7-6 Changa 6
 685
MAINTENANCE MANUAL Section VII
Flight Controls

DIAL INDICATOR HOLDER

(MOUNT TO UPPER CONTROL SURFACE ONLY, DO NOT
MOUNT TO WING OR STABILIZER)

DIAL INDICATOR

TRIM TAB •

CONTROL SURFACE

Figure 74A. Setup for Determining Control Surfaco Trim Tala Free Play

The free play shall not exceed the maximum allowable to-
lerances (refer to Figure 7-3B). If free play exceeds
specified tolerantes, check attachment points between
trim tab actuator and control surface for worn parta. Re-
place worn parta as necessary. Atter replacement of worn
parta and/or adjustments always recheck the trim tab free
play. If still not within tolerante contact Customer Ser-
vice Department, Gulfstream Aerospace, Oklahoma City,
Oklahoma 73123.
Determine free play of the control surface trim tab in ac-
cordance with the following procedures:
a. Position control surface in a streamlined position.
b. Rigidly fasten the dial indicator holder to the con-
trol surface in line with trim tab actuator so that dial in-
dicator is positioned as in Figure 7-3A.
NOTE
Position dial indicator so that plunger tip
contacts the trailing edge of the trim tab.
Dial indicator must have a range of 0-
1.00 inch, in incrementa of 0.001 inch.
c. To ensure accurate readings throughout the proce-
dure, maintain the same datum position of the dial indi-
cator for both up and down load conditious.
NOTE
Position dial indicator plunger so that
readings can be taken in either direction
without changing the set up.
f. Record dial indicator readings at 2, 4, 6, 8 and 10
pound loada on a work sheet, similar to that illustrated in
Figure 7-3C.
g. Plot the data points in a graph (refer to Figure 7-
31)).
h. Repeat steps e. thru g. applying an upload.
i. Using a straight edge, draw a line that 144 divide
the data points plotted (indicator readings) for the down-
load condition and then for the upload condition (refer to
example illustrated in.Figure 7-3D).
NOTE
The two lines drawn on the graph should
be approximately parallel to each other.
j. From the graph read the values where the lines in-
tersect the base deflection line (points) 1 and2, Figure 7-
3D). Determine the amount of free play deflection in the
control surface trim tab (refer to note in Figure 7-3D).
NOTE
Check that free play deflection is within
specificed tolerante (refer to Figure 7-3B).
f. Repeat steps. a. thru j. for each control surface.
MAX. FREE PLAY
CONTROL SURFACE DEFLECTION

d. Unlock the dial locking screw and revolve the dial Al LERON 0.100"
and zero the indicator. Tighten the locking screw. ELEVATOR 0.157"
e. In two pound incrementa, apply a total download of RUDDER 0.113"
ten pounds at the trailing edge of the trim tab, where cen-
terline of the actuator intersects the trailing edge of the
trim tab. Figure 7-313. Maximum Free Play Deflection Tolerante

Change 6 7-6A
 685
Section VII MAINTENANCE MANUAL
Flight Controls

R/H ELEVATOR L/H ELEVATOR L/H AILERON RUDDER

LOAD
LBS -1.6 (in) _ 6 mi ) +6 (in.) — 6 lin.) +6 (in.) — 6 (in.) +E. (in.) — E. (in.)

10

POSITIVE 13 (LOAD) AND S (DEFLECTION) ARE UP FOR

Al LERON AND ELEVATOR AND TO THE RIGHT FOR THE
RUDDER NEGATIVE P (LOAD) AND 13 (DEFLECTION) ARE
6
PI DOWN FOR AILERON AND ELEVATOR AND TO THE LEFT
FOR THE RUDDER:

Figure 7-3C. Trim Tab Free Play Work Sheet (Sheet 1 of 2)

AILERON CONTROL SYSTEM
An aileron is installed outboard of each
outer wing flap. Each aileron (Termes on sealed
bearings, installed in three bingo brackets attached
to the aft wing spar. Lead weights, installed in the
leading edge of the ailerons, provide proper control
surface balance. The aileron control wheels are
interconnected through control chains and sprockets
to the aileron cable drum (seo Figure 7-3). The
cable drum, located below the floor structure betwecn
the control columns, actuales the- ailerons through
cables, bellcranks, and push-pull rods. Control
cables extend aft from the aileron cable drum passing

7-6B Chango 6
 685
MAINTENANCE MANUAL Section VII
Flight Controls

._1:4:
, , •• •7
r
,....
'TI 1:-+ 160 ,
.-r -'11-1: , ,-,
1:":it 111
THIM TAB FREEPLAY • I ...
1: ....,--tt,... ... .,..
ri-- WORKSHEET i :t Ft! 1
..
., ,.._ ...,.. ' +140. 11 . .1-
.
± •:114: l ..... . 1 . . .r.,. ..

... ,--
'hl- 4. i
:¡ ' 1 z.:1-:
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, .4-÷-4 -rt...i
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-1144.1- 1 - [

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lal
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,

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t 1..
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4.

a . TI
t': . h• 71-7-
',-i1:::
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,
+0.0 ft

-1-i-E i-i-i- • ,
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.-
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.,.... . .
.
El i -, UPLOAD LBS .L.
...: ..

., . .,. . ..
+2 I +4 ,L+9., +8 +1
DOWICILOAD (LBS) .1. •
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-1 .020 :
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-
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...... .,' 1.
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-, Ludili .,: Th-l:
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' iii; . 1 ::i•; ' I • : 11:: : "
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li: 17. :-:-,1, 1•1. :
.160 ' H ! :: '''f2 Z-. - Hl::: , .•
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-

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1

Figure 7-3C. Trim Tah Free Play Work Sheet (Sheet 2 of 2)

Change 6 7-6C
 685
Section VII MAINTENANCE MANUAL
F light Controls

+0.101)
MENEEN o.
MENNMEMEN .080
MEMEMEMEr 0.07
POINT 2
ITE
tos
"
MENEM:M=1 H,1POINT
ZWERESEWE .°4°
ZEMENESIE "
+0.02
= 1.01e
+10

0.01 POINT 4

: 1
.03
.•
111B40:::

FREE PLAY DEFLECTION

AILERON DEFLECTION = POINT 1 + POINT 2 OR 0.010 + 0.041 = 0.051 INCH.
L ELEVATOR DEFLECTION = POINT 3 — POINT 4 OR 0.009 —0.006 = 0.003 INCH.

NOTE: WHEN ONE POINT 15 LOCATED BELOW THE O DEFLECTION LINE

AND THE OTHER POINT IS LOCATED ABOYE IT, ADD THE TWO
NUMERICAL VALUES TO OBTAIN TOTAL DEFLECTION. WHEN
BOTH POINTS ARE E1THER ABOYE OR BELOW THE O DEFLECTION
LINE SUBTRACT THE SMAL LER VALUE FROM THE LARGER VALUE
TO OBTAIN TOTAL DEFLECTION.

Figure 7-3D. Determining Control Surface Trim Tab Free Play

Chango 6
7-6D
 685
MAINTENANCE MANUAL
under the floor structure and through idler pulleys to
the lower pulley bracket assembly located mi each
side of the fuselage at station 211.00 and below the
baggage compartment floor. The cables are then
routed upward through the upper pulley brackets and
out through the wing tunnels along the trailing edge of
the wing aft spars, to the aileron beUcranks. The
aileron control cable turnbarrels are installed in the
control cables between the lower and upper pulley
bracket assemblíes at fuselage station 211.00. Ac-
cess to the turnbarrels is achieved by removing the
baggage compartment side upholstery panels. The
forward end of the left and right aileron bellcrank is
interconnected by a balance cable. Adjustable push-
pull rods connect the aileron bellcranks to the ailerons.
Three turnbarrels are installed in the aileron cable
system to adjust cable tension and facilítate cable
installation. The aileron balance cable turnbarrel is
located behind the left outboard flap closeout skin.
Stops for the aileron control system are located on
left and right sides of cable drum upper structure.
Adjustment of the aileron stops is accomplished by
loosening the stop bolt checknut and raising or lower-
ing the stop bolts to the required position.
AILERON REMOVAL AND INSTALLATION. To re-
move the aileron, proceed as follows:
a. Disconnect aileron push-pull rod at aileron.
Do not chango position of rod end on push-pull rod.
b. Remove aileron hinge bolts.
c. Remove aileron from aircraft.
Installation of the aileron is the reverse of the re-
moval procedure. In the event push-pull tube length
has been altered, streamline trailing edge of opposite
aileron with trailing edge of wing and outboard flap
and secure with a temporary lock. Adjust push-pull
rod length to align attaching bolt hole with hole in ai-
leron hinge fitting, whenaileron is in neutral position.
NOTE
Aileron controls must be rigged as out-
lined in subsequent paragraph if aile-
ron control wheels are not aligned
horizontally, when ailerons are neutral.
AILERON CONTROL SYSTEM RIGGING. Center ai-
leron control cable on aileron cable drum (see Figure
7-3). Start aileron cable turnbarrels two complete
turns and attach cables to aileron bellcrank, located
in wing forward of aileron, prior to beginning adjust-
ment procedure.
a. Secure aileron control wheels in a horizontal
position.
b. Adjust aileron push-pull rod to 14.65 inches,
rneasured from center hole of end fittings, and attach
to aileron bellcrank and aileron.
c. Adjust aileron control cable turnbarrels and
balance cable turnbarrel until trailing edge of aileron
Section VII
Flight Controls
is strearnlined (neutral position) with trailing edge of
wing and outboard flap. Adjust cable tension.
d. If ailerons are not synchronized in neutral posi-
tion, adjust appropriate push-pull rod until affected
aileron is streamlined with wing trailing edge.
e. Adjust aileron stops (Figure 7-3), to obtain
corred aileron travel.
f. Secure all turnbarrels with safety wire and in-
spect control chains and cable for unobstructed travel
and pulley cable guard pins for corred installation.
AILERON TRIM TAB
A fixed-position trim tab is attached to the right ai-
leron. A right wing high attitude may be corrected by
bending the trim tab clown. Bending the tab up will
corred a right wing low attitude. Use forming block
when bending tala, and do not bend more than 0. 50-
inch tabdeflection in either direction (see Figure 7-4).
RUDDER CONTROL SYSTEM
Dual rudder-brake control pedals, installed on the
forward and aft rudder pedal torque tubes enable the
pilot or copilot to control the rudder, brakes, and
nose wheel steering. The rudder pedal torque tubes
(see Figure 7-5) consist of an inner and outer tube,
installed in pillow block hearings. The left rudder
pedals are attached to the outer tube body of the aft
torque tube, and the two right pedals are attached to
the outer tube body of the forward torque tubo.- The
inner tubes of the forward and aft rudder torqué Libes
are mechanically linked to the rudder-brake pedals
and power brake valves (see Power Brake Valves.
Section Rudder control cables are conceded to
the two inboard rudder pedal horns extending below
the fcirward and aft rudder pedal torque tubes. A
cable attached to each pedal horn extends aft through
the fuselage to a rudder torque aro which is attached
directly to the base of the rudder (see Figure 7-5).
A balance cable interconnects the two rudder pedal
horns. This cable extends forward from the rudder
pedal horns, up, and across the cabin side of the for-
ward cabin bulkhead through a series of pulleys. Two
cable turnbarrels, located aft oí thebaggage compart-
ment, and one in the upper nose wheel well, are pro-
vided for rigging the cable system and adjusting cable
tension.
RUDDER. REMOVAL AND INSTALLATION. To re-
move the rudder assembly, proceed as follows:
a. Install tail stand as outlined in Section II.
b. Remove access covers from lower forward parí
of rudder and below stabilizer on both sides of aft
fuselage (see Figure 2-8).
c. Distonnect rudder trim tab flexible shaft and
wiring to rudder trim tab position indicator trans-
mitter.
d. Remove rudder-to-torque tube attach bolts, ac-
cessible through access opening in right side of rud-
der.
7-7
 685
Section VII MAINTENANCE MANUAL
Flight Controls

Figure 7-4. Aileron Trim Tab

e. Check rudder alignment with vertical stabilizer

CAUTION island and adjust rudder control cable turnbarrels in
aft fuselage untilrudder is streamlined with stabilizer
island.
Do not stand on horizontal stabilizer t. Remove clamp installed in step b.
when removing rudder. g. Adjust rudder travel at rudder stops to obtain
travel values shown in Figure 7-9. Rudder stops,
Turn rudder approximately 45 degrces to left located in aft fuselage, limit travel of rudder torque
or right and remove rudder bingo bolis. tubo arm.. Adjust stops by loosening rudder-stop
f. Remove rudder. checknuts and turn rudder-stop
h. Tighten rudder-stop checknut and check rudder
Rudder installation procedure is the reverse of the travel and cable tension.
removal procedure. i. Secure turnbarrels with safety wire and inspect
rudder cable system.
j. Remove tail stand.

RUDDER CONTROL SYSTEM RIGGING. To rig the
rudder control system, proceed as follows:
a. Install tail stand as outlined in Section
b. Clamp a piece of flat, non-flexible steel or
anglo iron across rudder pedal arms so that pedals
are aligned in same relative position.
c. Tighten rudder control cable turnbarrels in aft
fuselage until correct cable tension is obtained.
d. Tighten rudder balance cable turnbarrels until
correa cable tension is obtained.
RUDDER TRIM TAB SYSTEM. The rudder trim tab
is installed in the lower portion of 11w rudder trailing
erige, and is operated by a trim tab control wheel in-
stalled in the overhead control panel. Rotation of
this wheel actuales the trim tab through a mechanical
linkage consistiug of a cable, chata, sprocket, flex-
ible shaft and jackshaft mechanism (seo Figure 7-6).
This trim tab control wheel operates a gear-driven
cable drum on which the trim tab control cable is
wound. The control cable is rouled overhead to the
aft fuselage and the cable ends are attached to a chain

7-8
 685
MAINTENANCE MANUAL Section VII
Flight Controls

TUFLNBARREL

BALANCE
CABLE
TURNBARRELS

ACCESS DOOR

DISCONNECT HERE
TO REMOVE RUDDER

RUDDER
STOP PEDAL_,..
HORN

RUDDER PEDAL
TORQUE TUSE

TORQUE
ARM 27 4A4

Figure 7-5. Rudder Control System

which is meshed with a drive sprocket. A flexible b. Remove nut and holt attaching push-pull rocl lo
shaft connected betweenthe sprocket wheel and tab rudder trim tab.
actuator drives the shaft which moves the trim tab. c. •Remove safety wire and withdraw hinge pies
Li mit stops, consisting of small bolis installed Un' ough from rudder trim tab hinge.
links in the drive chain, restrict chain travel when d. Remove rudder trim tab.
contad is :nade with the sprocket. Turnbarrels in- •
stalled in the control cables in the aft fuselage are The trim tab installation procedure is the reverse of
utilized for rigging and adjusting cable tension. . the removal procedure.

RUDDER TRIM TAB REMOVAL AND INSTALLA-

TION. To remove the rudder trim- tab, proceed as
follows:
a. Position rudder trim tab to expose nut and holt
attaching push-pull rod to rudder trim tab.
RUDDER TRIM TAB CONTROL SYSTEM RIGGING.
Whenever it is necessary tu replace or rig the rudder
trim tab control cables (see Figure 7-6), proceed as
follows:

7-9
 685
Section VII MAINTENANCE MANUAL
Flight Controls

RUDDER TRIM TAB

RUDDER
TRIM TAB
RUDDER
TRIM TAB
INDICATOR
TRANSMITTER

TURNBARRELS

FORWARD
CABLE
BEVEL GEARS
CABLE DRUM

RUDDER 27 5
TRIM TAB
WHEELS

Figure 7-6. Rudder Trim Tab Control System

a. Place swaged boss on rudder trim cable in
cable drinn detent and wrap cable around drum three
turas on'each side of detent.
b. RoUte control cable ends aft through cable pull-
eys and fairleads to station 252.00 and secure tem-
porarily to prevent cable unwinding from drum. Con-
trol cable ends should be equidistant from cable drum
when cable is properly wound.
e. Rotate rudder trim tab drive sprocket in aft
fuselage until trim tab is streamlined with rudder.
d. Attach aft control cables to ends of roller chain.
e. Position chala on trim tab drive sprocket so
that cable ends are equidistant from sprocket.
f. Route aft control cables forward through cable
pulleys and fairleads and attach to forward control
cable turnbarr els.
g. Tighten turnbarrels until correct cable tension
is obtained. Safety wire turnbarrels.
h. Rotate rudder trim tab control wheel and check
for freedom of movement. Rudder trim :tab should
travel arriequal distante to either side of the stream-
lined position. To adjust tab, change length of rudder
trim push-pull rod. Atter adjustment, check rod end
threads for adequate engagement.
NOTE
Cable drum is improperly wound if
swaged boss rotates out of drum detent
in either the NOSE LEFT or NOSE
RIGHT position. When control wheel
is rotated to NOSE LEFT, trim tab
should hinge right. Trim tab should
hinge left when control is rotated to-
ward NOSE RIGHT.
i. Rotate rudder trim tab, control wheel to the
NOSE RIGHT position until trim tab has moved left to
correct travel limit.
j. Install stop boli through right side of drive chain
in link nearest trim tab drive sprocket.

7-10
 685
MAINTENANCÉ MANUAL
k. Repeat step i. for NOSE LEFT position.
1. Install stop bolt through right side of drive chain
in link nearest trim tab drive sprocket.
m. Recheck trim tab travel limas and secure all
hardware with cotter pins and safety wire, as appli-
cable.
RUDDER TRIM TAB POSITION TRANSMITTER. The
rudder trimtab positiontransmitter is installed in the
lower left side of the rudder. The transmitter con-
tains a variable resistor which is mechanically linked
to the trim tab actuator assembly and electrically
connected to the dual-scale rudder and elevator trim
tab position indicator. For detailed description, see
Section X.
RUDDER TRIM TAB POSITION INDICATOR TRANS-
MITTER ADJUSTMENT. The procedure for adjusting
the rudder trim tab position indicator transmitter is
outlined in Section X.
ELEVATOR CONTROL SYSTEM
Each elevator operates on sealed bearings installed
in two hinge brackets attached to the aft horizontal
stabilizer spar. The elevators are operated by fore
and aft movement of either control column. Alargue
arm at the inboard lower end of each control column
extends below the 'loor structure where it is connected
to an adjustablepush-pull rod which extends aft to the
forward transfer tube (see Figure 7-7). The forward.
transfer tube is installed between the floor beams and
operates on sealed bearings. The elevator control
cable which is attached to an arm on the transfer tube
is routed forward and around an idler pulley. It then
passes aft through a control cable bracket assembly,
located aft of the baggage compartment, and continues
to the extreme aft section of the fuselage, where it is
routed around another idler pulley and forward to the
arm of the aft transfer tube. Pulleys and' fairleads
are used to route the elevator 'cables through the aft
fuselage to the aft transfer tube. The aft transfer
tube is similar to the forward transfer tube and has
adjustable push-pull rods, extending aft to arms at-
tached to each elevator torque tube. Two turnbarrels,
installed in the elevator control system aft of fuselage
station 339.00, pernil control cable tension adjust-
ment. Additional adjustment to change the up or down
travel or streamline the elevators is accomplished by
adjusting the length of transfer tube push-pull rods.
Adjustable mechanical stops, installed in channel
brackets located below the floor structure at the for-
ward transfer tube assembly, are provided to limit
elevator travel. Stops are adjusted by loosening the
checknuts and rotating the stop in the desired direc-
tion.
A bungee system consisting of four coil springs is
employed in the elevator control system to aid in
control surface movement and provide the best feel
on the controls whileflying at low speeds. The springs
are attached to the fuselage structure and to the aft
transfer tube assembly as shown in Figure 7-7. When
the aircraft is on the ground the bungee system forres
the elevators toward the down position. For this rea-
Section VII
Flight Controls
son, it is necessary to secure the elevators in neutral
position by use of external control clamps before
elevator control system maintenance is performed.
ELEVATOR REMOVAL AND INSTALLATION. To
remove the elevators, proeeed as follows: See Figure
7-6.
a. Remove nuts at inboard end of elevator torque
tubes.
b. Disconnect trim tab actuator flexible shaft and
elevator trim tab position indicator wire (see Figure
7-8).
c. Disconnect aft push-pull rods at elevator torque
tube arms (see Figure 7-6). Do not change length of
elevator push-pull rods.
d. Remove elevator hinge bolts.
e. Remove elevator s.
Etevator installation procedure is the reverse of the
removal procedure.
ELEVATOR CONTROL SYSTEM RIGGING. Attach all
elevator control cables to bellcranks, as shown in
Figure 7-7, and adjust each elevator aft push-pull
rod to a length of 11.75 incites. This measurement
is from centerline to centerline of rod end fittings.
Connect aft push-pull rods between aft transfer tube
assembly and eleVator torque tube arms.
a. Synchronize elevators by adjustment of elevator
torque tube push-pull rods.,
b. Adjust mechanical stops at forward transfer
tube and elevator control cable turnbarrels to obtain
correa tension and travel.
c. Attach push-pull rods between forward transfer
tube and control column arm. With elevator secured
in streamline position, adjust lengthof push-pull rods
to give a 3-degree forward pitch to control columns.
d. Adjust elevator stops (Figure 7-7) to obtain
correct travel.
e. Install elevator bungee springs and secure all
control cable turnbarrels with safety wire.
ELEVATOR TRIM TAB SYSTEM. Controllable trim
tabs, located on the inboard trailing edge of each ele-
vator, are operated by an elevator trim tab control
wheel installed on the left side of the overhead trim
tab control panel. A portion of the control wheel ex-
tends through the trim tab control panel, and when
rotated, actuates the trim tab through a mechanical
linkage consisting of cables, chains, sprockets, flex-
ible Shafts, and jackshaft mechanisms (see Figure
7-8). The trim tab control wheel turas a set of gears
which rotate the trim tab control drum. Both ends of
the cable are routed overhead from the trimtab cable
drum to the aft fuselage and connected to an additional
set of control cables that operate the left and right
trim tab actuators. The additional cables are attached
to the main control cable by a mechanicalsplice. Each
set of control cables are then attached to a chain that
is meshed with drive sprockets. A flexible shaft ex-
tending from each drive sprocket, operates the re-
spective trimtab through a jackshaft installed in each
7-11
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Section VII MAINTENANCE MANUAL
Flight Controls.

27 34

ELEVATOR
FORWARD
TRANSFER
TUBE
ELEVATOR
TORQUE
TUBES

ELEVATOR PUSH-PULL
CONTROL STOPS ROD
COLUMN

IDLER
PULLEY

PUSH PULL ROD '....<AFT TRANSFER

TUSE ASSY

IDLER PULLEY

27 6

Figure 7-7. Eleyotor Control System

7-12
 685
MAINTENANCE MANUAL
elevator. Trim tab travel is limited by a bolt, washer,
and nut installed in a specific chain link to restrict
chain travel when contad is made with the sprocket.
Turnbarrels utilized for rigging and adjusting cable
tension are installed in the control cables at fuselage
station 257.00.
ELEVATOR TRIM TAB REMOVAL AND INSTALLA-
TION. To remove the elevator trim tabs, proceed as
follows:
a. Position trim tab to expose bolt and nut attach-
ing push-pull rod to trim tab.
b. Remove nut and bolt attaching push-pull rod to
trim tab.
c. Remove safety Wire and withdraw hinge pin from
trim tab hinge.
d. Remove trim tab.
Elevator trim tab installation procedure is the re-
verse of the removal procedure.
ELEVATOR TRIM TAB CONTROL SYSTEM RIGGING.
When it is necessary to replace or rig the elevator
trim tab cables, use the following procedure. See
Figure 7-8.
a. Place swaged boss on forward control cable in
cable drum detent and wrap cable around drum; three
turns on the right side of detent, two turns on left side.
b. Route control cable ends aft through cable pull-
eys and fairleads to station 252.00 and secure tem-
porarily to prevent cable unwinding from drum. Con-
- trol cable ends should be equidistant from cable drum
when cable is properly wound.
c. Rotate elevator trim tab drive sprockets in aft
fuselage until elevator trim tabs are streamlined.
d. Attachaft control cables to ends of roller chains.
e. Position roller chains on elevator trim tab
drive sprockets until cable ends are equidistant from
sprockets.
f. Route aft control cables forward through cable
pulleys and fairleads and attach to forward control
cable turnbarrels. See Figure 7-8.
g. Tighten control cable turnbarrels until correct
cable tension is obtained and secure the turnbarrels
with safety vvire.
h. Rotate elevator trim tab control wheel (trim
tabs up) until correct trim tab travel is obtained.
See Figure 7-9.
i. Instan stop bolt through upper chain in link
nearest trim tab drive sprocket.
j.
Rotate elevator trina tab control wheel (trim
tabs down) until correct trim travel is obtained.
k.
Install stop bolt through lower chain in link
nearest trim tab drive sprocket.
NOTE
Cable drum is improperly wound if
swaged boss rotates out of detent in
either NOSE UP or NOSE DOWN posi-
tion. When control wheel is rotated to
NOSE UP, trim tab should hinge down.
Tab should move up when control wheel
is moved toward NOSE DOWN.
Section VII
Might Controls
I. Recheck trim tab travel limito and secure all
hardware with cotter pies and safety wire as appli-
cable.
ELEVATOR TRIM TAB POSTTION TRANSMITTER.
An elevator trim tab position transmitter installed in
the left elevator, contains a variable resistor which is
mechanically linked to the trim actuating shaft and
electrically connected to a dual-scale rudder and ele-
vator trim tab indicator. For detailed description,
see Section X.
ELEVATOR TRIM TAB POSIT ION INDICATOR
TRANSMITTER ADJUSTMENT. The procedure for
adjusting elevator trim tab position indicator trans-
mitter is outlined in Section X.
WING FLAP CONTROL SYSTEM
Two all-metal flaps are installed on each wing. The
inboard flaps extend from the fuselage to the engine
nacelle, and the outboard flaps extend from the out-
board side of each nacelle to the ailerons (see Figure
7-10). The flaps are hinged from the aft wing spar and
are actuated by a hydraulie cylinder and master sheave,
located in the aft fuselage. Refer to Section III for
information on operation and maintenance of the wing
flap hydraulic system. The flap actuating cylinder
body is secured to the aircraft fuselage and the cyl-
inder piston rod is connected to the master sheave. A
push-pull rod connects the master sheave te% slave
sheave on the opposite side of the fuselage. Cables
extend outboard from the master and slave sheaves to
additional sheaves which are attached to the indivi-
dual flap sections on each side of the aircraft by
push-pull tubes. Movement of the flap actuating cyl-
inder piston rods operate all cable sheaves at the
same time, causing the flap sections to move simul-
taneously. When the flaps are up, the top surface of
each flap canforms with the contour of the wing to
provide a clean airfoil. The wing flap control cables
must be rigged and adjusted to synchronize all four
flap sections throughout the entire range of travel in
both directions. However, anything other than minor
adjustment to flap rigging will seldom be necessary
if attention is given to preserving original measure-
ment and positioning of rod ends and other hardware.
Piston travel within the flap actuating cylinder pro-
vides 40 (± 2) degrees of flap travel and is stopped
when the pisten is bottomed at the end of its stroke.
An electrically operated flap position indicator, in-
stalled inthe instrument panel indicates flap position.
The indicator is actuated electrically by a position
transmitter, connected to the flap actuating master
sheave.
WING FLAP REMOVAL AND INSTALLATION. When
removing flaps from the aircraft, proceed as follows:
See Figure 7-10.
a. With flaps in full down position, remOve push-
pull rod access door on wing trailing edge closeout
skin (see the Inspection Plates and Access Covers
Figure in Section II).
b. Disconnect push-pull rod from flap sheave.
c. Remove flap attaching hinge bolts.
7-13
 685
Section VII MAINTENANCE MANUAL
Flight Controls

27 35

ELEVATOR
TRIM
TAB

ROLLER CHAIN

ELEVATOR TRIM
TAB WHEEL
ELEVATOR
TRIM
TAB

ELEVATOR TRIM TAB

INDICATOR TRANSMITTER
27 7 27 7

Figure 7-8. Elevator Trim Tab Control System

7-14
 685
MAINTENANCE MANUAL Section VII
Flight Controls

FLAPS-INB'D FLAPS-OUTB'D

N..
a illaill....-

-..
N... --..
40° (±20) DOWN --.. N\ 40° (± 2 °) DOWN -- \
12.37" MIN - 13.62" MAX -, 10.09" MIN - 11.11" MAX
-. N
,...

LIMITS MEASURED AT INBOARD POINTS LIMITS MEASURED AT INBOARD POINTS

AILERON
_. -.-
- -- 23° (±2°) UP
4.74" MIN - 5.64" MAX
---
-...
__
15° (±2°) DOWN
-
3.40" MIN - 3.82" MAX

Id
LIMITS MEASURED AT INBOARD END FROM FLAPS IN FULL UP POSITION

ELEVATOR
-
-- ..-
--- .... 30° (11 -0°) UP
, -- --
....- ...- 10.16" MIN - 10.49" MAX
---
...- - ...-

10° (+2 -0°) DOWN

li - 3.42" MEN - 4.10" MAX

LIMITS MEASURED AT INBOARD POINTS WITH TAB STREAMLINED

ELEVATOR TRIM TABS I 6.5° (+1, -1°) UP

0.57" MIN - 0.77" MAX

4111~- 24° (+1, -1°) DOWN

c 2.31" MIN - 2,50" MAX

LIMITS MEASURED AT OUTBOARD END OF LEFT TAB ONLY, SYNCHRONIZE RIGHT TAB
AT STREAMLINE POSITION

RUDDER RUDDER TRIM TAB

rm\ 200 (+2 -0°) L & R. 26° (+2 -0°) L & R

✓ 4
12.21" MIN - 13.40" MAX 2.19" MIN - 2.35" MAX
i
/ \
/ \
/ t
/ \
/ / \ t
/ / \ 1 / t NOTE
/ / \ 1 / ‘ ALL MEASUREMENTS G1VEN ARE
/ / \ ‘ í .\ ON A STFtAIGHT LINE FROM POINT
i/ / \5 t,/ \ ‘ TO POINT.
\ ( ' \
(/

LIMITS MEASURED AT BOTTOM LIMITS MEASURED AT UPPER END 17 36

Figure 7-9. Measuring Points - Control Surface Travel

7-15
 685
Section VII MAINTENANCE MANUAL
Flight Controls

TURNBARRELS
SLAVE
SHEAVE

FLAP CONTROL
BELLCRANKS

WING FLAP FLOW

CONTROL VALVES

HYDRAULIC UNES TO
LANDING GEAR AND WING
FLAP CONTROL VALVE

LANDING GEAR
AND WING FLAP
CONTROL VALVE 27 37

Figure 7-10. Wing Flap Control System

d. Carefully Bit flap clear of aircraft. °. Measure distante between center hines of mas-
ter sheave and slave sheave and record measure-
ments.
NOTE
NOTE
To eliminate the necessity for setting
flap travel after installation, do not The aboye measurement is to be taken
rotate flap push-pull rod end fittings. at the center Unes of the mounting bolt
spacers, just under the bottom of each
sheave's internal bearing rano, using
Installation procedure for a wing flap is the reverse
trammel points or other suitable meas-
of the removal procedure.
uring equipment.
WING FLAP CONTROL SYSTEM RIGGING. To rig
the wing flap control system, proceed as follows: h. Adjust rodends of symmetry pushrod assembly
to the measurements established in step g. Adjust-
a. Remove all flaps from aircraft, and remove ments will be made between. the center lines of the
wing contour skins. rod ends. The adjustments will be as close as poss-
b, Remove attaching hardware securing flap actuat- ible within one-hall (1/2) turn of the rod end. Tighten
ing rod and transmitter arm to the master sheave. jamb nuts and install assembly to sheave.
c. Relieve hydraulic pressure onhydraulic system
in accordance with procedures in Section nl of this
Manual
d. Disconnect and cap hydraulic Unes from actuator.
e. Remove nut and bolt attaching the flap actuating
cylinder arm to the master sheave. Remove trans-
mitter linkage from the master sheave. Install bolt
into actuating cylinder arm and master sheave, but
I CAUTION

On all rod end adjustmen s, if safety

leave nut off. wire passes through bolt witness holes
f. Connect a small simple hydraulic hand pump to in rod assembly, rod end is extended
the actuator. The pump should have the capability to past limits and should be screwed fur-
hold 1000 psi, and have a selector valve. ther into assembly (see Figure 7-11).

7-16
 685
MAINTENANCE MANUAL Section VII
Flight Controls

to the right cable. Tighten cables as required to °b-

iela the tolerantes.

NOTE

Control cable turnbarrel terminals

must .not ride sheave cable grooves
when flap is moved from full up to full
down position.

p. Adjust cable turnbarrels for the outboard flap

pulleys until center line of flap actuating arm is 85
(+ .03, -.00) incites from aft face wing spar web.
Apply 55 (t 5) pounds of cable tension to the cables.
Tighten cables as required to obtain the tolerante.
q. Recheckdimensions and cable tensions as shown
in Figures 7-9 and 7-12, and safety wire all turn-
barrels.
r. Adjust inboard flaps push-pull rods to a length
of 7.65 (t . 02) incites, measuring from center. Unes
sof rod end fittings.
WITNESS s. Adjust outboard flaps push-pull rods to a length
HOLE of 6.65 (t . 02) incites, measuring from center lines
of rod end fittings.

CAUTION I
IF SAFETY WIRE WILL PASS THROUGH
BOTH WITNESS ROLES, ROD END IS
EXTENDED PAST LIMITS.
27 31
Figure 7-11. Rod End Adjustment
i. Adjust the actuatingcylinder rodend, until sym-
metry push rod assembly travels an equal distance
outboard of the master sheave as it does of the slave
sheave.
j. Operate the hydraulic hand pumpandapply 1000
psi to the actuator.
k. With the actuator fully extended, measure and
record the distance outboard from the center une of
the attaching bolt of the symmetry rod assembly to
the outboard edge of the master sheave support brac-
ket.
1. Retract the actuator arm to its maximum.
m. Measure distance outboard from the center line
of the attaching bolt of the symmetry rod assembly to
the outboard edge of the slave sheave support bracket.
Distante should be the same as master sheave, if not,
adjust hydraulic actuator rod end until the measuré-
ments are equal. Master and slave sheaves are now
centered between full up and full down.
n. Retract hydraulic actuator to its maximum and
lock with 1000 psi.
o. . Adjust cable turnbarrels nearest left and right
inboard flap sheaves until center Une of flap actuating
arm is 1.10 (+. 03, -. 00) incites from aft face of wing
spar web. Apply 60 (± 5) pounds of cable tension to
the left cable and 75 (+5, -0) pounds of cabletension
NOTE
The dimenslons in steps r. and s.
should position flaps approximately
0.50-inch below fairing with actuator
in the full up position.
t. Firmly secure all cables and push-pull rods,
u. Install flaps and wing contour skins.
v. Level aircraft laferally to within 0° 30' using a
vernier angle gage (Model B Vernier angle gage.
Engis Equipment Co.). Instan all flaps on aircraft
and locate vernier angle gage position on flaps as
follows:
1. On the inboard flaps, mensure 17.25-inch
along trailing edge from inboard edge towards
outboard edge. Place a strip of 2-inch wide
tape on top of flap 90° from the trailing edge.
Locate vernier angle gage and mark position on
tape. Leave tape in position until rigging is
complete.
2. Repeat the same procedure for the out-
board flaps, using a 26,00 inch measurement.
w. Actuate flaps to the downposition and apply 1000
psi. Adjust inboard flaps, :using flap push-pull rods
until their down readings are as close to equal as one
half turn of their rod endswith an allowable maximum
difference of 0° 10'.
x. Repeat the same procedure for the outboard
flaps and record all degrees of measurement.
y. ,Actuate flaps to the up position and apply 1000
psi. Measure distance from inboard flaps to their
respective fairings. Reform fairings until these di-
mensions are the same.
z. Repeat the same procedure for the outboard
flaps and fairings.
aa. Adjust flaps te fairings, with flap actuating rods.

7-17
 685
Section VII MAINTENANCE MANUAL
Flight Controls

160 160

40 140

111E11111111
120

.111
, 120

RIR II er wir
E
CABLETENSION - LBS

111~11all
0

ME
MEMMEMOMMEMEM „ad Wr
2 Km

•OIEWMRUMIE
o

MIME alada. _ara

■■
e
0

EWOMEM■
Wragglea~111 Ole
egal
(I 00

40 40

20 1111111 CABLES 7013

nunom
01.11VATOR
.911.12100
nx;c60
s.o 606
3.0 LOS
2.0 L4S
1 2 -"L,:c1v7=1y u ■

o 40 60 60 100 10 140 20 40 60 80 100 120 140 100

112131~-611116-' TEMPERATURE- UP

SURFACE CABLE TENSION-POUNDS SURFACE OR UNIT CABLE TENSION-POUNDS

RUDDER Refer to Graph FLAP - INBD, RH Refer to Graph

ELEVATOR Refer to Graph FLAPS - OUTBD Refer to Graph

AILERON Refer to Graph RUDDER TRIM TAB 15 +1, -1

FLAP - INBD, LH Refer to Graph ELEVATOR TRIM TAB

(A/C 12000 thru 12060)
(A/C 12061 thru 12099)

Figure 7-12. Cable Tensions Temperature Conversion <han

The inboard flaps should be raised equal turns on rod
ends and then the outboard flaps raiseci equally.
ab. Cycle flaps through three complete cycles and
lock the flaps in the down position with 1000 psi.
ac. Record all down readings, then actuate flaps up
and record readings. Degree of travel should agree
with dimensions shown in Figure 7-9.
ad. With 1000 psi applied, difference between like
flaps (either outboard or inboard is 0° 45').
ae. Instan transmitter linkage and hardware to the
master sheave and adjust to full up and full down as
outlined in Section X.
af. Removehydraulic pump, attachaircraft hydrau-
lic system to the actuator and pressurize hydraulic
system in accordance with procedures in Section lII
of this Manual.
ag. Safety wire all turnbarrels.
WING FLAP POSITION TRANSMITTER
The wing flap position transmitter is installed on the
left side of the fuselageimmediately aftof the baggage
compartment. The transmitter contains a variable
resistor which is mechanically linked to the wing flap
and electrically connected to the flap position indicator
installed in the pilots instrument panel. For detailed
description, see Section X.
WING FLAP POSITION INDICATOR TRANSMITTER
ADJUSTMENT. Procedure for adjusting the wing
flap position indicator transmitter is outlined in Sec-
tion X.

7-18
 685
MAINTENANCE MANUAL Section VIII
Instruments

SECTION VIII

INSTRUMENTS

TABLE OF CONTENTS

Page Page
GENERAL DESCRIPTION 8- 1 Magnetic Compass 8- 8
INSTRUMENT SYSTEM MAINTENANCE 8- 2 Flap Position Indicator . 8- 8
INSTRUMENT VACUUM SYSTEM 8- 3 Rudder and Elevator Trim Tab
Vacuum Pumps 8- 3 Position Indicators 8- 8
Vacuum Relief Valves 8- 3 POWER PLANT INSTRUMENTS 8- 8
Turn-and-Bank Itestrictor Valve 8- 3 Tachometer Indieators and Generators 8-12
Vacuum Gage 8- 5 Manifold Pressure Gage 8-12
Vacuum /kir Enter 8- 5 Fuel Flow Indicator 8-13
FLIGHT INSTRUMENTS 8- 5 Engine Gage Units 8-13
Pitot-Static System 8- 5 MIS CELLANEOUS INSTRUMENTS 8-13
Altérnate Static Pressure Source 8- 7 Hydraulic Pressure Gage 8-13
Airspeed Indicator 8- 7 Fuel Quantity Indicator 8-13
Altimeter 8- 7 Voltamraeters 8-13
Cabin Altitude and Differential Outside Mr Temperature • Indicator-
Pressure Indicator 8- 7 Ambient Air 8-14
Rate-of-Climb Indicator 8- 7 INSTRUMENT PANEL 8-14
Cabin Rate-of-Climb Indicator 8- 7 Removal and Installation 8-14
Directional Gyro Indicator 8- 8 INSTRUMENTS 8-14
Attitude Gyro Indicator 8- 8 Removal and Installation 8-14
Turn-and-Bank Indicator 8- 8 STALL WARNING SYSTEM 8-14
Clock 8- 8

GENERAL DESCRIPTION 8-1). A conventional 8-day dock, airspeed indicator,

The instrument panel is comprised of three 2024-T3
sections finished in fíat lusterless black enamel to
reduce daytimeglare andincrease nighttime visibility
of the instruments. Plastic false panels are attached
over the three sections to provide a finished panel.
The panels are held in place by three shock mounts
along the bottom and shock mounted screw attach
points at the top. The false panels may be removed
for inspection and maintenance of components on the
forward side of the panel. Allirtstruments are visible
from either the pilot or copilot seats and are indivi-
dually illuminated by edge lights in the false panels.
White overhead floodlights augment the instrument
lights. The instrument lights andfLoodlights are each
controlled and protected by a rheostat and a circuit
breaker switch on the overhead switch panel. The
circuits are supplied with 28-volt de power through
the lights drena breaker. The following instrumente;
are installed in the left instrument panel (See Figure
attltude gyro, altimeter, turn-and-bank indicator,
directional gyro, rate-of-climb indicator, cabin rate-
of-climb indicator, cabin altitude and differential
pressure gage. A cabin pressure controller gage is
installed in the pressurization panel below the left
instrument panel. The center instrument panel in-
eludes the manifold pressure gage, tachometer indi-
cator, fuel flow and fuel quantity indicators, flap
positionindicator, hydraulic pressure gage, and com-
posite engin indicator. The rudder and elevator
trim tab position indicators and vacuum gage are in-
stalled in the right instrument panel. The magnetic
compasa is installed at eye level on the windshield
centerpost and the voltammeters are installed in the
overhead switch panel. The directional gyro, attitude
gyro, and turn-and-bank indicators are operated by
air-driven gyros. The altimeter, rate-of-climb, and
airspeed indicators operate from the pitot-static sys-
tem. The flap position, trim tabposition, tachometer,
fuel quantity, and voltammeter indicators operate by
reflecting a change in current flow due to increased
8-1
 685
Section VIII MAINTENANCE MANUAL
Instrumenta

23

1. AIRSPEED INDICATOR 13. ENQNE GAGE

2. ATTITUDE GYRO 14. FUEL QUANTITY
3. ALTIMETER 15. FLAP POSITION
4. TURN & BANK INDICATOR 16. HYDFtAIILIC PRESSURE
5. DIRECTIONAL GYRO 1'l. RADAR SCOPE
6. RATE-OF-CLIMB INDICATOR 18. TRIM TAB POSITION
7. CLOCK 19. VACUUM GAGE
8. CABIN BATE-OF-CLIMB INDICATOR 20. CIRCUIT BREAKER PANEL
9. CABIN ALTITUDE AND DIFFERENTIAL 21. WING FLAP CONTROL
PRESSURE INDICATOR 22. LANDING GEAR CONTROL
10. MANIFOLD PRESSURE 23. PRESSURIZATION & MR CONDMONING
11. TACHOMETER CONTROLS
12. FUEL FLOW INDICATOR

28 21

Figure 84. Instrument Panel

output or variations in resistance. The hydraulic
pressure gage operates by a direct pressure from the
system. The fuel flow indicators and composite engine
indicators (oil temperature, oil pressure, and cylinder
head temperature) are operated by transducers at a
specific measuring point in their respective systems.
The cabin altitude and differenfialpressure gage indi-
cates flight atmospheric pressure, cabin pressure,
and differential pressure.
INSTRUMENT SYSTEM MAINTENANCE
Unless otherwise specified, field maintenance of in-
strument systems is limited to removal and replace-
ment of detective instruments, transmitters, and
probes; authorized in-service adjustment of trans-
mitters and instruments; replacement of indicator
lamps; and repair of instrument systems between the
instrument and signal source. Reliability of the var-
ious instruments and related systems can be sustained
by routine inspection of electrical wiring for chafing,
and electrical connections for security. All Huid
pressure, pitot pressure, and static line connections
must be tight at all times and lines must be correctly
routed and secured. Instrument ports and unes dis-
connected during system maintenance must be capped
or plugged immediately, to prevent the entrante of
foreign material and consequent instrument malfunc-
tion. Maintenanee procedures pertaining to a specific
instrument or system are contained in subsequent
paragraphs. As a general rule it is recommended
that the instrument signal source and means of trans-
missionto the instrument be 'wrung out' before chang-
ing an instrument. In cases where dual instruments
are installed it may be expedient to exchange instru-

8-2
 685
MAINTENANCE MANUAL
ments or instrument signal sources as a means of
determining if the malfunctlon is in the instrument,
signal source, or connecting system.
INSTRUMENT VACUUM SYSTEM
Alr for operating the directional gyro, artificial
horizon, and turn-and-bank indicators is drawn luto
the instrument vacuum system through two engine-
driven vacuum pumps, one pump being mounted on the
accessory pad on the left aft side of each engine (see
Figure 8-2). Air is drawn luto the vacuum system
through a central air filter installed on the forward
side of the bulkhead at fuselage station 5.50. In the
event of failure of either pump, the remaining pump
is capable of maintaining the instrument vacuum sys-
tem airflow. Air flows from the instrumenta, through
a check valve, across vacuum warning switches, and
through relief valves to reach the pumps. Pump ex-
haust air is discharged through an air-oil separator
luto the oil vent line and overboard. To maintain the
proper rate of air flow in the instrument vacuum sys-
tem, the vacuum relief valves are set to produce a
vacuum of 3.80 - 5.00 luches Hg. Screen on the
vacuum relief valves prevent dust from entering the
vacuum pumps and should be cleaned frequently to
enable the valves to function properly. An adjustable
needie restrictor valve is installed at the aft side of
the turn-and-ba.uk instrument. This needle restrictor
valve is adjusted to reduce the vacuum applied to the
turn-and-bank indicator to 2.0 incites Hg. The vacuum
system warning switches are vacuum operated di-
aphragm switches which complete an electric circuit
to aluminato a red light on the instrument panel when-
- ever a vacuum pump fallo or the engine isnot operat-
ing. The check valves are held upen against spring
tension by air flow through the valve. If ene ptimp
should fail, the check valve for that puinp closes to
prevent air from being draw through the inoperative
pump. The vacuum gage line is attached to the un-
restricted outlet of the turn-and-bank restrictor
valve. Since air is always flowing around the upper
portion of the valve screw in the housing, changing
the turn-and-bank vacuum will not visibly affect the
vacuum gage reading.
VACUUM PUMPS
Each of the four vane, rotary, positive displacement
pumps is capable of simultaneously producing aniniet
suction of 23. 5 incites Hg and an outlet pressure of
46. 5 luches Hg at 1500 engine rpm. This capacity en-
ables either pump to operate the entire vacuum sys-
tem if the other pump should fail. Each pump rotates
counterelockwis e (viewed from the drive pad of engine)
at 1.13 times engine rpm. The purnp drive shaft is
designed to shear at 340-390 inch-pounds of torque to
prevent darnage to the pump drive mechanism in the
event of pump malfunction. Oil required for lubrica-
tion and sealing of the pimpis supplied by the engine.
An oil separator in the rightside of the engine nacelle
extracts the oil from the pump's exhaust atr and
Section VIII
Instrumente
allows it to return to the engine crankcase. See
Section IV for removal and installation.
VACUUM RELIEF VALVES
Vacuum relief valves are installed on the outboard
ends of the vacuum train, located on the aft side of
the baggage compartment aft bulkhead. Since either
pump is capable of creatíng more vacuum than is
needed the relief valves act as adjustable regulator
valves. The relief valves are .adjusted to maintain
the system vacuum within the 3.80 - 5.00 incites Hg
limits required for properly driving the instrument
gyroscopes. As engine speed increases,pump speed
increases, and the relief valve for that pump bleeds
air luto the system toprevent the vacuum systemfrom
exceeding 5. 00 incites Hg. Each valve should be ad-
justed separately to maintain a vacuum gage reading
of 4.20 incites Hg at 2200 engine rpm.
VACUUM RELIEF VALVE CLEAWING AND'ADJUST-
MENT. The relief valve filters must be kept clean
and the valves adjusted to maintain a vacuum gage
reading of approximately 5.00incites Ilg when engines
are operated at 2500 rpm. If excessive vacuum is
indicated, remove and alean the relief valve filters
with a non-petroleum base solvent and dry with com-
pressed air. Also check, clean, or replace the cen-
tral air filter forward of fuselage statiort .5. 50. If
the vacuum still requires adjustment atter:, cleaning
the relief valve filters and cleaning or réplacing the
instrument air filter or Cillero, proceed ah' follows:
a. Start one engine andallow it to warm up to nor-
mal operating temperatures.
b. Operate engine at 2200 rpm. Check vacuum
gage in instrument panel, for approximate indicalion
per the following table. If indication is incorrect,
adjust vacuum relief valve in vacuum train located
on aft side of aft baggage compartment bulkhead.
c. Loosen adjusting screw locknut.
d. Turn adjusting screw in (counterclockwise) to
increase vacuum or out (clockwise) to decrease vac-
uum setting. Set per following table.
e. Tighten adjusting screw locknut. Stop engine.
f. Repeat steps a. through e. for other engine.
Atter both relief valves have been checked and ad-
justed, restart other engine; the reading on vacuum
gage should be 5.00 luches Hg with both engines ope-
rating at 2500 rpm. The single engine vacuna relief
valve settings are as follows :
No. of Instrumente Gage indicaban w/one
Installed. engine operating.
3 4.9
4 to 6 5.0
TURN-AND-BANK RESTRICTOR VALVE
(Aircraft 12000. through 12039)
An adjustable needle valve, located at the aft side of
the turn-and-bank indicator provides a reduction of
8-3
 685
Section VHI MAINTENANCE MANUAL
Instruments

ARTI CIAL HORIZON VACUUM WARNING

DIRECTIONAL LIGHTS
GYRO

TURN-AND-BANK
INDICATOR

VACUUM
GAGE

RESTRICTOR
VALVE
VACUUM
MANIFOLD

VACUU1YI
MANIFOLD MR OUTLET
AND HOSE j.L. THROUGH OIL
ASSEMBLY VACUUM SEPARATOR AND
AIR FILTER
OVERBOARD-OR
TO DE-ICER SYSTEM
WHEN INSTALLED
VACUUM
RE LIE F
VALVE
LEPT ENGINE
VACUUM PUMP RIGHT ENGINE
VACUUM PUMP

VACUUM WARNING LIGHTS

PRESSURE SWITCH 'CHECK VALVE

28 22

Figure 8-2. Vacuum System Schematic

8-4
 685
MAINTENANCE MANUAL
vacuum for operation of the turn-and-bank indicator.
The required vacuum for turn-and-bank indicator
operation is 2.00 inches Hg. When adjusting the re-
strictor valve, the turn-and-bank inlet air filter must
be inspected, cleaned, and reinstalled. Adjust the
turn-and-bank restrictor valve as follows: See Fig-
ure 8-2.
a. Remove plug from unused port on restrictor
valve, and instan a master vacuum gage.
b. Adjust vacuum relief valves as ouUined in
Vacuum Relief Valve Cleaning and Adjustment para-
graph.
c. With both engines operating at 2200 rpm, loosen
restrictor valve adjusting screw locknut and tern ad-
justing screw knob clockwise to decrease, or counter-
clockwise to increase vacuum, as required to obtain
a 2.10 inch Hg reading on master vacuum gage, and
instan plug in restrictor valve.
VACUUM GAGE
The vacuum gage is installed in the right instrument
panel and registers the clifference between barometric
air pressure and the instrument manifold vacuum in
inches of mercury. Red radial fines on the face of the
dial at 3.80 and 5.00 incites Hg indicate the minimum
and maximum operating vacuum. The green arc be-
tween the red radial fines indicates the normal ope-
rating rango of the instrument vacuum system.
VACUUM MR FILTER
All of the vacuum operated instruments draw air
through one large air filter installed on the forward
side of,the pressurized area, thus providing instru-
ment operation entirely isolated from the fluctuations
of cabin pressure. All vacuum operated instruments
are sealed and pressure checked. These instruments
are dependent only upon ambient air and pressures,
and operate with no regard to the pressures Inside
the cabin area. Should any vacuum instrument give
erratic or incorrect readings, the piping should be
checked for loose B-nuts and other possibleleak paths
that might enable pressurized cabin air to enter the
instrument vacuum system. The instrument air filter
installed on the lower right side of the nose section
forward of station 5.50 should be cleaned every 100
hours in a non-petroleum solvent prior to removing
the filter element. The filter element may be cleaned
with low pressure compressed air. Do not use high
pressure air. Replace filter 'cover and safety retain-
ing bolt (see Figure 8-3).
FLIGHT INSTRUMENTS
The flight instrumento, located in the left instrument
panel, indicate the aircraft heading, airspeed, degree
of turn-and-bank, attitude, and rate of aircraft ascent
or descent. A magnetic compass is also installed on
Section VIII
Instruments
the windshield centerpost. With the exception of the
magnetic compass, all flightinstruments are operated
by the pitot-static or instrument vacuum systems.
The pitot-static system furnishes impact (pitot) and
static (atmospheric) air pressure to the airspeed
indicator, and static air to the altimeter and rate-of-
climb indicators. The attitude gyro, directionalgyro,
and the turn-and-bank indicator are air-driven gyros,
operated by the instrument vacuum system. Instru-
roent gyros are driven by ambient air rushing into the
instrument case to replace the air evacuated by the
vacuum system. The air usedto drive the instrument
gyros is filteredthrough a screen as it passes into
each instrument.
PITOT-STATIC SYSTEM
The pitot-static system provides Impact air pressure
for operation of the airspeed indicator and static air
pressure (atmospheric) to the airspeed indicator,
altimeter, rate-of-climb indicator, and cabin altitude
and differential pressure gage. Pitot pressure is
provided by a pitot tube, located in the airstream and
installed on each side of the forward fuselage. The
pitot system piping provides pitot pressure from both
pitot tubes to the airspeed indicator located in the
pilots instrument panel. Provisions are made for
installation of an airspeed indicator in the copiloto
instrument panel. This is accomplished by connect-
ing a single pitot pressure line from the instrument
into a capped tee fitting contained in the existing pitot
system piping. Switches located in the ovIrhead
switch panels complete electrical circuits to apply
28-volt dc power to the pitot head heating elements to
prevent the loss of airspeed indicalion caused bypitot
tube icing. Two static ports, one on each side of the
fuselage at station 354.00, provide static pressure to
the static Unes. The two static ports are joined with
a tee at the center of the upper fuselage and extend
forward to the static pressure-operated instruments.
MAINTENANCE. Flight instruments which utilize
pitot-static pressures are very sensitdve to pressure
variations. Therefore, all piping and hose connections
must be absolutely air light and the pitot-static sys-
tem free from moisture and foreign material. Pitot
tube covers should be installed immediately after
each flight and remain in place until the next prefiight
inspection is accomplished. Pitot tubes should be
occasionally checked for proper operation of the inte-
gral heating element. This is accomplished by ope-
rating the pitot heaters for approxirnately 10 seconds
and placing the hand near each pitot tube to check for
presence of heat. If either or both of the pitot htbes
fails to heat, check the heating element circuits be-
fore replacing the pitot tube. Moisture drains for the
pitot tubes are unnecessarybecause of tubedesign and
location in the system. The static system is drained
by removing the clrain plug, located in the static line
to the right of the copilots outboard rudder pedal.
Drain the static system frequently when operating the
aircraftin humid conditions. To completely purge the
static fines of moisture and other foreign matter,
disconnect static line from the aft side of drain con-
8-5
 685
Section VIII MAINTENANCE MANUAL
Instruments

1. FILTER INSTALLATION - VACUUM 7. NORMAL STATIC SOURCE

2. STATIC DRAIN - PRIMARY (TYP BOTH SIDES)
3. MAGNETIC COMPASS 8. STATIC DRAIN - ALTERNATE
4. OUTSIDE MR TEMPERATURE 9. PITOT HEAD
5. STALL WARNING SWITCH 10. STALL WARNING HORN
6. VACUUM TRAIN 28 7A4

Figure 8-3. Equipment Installation - Instruments

nection and apply 2 - 4 psi pressure to the line.
WARNING
Be sure air pressure is directed to-
ward the static porta and NOT TO-
WARD THE INSTRUME NTS.
to the static source. If the altimeter or rate-of-
climb indicator continuo to operate erratically alter
the static limes have been purged and checked for ob-
structions, such as kinks in the instrument hoses,
the erratic instrument should be replaced. Faulty
operation of the airspeed indicator may be caused by
trouble in the static system; however, erratic read-
ings of the other instruments using the static source
Will usually be evident. Malfunction of the airspeed
indicator may also be caused by a leak in the pitot
pressure Unes. To check the pitot pressure Unes
and instrument for leakage proceed as follows:

If the altimeter and rate-of-climb indicators are both
erratic, check for an obstruction or opon static line
between the static ports and the tee located upstream
from the static system drain plug. When only one of
there two instruments is indicaling incorrectly the
trouble may be caused by a leak or obstruction in the
static line between the instrument and its connection
a. Slip ends of six-foot length of surgical hose
over tip of both pitot tabes. Malee sure hose is light
on each tubo.
b. While observing the airspeed indicator through
the pilots side window, slowly double ami grip hose
until airspeed indicator registers 150 mph (130 knots).
Crimp hose tightly ami hold for one minute.

8-6
 685
MAINTENANCE MANUAL
c. If airspeed indicator reading decreases more
than 10 mph during the preceding step, check all fit-
tings and connections in the pitot pressure system for
tighthess and repeat step b.
d. If indicator con-times to show a decrease in
airspeed, instrument case is leaking and indicator
must be replaced.
ALTERNATE STATIC PRESSURE SOURCE
Static (atmosphere) pressure is utilized for operation
of the airspeed indicators, altimeter, rate-of-climb
indicator, cabin altitude and differential pressure
indicator, and empine gage units. Static pressure is
normallysupplied to the instruments through pressure
linos connected to pressure ports, located on each
side of the fuselage, at station 354.00. To eliminate
the possibility of losing statie pressure during icing
conditions, an alternate static pressure system is
installed in the existing static pressure line. Static
pressure port for the alternate static pressure sys-
tem is installed on the right side of the aircraft at
station 82.50.
A selector valve is installed in the instrument panel
and connected to the existing (primary) static pres-
sure line and in the alternate pressure line. Under
normal conditions the selector valve should remain
in the primary position. In the event of erratic in-
strument operation caused by loas of.static pressure,
alternate static pressure is avallable to operate the
affected instruments when the selector valve is in the
alternate position.
AIRSPEED INDICATOR
The airspeed indicator registers aircraft airspeed in
miles-per-hour, knots-per-hour, or both. It is ope-
rated by the pressure differential between the Impact
air pressure in the pitot tabes andbarometric pres-
sure sensed through the static ports. One pitot tube
head is installed on each side of the nose section and
one static vent on each side of the aft fuselage to pre-
vent buildup of crosswind pressures. The pitot tabes
are electrically heated to prevent icing. A red line
at 77 knots indicates the minimum single engin con-
trol speed. A white are from 75-130 knots indicates
the wing flap operating rango. A blue line at 113
knots indicates the best rate-of-climb. A green line
from 81-224 knots indicates the normal operating
range. The yellow arc from 224-252 knots indicates
the caution range. Another red line at 243 knots in-
dicates the maximum airspeed at 281 mph (243 knots).
ALTIMETER
The altimeter is an absolute pressure instrument that
converts atmospheric pressure to altitude in terms of
feet aboye sea level. The atmospheric preslure is
sensed through two static ports, one located on each
side of the aft fuselage at station 354.00. As atmos-
pheric pressure varíes with altitude the change in
pressure is expressed on the instrument dial in feet
Section VIII
Instrumenta
aboye sea level. The altimeter has a fixed dial and
is equipped with three concentrically arranged pointers
with a range of 35,000 feet. The long pointer regis-
ters in 100-foot incrementa, the short pointer re-
gisters in 1, 000-foot incrementa white the inverted
pointer registers in 10,000-foot incrementa. A
movable barometric scale, visible through a small
window in the main dial, indicates the barometric
pressure in inches of Hg. An adjusting knob provides
a means of adjusting the three pointers and barometric
scale simultaneouslyto correct for changes in atmos-
pheric pressure.
NOTE
Special attention should be given to the
altimeter to assure that the inverted
(10,000-foot) pointer is reading cor-
rectly.
CABIN ALTITUDE AND DIFFERENTIAL PRESSURE
INDICATOR
The cabin altitude and differential pressure indicator,
which is installed in the left instrument panel, indi-
cates the cabin altitude and the differential pressure
(i. e. difference in pressure between flight atmos-
pherie pressure and cabin pressuré). The indicator
has afixed dial andis equipped with two concentrically
arranged pointers with a cabin range of 50,000 feet
and a differential pressure range of 10 psi. Tba long
pointer registers in 1,000-foot incrementa, while- the
short pointer registers in one-pound(psi)increments.
A green are from O to 4.0 psi indicates normal dif-
ferential pressure. A yellow arc from 4.0 to 4.2 psi
indicates the caution rango. A red line at 4.2 psi
indicates the maximum allowable differential pres-
sure. The indicator senses atmospheric pressure
through the static ports and cabin pressure through a
port on the back of the indicator, which is open to
cabin pressure (seo Figure 8-4).
RATE-OF-CLIMB INDICATOR
The rate-of-climb indicator, installed in the left in-
strument panel, converts the chango in barometric
pressure from the static vent linos to a rato of air-
craft ascent or descent in feet-per-Minute. The
indicator has a single needle andtwo adjoining scales,
ranging from zero to 6,000 feet-per-minute to indi-
cate rete of climb or descent from a common zero
point. The first 1,000 feet on both scales is divided
hito 100-foot incrementa.. A recessed slotted screw
in the lower left comer is used to zero the indicator
when the aircraft is on the ground.
CABIN RATE-OF-CLIMB INDICATOR
The cabin rate-of-climb indicator is installed in the
left instrument panel. The instrument la vented to
the pressurized cabin area and indicates the rato of
chango in cabin pressure in feet-per-minute. The
indicator has a single needle and two adjoining scales
8-7
 685
Section VIII MAINTENANCE MANUAL
Instruments
ranging from zero to 6,000 feet-per-minute, to indi-
cate the rate of change in cabin pressure froma com-
mon zero point. A recessed screw in the lower left
comer of the instrument is used to zero the indicator
when the aircraft is on the ground.
DIRECTIONAL GYRO INDICATOR
The directional gyro indicator, which indicates the
magnitude of a turn of the aircraft in degrees, is ope-
rated from the instrument vacuum system. The air-
driven gyro rotor rotates with its spin axis horizontal.
Due to gyroscopic inertia, the spin axis of the gyro
remains constant even though the aircraft's direction
is changed. The relative motion between gyro and the
instrument case is shown on the faceof the instrument
by a dial similar to a compass. A latan extending
from the instrument is used for caging and setting of
directional headings.
ATTITUDE GYRO INDICATOR
The attitude gyro indicator provides a visual reference
of the aircraft attitude relative to the pitch and roll
axis of the indicator gyro. The indicator, which is
air-driven and operated by the vacuum system, is
installed in the left instrument panel. A correct set-
ting of the vacuum instrument system and periodical
cleaning of the instrument air filter is necessary for
accurate operation of this instrument.
TURN-AND-BANK INDICATOR
The turn-and-bank indicator, aircraft serial numbers
12000 through 12039, is an air-driven gyro, operated
by the instrument vacuum system. A vacuum control
valve installed in the end of the instrument vacuum
manifold, regulates the vacuum at 2.00 incites Hg.
The turn-and-bank indicator, aircraft serial numbers
12040 and , subsequent, is a 28-volt de electrically
drivengyro instrument. The gyro, of either indicator,
is connected to the white pointer on the lace of the in-
dicator. When the pointer, which deflects proportion-
ally to the rate of turn, is off center it indicates the
aircraft is turning in the direction (left or right)
shown by the pointer.
CLOCK
The clock, installed in the left instrument panel, is a
convencional spring-powered, 24-hour, 8-day clock,
with a sweep second hand. A pair of red-tipped
dummy hands may be set to indicate takeoff time and
estimated time of arrival. The adjustment and wind-
ing knob is in the left lower comer of the instrument,
while the STOP and GO control knob is located in the
upper right cornerof the instrument. One complete
winding is sufficient to run the clock for eight days.
MAGNETIC COMPASS
The magnetic compass cs installed on the windshield
8-8
centerpost at eye level and is individually lighted. ft
is a semi-floating cylinder graduated in 5-degree in-
crements and encased in a liquid-filled glass and
metal case. Two compensating adjustment screws
are located under the compass correction card. The
left screw corrects North-South deviation; the right
screw corrects East-West deviation. The compass
should be swung and compensated when equipment in-
stallations are made that cause compass deviation, or
aninflight check reveals excessive compass deviation.
FLAP POSITION INDICATOR
The wing flap position indicator is installed in the
center instrument panel. The indicator is marked
UP, 1/2, and DOWN. The intermediate positions
indicate the portion of the full 40(i 2) degrees that the
flaps have traveled. The transmitter is attached by
adjustable linkage to the master flap sheave, and as
the sheave moves, the shaft arm in the transmitter is
rotated to vary transmitter resistance. The charges
in current are registered by the indicator in terms of
flap travel. The indicator can be zeroed by placing
the flaps in either the full up or full down position,
loosening the linkage clamp from the transmitter
shaft, and rotating the shaft until the indicated posi-
tion corresponds with the actual position of the flaps.
The indicator circuit is supplied with 28-volt de
power by the 5-amp push-to-reset circuit breaker in
the circuit breaker panel.
RUDDER AND ELEVATOR TRIM TAB POSITION
INDICATORS
The rudder and elevator trim tab indicators are
mounted in a single, dual-scale instrument installed
in the right instrument panel. The left scale of the
instrument shows the position of the elevator trim tabs
between 30 degrees UP and 30 degrees DOWN. The
maximum elevator trim tab travel is 6° 30' (+1, -1)
degrees UP, and 24 (+1, -1) degrees UP, and 24 (+1,
-1) degrees DOWN. The rightscale of the instrument
shows the position of the rudder trim tab between 30
degrees right and 30 degrees left. Maximum rudder
trim tab travel is 26 (+2, -0) degrees to the right or
left. Each transmitter is mechanically linked to its
respective trim tab actuator tube assembly, and as
the trim tab moves, the arm in the transmitter is
moved to vary the transmitters resistance. The
resulting variations in voltage are registered by the
respective indicators in terms of trim tab travel.
The indicators can be zeroed by adjusting the re-
spective transmitters as described in the Electrical
Section of Uds manual. The indicator circuit is sup-
plied with 28-volt de power on the 5-amp push-to -res et
TRIM IND circuitbreaker on the circuitbreaker panel.
POWER PLANT INSTRUMENTS
The power plant instrumento, which are installed in
the center instrument panel, include the tachometer
indicators, fuel flow rate indicators, manifold pres-
 685
MAINTENANCE MANUAL Section VIII
Instruments

AIRSPEED

<n ICnots (CAS) Red Line MIN S. E. CONT. SPEED

75- 130 Knots (CAS) White Are FLAP OPER RANGE
113 Knots (CAS) Blue Line BEST R. O. C. (SE)
81-224 Knots (CAS) Green Are NORMAL RANGE
, 224-252 Knots (CAS) Yellow Are CAUTION
252 Knots (CAS) Red Line MAX OPER

28 17

VACUUM
SUCTION -
- z 3. 8 In. Hg Red Line MININIUM
5. 0 In. lig Green Arc NORMAL
O 10
5.0 In. lig Red Line MA>2MUM
28

ENGINE TACHOMETER
2000 - 3400 RPM Green Are NORMAL
3400 RPM Red Line MAXIMUM
Effective Serial No's 12000 thru 12007 28 23

20 25
15 3a.
10 RPM 35 ENGINE TACHOMETER
2000 - 3400 RPM Green Are NORMAL
3400 RPM Red Line MAXIMUM
UNDREDS
Effeetive Serial No's 12008 & Subs

figure 8-4. Instrument Markings (Sheet 1 of 5)

Change 2 8-9
 685
Section VIII MAINTENANCE MANUAL
Instrumenta{

ENGINE GAGE UNIT

OIL TEMPERATURE
75 - 240°F Green Are NORMAL
240°F Red Line MAXIMUM
OIL PRESSURE
10 PSI Red Line MINIMUM
10 - 30 PSI LO Yellow Are CAUTION
30 - 60 PSI Green Are NORMAL
60 - 100 PSI HI Yellow Are CAUTION
100 PSI Red Line MAXIMUM
CYLINDER HEAD TEMPERATURE
225 - 460°1' Green Arc NORMAL
460°F Red Line MAXIMUM
20 17
ALT:
li4 24
\ 30 /7,, 2
-1' 20MAN1FOLO40"-
MANIFOLD PRESSURE
PRESSU RE
15 - 33.9 In. Hg Green Are NORMAL
33.9 - 44.5 In. Hg Yellow Are CAUTION L1M1T Rnc:
44.5 In. Hg Red Line MAXIMUM MAX MAP
17 VS
28 17, ALT. FT.
22 X 1. 000
/ ALT.

1250 PSI

FUEL FLOW
FUEL
80.0 - 310.0 PPH Green Are NORMAL FLOW
310.0 PPH Red Line MAXIMUM

Figure 8-4. Instrument Markings (Sheet 2 of 5)

8-10 Change 1
 685
MAINTENANCE MANUAL Section VIII
Instrumente

ALTITUDE AND DIFFERENTIAL PRESSURE

- 4. O PSI Green Arc NORMAL

4. O - 4. 2 PSI Yellow Are CAUTION
Aboye 4. 2 PSI Red Are MAXIMUM

Figure 8-4. Instrument Markings (Sheet 3 of 5)

Change 1 8-10A/8-108
 685
MAINTENANCE MANUAL Section VIII
Instrumente

ALTIMETER
28 17
ATTITUDE GYRO 2030

TURN-AND-BANK TURN-AND-BANK
(Aircraft 12000 through 12039 Only) 28 31
28 31

RATE-OF-CLIMB DIRECTIONAL GYRO

18 34 28 36

Figure 8-4. Instrument Markings (Sheet 4 of 5)

Change 1 8-11
 685
Section VIII MAINTENANCE MANUAL
Instruments
FUEL QUANTITY
28 33
CABIN-RATE-OF-CLIMB
28 32
Figure 8-4. Instrument Markings (Sheet 5 of 5)
sure gage, and engine gage units. The origine gage
units indicate cylinder head temperature, oil pres-
sure, and oil temperature. These instruments moni-
tor the operation and condition of the engine, and are
operated by pressure directly from the source to be
measured, by variations in electrical resistance due
to change in temperature, or variations in current
output during engine operation.
TACHOMETER INDICATORS AND GENERATORS
The engine tachometer indicating system provides
an indication of engine rpm throughout the complete
range of engine operation. The system consists of
a tachometer indicator for each engine, installed
in the center instrument panel, and a tachometer-
generator installed on a mounting pad on the aft end
of each engine accessory case, or installed on the
right side of the engine mount. As the tachometer-
generator is turned, the resulting three-phase
alternating current operates a synchronous motor in
8-12
RUDDER-AND-ELEVATOR
TRIM TAB POSITION
28 28
FLAP POSITION
28 35
the indicator and deflects the pointers to register
engine speed as engine rpm on the indicator dial.
A green are from 2000 rpm to 3400 rpm indicates
the normal operating range. A red are on the dial
at 3400 rpm indicates the maximum high rpm the
engine is to be operated. The tachometer circuits
are independent of the electrical system.
MANIFOLD PRESSURE GAGE
The origine manifold pressure gage is a dual reading
instrument having two pointers marked L (left) and
R (right) to simplify synehronization of engine power
settings. The gage is connected to a port on the top
forward end of the spider manifoldby tubing and hoses.
Manifold pressures areindicatedin inches of Hg. The
gage dial is marked with a green are from 15 to 33.9
inches Hg, which indicates the normal operating
pressure, and a yellow are from 33.9 to 44.5 inches
Hg, indicates the caution range of manifold pressure,
while a red line at 44. 5 inches Hg, indicates the mar
Chango 3
 685
MAINTENANCE MANUAL
imum allowable pressure, which should never be ex-
ceeded. When the engine is not operating the gage wíll
register the approximate barometric pressure.
FUEL FLOW INDICATOR
The fuel flow indicator, installed in the center in-
strumetit panel, is a dual indicating instrument that
provides the means for monitoring the metered fuel
flow rate to each engin. A fuel line from a port on
the fuel manifold distributor vaive on each engine is
connected directly to a transducer for each engine.
The transducers supply a 26-volt ac signa' to operate
the indicator. The instrument has a single dial, cali-
brated in pounds-per-hour fuel flow and gallons-per-
hour fuel flow, and two pointers which are marked L
and R to Identity the corresponding engine. Use of a
single indicator with two pointers simplifles the syn-
chronization of each engine fuel flow rates and con-
sequently engine power settings. The fuel flow indi-
cator also provides the information basic to fuel
management and cruise control. A green are from
80 to 310 pounds-per-hour on the indicator dial, in-
dicate the optimum fuel flow rates for maintaining the ,
corresponding power settings. The double row of
green ares on the inner scale between 45 to 75 percent
power defines cruise fuel flow at BEST POWER
(outer row) and BEST ECONomy (inner row). Two
additional ares define fuel flow for recommended
climb power (80 percent) and takeoff/maximum conti-
nuous power (100 percent).
ENGINE GAGE UNITS
Engine gage units for each engine are installed in the
center instrument panel. Each instrument ís a triple
indicating unit which indicates oil pressure in pounds
per square inch, and oil and cylinder head temperature
in degrees fahrenheit for its respective engine. The
oil pressure indicator is connected to a transducer
located at the lower right hand side of the firewall.
The transducer is connected to an oil pressure hose
from the top of the turbo charger. Minimum and
maximum allowable operating oil.pressure are marked
- by red radial unes at 10 and 100 psi. A green are be-
tween the red lines indicates the normal operating range
and is marked by yellow ares at 10 to 30 psi for low and
60 to 100 psi for high. On airplanes equipped with
GTS10-520-F engines, the cylinder head temperature
indicator is controlled by a temperature sensitive
resistance bulb installed in the number four cylinder
of each engine. On airplanes equippedwithGT$I0-520-
K engines, the cylinder head temperature indicator is
controlled by a temperature sensitive resistance bulb
installed in the number five cylinder of each engin.
As the number tour cylinder head temperature ine reas-
es, a higher electrical potential is created within the
temperature bulb causing the indicator pointer to in-
dicate a higher temperature reading. A red radial line
al 460° F (283° C) marks the maximum allowable en-
gine operating temperature. A green are from 2250
to 460° F (107° to 2380 indicates the normal temp-
erature range. The oil temperature indicator is con-
trolled by a stem-sensitive resistance bulb. This bulb
is installed in the lower right comer of the oil cooler.
Change 6
Section VIII
Instruments
As the oil temperature increases, the increased resis-
lance of the bulb unbalances the current in the indicator
circuit, causing more current to flow through the in-
dicator coils. This increases the coils magnetic field
strength which in tura deflects the indicator to a higher
temperature reading. A red line at 240° F (1160 C)
marks the maximum allowable oil temperature. A green
arc from 750 to 240° F (24° to 116° C) indicates the
normal temperature range. The engin gage circuits
are supplied with 28-volt ac power by a single 5-amp
push-to-reset instrument circuit breaker in the cir-
cuit breaker panel.
MISCELLANEOUS INSTRUMENTS
HYDRAULIC PRESSURE GAGE
A2000 psi hydraulic system pressure gage is installed
in the center instrument panel. Normal operating
pressure for the hydraulic system is 1100 psi; how-
ever, the pressuregage is redlined at 1250 psi, which
is the maximum allowable system pressure. The in-
dicator also indicates the pressure supplied to the sys-
tem by the auxiliary hydraulic pump, which supplies
470 to 605 psi hydraulic pressure to the system for
operation of the brakes, flaps, and nose wheel steer-
ing in the event of pressure system failure. A mo-
mentary fluctuation of hydraulic pressure during ope-
ration of the landing gear, wing flaps, and brakes is
normal.
FUEL OUANTITY INDICATOR
A single fuel quantity indicator, for the standard fuel
system, is installed in the center instrument panel.
The indicator registers the amount of fuel in the fuel
system np to 256 U.S. gallons. The face of the fuel
quantity indicator is marked in inerements of 10 U.S.
gallons. Electrical signals, received from the fuel
quantity transmitter located in the center cell, are
translated finto fuel quantity readings by the indicator.
The fuel indicating system is calibrated by adjusting
the fuel quantity transmitter as outlined in Section V.
YOLTAMMETERS
Two single-pointer dual-purpose voltammeters are
installed in the overhead switch panel. The instru-
menta are graduated to indicate their respective
generators output from zero to 200 amps and from
zero to 30 volts. The voltage reading is obtained by
pressing the voltage indicator button in the lower left
comer of the instrument. The output of each genera-
ter, and voltammeter readings, will vary depending
upon the electrical load imposed on the system.
CAUTION
Do not allow generator to operate contin-
uosly at overload putput for more than 5
minutes. The generator overload arma
breaker generally will not break the dr-
ena in a shorter length of time.
8-13
 685
Section VIII MAINTENANCE MANUAL
Instruments
Current is supplied to the voltammeters from the
voltage regulators through relays and shunts located
in the contactor box.
OUTSIDE AIR TEMPERATURE INDICATOR-
AMBIENT AIR
The outside air temperature indicator is installed in
the top of the piloto cabin aboye the pilots seat and
near the piloto sitie window. The temperature sensor
extends through the top fuselage skin, with the indi-
cator visible inside the cabin crea. The indicator
registers air temperature from -50°C to 60°C (-50°
to 140°F).
INSTRUMENT PANEL
The shock mounted instrument panel is divided luto
three sections. The light weight magnesium panel is
painted a non-gloss ludan to eliminate glare and
harmonize with related cockpit equipment. Space is
provided on the panel to accommodate additional in-
strumento. Rectangular sub-panels, containing dr-
cuit breakers, wing flap and lending gear controls,
and environmental controls, are mounted ander the
instrument panels. An edge-lighted control panel,
for -dia. radio equipment, is installed immediately
aboye the instrument panel (see Figure 8-1). The
radio panel consists of a plastic edge-lighted panel
fastened to a metal backup panel.
REMOVAL AND INSTALLATION
a. Remove the radio panel as follows:
1. Remove screws attaching panel to support
angles.
2. Slide panel aft and disconnect electrical
comectors.
b. Remove instrument panels as follows :
1. Remove screws attaching panel section
to support angles, brackets and shock mounts.
Support panel while removing screws to prevent
panel from falling finto control column.
2. Tag for identification and remove alllines
and electrical leads attached toinstruments and
other equipment installed on panels. Cap in-
strument fittings and plug instrument Unes.
3. Repeat steps one and two for the other
panela.
e. Remove sub-panels as follows:
1. Remove screws attaching panel tosupport
angles. Support panel while removing screws
to prevent panel fromfallinginto control column.
2. Remove all control knobs and switch
covers.
3. Tag for identilication and remove all Unes
and electricalleads attached to instrumento and
equipment. Cap instrument fittings and plug
instrument linos.
4. Repeat steps one through three for the
other panels.
8-14
d. Instailation of all panela is the reverse order of
removal
INSTRUMENTE
REMOVAL AND INSTALLATION
Replacement of instrumento will be simplified by re-
moving the instrument panela completely. Instrument
panel removal is accomplished by removing retaining
screws, lilting panel outward, and disconnecting
power source. When lowering instrument panels,
use care to prevent panels from falling against con-
trol camine Remove instrumento as follows:
a. Remove screws securing instrument to panel.
b. Withdraw instrument from panel and disconnect
power source. Cap instrument fittings and plug in-
strument Unes.
c. Instan. instrumento in reverse order of removal
and perform following steps if applicable.
1. Bleed air from fluid carrying instrument
lin es.
2. Apply system pressure to instrument and
check coanections for !Luid leakage.
3. Check all vacuum unes for leakage.
4. Operationally check all fluid, vacuum, and
electrically operated instruments to verify
proper performance.
STALL WARNING SYSTEM
An electrically heated stall warning switch is located
in the leading erige of the right wing, outboard of the
nacelle. The switch is lightly spring-loaded to the
open position and is closed at aircraft stall speed
when normal ah flow becomes turbulent enough to
push on the aft sido of the vane, to nave the vane
forward. The switch is set to close the circuit and
sound the stall warning horn at 5-10 mph- aboye air-
craft stall speed. The horn is located forward of the
instrument panel on the left side of the forward cabin
bullthead. An external adjustment screw located on
each side of the switch cutout, enables the stall switch
to be adjusted while installed. Loosening the adjust-
ment screws and moving switch slightiy aft, moves
the switch setting nearer the stall speed of the air-
craft. Moving the switch forward extends the stall
speedindication away from stall speed. Operationally
check stall warning system during flight to assure
warning horn sonada 5 - 10 mph aboye aircraft stall
speed. The sten warning switch is supplied electrical
power through a 10-amp circuit breaker pitot heat
switch on the overhead switch panel.
NOTE
Stall warning switch replacement is
similar to the following steps; how-
ever, battery cables must be discon-
nected before removing switch.
 685
MAINTENANCE MANUAL Section VIII
Instruments

a. Place pitot heat switch, located on overhead
switch panel, to OFF position.
b. Trace a light pencil mark on switch, along edge
of cutout in switch mounting plate. This mark will be
usad to align switch during reinstallation.
c. Ftemove screws securing switch and switch
plate, and withdraw switch from wing.
d. Disconnect quick disconnects and slip detective
element out.
e. Instan new element finto switch, connect quick
disconnects, and place pitot heat switch to PITOT
position for 15 seconds. Element must show positive
indication of heat.
f. Instad switch and switch plate, assuring pencil
marks on switch allgn with cutout in switch plate.
g. Operationally check Madi warning system in
flight to assure warning hora sounds 5-10 mph aboye
actual stall speed. Adjust switch if system falla; to
operate properly.

TROUBLE PROBABLE CAUSE REMEDY

'

Vacuum too low. Vacuum relief valve not properly Adjust as outlined in the Vacuum
adjusted or detective. Relief Valve Cleaning and Adjust-
ment paragraph, this section, or
replace valve.

Oil separator clogged or detective. Otean or replace separator.

Leaks or break in main vacuum line. Pressure check system. Locate

and repair leak or replace faulty
component,

Insufficient lubrication of vacuum pump. Remove pump and check lubrica-

tion ports for restrictions.

Vacuum pump malfunction or 'adore. Have pump overImuled by a

properly equipped repair facility
or replace pump.

Detective vacuum gage used to adjust Check gage for calibration and
relief valve. replace if necessary. Readjust
relief valve.

Vacuum too high. Vacuum relief valve not properly Adjust as outlined in the Vacuum
adjusted or detective. Relief Valve Cleaning and Adjust-
ment paragraph, this section, or
replace valve.

Vacuum relief valve filter clogged. Clean filter with a non-petroleum

base solvent.

Detective vacuum gage used to adjust Check gage for calibration and
relief valve. replace if necessary. Readjust
relief valve.

Vacuum gage not Clogged or broken Unes. Clean Unes and repair or replace
registering. as necessary.

Detective gage. Check gage for calibration and

replace if necessary.

Both vacuum pumps inoperative. Replace pumps as required.

Vacuum warning light(s) Vacuum too low or no vacuum. See 'Tatuan too low" Trouble
on. aboye.

Short circuit or detective vacuum Locate and repair short circuit.

warning switch. Replace switch if necessary.

Figure 8-5,3Trouble Shooting Vacuum System

8-15

Section VIII
Instruments
TROUBLE
AlFt-DRIVENINSTRUMENTS: DIRECTIONAL GYRO, ALTITUDE GYRO, AND TUFtN-AND-BANK INDICATOR.
Instrument indicator
sluggish or fails to settle,
fluctuating or over-
sensitive, excessive drift
of directIonal gyro
compass.
Incorrect sensitivity,
fluctuation of turn-and-
bank indicator.
Directional gyro compass
dial spins in one
clirection.
Attitude gyro horizontal
bar displaced,
Caging mechanism stiff
on directional gyro com-
pass or anitude gyro.
MAGNETIC COMPASS:
Excessive card error.
Excessive card
oscillation.
Card element not Level,
sluggish.
Liquid leakage from case.
Figure 8-6. Trouble Shooting Instruments (Sheet 1 of 3)
8- le
685
MAINTENANCE MANUAL
PROBABLE CAUSE
Vacuum too low or too high.
Instrument air filter unit element
clogged.
Excessive vibration.
Leak or break in instrument vacuum
line or instrument case; vacuum line
kinked.
Instrument has fouled vanes in rotor,
worn pivots or bearings, or gimbals
out of balance.
Turn-and-bank vacuum too low or too
higli.
Operating limits of gyro have been
exceeded.
Defectivo gyro mechanisrb.
Corrosion or lack of lubrication around
shaft.
Compass not properly compensated.
External magnetic interference.
Insufficient liguid.
Excessive vibration of compass.
Compass excessively compensated.
Leaking float chamber due to broken
cover glass or case, or defective seal-
ing gaskets, weak or detached card
magnets, pivot friction, or broken jewel.
REMEDY
Check vacuum system with air-
craft or master vacuum gage and
proceed as outlined aboye.
Clean or replace element as
needed.
Tighten instrument mounting
screws, replace panel shock-
mounts if hard and worn, and
realce certain that the instrument
fines are not transmitting vibra-
tion due to being too short.
Check for collapsed inner wall of
flexible hose. Pressure check
system. Locate and repair leak
or replace faulty component.
Remove instrument and return to
approved shop for overhaul as
necessary.
Adjust restrictor valve as out-
lined in the Turn-and-Bank
Restrictor Valve paragraph, this
section.
Cage and reset instrument when
aircraft has leveled off.
Remove instrument and return to
approved overhaul shop.
Remove and clean caging shaft if
necessary. Lubricate external
part of shaft mechanism with
instrument oil.
Swing compass and compensate.
Locate and eliminate interference.
Remove and refill compass.
Remove cause of vibration.
Back compensating screws off to
remove all compensation, then
recompensate compass.
Replace compass.
 685
MAINTENANCE MANUAL Section VIII
Instruments

TROUBLE PROBABLE CAUSE REMEDY

PITOT-STATIC SYSTEM INSTRUMENTS: ALTIM:ETER, RATE-OF-CLIMB, CABIN RATE OF CLIMB,

AND AIRSPEED INDICATORS.

Instrument inaccurate,
erratic, or inoperatíve.
Pointer oscillates.
Restricted static line. Irregular static
pressure received at instrument.
Make certain that all instruments
are disconneeted before attempt-
ing to clear static system.
Drain static system. Disconnect
and clear unes until air flows
freely through both static vents.

Leales or break in static Fines. Pressure check system. Locate

and repair leaks or replace faulty
component.

Leak in instrument case or defective Replace instrument.

instrument.

Rate-of-climb indicator Instrument out of calibration. Turn adjusting screw in lower left
does not indicate zero at comer of instrument until pointer
constant altitudes returns to zero. Tap instrument
lightly while resetting.

Cabin rate-of-cliinb Instrument out of calibration. With aircraft on ground, tern

adjusting screw in lower left
comer of instrument until pointer
returns to zero. Tap instrument
lightly while resetting.

Airspeed indicator Pitot line restricted. Irregular pitot Clear drain boles in tip of pitot
inaccurate, erratic or pressure received at instrument. head. Remove cap or drain
inoperative. Pointer right side of cockpit neer floor
oscillates. section and drain pitot line.

Re-cap drain line and pressure

check system as outlined in Pitot
and Static System Maintenance
paragraph this section.

PRESSURE-OPERATED INSTRUMENTS: MANIFOLD PRESSURE AND HYDRAULIC PRESSURE.

Manifold gage inoperative Restricted, broken or leaking line. Clear and clean line, tighten
or erratic. Low pressure fittings, or replace if necessary.
or flow registered.
Defectivo gage. Replace instrument.

Hydraulic gage registers See Trouble Shooting Hydraulic

aboye 1250 psi. System in Hydraulic Section.

ELECTRICALLY-OPERATED INSTRUMENTS: FLAP POSITION, TRIM TAB POSITION, TACHOMETER,

ENGINE GAGE UNIT (OIL TEMPERATURE, OIL PRESSURE, AND CYLINDER HEAD TEMPERATURE),
FUEL QUANTITY, FUEL FLOW, AND VOLTAM:METER.

Instrument registering Loose connection, grounded or open Check wiring continuity. Repair
high, low, erratically, circuit. or replace wiring and connection.
or no reading. Reset circuit breaker.

Defectivo indicator. Replace instrument.

Figure 8-6. Trouble Shooting Instruments (Sheet 2 of 3)

8-17

Section VIII
Instruments
TROUBLE
Flap position, trim tab
position, or fue
l quantity
indicators registering
high, low, erratically,
or no reading.
Fuel quantity indicator
registers full or empty.
Tachometer registers
low, erratically, or no
reading.
Voltammeter fails to
indicate or is erratie.
Oil temperature, oil
pressure, and cylinder
head temperature
pointers on engine gage
unit does not function.
Figure 8-6. Trouble Shooting Instruments (Sheet 3 of 3)
8-18
685
MAINTENANCE MANUAL
PROBABLE CAUSE
Transmitter out of adjustment.
Detective transmitter.
Float arm stuck.
Tachometer generator detective.
Tachometer generator shaft sheared.
Faulty generator output.
Resistance bulb, or transducer detective.
Detective gage.
REMEDY
Adjust flap and trim tab position
transmitters as outlined in the
Eleetrical Section and the fuel
quantity transmitter as outlined
in the Fuel Section.
Replace transmitter.
Free float arm.
Test generator for output. Over-
haul or replace if necessary.
Replace tachometer generator.
See Voltage Regulator Adjust-
ment in Electrical Section.
Replace bulb or transducer.
Check wiring connections for
looseness and damage.
Replace engine gage unit.
 685
MAINTENANCE MANUAL Section IX
Environmental

SECTION IX

ENVIRONMENTAL

TABLE OF CONTENTS

Page Page
ENVIRONMENTAL SYSTEM 9- 1 Cabin Heating and Pressurization System
Ventilation Air Blower 9- 3 - Preflig,ht Functional Test 9-15
Combustion Air Blower 9- 3 Cabin Heating and Pressurization System
Eyeball Air Blower 9- Flight Test 9-15
Ram Air Inlet Check Valve 9- 5 AIR CONDITIONING SYSTEM 9-15
Bleed Air Valves 9- 5 Compressor and Motor 9-16
Combustion Heater 9- 5 Refrigerant Condenser 9-16
Heater Ignition Unit 9- 6 Receiver Dehydrator 9-18
Heater Fuel System 9- 7 Evaporators and Expansion Valves 9-18
PFtESSURIZATION SYSTEM 9-10 Refrigeration System Charging and
Cabin Pressure Controller 9-10 Servicing Procedures 9-18

ENVIRONMENTAL SYSTEM feet. A safety valve, prevents cabin pressure from

exceeding the pressure differential of 4.2 psi.

The aircraft environmental system consists of stan-
dard heating, ventilation and cabin pressurization,
plus an optional air conditioning system. An oxygen
system, with oxygen outlets at each crew and passen-
ger station, is also provided as an optional Installa-
tion. The overall environmental system design is
engineered to provide absolute safety, maximum re-
liability, and the desired passenger and crew comfort
during all phases of aircraft operation. The optional
air conditioning system is operated as an independent
system to provide conditioned air for ground or Right
operations. Cabin temperature is controlled by an air
condition switch in the III or LOW position inthe cool-
ing mode, and a semi-automatic temperature control
in the heating mode. Effectíve distribution of condi-
tioned air within the cabin crea is accomplished by
routing air through air ducts to outlets installed along
each side of the cabin floor. Cool air is routed
through adjustable outlets aboye each passenger sta-
tion and a flood duct at the aft pressure bulkhead.
Pressurization is accomplished with conditioned air
flow luto the cabin to provide safety and comfort for
the passengers and flight crew. The pressurization
system can be set tomaintain a maximum cabin eres-
sure of 4.0 psi. This provides a cabin altitude of
10,000 feet when the aircraft is being flown at 23,000
Oxygen is available as optional equipment for the
passengers and Right crew at all altitudes. Low
pressure oxygen to the passenger and crew outlets is
controlled by an altitude adjusting valve, which regu-
lates oxygen pressure and flow rate to the oxygen
outlets according to aircraft altitude.
Principal components of the heating, ventilation, and
pressurization portíon of the environmental system
are: combustion heater, combustion air blovier, ven-
tilation air blower, eyeball blower, bleed air check
valves, ram air .check valve, and variable thermo-
static switch. The components of the optional air
conditioning system consists of a Freon gas com-
pressor, eooling fan, condenser and two evaporator
blowers (see Figure 9-1). Electrical power for ope-
ration of the environmental control system is derived
from the 28-volt dc aircraft electrical system. Ambi-
ent air for operation of the environmental system is
obtained through the ram air scoop on top centerline
of the fuselage. The scoop is installed flush with the
fuselage skin and is designed to prevent moisture from
entering the environmental system or icing the inlet
scoop. The environmental system utilizes engine
bleed air for pressurizing the cabin. The selected
cabin pressure is controlled by the amount of condi-

9-1
 685
Section IX MA1NTENANCE MANUAL
Environmental

COMPRESSOR
RAM MR AND
CONDITIONED AIR DUCT
LIQUID
TRAP CONDENSER

INTEItCOOLER
SIGHT
GLASS
RAM AM INLET
CHECK VALVE HIGH
PRESSURE
RAM MR INLET SWITCH -
DUCT

RAM AIR SCOOP

VARIABLE THERMOSTATIC
SWITCH
ENVIRONMENTAL
CONTROLS
AFT PRESSURE LOW
BULKHEAD PRESSURE
SWITCH
COLD MB RECEIVER
DUCT DEHYDRATOR
BLEED MR DUCTS
BLEED AIR FROM
ENGINES
RETURN
COLD Ani
DUCTS TO PRESSURE
EYEBALL FREON
OUTLETS LENES

HEATER
IGNITION

OVERHEAT >
SWITCH VENT AM
BLOWER
WARM AIR DUCTS
TO CABIN FLOOR
,EXPANSION OUTLETS
VALVE
DRAIN ENVIRONMENTAL
MANIFOLD EVAPORATOR
& BLOWER EYEBALL CONTROLS
BULKBEAD AIR BLOWER
MANIFOLD COMBUSTION
ASSEMBLY HEATER
COMBUSTION AIR
EVAPORATOR BLOWER CABIN AIR PLENUM
& BLOWER

H42 7,35

Figure 9-1. Pressurization and Heating Equipment

9-2
 685
MAINTENANCE MANUAL
tioned air allowed to escape from the cabin through
the outflow valve.
VENTILATION MR BLOWER
The vent air blower supplies ventilating air to the heat-
er and cabin during ground operation or unpressu-
rized flight, at the rate of 85 cfm when Operating at
normal speed. The blower is mounted aboye the aft
end of the heater assembly to provide a flexible in-
stallation. The air source selector switch in conjunc-
tion with the blower switch controls the air blower
when ventilating air is desired without heater opera-
tion. When the air source selector switch is placed
in the VENT position, ami the blower switch is on,
ambient air entera the heater at the ventilating air
inlet or burner head end. The vent blower operates
anytime the heater switch is on regardless of position
of the air source selector switch or blower switch.
The ventilating air flows through the heater picking
up radiant heat from the walls of the cylindrical heat
exchangers and exits at the downstream end of the
heater finto the distribution plenum. The blower fan
rotates counterclockwise, as viewed from the front
of the blower. The blower motor bearings and brushes
should be inspected periodically. Complete overhaul
should be performed only by a properly equipped re-
pair facility.
REMOVAL AND INSTALLATION
a. Place all switches in OFF position.
b. Gain access to the blower.
c. Disconnect electricalpower supply from blower
motor.
d. Disconnect oír ducts from blower.
e. Remove clamps securing blower in aircraft and
remove blower from aircraft. Installation of ventila-
don air blower is the reverse of the removal proce-
dure.
COMBUSTION AIR BLOWER
The centrifugal-type blower supplies combustion air
to maintain combustion air flow through the heater at
15 dm, 0.099 psi pressure when Operating at normal
speed. The blower is mounted separately and aboye
the heater to provide a more flexible installation. A
replaceable radio noise filter is externally mounted
on the blower motor. The blower fan rotates counter-
clockwise, as viewed from the front of the blower.
The blower motor hearings and brushes should be
inspected periodically. Although complete overhaul
should be performed only by a properly equipped re-
pair facility, the following notes may prove helpful.
COMBUSTION BLOWER INSPECTION NOTES
a. Connect motor to 24-volt de power supply.
b. Motor should rotate at approximately 7500 rpm,
at rated voltage. Current draw should be 2.9 amperes.
eres.
e. If current draw is excessive, or if speed ís too
low, check the brushes.
d. Remove the brush cap at one of the brush loca-
Section 1X
Environmental
tions. Note position of brush inside of the guide and
carefully lift the brush and brush spring out of the
guide. Be sure to hold the brush so that it can be re-
installed in precisely the same position, if no brush
replacement 15 required.
e. Inspect the brush for wear. A new brush is
17/32-inch long. If brushes are worn to a length of
3/16-inch, they must be replaced.
f. Remove all dust from commutator with com-
pressed air. Inspect the commutator by looking
through the brush guide. If commutator is ecored,
gouged, grooved in the brush track, or has burned
spots, replaee the complete motor. If the commutator
is in good condition proceed to step g.
g. Instan new brushes and tighten brush caps. Be
sure each brush is oriented so the curved end fits the
curvature of the commutator.
h. Run in the brushes as follows: Connect the
motor to a controlled voltage supply (rheostat in a
24-volt de line). Operate the motor at approximately
50 percent of the normal speed for the first hour, then
gradually increase the speed until it is rotating at
approximately 100 percent speed. Continuo the run-in
operation for at least two hours to properly seat the
brushes.
i. If brush guide and lead assembly are replaced,
exercise care to align them exactly perpendicular to
shaft centerline and clear of commutator.
j. Recheck both current draw and rpm after
brushes are properly run-in.
REMOVAL AND INSTALLATION
a. Place master switches in the OFF position.
b. Gain access to the blower.
c. Disconnect electrical power supplyfrom blower
motor.
d. Disconnect air ducts from blower.
e. Remove clamps securing blower in aircraft,
and remove blower from aircraft.
Installation of combustion air blower is the reverse
of the removal procedure.
EYEBALL AIR BLOWER
The eyeball air blower supplies air conditioned cold
air to the overhead ducts leading to the eyeball air
valves in the cabin. The blower mounted on the lower
aft side of the aft pressure bulkhead is controlled by
the blower switch on the instrument sub-panel. The
motor is a vane axial type that draws air in at the
large end and exhausto air out to the system through
the smaller end. The blower Will function when the
blower switch is in the ON position. Blower motor
hearings and brushes should be inspected periodically
for proper lubrication, and pitted, burned, broken,
or worn brushes. Maintenance is limited to lubrica-
tion of hearings and replacement of brushes. Com-
plete overhaul should be performed by a properly
equipped repair facility.
REMOVAL AND INSTALLATION
a. Place blower switch in OFF position.
9-3
 685
Seetton IX MAINTENANCE MANUAL
Environmental

IGNITER

IGNITION LEAD
OVERHEAT
SWITCH COMBUSTION
MR INLET
SPARK PLUG ADAPTER
st— FUEL
CONNECTOR
HEATER ADAPTER_
JACKET

HEATER
COMBUSTION
TUBE PRESSURE
GROMMET SWITCH

FUEL
SPRAY
NOZZLE
BASE
PLATE
GASKET
COIL ASSY
0-RING /1( etcrjrAND SOLENOID
VALVE ASSY
ao.
AND NOZZLE COVER SHELL
HOLDER SOLENOID

129 24

Figure 9-2. Heater Assembly

9-4
 685
MAINTENANCE MANUAL
b. Gain access to the blower.
c. Disconnect electrIcal power supply from blower
motor.
d. Disconnect air dueto from blower.
e. Remove clamp securing blower in atrcraft and
remove blower from aircraft.
Installationof eyeball air blower is the reverse of the
removal procedure.
RAM AIR INLET CHECK VALVE
The ram air inlet check valve is installed to the right
of the ram air supply scoop. An air duct, leads di-
rectly from the ram air inlet air duct to the inlet side
of this valve. The ram air inlet valve admlts and
controls the flow of air into the ventilating fan, heater,
and transition assembly when ram air is beíng used
for cabin ventilation. The valve totally obstructs or
regulates the amount of inlet ram air being admitted
into the system. The ram air inlet check valve is in
the closed position at all times, exeept when ram air
ventilating is desired. Bleed air operates this valve
to a closed position.
BLEED AIR VALVES
Bleed air valves, one for each engine, are installed
in the bleed air unes of each engine nacelle. These
valves are controlled by a Five position air source
selector switch in the instrument sub panel. The alr
source selector switch allows for desired bleed air
to be selected from either the lett or right engine or
both for pressurization. The valves are operated by
a reversible 28-volt de motor equipped with full open
and closed limit switches. The actuator portionof the
valve moves the fíat plate butterfly valve to either the
full open or full closed position when the circuit is
energized. Operating time from full open to full
closed position is approximately 26 seconds. The
actuator motor limit switches de-energizes the cir-
cuits when the butterfly valve has moved to the full
open or fullclosed position. The actuator motor holds
the butterfly valve in the selected position until the
opposite circuit is energized.
REPAIR. Standard electrical system trouble shooting
and repair methods are used to maintain the two bleed
air valves. Any malfunction of the valve motors or
excessive air leakage past the valve is cause for re-
placement of the entire component. Do not replace
the valves without first determining the control
switches are operating correctly.
COMBUSTION HEATER
The heater is cylindrical and fabricated from heat
resistant stainless steel (see Figure 9-2). A gas
tight, welded combustion chamber enclosed in a
'wrap-around' stainless steel jacket, forms the prin-
cipal part of the heater. The fuel inlet and combus-
tion air inlet are located on the inlet end of the com-
Section IX
Environmental
bustion chamber while the exhaust outlet is located
on the outlet part of the combustion chamber. A
spark plug installed in the combustion head, provides
ignition to the fuel-air mixture ín the combustion
chamber. A fuel spray nozzle, contained in a nozzle
holder and feed assembly, is installed in the end of
the combustion tube to supply fuel to the combustion
chamber. The fuel spray nozzle Injects a cone-
shaped fuel spray into the combustion chamber where
it is mixed with combustion air. Electric current for
igniting the fuel-air mixture is supplied by the ignition
unit, which converts 28-volt de current to oscillating
high voltage, to Tire' the spark plug. The ignition
unit is connected to the spark plug by a shielded cable.
Combustion air enters the combustion chamber tangent
to its surface, causing the air to whirl. Vaporized
fuel intermixes with combustion air to produce a
stable whirling llame which assures continuous re-
ignition. The burning gas travels the length of the
combustion chamber, passes through the cross-over
passages into the radiator, and then travels the length
of the radiator and out the exhaust outlet in the outlet
end of the heater. A combustion air pressure switch,
installed on the combustion air inlet tube, automatic-
ally shuts off the heater whenthere is inadequate com-
bustion air. Inlet alr pasees through the heater be-
tween the jacket andradiator and between the radiator
and combustion chamber. Consequently, the inlet air
comes in contact with three heated cylindrical audaces
when the heater is operating.
INSPECTION AND SERVICING. In the event ofceater
malfunction, inspect all external components and
trouble, shoot the heater electrical system before re-
moving heater from aircraft. Janitrol maintenance
instructions recommend that heater be overhatiled by
an approved repair facility after each 500 hours of
heater operation. Since heater operating time is
difficult to monitor, it is recommended that the heater
be overhauled at each 1000-hours of aircraft flying
time. If the heater is used more than 50-percent of
the time during aircraft operation, increase heater
overhaul time accordingly. Heaters which have been
operated in an overheat conditionshould also be over-
hauled. The heater should be inspected in accordance
with the following instructions at least once every
six months.
a. Gain access to heater and inspect shielded lead
connection to spark plug and ignition unit for security
and possible damage.
b. Examine fuel and air connections for evidence
of leakage.
c. Wipe shielded lead and spark plug surfaces clean
with a dry, lint-free cloth. Foreign matter such as
fingerprints, tend to break down surface electrical
resistance and may cause arcing.
REMOVAL AND INSTALLATION
a. Disconnect and cap heater fuel inlet line.
b. Disconnect shielded lead assembly from spark
plug.
9-5
 685
Section IX MAINTENANCE MANUAL
Environmental
c. Disconnect electrical ground wires and leads to
terminal strip.
d. Diseonnect electrical leads from terminals on
the variable heat control thermoswitch.
e. Loosen attaching clamps and remove ducting
from heater.
f. Remove clamp attaching exhaust shroud to
heater jacket.
g. Remove other attaching hardware securing
heater to airframe.
h. Remove heater from aircraft.
Remove chist that may have accumulated in the air
duda prior to imstalling heater. Install heater by
reversing the heater removal procedure. Check all
blowers, ram air inlets, and combustion air inlet
connections for security, alter heater is installed.
HEATER IGNITION UNIT
The heater ignition unit eonverts 28-volt de to high
voltage oscillating current, to provide a spark across
the spark plug gap. The spark plug is located in the
heater combustion chamber. The ignition unit re-
mains energized and produces a continuous spark to
the spark plug during the heating cycle. The unit
contains one radio noise filler, a capacitor, a single-
pole double-throw relay, and a vibrator.
IGNITIQN UNIT SERVICING. Field servicing of the
ignition unit is limited to cleaning and visual inspec-
tion of the vibrator and ignition eoil and ignition body
assembly, for security and exterior damage. Replace
vibrator or complete ignition unit, in case of ignition
unit malfunction. Oecasionally clean and apply an
application of DC-4 insulatingcompound to the ignition
coil outlet, to prevent corona discharge and provide
insulation for the outlet. Do not use DC-4 eompound
al any other point in the ignition system. If coil outlet
shows evidenee of dirt in the DC-4 compound, remove
dirty eompound from coil outlet and apply fresh com-
pound. Remove DC-4 eompound from coil outlet with
toluene or equivalent.
CAUTION
Do not use chlorinated solvents, sueh
as earbon tetrachloride or trichlor-
ethylene, to elean DC-4 eompound
from coil outlet.
DC-4 compound is a silicone material, manufaetured
by the Dow-Corning Corporation of Midland, Michigan
(Government Specifleation AN-C-128A).
IGNITION LEAD ASSEMBLY. The shielded ignition
lead assembly consists of a length of ignition cable
enclosed in a flexible conduit assembly. One end of
the ignition lead is connected to the heater spark plug
and the opposite end is eonnected to the ignition unit
high voltage outlet. High voltage oscillating current
is transmitted from the ignition unit to the spark plug,
9-6
through the shielded lead assembly, to produce the
spark for ignition of heater fuel. The flexible conduit
assembly enclosing the ignition cable prevents radio
noise interferente, resulting from operation of the
ignition system.
Inspection
When it is apparent or suspected that the ignition lead
or spark plug has failed both the lead and plug should
be replaced. Ignition lead failure will reoceur if a
faulty spark plug is not replaced. To inspect the
ignition lead, proceed as follows:
a. Inspect spring connectors for evidente of burn-
ing or loss of tensile strength. Replace damaged
spring connectors.
b. Inspect spring connectors, grommet, and in-
sulating sleeve for earbon tracks, punctures, or
grooves. Replace damaged parts.
c. Inspect compression spring and retainer for
broken spring. If spring is broken, replace entire
assembly.
d. Inspect flexible lead for crushed surface and
breaks in the outer layer of radio noise shield. Re-
place damaged conduit assembly.
After the ignition lead has been inspected and damaged
components replaced, reassemble the ignition lead.
Apply a thin application of DC-4 insulating compound
over spring connector assemblies and insulating
sleeve. The ignition lead should be operationally
checked as outlined in the following paragraph, prior
to installation. If ignition lead is not to be installed
immediately, install protective caps over lead ends.
OPERATIONAL CHECK. In the event of heater sys-
tem malfunction, the ignition unit may be checked
while installed on aircraft.
Lira
To prevent fuel from being supplied to
heater while performing operational
check, disconnect electrical lead from
terminal three on heater terminal strip.
a. Gain access to heater.
b. Disconnect ignition lead end from spark plug
andremove spark plug from heater combustion cham-
ber head.
c. Install spark plug in a spare spray-type com-
bustion chamber head. With ignition lead connected
to ignition unit high voltage outlet, eonneet spark plug
lead to spark plug. H spare spray-type combustion
chamber head is not available, a spark gap jig may
be fabricated to provide a spark plug gap as shown in
Figure 9-3.
NOTE
Performing operational check without
spark plug will damage the spring con-
nector on plug end of ignition lead.
 685
MAINTENANCE MANUAL Section IX
Environmental

0.187" to 0,125" DIA S. A. E. 1010-1020

0.025" GAP STEEL ROD

1.375"

SILVER SOLDER

DRILL 2 NO. 30 HOLES

0.19" DEEP

"sl- -1/21
1/2 0.375"
•
1.00" HEX S. A.E. 1112
SCREW STOCK
0.640" DIA DRILL CHAMFER 45° x 1/16"
NEAR END ONLY. THREAD 18 MM -1/5 MM
PITCH S. A. E. SPARK PLUG STANDARD
23

Figuro 9-3. Reatar Spark Gap Jig

d. Place master battery switch in BATTERY posi- A variable thermostatic duct switch mounted on the
tion. right end of the cabin air plenum, eycles the fuel
e. Place heater switch in ON position and move cyeling solenoid valve allowing fuel to flow through
cabin temperature control towards the piar position. the fuel train to the fuel nozzle at the rate of 7 psi.
f. Check vibrator operation. H vibrator is not In actual operation the heater is cycled on approx-
operating, replace vibrator. Imately two-thirds of the time, consuming fuel at the
g. With vibrator operating, spark plug should fire. rate of 0.50 gallon per hour.

NOTE FUEL REGULATOR SHUTOFF VALVE. The fuel

If spark plug fails to fire, replace vi-
brator. lf, alter replacementof vibra-
tor, the sparkplug fails tofire, replace
ignition lead and spark plug.
h. Place heater switch OFF.
i. Place battery switch in OFF position.
HEATER FUEL SYSTEM
Fuel is supplied to the heater from the fuel train
which is teed into the fuel pressure line. The fuel
train is installed at the inboard side of the right
nacelle at station 210.00. The fuel is routed through
the componentsof thefuel train in the following order;
filter, fuel pump, and fuel regulator shutoff valve.
regulator shutoff valve, installed in the fuel train,
controls the flow of fuel from the aircraft fuel system
to the heater. This valve is electrically connected to
the heating system ami controlled by the fuel solenoid
valve and fuel cycling switch mounted on the heater to
maintain a continuous flow of fuel. The fuel cycling
switch is connected to the variable thermostatic duct
heat control switch and through it to the combustion air
pressure, ignition, and overheat switch. The over-
heat switch or combustion air pressure switch will
cause the fuel regulator shutoff valve to close and
discontinue the flow to the heater in the event of any
of the following reagens: Ignitign unit not Operating,
inadequate combustion air presstire, or overheating
of heater. The fuel regulator shutoff valve should be
servicedor replaced concurrent with heater overhaul.
Service of this valve may be accomplished locally
(see Figure 9-4).

9-7
 685
Section DI MAINTENANCE•MANUAL
Environmental

Figure 9-4. Fuel hale

Fuel Regulator Shutoff Valve Servieing
a. Remove fuel regulator shutoff valve from fuel
train.
b. Check inlet and outlet porte for stoppage.
CAUTION
During inspection and cleaning, do not
disturb pressure adjusting screw as
this will affect shutoff valve operation.
c. Remove the screws from covers and remove
covers from valve.
d. Give pressure springs and diaphragm a visual
inspection. If any spring or diaphragm is cracked or
broken, replace the part.
e. When disassembling the shutoff valve, place the
valve on á cloth to prevent losa of parte.
f. Wash parte with solvent and blow out passages
with air.
g. Replace covers and tighten screws simulta-
neously and uniformly to prevent a distortion of the
diaphragm.
h. Apply 24-volt de power to solenoid, and valve
should open. Remove power source, and valve should
close.
i. Apply 50 psi pressure (dry air) to the valve
inlet port. There should be no leakage through outlet
port.
j. Block valve outlet port and energize solenoid.
Apply 50 psi pressure (dry air) to inlet port. There
should be no external leakage for 60 seconds.
k. Instan valve on aircraft. 1f valve is not to be
installed immediately, store in a plastic bag with
desiccant enclosed.
FUEL FILTER. The heater fuel filter is installed in
the fuel train at station 210.00 of the right nacelle.
It is equipped with a replaceable filter element in-
stalled within a metal fuel bowl and seated on a die
test head, containing fuel inlet and outlet passages.
A retaining spring keeps the filter element in proper
position. The head and bowl are threaded together
and sealed with an 0-ring (see Figure 9-5). Fuel
under pressure flows into the filter head, enters the
bowl, and passes from the outside to the incide of the
filter element by passing between the compressed
discs. Foreign partidos are retained on the outside
edge of the discs and filtered fuel flows back through
the head and into the suppiy line. The fuel filter

9-8
 685
MAINTENANCE MANUAL
Figure 9-5. Fuel Filter
should be overhauled and a new element Installed
concurrent with heater overhaul.
Filter Overhaul
a. Remove fuel filter from fuel train. Cap open
fuel lines.
b. Unscrew bowl from filler head and remove ele-
ment and spring.
c. Wash filter bowl and head in clean gasoline,
clean filter head ports with compressed air, and wipe
bowl and head with elean cloth. Inspect components
for tracks, warpage, and damaged threads. Replace
components as necessary.
d. Instan new 0-ring on bowl andposition new ele-
ment assembly on head, with rubber washer on open
end of element against fíat surface in head.
e. Press new retaining spring into recess at closed
end of element and carefully place bowl over element
and retainer spring. Screw bowl into head.
f. Plug filter outlet port and conneet inlet port to
75 psi compressed air, and submerge filter in water.
If leakage is not evident, dry assembly, safety wire
bowl to head, and reinstall fuel filter.
FUEL SPRAY NOZZLE. Low heater output may be
caused by a elogged spray nozzle. The following pro-
Section IX
Environmental
cedure is suggestedas a guide for removal and clean-
ing of the nozzle (see Figure 9-2). Nozzle parts are
not interchangeable and caution should be used to keep
nozzle free of dirt and other foreign materials. When
nozzle is not immediately reinstalled atore in protec-
tive bag.
a. Remove heater.
b. Remove nut andwasher attaching fuel inlet con-
nection to heater jacket.
c. Remove screws retaining nozzle holder and feed
assembly and remove assembly and gasket.
d. Loosen and remove spray nozzle from nozzle
holder and feed assembly.
e. Remove fuel strainer and two-piece core from
nozzle body. The strainer should be only ¡Inger tight
ami the core should be easily removed with a screw-
driver.
f. Clean the Spray nozzle with solvent. A soft
non-metallic brush and a sharpened small piece of
soft wood may be used to clean grooves in core and
orifice of nozzle body.
N OTE
Do not use a metal tool for cleaning
any part of the nozzle, as this will
change the flow characteristics of the
nozzle.
Rinse parts in clean solvent and dry with ftltered
compressed air. Reassembly and installation of the
nozzle ami heater is the reverse of the removal and
disassembly procedure
VARIABLE THERMOSTATIC DUCT SWITCH. The
variable thermostatic duct switch is mounted on the
right end of the cabin air plenum. It may be adjusted
and tested by using a thermocouple with a read out
capability of 150 to 250 degrees Fahrenheit. Place
the thermocouple in the plenum as shown in Figure
9-6, and proceed as follows:
a. Place battery switch in BATTERY position.
b. Place the temperature control lever, in the en-
vironmental control panel, to the full HOT position,
see Figure 9-10. Check that the rotating arm on the
variable thermostatic duct switch is pointing aft and
up at approximately 45 degrees from horizontal. See
Figure 9-6. 11 rotating arm is not in this position,
acljust per steps c. and d. , otherwiseproceed to step e.
c. Loosen control cable attaching screw on the
variable thermostatic duct switch and reposition switch
on cable and tighten screw.
d. Move temperature control lever to the full COLD
position. Thermostat control arm must be in full
COLD position, but must not pass over dead center.
e. Disable the heater cycling switch by installing a
jumper wire between terminal three on the heater
terminal block and the lower terminal on the cycling
switch (see Figure 9-6).
f. Place heater switch in the ON position and ope-
rate it until stabilized conditions have been obtained,
9-9
 685
Section IX MAINTENANCE MANUAL
Environmental
45° /7---r-- 130°
HOT
COLD
TEST
THERMOCOUPLE
VARIABLE
THERMOSTATIC
DUCT SWITCH
PLENUM
Figure 9-6. Variable Thermostatic Duct Switch Adjustment
approximately five cycles.
g. Note the temperature. The maximum air tem-
perature of the stabilized condition shall be 195 (t 10)
degrees Fahrenheit. If not, repeat steps b. through f.
h. Place the heater switch to OFF. Remove the
jumper wire.
i. The variable thermostatic duct switch should
operate within the given limita of step g., if not, the
switch should be removed and replaced.
PRESSURIZATION SYSTEM
Cabin pressurization is furnished bythe engin super-
charging system. Pressurized air from an exhaust
gas drlvencompressor is bled via a sonicflowventuri
located in each nacelle. The high temperature bleed
air is routed through an intercooler to cool the air or
directly to the temperature control equipment. A
five-position air source selector switch allows bleed
air to be selected from either the left engine, right
engine, or both engines. The control system consista
of cabin pressure controller, dual cabin altitude and
differential pressure gage, cabin rate-of-climb indi-
cator, cabin absolute pressure warning light and
switch, outflow valve, safety valve, and two static
ports. These static ports are located at Station 55.67.
These components control and monitor the system to
maintain a 3.95 to 4.2 psi.
9-10
OVERHEAT
SWITCH
TERMINAL
BLOCK
CYCL1NG
SWITCH
HEATER 2? 53
CABIN PRESSURE CONTROLLER
The cabin pressure controller is installed in the in-
strument sub-panel. This unít utilizes the differential
between atmospheric pressure and cabin pressure to
create pneumatic signals which control cabín pressure
through the operation of an air outflow valve (see
Figure 9-7). The pressure controller will sense and
control cabin pressure altitude during sil flight con-
ditions; from takeoff through climb, cruise and de-
scent. An optimum cabin altitude and a controlled
rete- of-climb pressure change may be preselected
prior to takeoff by setting the rate change and cabin
altitude selector knobs at the desired settings. The
pressure controller will automatically maintain these
preselected conditions until the maximum cabin dif-
ferential is reached. A rate change lmob, on the left
side of the controller, is used to regulate the rate of
change in cabin pressure from a mínimum of 50 feet-
per-minute to a maximum of 2000 feet-per- minute.
The cabin altitude knob on the right side of the pres-
sure controller is used to select the desired cabin
altitude, for a given pressure altitude, within the
range of the maximum pressure differential. A cabin
altitude indicator is incorporated inthepressure con-
troller. When the cabin altitude knob is turned, the
pointer on this indicator shows the cabin pressure
altitude being selected. A small dial visible through
a window at the bottom of the instrument indicates the
maximum aircraft altitude at which the aircraft may
 685
MAINTENANCE MANUAL Section DC
Environmental

OUTFLOW
SAFETY VALVE
VALVE

STATIC
STATIC PORT
STATIC MR
DUMP
PORT
REF CHAMBER
PORT
SOLENOID VALVE

REDUCING VALVE
TO INSTRUMENT SOLENOID
VACUUM SOURCE VALVE

1111111p11111 DISPOSABLE
OSO
STATIC
FILTER AIR
ELEMENT

CABIN PRESSURE
CONTROLI

GROUND CONTACT
SWITCH

STATIC
PORT

PRES]

CABIN
ALT.
E F.RESS

NOTE
CABIN PRESSURE
STATIC SOURCES FOR CONTROLLER CONTROLLER
ARE LOCATED ON EACR SIDE OF
FUSELAGE AT STATION 55. 67. 29 10

Figure 9-7. Cabin Pressure Control Schematic

9-11

Section IX
Environmental
20
CABINALTITUDE X1000FT
15
10
_ Unpressurized
7:54
Range\5
5
Figure 9-8. Cabin-to-Aircraft Altitude Graph
be flown, before reaching the maximum pressure
differential, for the selected cabin altitude. If the
aircraft is flown aboye the maximum differential alti-
tude, as indicated on the small window dial, the cabin
pressure altitude will increase in direct proportion
to the increase in aircraft altitude. The pressure
controller will maintain the selected rate of cabin
pressure change until the isobaric altitude is reached
within the cabin. When the aircraft climbs or de-
scends at a rate greater than the preselected rate
change and the aircraft is below the isobaric altitude,
the diff erence between cabinpressure and atmospheric
pressure will be zero. The cabin pressure controller
will maintain the cabinat the selected altitude as long
as the aircraft altitude is between the selected cabin
altitude and the maximum altitude of which the air-
craft may fly before maximum differential pressure
is reached (see Figure 9-8).
REPAIR. Field repairs to the pressure controller
are not permissible. The controller uses the minute
air pressure varlations to perform its functions;
therefore, it is essential that all lines to and from
the control box be air tight. A complete check of the
pressurization system eomponents and the possibility
of cabin pressure leaks should be investigated before
replacing a pressure controller.
PILOTS PRESSURIZATION IN ST RU M EN T S AND
CONTROLS
Cabin Altitude and Differential Pressure Gage
The dual altitude and differential pressure gage, in-
9-12
685
MAINTENANCE MANUAL
I I
Differential Preesure
Range (4.2 PSI ) cabin--
to-atmosphere pressure —
differential.
'sobarle Range (Variable)
Established by setting
desired cabin altitude
on control dial.
\\_
‘,
Typical rate of ascent
established by rate control.
I I
5 10 15 20 25 30
AIRCRAFTALTITUDE X 1000 FT
swww~mb FLIGHT CURVE OF
PRESSURIZED CABIN
2941
stalled in the left instrument panel, indicates flight
atmospheric pressure and cabin pressure. It is cali-
brated in feet of altitude based on atmospheric pres-
sure versus altitude relationship as defined by the
. U. S. Standard Atmosphere. This instrument is not to
be used as a flight altimeter. The altitude indication
shown by this instrument is not necessarily the cor-
rect altitude, as local ground pressure corrections
have not been applied. As the altitude of the aircraft
increases, atmospheric and cabinpressures decrease
unless the cabin is being pressurized. The cabin
pressure normally decreases at a slower rate than
that of the atmosphere when pressurizing. With the
flight pattern for cabin and aircraft predetermined
the rate of cabin pressure change is established be-
fore takeoff ami maintained until the desired cabin
altitude is reached. The indicator has a fixed dial
ami is 'equipped with two concentrically arranged
pointers with a cabin range of 50, 000 feet and a dif-
ferential pressure range of 10 psi. The long pointer
registers in 1, 000-foot increments, while the short
pointer registers in one-pound (psi) increments. A
green arc from O to 4.0 psi indicates normal differ-
ential pressure. A yellow are from 4.0 to 4.2 psi
indicates the caution range. A red line at 4.2 psi
indícales the maximum allowable differential pres-
sure. II 4.2 psi differential is exceeded the cabin
should be depressurized by rotating the cabin altitude
selector knob clockwise until the cabin altimeter
needle is equal to the flight altitude of the aircraft.
This will allow the cabin to depressurize at the rate
set into the controller by the cabin altitude control
knob, ami without discomfort to passengers or crew.
Emergency dumping of pressurization, which is
 685
MAINTENANCE MANUAL
faster but with greater discomfort to passengers and
crew, may be accomplished by placing the pressur-
ization master switch in the DEPRESS position.
Pressurization Switch
The pressurization switch located on instrument sub
panel, operates two solenoid dump valves to ensure
positive depressurization of the cabin should a flight
emergency arise requiring rapid depressurization.
When the switch is placed in the DEPRESS position,
one of the solenoid valves vente the-reference cham-
ber port of the outflow valve and the outflow port of
the cabin controller to the right pressurization static
source. The other solenoid valve vente the reference
chamber port of the safety valve to the instrument
vacuum source, closing the outflow valve and opening
the safety valve. When the safety valve is open the
cabin cannot be pressurized. By placing the press-
urization switch in the PRESS position, both solenoid
valves de-energize, closing the outflow and safety
valves. The cabin pressure controller then regulates
the outflow valve which monitors the pressurization
of the cabin.
Cabin Rate-of-Climb Indicator
The cabin rate-of-climb indicator is installed in the
pilote instrument panel and is labeled CABIN CLIMB.
The lace of the instrument reads zero to 6000 ft/min.
This instrument, which is vented to the cabin; Iregist-
ere changes in cabin pressure during pressurized
¡light.
Cabin Absolute Pressure Warning Light and Switch
The cabin warning light (CABIN ABOYE 10,000 FT),
which is part of the flight computer display head,
illuminates when the cabin maximum altitude of 10,000
feet is reached. The light is operated by a pressure
switch located onthe right side of fuselage station 5.50
inside the cable area. The switch contacte are set to
close on increasing pressure altitude of 10,000 (+0,
-1000) feet altitude.
OUTFLOW VALVE. The outflow valve modulates
cabin pressure by controlling the amount of pressur-
ized air expelled from the cabin. This valve is at-
tached to the forward pressure bulkhead and aligned
with an air discharge port, opening into the unpres-
surized nose section. The base of the valve flange is
attached to the pressure bulkhead by boite. Both the
flange mounting and attaching hardware are sealed to
prevent cabin air lealcage. Principie parts of the out-
flow valve and the manner in which it operates are
shown in Figure 9-9. The head of the valve is con-
nected to the pressure controller reference pressure
line and a static air source. A poppet valve, which
seats against the base of the outflow valve, controls
the flow of cabin pressurized air being discharged
through a port in the forward pressure bulkhead.
When the outflow valve is in operation, a reference
pressure from the eabin pressure controller is applied
to the interior of the valve reference chamber. This
Sention IX
Environmental
reference proseare acta against the aft surface of the
outflow valve diaphragm and is opposed by cabin
pressure and the force being exerted by the poppet
valve return spring acting against the forward side of
the actuator diaphragm. As long as the cabin-to-
discharge preseure differential does not exceed Lite
value established by the pressurization controller
setting, the poppet valve remains closed. When cabin
pressure increases, reference pressure from the
cabin pressure controller is reduced. This allows
cabin pressure to force the poppet valve off its seat
and permite pressurized cabin air to discharge into
the unpressurized nose section.
Cabin Pressure
Pressure relief occurs when cabin-to-atmospheric
pressure differential reaches the maximum allowable
rating of 4.2 psi differential. At this point, cabin air
proseare acting on one side of the pressure relief
diaphragm exceeds the force of static pressure and
the pressure relief calibration spring load acting on
the other side of the pressure relief diaphragm.
Under this condition cabin air pressure is sufficient
to cause the pressure relief diaphragm assembly to
move in a direction that will compress the relief
valve spring, permitting the metering valve shaft to
contact the adjusting screw and open Lite metering
valve. Cabin air in the reference chamber is then
discharged to atmosphere through the static pressure
opening, permitting a reference preseure to be
established within the outflow valve referencenham-
ber. This cabin-to-reference proseare differential
causes the outflow poppet valve to modulate so that
air is discharged from the cabin and differential
pressure is maintained at the desired setting.
Vacuum Reit&
Vacuum relief occurs when atmospheric air pressure
exceeds cabin air pressure. Atmospheric air pres-
sure actsagainst the vacuum relief and balance portion
of the outflow valve diaphragm andpoppet valve cover
plate, overcomes the reference chamber pressure and
poppet valve spring tension, and opens the valve to
permit atmospheric air toenter the cabin and equalize
the pressures. The poppet valve then returns to Lite
closed position.
Depressurization
Solenoid operatedvalves, energized by the depressur-
ization switch and the ground contact switch, are
installed in the reference pressure line from the
pressure controller to the outflow valve ami at the
dump port of the safety valve. When the solenoid
valves are energized either by the ground contact
switch or the depressurization switch, the reference
chamber of Lite outflow and safety valve are vented to
atrnosphere. The reduced pressure in the reference
chamber allows reference-to-cabin differential pres-
sure to open the poppet valve of the outflow and safety
valve expelling cabin air toatmosphere. The depres-
surization switch is provided for inflight rapid de-
9-13
 685
Section IX MAINTENANCE MANUAL
Environmental
REFERENCE
CHAMBER
*CABIN AIR.
ORIFICE
SCREEN
STATIC PRESSURE
PORT
TO CONTROLLERC
OUTFLOW VALVE
DIAPHRAGM
*USED ONLY ON SAFETY VALVE
Figure 9-9. Outflow Valve
pressurization, and the groundcontact switch prevents
pressurization of the aircraft on the ground.
SAFETY VALVE. The safetyvalve is anoutflow valve
that is isolated from the cabin pressure controller
reference pressure. The safety valve provides a
safety releasefor cabin overpressure or the elimina-
tion of a negative cabin pressure in the event of out-
flow valve malfunction. The safety valve is located
on the forward pressure bulkhead, to the left and be-
low the outflow valve, and is attached to the bulkhead
in a like manner. The reference pressure port of the
safety valve is connected to the autopilot/instrument
vacuum. reducing valve.
SAFETY VALVE VACUUM ADJUSTMENT. Rapid
action of the pressurization safety valve is dependent
on the correct application of suction to the reference
chambei, of the valve. Vacuum reducing valve setting
is checked as follows:
a. Remove tubing which connects dump valve sol-
enoid and vacuum reducing valve.
b. Install a test line, incorporating a tee fitting at
a convenient location in the line, in place of original
tubing and install a differential test gage calibrated in
inches 1120 on the tee fitting.
9-14
STA. 5.5
BULISHEAD
POPPET OUTFLOW
VALVE
OUTFLOW VALVE
GUIDE
POPPET VALVE
RETURN SPRING
OUTFLOW VALVE
PILOT
OUTFLOW VALVE
DIAPHRAGM
(VACUUM RELIEF
AND BALANCE)
4 AMBIENT PRESSURE
a REFERENCE PRESSURE
411 CABEN PRESSURE
2911
c. Start right engine, and check suction gage on
instrument panel for an indicationof 3.8 to 5.9 inches
Hg. Place pressurization switch in DEPRESS posi-
tion and adjust vacuum reducing valve to obtain minus
10 inches of water on test gage. Safety valve should
be wide open when these conditions are met.
d. Stop engine, remove test set-up and install
original tubing between dump valve.
OUTFLOW AND SAFETY VALVE MAINTENANCE.
Field repair of these valves is not authorized and ad-
justment of the pressure relfef calibration screw is
not recommended unless it is accomplished in con-
junction with a complete test of the pressure control
system and a cabin leak check. The most common
malfunction of these valves is the result of dirt and
nicotine accumulation on the knife edge of the poppet
valve where it strikes the valve base. This is easily
cleaned by pulling the poppet valve back away from
the base, from the inside of the atrcraft, and cleaning
the valve from the nose section. When opening the
poppet valve use tare to prevent the poppet valve
guide from binding in the shaft. Pull the valve back
evenly with the force exerted at points 180 degrees
apart. If the cabin is slow to pressurize, the cabin
pressure air orífice screen of the outflow valve and
the cabin air filler for the pressure controller should
 685
MAINTENANCE MANUAL
be checked for cleanliness. The orífice screen may
be cleaned in solvent and air dried; however, the air
filter must be replaced when clogging is evident.
CAUTION
Do not use an oil base cleaner, use of
isopropyl alcohol recommended.
Outflow and Safety Valve Replacement
Replacement of either valve requires that careful
attention be given to cleaning of the bulkhead mounting
surface and sealing the valve at the pressure side of
the bulkhead. Torque the valve attaching screws no
more than finger tight and safety wire. Overtorque of
the attaching screws will cause the poppet valve shaft
to bind in the shaft guide, causing the valve to mal-
function.
CABIN HEATING AND PRESSURIZATION SYSTEM -
PREFLIGHT FUNCTIONAL TEST
a. Start both engines and idle at 1000 to 1500 rpm.
b. Place blower switch ON. Eyeball air blower
should operate.
c. Position air source selector switch to VENT.
Ventilating air should emit from the cabin floor level
outlets.
d. Position air source selector switch to RAM.
Ventilation blower will stop.
e. Place heater switch to HEAT ON position.
Reatar and ventilation blower operate and hot ah
emits from cabin floor levet outlets. Heater on light
ILLUMINATED.
f. Pull defroster control. Check for hot air from
windshield outlet.
g. Place heater switch OFF.
h. Place air conditioner switch ON. Cool air
emits from the upper air outlet on the cabin rear
pressurebulkhead in either the Hlgh or LOw position.
N OTE
During operation of air conditioning,
keep the ammeter indicator aboye zero
by increasing engine rpm. If an engine
rpm increase is undesirable because
of ground operational conditions, turra
air conditioner off.
CABIN HEATING AND PRESSURIZATION SYSTEM -
FLIGHT TEST
a. Takeoff and climb.
b. Position air source selector switch in BLEED
MR BOTH.
c. Place altitude selector At. 1000 feet aboye field
,elevation.
Section IX
Environmental
d. Place pressurization switch in DEPRESS.
e. Place pressurization switch in PRESS during
climb and vary the rate selector from mínimum to
maximum and then to normal.
1. Cabin rate of climb shall vary from 50 to
2000 feet per minute.
2. Cabin pressure at 25, 000 feet shall be
3.95 to 4.3 psid.
3. Cabin altitude warning light illuminated -
10,000 FT.
f. Shortly alter start of climb, place air condition-
ing switch to Hlgh and movecabin temperature control
lever to full COLD. Cold air shall emit from the aft
cabin bulkhead outlet.
g. Turra off the air conditioner.
h. Move cabin temperature control lever to the
full HOT position. The outlet air temperature in-
creases.
i. Place the heater switch in the ON position.
Keep heater on during the remainder of the system
checkout.
j. Check that the temperature of the air emitting
from the cabía outlets can be varied with the cabin
temperature control lever.
k. With engines at normal cruise power (65%) and
an altitude of 25,000 feet, position the air source
selector switch to LEFT ami then to RIGHT. Cabin
pressure shall not fall below 3.0 psid in either the
left or right position.
1. Return the air source selector switch to BLEED
MR BOTH and repressurize to maximum differential.
m. Set the cabin pressure controller to 80000 feet
and descend to 10,000 feet.
n. With both engines at normal cruise power (65%)
and at 10, 000 feet, place pressurization switch to
DEPRESS. Cabin pressure shall dump.
o. Move air source selector switch to RAM post-
tion. Air flow shall be evident.
p. Descend to 5,000 feet. Set cabin pressure con-
troller to 1, 000 feet below field elevation. Allow
cabin to pressurize.
q. Land and note dumping of cabin pressure on
ground contact.
AIR CONDITIONING SYSTEM
The 15,000 BTU Freon type system consista of an
electric motor-driven compressor, refrigerant con-
denser, cooling, fan, reeeiver dehydrator, evaporators
and interconnecting tubing and itoses. The air con-
ditioning equipment is tnstalled in the aft fuselage at
station 308. 00. The compressor is V-belt driven by
a 28-volt DC electric motor. Air from the aft fuse-
lage is pulled by the cooling fan through the condenser
into an enclosure in which the motor and fan are lo-
cated. The ah ls exhausted into a discharge duct in
the aft fuselage. Two evaporators are located under
the rear seat to cool and extract moisture from the
ah. Cool Freon gas in the core will absorb heat from
the recirculated cabin air drawn through the core by
the evaporator blower.
9-15
 685
Section IX MAINTENANCE MANUAL
Environmental

PRESSURISATION
NOT PERNITTEO
°ORINO lenge,
AND LANDING

Figure 9-10. Instrumeni Sub-Panel

The operation of the air conditioning system is con- a. Compressor service valves A and B- FRONT
trolled by a Iligh-LOw switch on the instrument sub SEAT (fully elockwise).
panel (see Figure 10-10). Pressure regulating expan- b. Remove bolis attaching compressor service
sionvalves are used to maintain a Freon gas pressure valves to compressor. Allow trapped Freonto escape
of 37 to 40 psi in the evaporators. When the air con- slowly.
ditioning system is switched on, recirculationof cabin c. Disc ard old gaskets.
al: through the air cooling system provides eabin d. Remove belt from compressor.
cooling. Coolingduringpressurized Right is the same e. Removenutsattaching compressor to condenser
as friraground operation._-The compressor wat not assembly.
operate when outside air temperature is below 25 f. Remove compressor.
degrees Fahrenheit, dueto low pressure safety switch.
To instan the compressor, proceed as follows:

COMPRESSOR AND MOTOR a. Soak new gaskets in refrigeration oil for 30

The compressor and motor are in the condenser mod-
ule. The 1.7 hp rated motor is electrically powered
by 28-volt de power from either engine generator or
by an external power source. Electrical connection
is by a power relay mounted on top of the condenser
enclosure. The two-eylinder compressor is used to
pump and compress refrigerant vapor. The com-
pressor is belt driven. Rotation of the compressor
crankshaft operates the compressor cylinders. Ope-
ration of the cylinders draws refrigerant vapor, finto
the compressor through the suction port, on the intake
stroke. On the compressor stroke, the vapor is
compressedand discharged through the discharge port
and lunes to the system. Two service valves are in-
stalled on the compressor head. The discharge and
suction line eonnections must be nade to the proper
compressor service valves. The compressor mount-
Ing bracket incorporales elongatedmounting holes for
alignment and adjustment of V-belt tension. When
replacing the compressor or motor unit, assure that
motor pulley is perfectly aligned and the V-belt tension
is properly adjusted. The attaching bolt-nuts should
be torqued to 45 to 50 inch-pounds. The compressor
crankcase oil should be cheekedonly when the system
has lost the complete refrigerant charge or signa of
oil loss are evident.
COMPRESSOR REMOVAL AND INSTALLATION. The
compressor may be removed and installed without
loss of total eharge as follows:
9-18
minutes.
b. Place gaskets and service valves oncompressor
on proper porta. Torque bolts in sequence from 8 to
13 foot-pounds.
c. Place belt on pulley and tighten bolts attaching
compressor to condenser.
d. Adjust belt per belt adjusting procedures.
e. Connect system analyser line 1 to service port
valve A on compressor (see Figure 9-11).
f. Open valve C and G on analyser. Allow Freon
to purge all air from compressor through valve B.
g. While still purging air through valve B, quickly
BACK SEAT (counterclockwise) valve B.
h. Close valve C on analyser, then BACK SEAT
valve A on compressor.
i. Remove analyser from system, and check for
leales around gaskets and oil plug.
NOTE
Use of an opea llame detector is pro-
hlbited. Use a leak detector compar-
able to the General Electric Model
li-10, 11-11, or equivalent.
REFRIGERANT CONDENSER
The refrigerantcondenser is a piste and fin type unit.
High pressure, high temperature vapor enters the
condensar from the compressor. This vapor is hotter
than the air that passes over the condenser exterior
 685
MAINTENANCE MANUAL Seetion IX
Environmental

AFT FUSELAGE
\ COLD AM," 94 MR
BLOWER LOW PRESSURE
❑
1.- 1 VAPOR
K.Z1 HIGH PRESSURE
15.51 VAPOR
t t HIGH PRESSURE
CABIN LIQUID
AM,

LOW
PRESSURE
SWITCH LIQUID
LEFT ' TRAP
EXPANSIÓN
VALVE EVAPORATOR
BLOWER
jj COLD AIR

111011 CONDENSER
PRESSURE
SWITCH
COMPRESSOR
SIGHT
GLASS
COMPRESSOR
MOTOR VALVE
HIGH SIDE

00
FAN COMPRESSOR
LIQUID ALVE A
RECEIVER HOT AIR \1/4 LOW SME
DEHYDRATOR (OVERBOARD
LINE 1

MANIFOLD AND
PRESSURE GAGES
LO HI
VALVE E
LINE 4
ANALYZER
VALVE D
VACUUM
PUMP VALVE
NE 2
LINE 3
VACUUM ANALYZER
PUMP VALVE C

REFR1GERANT
SUPPLYVALVE G I
(BOTTLE MUST
SYSTEM ANALYZER BE UPRIGHT)
sERVICING CONNECTIONS AND EQUIPMENT -J
e-
29 49A4

Figure 9-11. Refrigeration System Schematic

9-.17
 685
Section IX MAINTENANCE MANUAL
Environmental
surfaces. ftefrígerant vapor changes to a liquid by
the removal of heat. Therefore, heat flows from the
hot refrigerant to the cooler air and, as a result, the
refrigerant changes from vapor to a liquid. Heat
from the condenser is drawn overboard by a fan
mounted aft of the condenser module. Two ports, an
in and out, are installed in the condensen. The in
port is connected to the refrigerant compressor dis-
charge port by a high pressure flexible hose. The
out port is connected to the liquidreceiver dehydrator
by metal tubing.
RECEIVER DEHYDRATOR
The receiver dehydrator removes small traces of
moisture that may remain in the system after proper
purging and evacuating. A sight glass, to observe
refrigerant flow, is installed in the top of the unit.
Liquid refrigerant and occasionally some refrigerant
vapor from the condenser enters the dehydrator res-
ervoir. The liquid is heavMr than the vapor, and
therefore, drops to the bottom of the receiver dehy-
drator where it passes through a mesh screen and
enters the outlet tube. As the outlet tube is open at
the bottom Only, liquid refrigerant will flow through it
during normal operation. At temperatures aboye 70
degrees Fahrenheit, the sight glass will indicate
whether the refrigerant charge is sufficient. A short-
age of liquid refrigerant is indieated after several
minutos_ of compressor operation by the appearance
of slow—Moving bubbles (vapor) or a broken column of
refrigerant under the glass. Continuous bubbles may
appear in a properly charged system on a cool day.
This is a normal situation. If the sight glass is gen-
erally olear and performance is satisfactory, oc-
casional bubbles do not indicate refrigerad shortage.
If the sight glass consistently shows foaming or a
broken liquid column, the system should be charged.
Restrictions in the receiver dehydrator can also
cause system malfunctioning. If the outlet tube is
partially blocked, suction may be normal or low and
there will be little or no cooling at the evaporators.
A restriction may cause the refrigerant to vaporize
in the line and not in the evaporator. In the event a
new receiver dyhydrator is replaced, do not remove
the shipping caps from the unit until immediately
prior to installation.
CAUTION
Note flow direction on dehydrators.
EVAPORATORS AND EXPANSION VALVES
The evaporators are installed in the aircraft forward
of the aft pressure bulkhead and the expansion valves
are located at the inlet to each evaporator. Expan-
sion valves are set to meter a specific amount of
Freon flow luto the evaporator coils. A sudden change
in pressure (high to low) vaporizes the liquid Freon,
cooling the evaporator coils. The cooled coils absorb
heat and moisture from the warm cabin air that is
drawn over the coils by the evaporator blowers. Mois-
9-18
ture is collected by the drip traybelow the evaporator
coils and is drained through lines to a drain manifold
under the floor and then overboard.
TOOLS AND EQUIPMENT. Tools and equipment
used for performance testing, diagnosing, evacuating
and charging the air conditioning system consists of
the following:
a. A high vacuum pump capable of pullíng 28 In. Hg.
b. A drum of refrigerant R-12 or F-12.
c. A drum of Sunniso 5 or Texaco Capella "E"
grade 500 oil.
d. General Electric H-10, or H-11 leakdetector or
equivalent.
e. Marsh delinco gages and manifold or equivalent.
REFRIGERATION SYSTEM CHARGING AND SER-
VICING PROCEDURES
The air conditioning system shall be checked for
proper function. The refrigerant shall be evacuated
and serviced with R-12 or F-12, and the proper com-
pressor oil. Evaporators should be checked for
balance. Service and check the system as follows:
a. Remove the oil filler plug and rotate the com-
pressor shaft until the keyway is up relative to the
compressor head. This places the crankshaft throws
jato the most favorable position for passage of the
dipstick.
b. Insert a clean rod or dipstick vertically, until
it bottoms. The proper oil level is between 7/8 to
1-1/8 inch from the bottom of the dipstick.
NOTE
An oil clip stick, Figure 9-12, can be
made locally (or purchased) and is suit-
able for use in all compressors in any
mounting position. If made locally, it
can be formed from 1/8 inch diameter
by 8-5/16 inch long stock, preferably
non ferrous material which is not sub-
ject to corrosion. Notched ends are
helpful in visibly detecting the oil depth.
c. Service the compressor with Sunniso 5 or Tex-
aco Capella "E" grade 500 oil.
d. Reinstall oil filler plug with 0-ring.
NOTE
When Installing the oil filler plug, the
sealing 0-ring is slipped over the
threads in such a manner that the 0-
ring is not twisted. Insert the oil plug
in the filler opening and tig,hten the plug
snug. 11 the plug leaks, do not attempt
to stop the leak by overtightening the
plug. A leak may be caused by dirt
under the 0-ring or on the seat, a
fractured 0-ring, or a damaged seat
on the oil filler plug or the oil filler
opening. To stop the leaks, conoce
the mechanical damage and instan a
new 0-ring.
 685
MAINTENANCE MANUAL Section IX
Environmental

LEFT HAN» MOUNTING:

CHECK OIL WHEN WOODRUFF SHAFT
KEY IS DOWN.
RIGHT HAN» MOUNTING:
CHECK OIL WHEN WOODRUFF SHAFT
KEY IS UP

12 NOTCHES
1/8" APART

29 54

Figure 9-12. Oil Dip Stick

e. Connect system analyzer as shown in Figure
9-11.
1. Depressor endof line4 must be connected
to valve E to open Schrader valve.
2. Compressor valves A and B - MID POSI-
TION.
3. Analyzer valves C and D - OPEN.
4. Refrigerant supply valve G - CLOSED.
5. Vacuum pump valve F - OPEN.
f. Operate vacuum pump for 30 minutes. The
vacuum gage should read 26 to 28 inch Hg.
1. Compressor high side valve B - BACK
SEAT-CRACK OPEN.
2. Analyzer valve D - CLOSED.
3. Vacuum pump valve F - CLOSED.
4. Analyzer valve C - OPEN
5. Vacuum pump - SWITCH OFF.
g. Observe vacuum alter standing 30 minutes.
Failure of the system to maintain the vacuum in
step f. indicates excessive leakage and must be cor-
rected prior to charging the system. Check B-nuts,
clamps, hoses and analyzer connections.
h. After system evacuation, charge the system as
follows:
1. Refrigerant supply valve G - OPEN.
2. Analyzer valve C - OPEN.
3. Analyzer valve D - GLOSE».
i. Charge the system slowly with 3 pounds of
Freon F-12. Operate the system for 2 minutes and
check the sight gage for bubbles. Add Freon as re-
quired until the sight gage runs olear. Check the
temperatures in Figure 9-13. Normal system capa-
city should not exceed 3.5 pounds.
j. Observe system operatingpressures as follows:
1. Both analyzer valves C and D - CLOSED.
2. Both compressor valves A and B -- BACK
SEAT-CRACK OPEN.
3. Compressor low pressure side should be
35-40 psig.
4. Compressor high pressure side should be
between limas shown in Figure 9-13.
k. Operate system for 15 minutes, recheck sight
gage for bubbles, add Freon if required.
1. Both compressor valves A and B - BACK
SEAT (counterclockwise). Remove system
analyzer and replace both service valve caps
and valve stem covers.
1. Leak check the system as follows:
1. With the refrigerant system operating,
check all connections, hose fittings, and com-
ponents for leaks with a leak detector.
NOTE
Use of an open flame detector Is pro-
hibited. Use a leak detector compar-
able to the General Electric Model
11-10 or H-11.
2. Total accumulated leakage shall not ex-
ceed 4.0 ounces per year.
Charge a partially discharged system as follows:
1. Connect system analyzer.
2. Connect line 2 to Freon supply.

9-19
 685
Seetion IX MAINTENANCE MANUAL
Environmental

280

260

80 114) 240
EVAPORATORTEMP. OFOUT

70 9280

60 u 200
1
50 no
40 g
re, 160

30 140

20 8, 120

100

80
40 50 60 70 80 90 100 110 120 130
SUCTION PRESSURE PSIG AMBIENT TEMPERATURE °F

29 51

Fig ure 9-13. Evaporator and Compressor Checkout Graphs

3. Both analyzer valves C and D - CLOSED.
4. Freon supply valve G - OPEN.
5. Analyzer valve C to purge line 1 of air
and conneet to the service valve on the suction
side of compressor.
6. Compressor valve A - OPEN.
7. Start refrigeration system andadd Freon
until the sight gage is olear.
8. Alter completionof charging, close valves
A, C, and G. Remove system analyzer and
replace service valve caps and covers.
n. Balance evaporators as follows:
1. With air conditioner running and fully
charged, check to see if evaporator coils are
balanced.
2. Check air temperature at output of each
evaporator scroll (junetion of lower duct, both
left and right), using iron-constantan thermo-
couples. Air temperatures should be no more
than 2°F. apart, after 5 minutes.
3. If adjustment is required, remove ex-
pansion valve cover on either coil, turn knurled
knob clockwise to decrease temperature. One
full turn will chango temperature approximately
10°F. Replace valve cover after adjustment.
4. Monitor balanced temperatures per pre-
ceding step 2.
BELT ADJUSTMENT. When replacing belts and/or
system components, proper belt tension must be as-
sured. Belts are of polyglas material and do not
tole•ate slippage. Proper belt tension will assure
efficient cooling and extended belt lile.
a. Before Installing a new belt, clean the grooves
9-20
of the pulleys and also the belt with Methyl Ethyl
Ketone or alcohol.
b. At a point on the takeup (siack) side of belt mid-
way between the motor and compressor, apply a per-
pendicular force of four pounds.
c. Measure deflection at this point. The deflection
should be 1/8 inch maximunt. Any adjustments shall
be nade per steps f., through i.
NOTE
Deflection greater than 1/8-inch can
cause vibration, chatter, slippage and
prematuro belt or unit failure.
d. Run new bolis approximately one hour for run-in
stretch. Check deflection per step c.
e. Observe belt during system operation. A prop-
erly tensioned belt should not show a belt weaving de-
flection of more than 3/16-inch on the outboard side
of pulley center line.
f. Adjust belt tension by loosening belt adjustment
bolt (long bolt through oblong bofe on compressor
bracket).
g. Pivot compressor until proper tension is
achieved. Hold and torque adjustment bolt-nut to 50-
55 inch-pounds.
h. On some models a wedge block is 1nstalled.
Tighten nut clockwise against wedge block forcing
compressor upward to Marease tension.
i. Recheck belt tension.
NOTE
Tension checking is easter with the use
of a Dayco VBeltTensiometer or
equivalent. Purchase locally.
 685
MAINTENANCE MANUAL
TROUBLE PROBABLE CAUSE
Heater does not ignite. Ignition system fallare:
No power to ignition.
Inoperative vibrator or faulty
vibrator contacts.
Inoperative ignition assembly.
Faulty or dirty spark plug.
Faulty shielded lead.
Insufficient fuel:
Fuel safety solenoid valve, fuel
cyclíng switch, or fuel regulator
and shutoff valve not energized.
Fuel solenoid valve inoperative.
Fuel pressure low.
Fuel filter clogged.
;s
Solenoid valve(s) inlet screen
dirty.
Fuel spray nozzle clogged.
Insufficient combustion air:
Weak spring behind combustion
air relief valve.
Leaks or obstructions in air
suppiy
Blower malfunctioning or
inoperative.
Figure 9-14. Trouble Shooting Fleater and Blower System (Sheet 1 of 3)
Section IX
Environmental
REMEDY
Check position of círcuit breakers.
Check heater switch, cabin temper-
ature control lever, combustion air
pressure switch, variable thermo-
static switch. Check safety relay,
heater relay, and overheat safety
switch. Repair open or shorted
circuits or replace faulty switches.
Replace vibrator.
Replace ignition assembly.
Replace spark plug and shielded
lead.
Replace shielded leed.
Check position of cabin heat and
cabin blower switches. Check
safety relay, combustion air
pressure switch, overheat safety
switch, variable thermostatic
switch, fuel cycling switch, fuel
solenoid valve and shutoff valí& ^
Repair open or shorted circuits
or replace faulty components.
Overhaul or replace solenoid
valve(s).
Replace fuel regulator valve.
Replace fuel filler element.
Remove inlet line(s) and clean
inlet screeMs).
Clean spray nozzle.
Overhaul relief valve.
Remove obstruction and repair
leaks or replace fines.
Check blower as outlined in
subsequent procedures.
9-21
 685
Section IX MAINTENANCE MANUAL
Environmental

TROUBLE PROBABLE CAUSE REMEDY

Eyeball or combustion air No power to blower(s). Reset circuit breaker and switch;
blower does not operate. check landing gear ground contact
switch and relays for proper opera-
tion. Check blower leads and
wiring for short or open circuits.

Brushes not making contad to Replace brush and spring assembly;

commutator. turn down commutator as required.

Ventilation air blower No power to blower. Check position of heater and blower
does not operate. switches, reset circuit breaker.
Check blower leads and wiring for
short or open circuits.

Brushes not making contact to Replace brush and spring assem-

commutator. bly; turn down commutator as
required.

Excessive current and Bearings misaligned or preloaded. Reseat or replace bearings; move
low blower speed; armature bank and forth to relieve
frequently breaking preload.
BLOWER circuit
breaker. Balls in bearing(s) 'brinnelled.' Replace bearing(s).

Brushes arcing and not making full Replace brush and spring assembly;
contact with commutator. turn down commutator as required.

Low speed. Brushes not properly seated or Align holder(s); allow longer
holder(s) misaligned. run-in time.

Excessive current and Shorted turns in field. Replace stator assembly.

high blower speed.

Excessive current and Shorted turns in armature. Replace armature assembly.

rough or 'bucking'
blower operation.

Excessive vibration. Motor attaching hardware loose or Tighten attaching hardware.

not evenly torqued.

Armature out of balance. Rebalance armature; replace

bearings and brushes if necessary.

Blower blades damaged or out of Replace blower blades.

balance.

Reatar is cycled off and Overheat safety switch faulty or out Replace switch.
on by overheat safety of adjustment.
switch, combustion
air pressure switch, Obstruction in combustion air pressure Remove obstructions and correct
or fuel cycling switch. switch Unes or in exhaust below line insufficient combustion air trouble
inlet; insufficient combustion air. as instructed aboye.

Figure 9-14. Trouble Shooting Heater and Blower System (Sheet 2 of 3)

9-22
 685
MAINTENANCE MANUAL Section IX
Environmental

TROUBLE PROBABLE CAUSE REMEDY

(continued) Combustion air pressure switch faulty Replace switch.

Heater is cycled off and or out of adjustment.
on by overheat safety
switch, combustion Variable thermostat switch faulty or Adjust variable thermostat duct
air pressure switch, out of adjustment. switch outlined in bis Section,
or fuel cycling switch. or replace switch.

Ventilating air stream over heater Remove obstructions.

obstructed.

Fuel cycling switch faulty or out of Replace switch.

adjustment.

Backfiring, pulsating Fouled or faulty spark plug. Clean or replace spark plug.
combustion or smoky
exhaust. Excessive fuel flow into heater:

Spray nozzle dirty or loose. Clean spray nozzle; tighten firmly

when reinstalling.

Fuel filter element retaining Fteplace spring and element as

spring weak or broken; fuel required; carefully reseat element
inter element not properly with rubber washer (open end)
instalied and seated. down.

Restriction in exhaust line. Remove restrictions.

Insufficient combustion air. See eyeball or combustion blower

troubles.

Figure 9-14. Trouble Shooting Heater and Blower System (Sheet 3 of 3)

9-23
 685
Section IX MAINTÉNANCE MANUAL
Environmental

DISCHARGE • SUCTION PROBABLE CAUSE REMEDY

TROUBLE
PRESSURE PRESSURE
No or low air flow. Ice bloeldng evaporator. Check for low evaporator
pressure. Reset expan-
sion valve pressure, see
procedures under Refri-
geration System Charg-
ing and Servicing.

Loose electrical connect- Tighten conneetions.

ions.

Defeetive blower. Replace blower.

Defective switch. Replace switch.

Tripped circuit breaker. Reset breaker.

Loose hose connections. Tighten connections.

Air leaks in ducts. Repair leaks.

Refrigerant system air Dirt or foreign matter on Remove dirt and foreign
flow temperature to evaporator core. matter from evaporator
high. core and check conden-
ser lines for restrictions.

Restrictions in the Remove and replace

receiver dehydrator. receiver dehydrator.

Refrigeration charge Inspect for toose con-

too low. neetions and tighten as
required. Recharge sys-
tem. Check for high
evaporator pressure.
Reset expansion valve
pressure, see proce-
dures under Refrigera-
tion System Charging
and Servicing.

High Low Chattering, Oil overcharge, oil Complete system purge

Slugging, in system. required. Use R-11
Compressor binds Freon Solvent or
up. equivalent.

Compressor does not Blown fuse. Replace fuse with same

operate. Evaporators amperage rating.
operate.
Motor relay. Check voltage across coil.
Jumper contacts, if motor
starts, replace relay.

High pressure switch open. Reset switch if tripped.

Check eontinuity. Check
system pressure. If
switch will not reset and
pressure is below 350
psig, replace switch.

Figure 9-15. Trouble Shooting Air Conditioning System (Sheet 1 o( 3)

9-24
 685
MAINTENANCE MANUAL Section IX
Environmental

DISCHARGE SUCTION
PRESSURE SRESSURE
}i0UnE PROBABLE CAUSE REMEDY

(continued)
Low pressure switch open. Check continuity. Check
system pressure. Sys-
tem pressure and ambient
temperature must be
aboye 35 psig and 35°F.
respectively.
Compressor does not Compressor motor. Check windings for shorts
operate. Evaporators or open vires. Replace
operate. if detective.

Compressor package Belt loose. Check belt tension. See

noisy or vibrating. Belt Adjustment proce-
deres.

Check belt for melted

areas, due to slippage.
Check proper alignment.

Hold down bolts loose Check and retighten bolis.

(compressor, motor Check for proper align-
or package). ment.

Bad motor hearings. Replace motor.

Compressor noisy. Replace compressor.

Oil in system. Check high and low0'..

pressures.

Rug wet around evapo- Loose drain hoses. Check and clean drain
ratora in the cabin hoses.
area.
Roses clogged. Check and clean drain
manifold.

Ice formation on Check and readjust ex-

evaporator core. pansion valve setting.
See procederes under
Refrigeration System
Charging and Servicing.

Loose evaporator Reseal around evapora-

housing lace. tor Pace with R. T. Y. or
equivalent sealer.

THIS PORTION OF TROUBLE SHOOTING TO BE ACCOMPLISHED WITH TEST GAUGES ONLY.

High Normal Little or no cooling Fan loose or improper Tighten, elige fan.
air flow across condenser.

Dirty condenser coils. Clean exterior surfaces

of colls.
Overcharged system. Bleed off excess Freon
through suction valve A,
slowly.

Figure 9-15. Trouble Shooting Air Conditioning System (Sheet 2 of 3)

9-25
 685
Section MAINTENANCE MANUAL
Environmental

DISCHARGE SUCTION PROBABLE CAUSE REMEDY

TROUBLE
PRESSURE PRESSURE
(continued)
Oil overcharge, Complete system purge
oil in system. required. Use R-11
Freon Solvent or
- equivalent.

High Low or Very minimal cooling. Low air flow across Clean exterior coils on
normal. evaporators. evaporators. Check
blowers.
Undercharged system. Check for leaks. Re-
charge system to correct
Level.

High Low or Very minimal Cooling. Blockage of cabin air Remove or correct
normal. exhaust duct. blockage.

Expansion valve set too Adjust or replace valve.

low, ice build up on coils. Clean coils.

Low High No Cooling. Compressor faulty. Replace compressor.

Normal Low Minimal Cooling. Low air flow across Check blowers and clean
evaporators. evaporator coils.

Normal Normal or No cooling or very little. Expansion valve set too Aeljust or replace valve.
Low. high or plugged.

Dryer clogged or restricted. Replace dryer.

Figure 9-15. Trouble Shooting Air Conditioning System (Sheet 3 of 3)

9-26
 685
MAINTZNANCE MANUAL Seetion X
Electrical

SECTION X

ELECTRICAL

TABLE OF CONTENTS

Page Page
GENERAL DESCRIPTION 10- 1 Fuel Boost Pumps and Shutoff Valves 10-11
POWER DISTRIBUTION 10- 1 Fuel Quantity Indicators 10-11
Battery 10- 2 Fuel Vent Heaters (Optional) 10-11
Generator 10- 6 INSTRUMENT CIRCUITS 10-11
ANNUNCIATOR SYSTEM 10- 7 Stall Warning System 10-12
Annunciator Panel Lamp Replacement 10- 7 Tachometer-Generator 10-12
LIGHTING SYSTEM CIRCUITS 10- 9 Rudder and Elevator Trim Tab
Interior Lights 10- 9 Position Indicators 10-12
Exterior Lights 10- 9 Wing Flap Posítion Indicator 10-14
HYDRAULW SYSTEM CIRCUITS 10- 9 Pitot and Stall Warning Heaters 10-14
Hydraulic Shutoff Valve 10- 9 MISCELLANEOUS CIRCUITS 10-17
Auxiliary Hydraulic Pump 10-10 Cabin Door Lock and Warning Light 10-17
POWER PLANT CIRCUITS 10-10 Cigar Lighter 10-17
FUEL SYSTEM CIRCUITS 10-11 Spare Wires 10-17

GENERAL DESCRIPTION components, along with necessary maintenance data

The prirnary source of electrical power for the 28-
volt de electrical system installed in the aircraft
consists of two 30-volt, 200-ampere engine-driven
generators. Electrical power may also be obtained
from two 12-volt lead-acid batteries connected in
series. The batteries will provide sufficient power
for starting the engines in addition to furnishing an
emergency source of electrical power in the event
both generators falL The external power connector,
provided as an option, when connected to an external
power source may be utilized when performing main-
tenance which requires electrical power.
All electrically-operated motors, lighting systems,
and other electrical component circuito are proteeted
by trip-free push-to-reset eircuit breakers or circuit
breaker switches with exception of starter circuits.
Each electrice!, system component circuit is wired
so that a failure within a particular circuit will not be
detrimental to the operation of other electrical com-
ponents. Switches and instruments required for ope-
ration of the aircraft eleetrical system, are installed
in the cockpit area. A description of the electrical
is included with information pertaining to the associ-
ated aircraft system.
POWER DISTRIBUTION
The main power bus, locatedin the contactor box (see
Figure 10-1 and 10-3) receives electrical power from
two possible sources; the aircraft battery system or
the aire raft generator. The generators power the main
bus in the contactor box through reverse current re-
lays and the batteries power the main bus through a
battery line contactor. Main bus power is distributed
through remote circuit breakers tothe circuit breaker
panel as shown in Figure 10-2 and 10-4, and overhead
switch panel, Figure 10-7. Power is also distributed
to the cabin junction box by a cabin bus contactor. A
split-bus system, employed Inboththe circuit breaker
panel and switch panel, permito transfer of electrical
power from one bus to another in the event of a con-
trol bus or distribution bus failure. In the event a
fault occurs in the circuito, the fault can be isolated
by observing the annunciator panel lights (see Figure

10-1
 685
Section X MAINTENANCE MANUAL
Electric al

III) BUS
BUS OFF 11 OFF
LIGHT 171 LIGHT

BUS OFF DLSTRIBUTION BUS CONTROL BUS BUS OFF

LIGHT CB PANEL CB PANEL LIGHT

DISTRIBTITION BUS CONTROL BUS

OVRHD SW PNL OVRIID SW PNL

CABIN BUS

RCB RCB — CBC

(K62) (K61) (166)
L. GEN. R. GEN.
MAIN BUS

RCR-1 RCR-2

EPC

BATTERIES
EXTERNAL POWER (OPT)

FUSE BUS
1210 20D

Figure 10-1. Battery and Bus System

10- 6) or the distributors and control bus lights and
opening the appropriate bus tie circuit breaker to
isolate the fault. Loss of electrical power to the
respective radio bus can be determined by the failure
of equipment on the affected bus.
BATTERY
Battery power is supplied by two 12-volt de, lead-
acid, wet cell batteries. The batteries are installed
in the aft fuselage on a sude out tray that affords
quick aceessibility for maintenance. These batteries
are connected in series to provide 24-volt power to
the main bus through a battery line contactor. This
contactar is controlled by a two-position battery
switch located in the overhead switch panel. Placing
the battery switch in BATTERY position clases the
battery line contactar to supply battery power to the
main bus in the contactar box. Placing the battery
switch in the OFF position de-energizes the battery
line contactar and disconnects the batteries from the
main bus. If an optional external power connector is
installed, the batteries may be charged by connecting
an external de power source to the aireraft and plac-
ing the battery switch in the BATTERY position. On
aircraft not equipped with the optional external power
outiet, the batteries must be removed from the air-
craft for charging. If the optional external power
connector is installed, an auxiliary power unit may
be used for starting engines when the temperature is
below 400F.

10-2
 685
MAINTENANCE MANUAL Section X
Electrical

cee cecee

nI NIUY.1

‘-±r{D °Kiva .cr; ourni°3"—Xtr

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044444— j,
cuom ov:muman — 0V:41111130 ,7.11: '10111,a)
*: 34011 É

nt:Ini El ) m41:11111/1.1.cici

Figure 10-2, Electrical Power Distribution

10-3
 685
Section X MAINTENANCE MANUAL
Electrical

17

18
9
19

15

1 21
A DC CONTACTOR BOX
29 15
30

32

36
2 37
38
49
210 274.94

1. GEAR UP WARNING HORN 21. EXTERNAL POWER RECEPTACLE •

2. DUAL WINDSHIELD WIPER • 22. BATTERIES
3. OVERHEAD SWITCH PANELS 23. FLAP POSITION TRANSMITTER
4. PROP SYNC-PHASE ACTUATOR • 24. FUEL QTY TRANSMITTER
5. ICE INSPECTION LIGHT• (CTR CELL GROUP)
6. PROPELLER DEICER • 25: FUEL BOOST PUMPS
7. WING & EMP LIGHTWEIGHT DEICER • 26. VOLTAGE REGULATORS
8. STALL WARNING SWITCH 27. FUEL PUM? RESISTORS
9. POSITION LIGHTS 28. FUEL SHUTOFF VALVES
10. RETRACTABLE LANDING LIGHT 29. HYDRAULIC SHUTOFF VALVES
11. GENERATOR 30 AUXILIARY HYD PRESSURE PUMP
12. COWL FLAP INDICATOR SWITCH 31. AUXILIARY HYD PRESSURE SWITCH
13. . MAIN LANDING GEAR DOWNLOCK SWITCH 32. PROP SYNC-PHASE CONTROL BOX •
14. FUEL TRAIN HEATER 33. FUEL FLOW INVERTER
15. MAIN LANDING GEAR UPLOCK SWITCH 34. INTERIOR OPTIONS J-BOX
16. FUEL QTY TRANSMITTER 35. FUEL QTY CALIBRATION BOX
(INBD FWD FUEL CELL) 36. DOOR EMERGENCY UNLOCK SWITCH
17. ANTI-COLLISION LIGHT 37. STALL WARNING HORN
18. RUDDER TRIM TAB POSITION TRANSMITTER 3$. SINGLE WINDSMELD WIPER •
19. ELEVATOR TRIM TAB POSITION TRANSMITTER 39. PITOT HEATER
20. ANTI-COLLISION LIGHT • 40. NOSE LANDING GEAR SWITCH
NOTE
• OPTIONAL

Figure 10-3. Electrical Equipment Locutor (Sheet 1 of

10-4
 685
MAINTENANCE MANUAL Section X
Electrical

Fl F2 F3
48 51 F4 F5 °
O O
84
F7 F8
65 838
03
333
F17 F18. F18
00 0.
F22
O

42"1;1/4C--
•:" ce 41
57

41. BUS ARS 66, L. GENERATOR FIELD TRIP RELAY

42. CURRENT SENSORS 67. HEATER RELAY
43. SHUNTS 68, R. PRIME RELAY
44. L. REVERSE CURRENT RELAY(K21) 69. R. GENERATOR FIELD POWER RELAY
45. R. REVERSE CURRENT RELAY(K22) 70. L. GENERATOR CONTROL RELAY
46. R. GENERATOR POLARIZING RESISTOR 71. HYDRAULIC PUMP RELAX
47. F34 AM CONDITIONER COMPRESSOR FUSE 72. R. GENERATOR CONTROL RELAY
48. L. GENERATOR POLARIZING RESISTOR 73. R. GENERATOR FIELD TRIP RELAY
49. L. GENERATOR OFF RESISTOR 74. FUSE HOLDERS & FUSES
50. R. GENERATOR OFF RESISTOR Fl VENT MR BLOWER
51. STARTER VIBRATOR F2 HEATER
52. CONTROL BUS RCB RELAY(K61) F3 L. VOLTAMMETER (A+)
53. DISTRIBUTOR BUS RCB RELAY(K62) F4 R. VOLTAMMETER (A+)
54. BATTERY LINE CONTACTOR (K8) F5. BAGGAGE COMPARTMENT LIGHT
55. VENT MR BLOWER RELAY(K12) F7 L. & R. EVAPORATIVE BLOWERS
56. L. START CONTACTOR (K1) F8 READING LIGHTS
57, R. START CONTACTOR (K7) F9 CIGAR LIGHTER
58. CABIN BUS CONTACTOR (IC66) Fll WINDSHIELD WIPER (OPT)
59. CIGAR LIGHTER. RESISTOR F14 R. VOLTAMMETER (A-)
60. F21 CABIN BUS POWER FUSE F15 L. VOLTAMMETER (A-).
61. DIODES AND T-STRIPS F16 L. PRIMER HEATER
62. VENT BLOWER CONTROL RELAY F17 R. PRIMER HEATER
63. EXTERNAL POWER SENSING RELAY ng L. FUEL BOOST PUM?
64. L. GENEFtATOR. FIELD POWER RELAY F19 R. FUEL BOOST PUM?
65. L. PRIME RELAY F22 START VIBRATOR
75. OVERVOLTAQE RELAYS

O NOTE: See Figure. 10-12 for Fuse Type and Rating.

Figure 10-3. Electrical Equipment Locutor (Sheet 2 of 3)

10-5
 685
Section X MAINTENANCE MANUAL
Electrice'

RELAY CODE FUNCTION LOCATION

K2 EXTERNAL POWER (OPT) D. C. CONTACTOR BOX

IC17 COMBUSTION AIR BLOWER SAFETY RIGHT FRAME, STATION 290.00 (Z-19.00)
IC27 CABIN DOOR LOCK CABIN DOOR
K32 RUDDER HORN SLOT (OPT) D. C. CONTACTOR BOX
1(41 INDICATOR LIGHT TEST CIRCUIT BREAKER PANEL
IC42 INDICATOR LIGHT TEST OVERHEAD SWITCH PANEL
IC43 ELECTRIC T&B OFF LIGHT JUNCTION BOX ON AVIONICS RACK
1(44 PROPELLER SYNCHRONIZER FORWARD SIDE OF AFT PRESSURE BULKHEAD
(Z-39.50)
K45 PROPELLER SYNCHRONIZER FORWARD SIDE OF AFT PRESSURE BULKHEAD
(Z-39.50)
IC50 AUTO-PILOT CONTROL ELEVATOR FUSELAGE STATION 23.50 (Z-28.00)
TRIM
1(60 INSTRUCTION LIGHT CHIMES (OPT) FUSELAGE STATION 135.00 (UPPER
CENTER LINE)
1(63 LEFT EVAPORATIVE BLOWER (OPT) BLOWER FUSELAGE STATION 163.50
1(64 RIGHT EVAPORATIVE BLOWER (OPT) BLOWER FUSELAGE STATION 163.50
IC68 . INSTRUCTION LIGHT CHIMES (OPT) FUSELAGE STATION 135.00 (UPPER
CENTER LINE)
K69"' -BUS OFF OVERHEAD SWITCH PANEL
IC70 BUS OFF CIRCUIT BREAKER PANEL
K71 BUS OFF CIRCUIT BREAKER PANEL
K72 BUS OFF OVERHEAD SWITCH PANEL

Figure 10-3. Electritoi Equipment Locator (Sheet 3 of 3)

GENERATOR VOLTAGE REGULATOR ADJUSTMENT. The elec-

A 30-volt, 200-amp generator is installed on the
upper right forward end of each engine. The air-
cooled generators come on the line at engine speeds
of approximately 1400 rpm, and achieve maximum
output at an engine speed of 2000 rpm. Output of the
generator may vary from 27.5 volts, 0-amps, to 30-
volts, 200-amps, depending upen circuit load and
engine speed. The generators are connected to the
main bus by a reverse current relay and supplies
current upon demand when the generator switch is on
and generator output voltage exceeds battery voltage.
Carbon pile voltage regulators, loeated immediately
aft of the baggage compartment on the right sido of
fuselage, control the output voltage of each generator
by modulating the generator field voltage. The regu-
lators aid in paralleling the current output from the
respective generator. Overvoltage relays incorporated
in the generator circuits protect the electrice' system
in the event of á voltage regulator malfunction. The
generators are also equipped with paralleling devices
to prevent any one generatot assuming most of the sys-
tem load. Feeder protectionrelays are provided in each
generator circuit toautomatically disconnect the gen-
erator in the event of a ground fault or an open circuit
in the generator feeders. A generator off light incor-
porated in each generator circuit will Illuminata when
electrical power is on and the respective generator
system is not on the line. To restore generator out-
put, cycle the generator master switch to the OFF/
RESET position and return to the GENERATOR L or
position. The generator OFF light will odinguishif
the generator system is operating correctly.
trical equipment must reach normal operating tem-
perature bef ore the voltage-regulators can be ac-
curately adjusted. It is, therefore, recommended
that final adjustment of voltage regulators be accom-
plished immediately atter flight. Use a precision
voltmeter of 'clown accuracy to check voltage read-
ings when adjusting voltage regulators. An inter-
communication set between the cockpit and aft bagg-
age compartment will assist in voltage regulator
adjustment procedures. To adjust the voltage regu-
lators proceed as follows:
a. Immediately alter lending, head aircraft into
wind and turn right generator switch to OFF/RESET.
b. Turn off all possible electrical load on aircraft
electrical system.
c. With left engine operating at 2250 rpm, con-
nect precision voltmeter leads to jacks in left voltage
regulator base and adjust regulator voltage to read
27.5 to 28.5 volts. Turn regulator adjusting screw
clockwise to increase voltage and counterelockwise
to decrease voltage.
d. Connect precision voltmeter leads to test jacks
in right voltage regulator base and repeat steps a.,
b., and c., for right generator voltage regulator ad-
justment.
e. With engine speeds synchronized at 2250 rpm,
place both generator switches in GENERATOR posi-
tion.
f. Tura on maximum possible load to aircraft
electrical system.
g. Read and record amperage of generators, as
indicated on the ammeters installed in the right over-

10-6
 685
MAINTENANCE MANUAL Section X
Electrical

c-'
AD:
r]
i
DISTR - ENG IND - -O L -1ND ARE — FUE
• O
35
‘.. _} ° 0 0 0 0 0 0 0 0 0 0 0 O 0 0
8L5 L R L 11 INSTA TRIM GEAR GAGE
El UDG LT GAS DOOR CARA - DE -ICE - T & D LO FUEL DOOST

2.
( 97:\
,..1:1,, /
o 0 0 0 5 5
STE MOTOR LOCO DEPRESS CONDI ALS.
cl00000000-o
RESET GOAL WARE STALL FUEL BOOST-GEN PROT- PLATEE PROA SYNG TIE
e
TIE
0 0 0 0 5B
BORT FLAP! LTS WARE L L R
•
0000000000
RAMO -E
coN RO

O •
BUS
FUEL VALVE

L R
RTER ILESO AUX-HYDE PROP
OO AM
SIL

0 S-0 0 0 0 0 0 0 0 0 0
PU P DE-ICER TAN ° _.."

210 271

Figure 10-4. Circuit Breaker Panel

head switch panel, with various electrical loads sary adjust actuation point of overvoltage relay. If
applied to the electrical buses. Parallel generator relay does not respond to adjustment, replace the re-
output as follows: lay.
1. Turn paralleling adjustment screw of volt-
age regulator supplying higher amperage one NOTE
notch counterclockwise to decrease amperage Overvoltage relays are adjusted by the
output. manufacturer at 30 volts +0.9 volts.
2. Turn paralleling adjustment screw of volt-
age regulator supplying lower amperage one
notch clockwise to Mercase amperage output. ANNUNCIATOR SYSTEM
3. Repeat steps 1. and 2. until amperage
output of each generator reacia within 30 amperes
of the other when a heavy eleetrical load is The annunciating system comprised of an annunciator
placed on the aircraft electrical system. panel assembly (see Figure 10-6) is installed in the
glareshield and monitors various aircraft systems as
indicated by the annunciator panel. In the event of a

1 CAUTION I

Observe cylinder head temperature and

system fallare or if an unsaf e flight condition should
oecur, the respective annunciator light for the system
being monitored will illuminate and corrective action
can be taima as necessary. The annunciator system
oil temperature limits during ground operates on 28-volt de power.
operation of the engine.

OVERVOLTAGE RELAYS. The overvoltage relays, ANNUNCIATOR PANEL LAMP REPLACEMENT

installed inthe contactar box, are simple mechanisms,
precise in operation and rugged in design. The units Replacement of lamps within the annunciator panel is
are used in conjunction with the voltage r egulators and accomplished by pulling the test button knob from the
the generators. The overvoltage relays are factory test switch and remove the two extreme outboard
set to open when the generator output voltage exceeds screws from the left and right ends of the panel and
29.1 to 30.9 volts. Correctoperationof the overvolt- remove annunciator legend panel. Use a hooked tool
age relay may be ascertained by thefollowing method: to lift lamp module from panel assembly.
Disconnectall leads from the relay. Connect the posi-
tive leadof a variable de power source with voltmeter
to relay terminal number (2) keeping initial voltage at
29 volts. Attach negative lead of the same power ICAUTION I
source to relay terminal (3). Terminals (5) and (7)
should show an open circuit. Gradually increase the Index lamp module before removing
voltage of the power supply to a maximum of 30.9 module from panel assembly to assure
volts. Check voltmeter for voltage reading when relay proper installation of module.
Gloses. Terminals (5) and (7) should make (close
circuit) between 29.1 and 30.9 volts. The voltage Aircraft battery switch must be in the
adjustment increase for relay actuation should be made OFF position when removing lamp
slowly as this is a slow responding relay. If neces- module.
10-7
 685
Section X MAINTENANCE MANUAL
. ElectrICal
!BOU:1LE PROBABLE CAUSE
No voltage. No excitation on generator due to shunt
field circuit being open. This may
result from faulty connections, faulty
regulator or open field.
Detective generator.
Detective voltmeter or voltmeter
connections.
Voltage too low. Faulty regulator adjustment.
Engine not up to speed.
Incorrect setting of generator brushes.
Voltage too high. Faulty regulator adjustment.
Regulator coil circuit open.
Unstable operation. Faulty regulator adjustment or
pitted carbon pile.
Incorrect generator characteristic
may cause regulator instability.
Check regulator on another generator
to determine if fault lies within the
generator.
Figure 10- 5. Trouble Shooting Voltage Regulator
10-8
REMEDY
Check continuity of circuit from
generator positive field terminal
through regulator carbon pile and
back to generator positive terminal.
Check resistance of generator field.
Check contact between regulator and
contact springs on mounting base.
Correct wiring if found defective.
Replace generator or regulator if
open circuited or short circuited.
Refer to manufacturer's instructions
on generator.
Check with another voltmeter.
Adjust voltage per paragraph on
Voltage Regulator Adjustment pro-
ceclures. If unable to raise voltage
remove and replace voltage regula-
tor.
Bring engine up to 2250 rpm to make
the generator run at minimum speed
or faster for regulation.
Refer to manufacturer's instructions
on generator.
Adjust voltage per paragraph on
Voltage Regulator Adjustment pro-
cedures. II unable to lower voltage,
remove and replace voltage regula-
tor.
Check contact between regulator and
contact springs on mounting base.
If this is good, unplug regulator and
check continuity of potential coil
circuit. Also, check wiring to
mounting base. If coil is detective,
remove and replace regulator.
Adjust voltage per paragraph on
Voltage Regulator Adjustment pro-
cedures. If unable to stabilize
voltage, remove and replace voltage
regulator.
Correct brush setting on generator
See Section IV for brush settings.
 685
MA1NTENANCE MANUAL
9 TEST CAB
- FUEL-
- GEN - COWL FLAPS VACUUM CAS LOW FI SODST
O O O
DOOR O
LH RH LH RH LH RN 10,000 FT
Figure 10-6. Annunciator Panel
LIGHTING SYSTEM CIRCUITS
INTERIOR LIGHTS
The standard interior lights include instrument lights,
overhead panel lights, sub-panel lights, annunciator
panel lights, compasa light, rudder pedal lights,
pilota service panela, and cowl flaps switch light.
These lights, with exceptionof the rudder pedal lights,
receive power from the control bus andare controlled
by a switch on the overhead switch panel (see Figure
10-7). Rudder pedal lights are controlled by switches
in the pilota service unit and protected by a 5-amp
fuse installed in the contactar box. The optional lights
include ínstructionlights (testen seat belts, no smok-
ing and chimes), baggage compartment light, passen-
ger reading lights, cornice lights, and map lights.
Dimmer controls located in the pilot's service panela
(see Figure 10-8) control the light intensity of the
cockpit edgelighted panela. Crew compartment dome
lights are installed in the pilota service panela and
controlled by a switch neer the light.
EXTERIOR LIGHTS
The retractable lending lights motor circuits are pro-
tected by a 5-amp circuit breaker and each lamp is
protected by a 10-amp circuit breaker switch. The
position lights circuit is protected by a 10-amp cir-
cuit breaker switch, and the upper rotating beacon
(vertical anti-collision) light is protected by a 10- amp
circuit breaker switch. The circuit breaker switches
for these circuits are located in the overhead switch
panel. The upper rotating beacon may be removed by
disconnecting the quick disconnect and ground wire
located behind the upper inspection door on the left
side of the vertical stabilizer, removing three screws
that attach the light to the stabilizer fairing, and lifting
the light assembly outward. The lower rotating beacon
(lower fuselage, optional) is connected to the anti-
collisioncircuit breaker switch inthe overhead switch
panel and operates in the same manner as the upper
rotating beacon. The optional strobe lights, and ice
inspection light are protected by 5-ampcircuit break-
ers in the overhead panela.
Section X
Electrical
PROP
SYNC AC HE MIT T/8
L H RH
o o 0200
2 210 273
RETRACTABLE LANDING LIGHTS. Retractable
lending lights are installed ín the lett ami right lower
wing surface outboard of the engine nacelles. The
landing light switches, installed in the overhead
switch panel, control the illuminationof the lights and
the operation of the landing lights motora. The EX-
TEND and RETRACT landing light switch will activate
the motor circuits for both landing lights. The EX-
TEND position will drive the lending lights to the ex-
tend position. The landing light(s) selected for opé-
ration will illuminate when the landing lights have ex-
tended approximately 10 degrees. Either lending
light may be turnad off; however, when the lending
light EXTEND/RETRACT switch is placed in the RE-
TRACT position, the lending lights will return to the
retract position and the lights will extinguish regard-
less of the position of the lamp switches. The lights
are set to extend 75 (-± 1) degrees from the retracted
position.
Lending Light Lamp Replacement
a. Place battery switch in BATTERY position.
b. Extend landing lights.
c. Place battery switch in OFF position.
d. Lift lamp retainer clip that secures tened lamp,
using long nose pliers, and remove lamp retainer ring.
e. Remove lamp and disconnect terminals from
light assembly.
Installation of the lamp is the reverse of the removal
procedure. Use long hose pliers to compresa re-
tainer ring when engaging retainer clip.
HYDRAULIC SYSTEM CIRCUITS
HYDRAULIC SHUTOFF VALVE
Hydraulic shutoff valves for the thrdraulic fluid supply
linea to each engine are installed at the aft end of the
left nacelle. Each shutoff valve is gear actuated by a
self-limiting reversible electric motor, and electric-
ally connected to the distribution bus through a 5-amp
circuit breaker and a two-position switch. Each
10-9
 685
Section X MAINTENANCE MANUAL
Electrice'

I'
ELECTRICAL DE-ICE
110/ERATOP coliriii0L--, r pala cenia INSERTES WSPLI) ALE pEn5052 12010 SINGLE
MIS TIE Bus Rus 1 Km BLoWERICE LIGHT CYCLE AUTO
sicercia L o

ola cIFF

Bus OFF 2 LOW FF

OFF —OFF/ EsET —
O OFF O 1 F EL a tiVOR 0E-ICEP TO BE OFF DU O
LEFT ENGINE MEN Seo TAKEOFF 15 LAN AB
—LANDING LIGHTS-
L p;r147 FUEL 500ST
roni -Oí I. 9 "'TM PO NOT ESTERO
-- \\ O sTARY Lo* LANCINO LIGIIM
Ainnic ICS KNOTS
OT OFF

O I I — OFF — PriliAae
PELEASE SWITO1 le sTARTEP Ll
011 DOES NOT ENGASE INMEDIATOS
NORMAL

Ss.

—EXT LIGHTS— —INTR LIGHTS

ANTI-ICE
perol' ' Risociee Ovta CABIN INSTR
ANTE - COL Pos STRoBE PANEL %o 0110115 BELes cABili Mace&
L ° SLOT Sso. pRop
MIPS

DIM BRIeMT
F oe FF
Fina' B FUEL VENT HECT flU ODER atoe REAT
UNO CHE IC 50 SEC RAE SNO GRECS a SE MAS
E EL a ICOR RIGHT ENGINE
— WSHLD WIPER— OPER Se RADIO AUTO CM BOOR
I. BOTH- euSli Sine
To mil« I 2 ApApL mei LOOR
L my A FUEL BOORT
LOA Of mai

OFF OFF OOFF

a
_. e— o, o, inicook
FASE SLOW PARE
EMES
NORMA

210 272

Figure 10-7. Overhead Switch Panel

shutoff valva is aetuated by á guarded toggle switch. located in the eircuit breaker panel (see Figure 10-5).
Under normal operating conditions, shutoff valve When the battery switch is in the BATTERY position
switches remain in the normal position to prevent and the hydraulic system pressure is below 500 (+30)
accidential elosing. When the switch guard of fuel and psi the auxiliary hydraulic pump is energized. The
hydraulic emergency shutoff switch is lifted, and the hydraulic pump motor will continue to operate until
switch is placed in the FUEL & HYDR EMER S/0, the pressure in the hydraulic system reaches 575 (± 30)
respective fuel tank valve and hydraulic shutoff valve psi. Al this point a hydraulic pressure switch opens,
svill be activated to its closed position, stopping the breaking the circuit to a hydraulic pump relay. The
flow of hydraulic fluid and fuel to the engin. Limit relay becomes de-energized, opening the circuit to
switches incorporated in the shutoff valves automati- the pump.
cally de-energize the valve motor when the valve gate
has moved to the maximum full closed or open position.
POWER PLANT CIRCUITS
AUXILIARY HYDRAULIC PUMP

The electrically-operated hydraulic pump automati- The circuits for the electrice' components and dr-
cally supplies hydraulic pressure for operation of the enas required for engine starting, engine instrument-
wheel brakes, nose wheel steering, and wing flaps ations and deicing are connected to the aircraft elec-
when the hydraulic system pressure falls below 500 trice' system through each engine firewall electrical
er 30) psi. Electrice' power for the auxiliary hydraulic convector. Detailed information of the power plant
pump is supplied through a 5-amp circuit breaker, circuits is contained in Section IV.

10-10
 685
MAINTENANCE MANUAL
Figure 10- 8. Pilots Service Ponels
FUEL SYSTEM CIRCUITS
FUEL BOOST PUMPS AND SHUTOFF VALVES
A 28-volt de electrically-operated fuel boost pump
and fuel shutoff valves are provided for each engine.
Fuel boost pumps, which are installed in the fuel
sump, are submerged in fuel. The fuel boost pumps
operate, for engine starting, when the engine control
switch, in the overhead switch panel, is moved to the
prime position. A fuel boost LOW and HIGH switch
in the overhead switch panel controls the continued
operation of the pump. The LOW position of the
switch is for ground and normal flight operations.
The RIGE positionof the switch provides fuel for con-
tinued engine operation during an engine-driven fuel
pump failure. The fuel flow, from the fuel system
tanks to the engines, is controlled by two fuel shutoff
valves, installed in an enclosure aft of the fuel tank
sump. The fuel shutoff valves are independently con-
trolled by fuel and hydraulic emergency switches in-
stalled in the overhead switch panel. The shutoff
valves are normally left in the open position (NOR-
MAL) and are closedonly for ground maintenance and
emergency operating conditions requiring the fuel
supply to be cutoff at the fuel tank. The fuel boost
pumps are protected by 15-amp circuit breakers and
the fuel shutoff valves by 5-amp circuit breakers lo-
cated in the circuit breaker panel.
FUEL QUANTITY INDICATORS
The fuel quantity indicating syátein is composed of a
Section X
Electrical
fuel quantity indicator, two transmitters, calibration
box, and necessary electrical wiring. Fuel level of
the fuel cells is displayed by a single indicator. The
Indicator is marked in increments of 10 U. S. gallons
and registers the amount of fuel in the system up to
256 U.S. gallons. Electrical wiring for the indicator
is routed from the fuel quantity transmitters through
a calibration box to the fuel quantity indicator. The
fuel calibration box is utilized to adjust and balance
the resistance of each transmitter circuit. Power
for the indicator and the system is supplied from a
5-amp circuit breaker in the circuit breaker panel.
Refer to Section V of Uds manual for fuel quantity
indicating system calibration procedures.
FUEL VENT HEATERS (OPTIONAL)
Fuel vent heaters are provided for both the left and
right fuel vents, to prevent iceforming onthese units.
Power is supplied to the heating element through a
10-amp circuit breaker pitot and fuel vent heater
switch installed on the right overhead switch panel.
To instan. a heating element, detach the element from
the structure, disconnect the quick disconnect, and
remove the defective element.
INSTRUMENT CIRCUITS
Instrument drenas are separated in two groups:
'light and power plant (see Figure 10-9). The flight
circuits consists of the rudder and elevator trim
10-11
 685
Section X MAINTENANCE MANUAL
Electrical

1. ANNIDICIATOR PANEL
2. CIGAR LIGHTER
3. TACHOMETER INDICATOR
4. FUEL FLOW INDICATOR
5. ENGINE GAGE UNITS
6. FUEL QUANITY INDICATOR
7. WING FLAP POSITION INDICATOR
8. TRIM TAB POSITION INDICATOR
9. CIRCUIT BREAKER PANEL

R 210 275

Figure 10-9• Instrument Panel

position indicator. The circuit is supplied with 28-
volt dc power through a 5-amp circuit breaker located
in the circuit breaker panel. Transmitters, for the
position indicator are mechanically linked to actuators,
and as the actuators move, the transmitters provide
a signal to the indicator. The power plant instruments
are engine gage units, manifold pressure, fuel flow,
and tachometer indicators. These lnstruments mon-
itor the operation and condition of the engin through
transducers, direbt pressure, and self generating
power.
produce three-phase alternating current for,operation
of the tachometer indicators installed in the center
instrument panel. The frequency of the signal from
the generator is directly proportional to the engine
speed. The output signal of the generator is trans-
mitted to the indicator where it is converted into an
indication of engine speed in percent of rpm. Since
the tachometer-generator produces its own electrical
power, circuitry for the engine speed indicating sys-
tem is independent of the aircraft electrical system.
The speed sensor is also wired into the tachometer-
generator system.

STALL WARNING SYSTEM

The stall warning system consists of a warning horn
and atall warning switch. Electrical current from the
circuit breaker panel control bus is supplied to the
warning horra through a 5-amp circuit breaker installed
in the warning system circuit. The stall warning
switch, installed in the leading edge of the right wing
is actuated by avane which is sensitivo to the air flow
over the wing leading edge. This vane-type switch is
factory adjusted to close the stall warning switch at
5-10 mph aboye the aircraft stall speed.
TACHOMETER-GENERATOR
A tachometer-generator is installed on each engine to
10-12
RUDDER AND ELEVATOR TRIM TAB POSITION
INDICATORS
The rudder and elevator trim tab position indicators
are installed in a single, dual scale instrument and
are controlled by their respective transmitters. The
trim tab position transmitters are installed in the
rudder and lett elevator. A variable resistor con-
tained in each transmitter is mechanically linked to
the tris tab actuator tube assembly. As the trim tab
is moved, the resistance of current throughthe trans-
mitter is varied, and the resulting current changes
vary the strengthof the indicator coils. The resulting
variations in current are registered by the respective
indicators in terms of trim tab travel. The elevator
trim tab transmitter has an addltional internally
 685
MAINTENANCE MANUAL Section X
Electrical

Type B

e
111111111111,11 jira

1. ELEVATOR DOWN TRAVEL RESISTOR 1. SWEEP ARM

2. SWEEP ARM 2. ADJUSTABLE StIPES
3. ADJUSTABLE TAB 3. ELEVATOR DOWN TRAVEL RESISTOR
4. VARIABLE SHORTING BAR 4. ADJUSTABLE TAB
5. ACTUATING ARM. 5. ACTUATING ARM
6. VARIABLE SHORTING BAR
ADJUSTING SCREWS

3210 3

Figure 10-10. Trim Tab Position Transmitter

mounted variable resistor which is set to obtain a full
down indication when adjusting the elevator trim tab
position transmitter. This external resistor is re-
quired to make the up and down travel of the elevator
register in equal inerements on the indicator. The
indieators may be zeroed by adjusting the respective
transmitters as described in the paragraph under
transmitter adjustment. Cireuits are supplied with
28-volt de power and protected by 5-amp circuit
breakers in the circuit breaker panel.
RUDDER TRIM TAB TRANSMITTER ADJUSTMENT.
Twodifferent types of transmitters are installed. Ad-
justments vary between the transmitters. For this
reason, adjustment procedures are supplied for both
the type A and type B transmitters. Observation of
the transmitters will determine whichprocedures are
to be used. To adjust the type A trim tab position
transmitter, proceed as follows (see Figure 10-10,
Type A):
b. Remove transmitter access door from lower
lett side of rudder, and remove transmitter cover.
c. U sweep arm (2) is not centered between ends
of rheostat windings, rotate sweep arm until it is
centered.
d. Place battery switch to BATTERY position. Lf
indicator does not read zero degree tab setting, turn
adjusting screws (6) and position variable shorting
bars (4) until indicator reads zero degrees.
e. Operate trim tab to the left and right limits of
travel and return indicator to zero degree reading,
recheck sweep arm (2) for zero degree tab setting.
Adjust sweep arm and shorting bars (4) as required,
until indicator reads zero degrees.
f. Place battery switch to OFF and replace trans-
mitter cover and access door.
To adjust the type B trim tab position transinttter,
proceed as follows (see Figure 10-10, Type 13):

a. Rotate rudder trim tab control wheeluntil tab a. Rotate rudder trim tab control wheel until tab
is streamlined with rudder trailing edge. is streamlined with rudder trailing edge.
10-13
 685
Seetion X MAINTENANCE MANUAL
Electrical
b. Remove transmitter access door from lower
side of rudder, and remove transmitter cover.
c. If sweep arm (1) is not centered between ends
of rheostat windings, rotate sweep arm until it is
centered.
d. Place battery switch to BATTERY position. If
indicator does not read zero degrees tab setting,
pivot the friction-fitted adjustment shoes (2) with the
thumb and forefinger until indicator reads zero de-
grees.
e. Operate trim tab to the lett and right limits of
travel and return indicator to zero degree reading.
Recheck sweep arm (1) for zero degree tab setting.
Adjust sweep arm (1) and adjustment shoes (2) until
indicator reads zero degrees.
f. Place battery switch to OFF and replace trans-
mitter cover and access door.
ELEVATOR TRIM. TAB TRANSMITTER ADJUST-
MENT. Two different types of transmitters are in-
stalled. Adjustments vary between the transmitters.
For this reason, adjustment procedures are supplied
for both types A and B transmitters. Observation of
the transmitter will determine which procedures are
to be used. To adjust the type A trim tab position
transmitter, proceed as follows (see Figure 10-10,
Type A):
a. Rotate elevator trim tab wheel until trim tab
surfaces are streamlined with elevator trailing edge.
b. transmitter access door from left
elevator upper surface,rand remove transmitter cover.
c. Sweep arm (2) should be approximately 0.375-
inch from end of rheostat winding next to variable
shorting bar (4).
d. Adjustable tab (3) should be centered between
ends of elevator down travel resistor (1).
e. Place battery switch to BATTERY position. 11
indicator does not indicate zero degree tab setting,
turn adjusting screws (6) and position variable short-
ing bars (4) until indicator reads zero degrees.
f. Rotate elevator trim tab control wheel until tabs
are full down. Indicator should read 26 to 30-degrees
nose up. Rotate elevator trim tab control wheel until
tabs arefull up. Indicator should read 2 to 5-degrees.
If reading is not in tolerance, adjust resistor adjust-
able tab (3) until a 2 to 5-degree reading is obtained.
Recheck travel on the 26 to 30-degree reading ami
repeat as necessary to obtain correct readings.
g. Return trím tab to streamline position. Indi-
cator should read zero degrees. If indicator does not
read zero degrees, repeat steps e. and f.
h. Turn battery switch OFF, and replace trans-
mitter cover and access door.
To adjust the type B trim tab position transmitter,
proceed as follows (see Figure 10-10, Type 13):
a. Rotate elevator trim tab wheel until trim tab
surfaces are streamlined with elevator trailing edge.
b. Remove transmitter access door from lett
elevator upper surf ace, and remove transmitter cover.
c. Sweep arm (1) should be approximately 0.375-
inch from end of rheostat winding.
10-14
d. Adjustable tab (4) should be centered between
ends of elevator down travel resistor (3).
e. Place battery switch to BATTERY position. If
indicator does not indicate zero degree tab setting,
pivot the friction-fitted adjustment shoes (2) with the
thumb ami forefinger until indicator reads zero de-
grees.
f. Rotate elevator trim tab controlwheel until tabs
are full down. Indicator should read 26 to 30-degrees
nose up, Rotate elevator trían tab control wheel until
tabs are fullup. Indicator shouldread 2 to 5-degrees.
If reading is not in tolerance, adjust resistor adjust-
able tab (4) until a 2 to 5-degree reading is obtained.
Recheck travel on the 26 to 30-degree reading ami
repeat as necessary to obtain correct readings.
g. Return trim tab to streamline position. Indica-
tor should read zero degrees. If indicator does not
read zero degrees, repeat steps e. and f.
h. Turn battery switch OFF, ami replace trans-
mitter cover and access door.
WING FLAP POSITION INDICATOR
The wing flap position indicator is installed in the
center instrument panel and controlled by a variable
resistance wing flap position transmitter, located on
the left side of the fuselage immediately aft of the
baggage compartment. The transmitter is attached
by adjustable linkage to the master flap actuating
sheave, and as the sheave moves, the shaft arm in
the transmitter is rotated to vary transmitter resis-
tance. The ehanges in current are registered by the
indicator in terms of flap travel. The indicator is
supplied 28-volt de power through a 5-amp ctrcuit
breaker in the circuit breaker panel. The indicator
may be zeroed by adjusting the transmitter as des-
cribed in the following paragraph under transmitter
adjustment.
WING FLAP TRANSMITTER ADJUSTMENT. To ad-
just the wing flap transmitter, proceed as follows:
a. Place flap in either the full up or full down
position.
b. Loosen linkage clamp on transmitter shaft.
c. Rotate transmitter shaft until indicator position
corresponds with actual position of flaps.
d. Tighten linkage clamp on transmitter shaft.
e. Return flaps to desired position.
PITOT AND STALL WARNING HEATERS
An electrice' resistance heating element is provided
in both pitot tubes and the stall warning switch to
prevent ice from forming on these units. Power is
supplied to the heating elements through 10-amp ctr-
cuit breaker switches (PITOT) in the overhead switch
panel. To replace the stall warning switch heating
element, - remove the switch from the forward edge
of the right wing, disconnect the two quick discon-
nects, and remove the detective element. Instan re-
placement unit as detective unit is removed.
 685
MAINTENANCE MANUAL Section X
Electrice'

7.
8.
9.
10.
11.
12.
13.

Figure 10-11. Connector and T-Strip Locutor (Sheet 1 of 2)

10-15
 685
Section X MAINTENANCE MANUAL
Eleetrieal

52 CONNECTORS
1. P2 FWD PRESSURE BULKHEAD 24. P106 R. TACHOMETER GENERATOR
2. P1 DEFROSTER BLOWER P107 L. TACHOMETER GENERATOR
3. P45 R. WINDSHIELD WIPER MOTOR 25. P31 PROP SYNC ACTUATOR
L. WINDSHIELD WIPER MOTOR 26. P132 R. OIL TEMPERATURE BULB
4. '26 CIRCUIT BREAKER PANEL P131 L. OIL TEMPERATURE BULB
5. P7 CIRCUIT BREAKER PANEL 27. P64 R. BLEED AIR VALVE
6. P22 TRIM TAB POSITION INDICATOR, P63 L. BLEED AIR VALVE
R. PANEL 28. P66 FUEL PUMP HEATER
7. P8 L. TACHOMETER INDICATOR, 29. P11 R. VACUUM WARNING INDICATOR
CENTER PANEL 30. 210 L. VACUUM WARNING INDICATOR
8. P9 R. TACHOMETER INDICATOR, 31. P48 R. FUSELAGE TO WING
CENTER PANEL 12. P47 L. FUSELAGE TO WING
9. P17 FUEL FLOW INDICATOR, 33. P65 VENT MR BLOWER
CENTER PANEL 34. P91 PNEUMATIC DEICER UNLOADER
10. P19 FUEL QUANTITY INDICATOR, VALVE
CENTER PANEL 35. P56 PNEUMATIC DEICER DISTRIBUTOR
11. P24 FLAP POSITION INDICATOR, VALVE
CENTER PANEL 36. P55 PNEUMATIC DEICER TIMER
12. 297 L. ENGINE INDICATOR, 37. J70 EXTERNAL POWER RECEPTACLE
CENTER PANEL 38. P46 CONTACTOR BOX
13. P98 R. ENGINE INDICATOR, 39. P67 CONTACTOR BOX
CENTER PANEL 40. P59 FLAP POSITION TRANSMITTER
14. P41 TURN AND BANK INDICATOR, 41. P74 R. HYDRAULIC SHUTOFF VALVE
L. PANEL 42. P71 HYDRAULIC PRESSURE SWITCH
15. P27 PRESSURIZATION SUB-PANEL 43. P73 L. HYDRAULIC SHUTOFF VALVE
16. P23 LANDING GEAR CONTROL LIGHTS 44. P72 HYDRAULIC PUMP MOTOR
17. P14 ANNUNCIATOR PANEL 45. P88 PROP DEICER TIMER
18. P30 OVERHEAD SWITCH PANEL 46. P50 L. FUEL SHUTOFF VALVE
19. P77 R. LANDING LIGHT 47. P51 R. FUEL SHUTOFF VALVE
P76 L. LANDING LIGHT 48. P38 FUEL QUANTITY CALIBRATION BOX
20, P90 R. PROP. DEICER BRUSH BLOCK ASSY. 49. P43 AFT PRESSURE BULKHEAD
P89 L. PROP. DEICER BRUSH BLOCK ASSY. 50. P52 .AFT PRESSURE BULKHEAD
21. P108 R. FUEL FLOW TRANSMITTER 51. P49 AFT PRESSURE BULKHEAD
P109 L. FUEL FLOW TRANSMITTER 52. P28 PRESSURIZATION SAFETY VALVE
22. P62 R. FIREWALL 53. P29 PRESSURIZATION OUTFLOW VALVE
P61 L. FIREWALL
23. P68 R. ENGINE MAGNETO
P69 L. ENGINE MAGNETO 210 277A4

Figure 10-11. Connector and T-Strip Locator (Sheet 2 of 2)

10-16
 685
MAINTENANCE MANUAL
MISCELLANEOUS CIRCUITS
CABIN DOOR LOCK AND WARNING LIGHT
Positive locking of the cabin door is assured by a
solenoid-operated m echa nic al locking system. A
warning light, included in the door lock drena and
located in the annunciator panel, will illuminate when
the door locking mechanism is not fully engaged in
the locked position. The cabin door lock and warning
system is powered from the clrcuit breaker panel
through a 5-amp clrcuit breaker. The drena to the
warning light is completed when the battery switch is
in the BATTERY position, and door locking mechan-
ism ts not fully engaged. The door warning light will
remain illuminateduntil the door is closed and locked.
When the door is securely closed, a door locking
switch energizes the solenoid-operated door locking
mechanism and opens the circuit to the door warning
light, causing it toextinguish. Normal and emergency
unlocking switches are included in the door locking
solenoid circuit. The door locking solenoid is spring-
loaded to the unlocked position; therefore, actuation
of either switch will open the door locking solenoid
circuit and allow the solenoid to spring bank to the
unlocked position. The normal unlock switch la in-
stalled on the overhead switch panel, and the emer-
gency unlocking switch la recessed within the cabin
door and protected by a olear plastic cover.
Section X
Electrical
CIGAR LIGHTER
The cigar lighter is usually located on the right in-
strument panel. A resistor assembly, installed under
the contactor box reduces the normal 28-volts to 14-
volts.
CAUTION
Do not plug an auto-electric razor into
the cigar lighter socket. The razor
motor will be damaged bef ore the plug
can be removed.
The cigar lighter circuit is protected by a 4-amp fuse
located in the contactor box.
SPAR( WIRES
Spare wires are installed at the factory for any elec-
trical equipment the owner may wish to install. The
spare wires may have been used if optional equipment
was installed alter the aircraft left the assembly Une.
Additional spare wires may be added as needed.
When installing wiring, safety of flight rules must be
adhered to.
10-17
 685
Section X MAINTENANCE MANUAL
Eleetrical

Designation Type and Rating Function

Located on outside of contactor box (aft of baggage compartment)

Fl AGC-20 Vent Air Blower
F2 AGC- 10 Heater
F3 AGC-5 L. Voltammeter
F4 AGC-5 R. Voltammeter
F5 AGC-5 Baggage Compt. Light
F7 AGC-20 L. and R. Evaporator Blowers
F8 AGC-5 Reading Lights
F9 MDL-4 Cigar Lighter
Fil AGC-10 R. Windshield Wiper (Optional)
F14 AGC- 1 R. Voltammeter
F15 AGC- 1 L. Voltammeter
F16 MDL-10 L. Primer Heater
F17 MDL-10 R. Primer Heater
F18 MDL-10 L. Fuel Boost Pump
F19 MDL-10 R. Fuel Boost Pump
F22 AGC-5 Starter Vibrator

Located inside of contactor box

F21 AGU-50 Cabin Bus Power
F34 ANL-80 Air Conditioner Coinpressor (Opt.)
(must be removed with 8/16 inch wrench)

Located on lower right fwd side of aft pressure bulkhead

F23 AGC-5 Refreshment Bar (Optional)
F24 AGC-10 Lavatory (Optional)
F25 AGC-15 Skyphone (Optional)
F26 AGC-1 Fluorescent Lamp (Optional)
F27 AGC-3 Stereo (Optional)
F28 AGC-10 Coffee Warmer (Optional)
F29 AGC-5 Shaver Inverter (Optional)

Figure 10-12. Fuse Chest

10-18
 685
MAINTENANCE MANUAL Section X
Electriza).

CAPACITOR EQUIPMENT
-)I— Fixed r
With Plug
CIRCUIT BREAKERS ‘,

D i
Push-Pull
With Terminals
Switch
p.'
CONNECTORS
I I
I I Optional
Partial Plug I I
11 11 I
1 1 1
Plug FUSE
(5\ .0
CIFE

GENERATOR-
Butt Connect STARTER
O MOTOR
--CID Quick Diseonnect
GROUND
<(-- Airframe
CONNECTION III Case (interna»

Mechanical or Optional
Wiring BORN

CONTACTS Ca
H> Momentary TIIERMAL ELEMENT
47---9--
O Maintainea

• • Soldered JUNCTION
á O Solderless Crossover

DIODE
____04_____
---C) Solderless

DIRECTIONAL ARROW
Sig■
Solder Point

Figure 10-13. Electrical Symbols (Sheet 1 of 2)

10-19
 685
Section X MAINTENANCE MANUAL
Electrical

LAIIIIPS & LIGHTS

p'
SPST-Momentary
cii) I> Push

RELAY
(:
),...i■
• :
O
SPST-Maintained
O

0..41k A..{)
Rotary Switch
la. ...Break before
0 0 l malee contactor
RESISTOR
O O T Make before
I break contactor
Fixed
Cl..---.P
TERMINAL STRIP
Adjustable Solder Point

Cri3
*
5
Screw

_e___ ..-.
SHIELDING
Single Conductor
*Symbol Contains
Identifying Letter
and Number.

Grounded SMeld
; SHUNT
rN Multiple Conductor
II
I I Shielded
1...)

_.....tt
Connected To Plug GENERAL NOTES (unless otherwise noted)
1. Devices (Resistors, Relays, Switches) with unmarked
terminals have been assigned arbitrary terminal
identification for I ormulation of wire numbers and
SWITCH wiring convennce:
O
0-- SPDT-Center Off 2 2 1, O. 4 AS o o Al
O
3 20 fi 5 A2 :2 Vd
1 3% 06 B1 0 0 B3
1
0-"--- Q. SPDT-ON-ON (Rheostat) (Renstor /
\
O Pictorial identification
Pictorial identification of
switch terminals for ovhd sw of 833038-1 and -501
V panel. Locking at hackside of relay terminals.
0---- SPDT-Center Off switch in flap" position.
A Momentary
2. Special symbols not shown in this Figure are
SPDT-ON-ON called out on individual diagrams.
er-9- Maintained
A Momentary
Figure 10-13. Electrical Symbols (Sheet 2 of 2)

10-20
 685
MAINTENANCE MANUAL Section X
Electrical

WIRING DIAGRAM INDEX

Figure Title Page

DC ELECTRICAL POWER

10-14 Left Starter and Generator 10-23

10-15 Right Starter and Generator 10-27
10-16 Power Distribution System 10-31
CABIN ENVIRONMENTAL
10-17 Environmental Control System 10-33
DEICING
10-18 Pitot Heater, Fuel Vent, Staff Warning Heaters 10-37
10-19 Propeller Deicer 10-38
10-20 Rudder Horn and Trim Tab Heaters 10-39
10-21 Windshield Alcohol Deieer 10-40
10-22 Wing and Empennage Deicer 10-41
FLIGHT CONTROLS
10-23 Aileron Trim Actuator ami Position 10-42
10-24 Wing Flap Position, Elevator ami Rudder Trim Position 10-43
10-25 Electric Elevator Trim Actuator 10-44
FUEL
10-26 Fuel Boost Pumps 10-45
10-27 Fuel Shutoff Valves 10-46
10-28 Fuel Quantity 10-47
10-29 Fuel Flow System 10-48
HYDRAULIC
10-30 Hydraulie Shutoff Valves 10-49
10-31 Auxiliary Hydraulie Pump 1040
INSTRUMENTATION

10-32 Annunciation 10-51

Cabin Door, Generators, Cowl Flaps, Vacuum, 10,000 Ft. Cabin,
Fuel Low,Boost Pumps, AC Volts Off, HF Antenna Out, T&B Off,
Propeller Syne, Distributor Bus Off, ami Control Bus Off.
10-33 Engine Indicator 10-53
Oil Pressure, Oil Temperature, and Cylinder
Head Temperature.
10-34 Tachometer 10-54
LANDING GEAR
10-35 Stall Warning 10-55
10-36 Lending Gear Position 10-56
UGHTING
10-37 Exterior Lig,hting 10-57
Landing Lights, Anti-Collision-Upper, Position Lights,
Strobe Lights, Ice Light, and Anti-Collision-Lower.

10-21
 685
Section X MAINTENANCE MANUAL
Electrical

VINRING DIAGRAM INDEX

Figure Title Page

LIGHTING (CONTD)

10-38 Interior Lighting 10-59

Panel Lighting, Cabin Cornice Lighting, Cabin Reading
Lights, Cabín Instruction Lighting, Baggage Compartment Light.

POWER PLANT

10-39 Proponer Synclutnizer (Optional) 10-61

10-40 Cowl Flap Actuators 10-62

MISCELLANEOUS

10-41 Miseellaneous Equipment 10-63

Windshield Wipers, Cabin Door Lock, Defroster Blower, Cigar
Lighter, Electric Tura and Bank, Hourmeter-Nacelle mounted,
Hourmeter-Panel Mounted, Emergency Locator Transmitter.

10-42 Spare Wires 10-65

INTERIOR OPTIONS,

10-43 Interior Options 10-67

10-22
_u

o
and Generetnr ( 5
6
re 10-16. Po wer Di
en ta l
Co ntro l Sy
 685
Section X MAINTENANCE MANUAL
Electrical

y ro/vigor 23.1_15
AUX NYS
PUMP.■
C.342

P7

1,49

confirme sorn
P46

46320143 463212K1042

44-53 ❑A10.X1

QO
CI o
á 1.

P71 I I P72
AC 3
HES
PRESS.
rrv-

R (11)
Figure 10-31. Auxiliary Hydraulic Pump

10-50
 685
MAINTENANCE MANUAL Section X
Electrical

23
P7‘

P30

O
Ai

3,Fr

4
16
.?
-458 rail TAVA' 39 5-5 k0
PWLY1.9
4

it• ki 1

ra
.1,7. ,

Psz
CR Ir

ti
o ID
‘1 `re
rt

P4

e ''' e
It
o u
-,, o,
•- .
1,; 1 1 1
,P75
CA OH HOAC
t. hvorAutic e HYOPAULIC
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10-49
 685
Section X MAINTENANCE MANUAL
Electrical

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 685
MAINTENANCE MANUAL Section X
Electrical

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10-47
 685
Section X MAINTENANCE MANUAL
Electrical

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 685
MA1NTENANCE MANUAL Section X
Electrical

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10-45
 685
Section X MAINTENANCE MANUAL
Electrical

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10-44
 685
MAINTENANCE MANUAL Section X
Electrical

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10-43
 685
Section X MAINTENANCE MANUAL
Electrical

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 685
MAINTENANCE MANUAL Seétion X
Electrical

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 685
Section X MAINTENANCE MANUAL
Electrical

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10-40
 685
MAINTENANCE MANUAL Section X
Electrical

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 685
Section MAINTENANCE MANUAL
Electrical

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10-38
 685
MAINTENANCE MANUAL Section X
Electrical

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 685
Section X MAINTENANCE MANUAL
Electrical

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 685
MAINTENANCE MANUAL Section X
Electrical

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 685
MAINTENANCE MANUAL Section XI
Optional Equipment

SECTION XI

OPTIONAL EQUIPMENT

TABLE OF COMENTS

Page Page
GENERAL INFORMATION 11- 1 General Description 11- 9
DEICER SYSTEMS 11- 1 WINDSHIELD ALCOHOL ANTI-ICE SYSTEM .. 11-11
Wing and Empennage Deicing 11- 1 OXYGEN SYSTEM 11-12
Deicer Boot Maintenance and Repair 11- 4 General Description 11-12
Deicer System Operational Check 11- 7 Oxygen System Checks and Repairs 11-12
PROPELLER DEICING 11- 8 RUDDER AN'TI-ICING SYSTEM 11-15
Propeller Deicing System Maintenance .. •. 11- 8 Rudder Anti-Ictng System Maintenance 11-15
ELECTRIC WINDSHIELD WIPER SYSTEM • • 11- 9

GENERAL INFORMATION Deicing of the wing and empennage leading edges is

The aircraft may be modified to furnish several op-
tional equipment installations which afford increased
operational capability and flight safety. Optional
equipment not installed at the factory is available in
Custom Kit brin for installation by field activities.
Descriptive information and instructions needed to
correctly maintain optional equipment installations
are contained in this section.
accomplished by inflation and deflation of rubberboots
attached tothese surfaces. The sequence and duration
time cycle of each inflation and deflation is controlled
by valves, which in turn are controlled by an electric
timer.
CAUTION

Always allow sufficient ice build-upfor

DEICER SYSTEMS efficient ice removal before actuating
the deicer system. If deicer system is
actuated either continuously or before
WING AND EMPENNAGE DEICING ice has reached sufficient thickness,
the ice will build up over boots instead
The deicing system consiste of two engine-driven of cracking off.
vacuum pumps with a primary oil separator, pressure
relief valva and rhprIr valvo in annh nuft-a-
 685
MAINTENANCE MANUAL
pressure build-up, open a second pressure port in
the distributor valve, to ínflate the empennage boot
group for four seconds. One inflation and deflation of
each boot group constítutes a single cycle. If the de-
icer switch is momentarilyheld in the SINGLE CYCLE
position, a total of 60 seconds is required before the
timer will be in position toinflate the wing boot group
again. If the deicer switch is placed in the AUTO
position, the timer automatícally repeats the cycle
after a pause of 4 minutos, 22 seconds toallow suffi-
cient ice build-up for efficient deicing. When the de-
- icer system is not being operated, the regulator-
separator valve remain open to perrnit the vacuum
pumps to operate at normal load conditions. At the
same time, the distributor valve is in normal position
to supply constant vacuum to both boot groups and
prevent. auto-inflation. Vacuum to the distributor
valve is supplied from the standard instrument vacuum
system. A vacuum Une from the main deicer vacuum
line supplies vacuum to the regulator- separator valve.
Deicing System Operational Checkout
An operational checkout of the deicing system may be
performed as follows:
a. Start and operate right engine.
b. Place deicer switch in AUTO position.
c. Visually check inflation and deflation of both
boot groups. First the wing, then the empennage
boots should each completely ínflate and def late in 38
seconds. This cycle should occur once every five
minutes.
d. Check deicing system pressure gage. The gage
shouldindicate 15 psi pressure during pressure build-
up, then momentarily drop to approximately 3 psi
pressure when the distributor valve pressure port is
opened to inflate a boot group.
e. Place deicer switch in OFF position and watt
approximately one minute for the timer to return to
,~N
start position.
f. Mom e nt a r ly hold deicer switch in SINGLE
CYCLE position and repeat steps e. and d. Only one
cycle should occur unless the deicer switch is again
placed in the SINGLE CYCLE position after the timer
has returned to the start position.
VACUUM PUMPS. A four-vane, positive-displace-
ment rotary pump is installed aft of each engine on
the leftaccessory pad. Either pump has the capacity
to operate the entire vacuum and deicer system if the
other pump should fail. Oil required for pump sealing
and lubrication is supplied by the engine, normally at
the rata of 30 te 150 cc per hour. should an excessive
amount nf nil ha rlobarfael in fha
Section XI
Optional Equipment
separator contains a perforated baffle. Oil clings to
the baffle until a sufficient amount collects to flow
easily and is then returned to the engine oil sump.
The separator, which removes approximately 80 per-
cent of the oil present, is installed on the upper right
side of each engine compartment and should be re-
moved and cleaned periodically.
PRESSURE FLEME VALVES. A pressure relief
valve is located in each vacuum pump outlet line Be-
tween the primary oil separator and the deicing sys-
tem check valva, to relieve pressure in the event of
regulator-separator valve malfunctionor from an ob-
struetion in the tubíng. These relief valves open when
the pressure reaches 17 to 19 psi, dump the excess
air overboard, and close when the pressure reduces
to the normal 15 psi. The valves may be adjusted as
follows:
a. Disconnect oil breather line from pressure re-
lief valva outlet and instan a master pressure gage.
b. Disconnect pressure line from the normal out-
let and instan a plug in the outlet.
c. Start and operate engine at 2200 rpm.
d. Loosen pressure relief valve jam nut and turn
set screw as required until valva open at 17 psi and
Gloses at 15 psi.
e. Tighten and safety jam nut, remove plug and
gage, connect Unes, and stop engine.
DEICER SYSTEM CHECK VALVES. A check valve is
located in each vacuum pump outlet line adjacetlit- to
the tee which joins the two pressure linea hito the
reg-ulator-separator pressure supplyline. Each check
valve contains a spring-loaded, hinged aluminum
flapper and a floating plastic seal. < The check valve
body is marked with an arrow indieating direction of
airflow and the words "This Side Up". When Install-
ing a deicing system check valve, the arrow must be
pointed in the direction of airflow. If one pump should
fail, the check valve for that pump is closed by the
reversed airflow to prevent air from being forced
through the inoperative pump.
REGULATOR-SEPARATOR VALVE. The regulator-
separator valva, located on the right sido of the af t
fuselage, has three functions: Pressure unloading,
pressure regulation of air at 15 psi, and filtration of
any remaining oil from the air going to the boots.
When the deicer switch is placed in either the AUTO
or the SINGLE CYCLE position, the deicer timer
actuates a solenoid valve in the regulator-separator
valva. The solenoid valva shuts off vacuum to the
main valva diaphragm allowing the spring-loadeddi,-
 DEICER CONTINUOUS PRESSURE
PRESSURE
GAGE CONTINUOUS VACUUM

TO EMPENNAGE ALTERNATING PRESSURE

BOOT GROUP AND VACUUM
TO WING DISTRIBUTOR ELECTRICAL ACTUATION
BOOT GROUP VALVE

BOOT
PRESSURE
R211 1
EXHAUST

Figure 11-1. Deicer System Schematic

valve. When the deicer switch is placed in either the
AUTO or the SINGLECYCLE position, the transistor-
ized deicer timer gloses the regulator-separator valve
for tour seconds to allow the pressure to build up and
be regulated at 15 psi. During the next four-second
period, the regulator-separator valve is kept closed
while the timer opens a pressure port in the distributor
valvetoinflate thewingbootgroup. After four seconds
of inflation, the timer breaks the circuit to the regu-
lator-sepa;ator and distributor valve, whichopens the
regulator-separator valve and the atmosphere port of
the distributor valve, eloses the pressure port, and
applies vacuum to the inflated wing boot group. When
the atmosphere port of the distributor valve is opened,
the prestre air flows from the valve through an in-
ternal check valve until pressure in the valve is re-
duced, with the applied vacuum, to one inch Hg, to
allow the check valve to close. Alter a 22-second
pause, the cycle continues as the timer again gloses
the regulator-separator valve and, atter a four-second

11-2
 685
MAINTENANCE MANUAL
and does not require the application uf a patch unless
the outer ply of the deicer boot is dainaged to the ex.,
tent that the brown natural rubber is exposed. fi the
boot damage is this severe a cold patch is necessary.
Repairs made in the stretch area of the deicer boet
requires that the installation tension of the boot be
relaxed. To accomplish a cold repair proveed as
follows:
a. Clean around the damaged area with a cloth
dampened in Toluol.
b. Moderately buil around the damaged area with
steel wool.
c. Clean the buffed area with a clean cloth damp-
ened in Toluol.
d. Select a patch of ample size to cover the dam-
aged area and apply an even coat of cement to the
patch and damaged area of the boot.
e. Allow cement to beeome tacky and apply the
patch. Work out any trapped air and roll the patch
with a stitcher roller.
f. Atter the patch has set for fifteenminutes, clean
the area with a cloth moistened in Toluol, and apply a
light coat of conductive cement.
Repair in the tube area of the deicer boot is accom-
plished in the same manner as previously described
except that fabric reinforced patches are used. The
fabric patch must extend at least 5/8-inch beyond the
ends and edges of the damaged area. Fabric patches
are manufactured to stretch in only one direction and
must be applied so that the stretch is in the widthwise
direction of the inflatable tube. Rolf the patch with a
stitcher roller in the direction of stretch.
NOTE
See list of materials used for deicer
boot installation. Use B. F. Goodrich
cold patch repair kit (FSN 74-451-C)
as source for patching material.
DEICER BOOT INSTALLATION. The complete pro-
cedure for installing the deicer boots on the wing and
empennage leading edge skinsurfaces shall be accom-
plished in an area that is dust-free and the tempera-
ture is maintained at an even 65 degrees or aboye
until the curing process is completed. Clothes and
hands shall be kept clean and the installation surface
of the leading edges ami inboard surface of the rubber
boots should not be touched with the hands alter the
cleaning has begun, to assure good adhesion.
Materials and Equipment
aceden XI
Optional Equipment
Cement EC-1403
Sealant Compound Mil-S-8802 (PR-1422, Pro-Seal
890).
Icex No. 6 (B. F. Goodrich Co. ).
A fíat 2-1/2 inch brush (set in rubber).
A sharp knif e.
Scissors
Lint-Free cloth
Rubber rollers
A narrow metal roller
Small hypodermic needles
A spring scale and clamp
Type Mil-T-5557 black enamel or Mil-E-5566 - color
37038
Pretrimming and Fitting of Boots
When trimming the ends of the boots, either before
or alter installation, leave a minimum of 5/8-inch
from the end of all ports. Save the larger trimmings
as required to prepare two 1 x 5-inch strips to be
installed on a separate piece of metal for test pur-
poses.
NOTE
When checking boots for length on the
wing and empennage surfaces, be sure
pont boles are centered before trim-
ming.
a. Pretrim each end of the vertical stabilizer boot
to olear the fuselage fairing by 0.75-inch and the Fi-
berglas tip by 0. 25-inch.
b. Pretrim the inboard ends of the horizontal sta-
bilízer boots to olear the fuselage fairings by 0. 75-
inch. Atter installing the boots, trim the outboard
ends to olear the Fiberglas tips by 0.25-inch.
c. Pretrim each end of the wing boots to olear the
nacelle fairings by 0.75-inch. The outboard ends
must rest exactly on a line midway between the air
ports in the wing.
Masking and Cleaning
a. Beginning two inches behind the boot trailing
edge, mask off an area approximately two inches wide
and the length of the boot.
b. Prepare a test strip area on a sheet of alumi-
num. Use methods identical to those used to prepare
surfaces for boot installation.
c. Skin surfaces to which boots are to be applied
vacuum to the wing boot group and reverses the pres-
sure and vacuum sides of a diaphragm. This moves
the diaphragm and an attached valve, which in turn
opens a pressure pont to inflate the wing boot group
ami closes an atmosphere port to prevent pressure
escape. Atter tour seconds of inflation, the timer
breaks the circuit to the wing boot group solenoid
valve. This restores the vacuum and pressure sides
of the diaphragm to normal and simultaneously opens
the atmosphere pont and closes the pressure port to
direct system vacuum to the inflated wing boot group.
As soon as the atmosphere port is opened, the pres-
sure air flows from the valve through an internal check
valve until pressure in the valve is reduced, with the
applied vacuum to one inch Hg, to allow the check
valve to close. The closed check valve allows normal
system vacuum to be maintained. Atter a 22-second
pause, the timen actuates the empennage boot group
solenoid valve to repeat the same steps for the em-
pennage boot group. Repair of the distributor valve
11-4
on the outer surface of the neoprene ply wíll lastfor
the service life of the boots. Should it become neces-
sary to resurface the boots with conductive cement use
B. F. Goodrich, A-56-B conductive cement and apply
in accordance with the procedures furnished by the
manufacturer.
DEICER BOOT REPAIR. Deicer boot repairs are
classified as temporary or permanent. Temporary
repairs are made while the boot remains on the air-
craft, usíng a cold patch process. Permanent re-
pairs require removal of the deicer boots from the
aircraft and vulcanization of the damaged area. It is
recommended that deicer boots be returned to the
manufacturer or authorized repair facility when perm-
anent repairs are required.
Scuff Damage
This is the most eommon form of deicer boot damage
 685
MAINTENANCE MANUAL Section XI
Optional Equipment

A PULL OF 5 LBS.
L5 NECESSARY
FOR TEST

ALUMINUM
SURFACE
ATTACH CLAMP AND
SPRING SCALES HERE
ATTACH CLAMP TEST STRIP&
AND SPRING (MAKE FROM EXCESS A PULL OF 5 LBS.
SCALES HERE BOOT MATERIAL, I, X 5") 1S NECESSARY
FOR TEST
211 2

Figure 11-2. Deicer Boot Test Procederes

free endof the test strip andapply a pull of live pounds
on the strip. Pull at right angles to the surface.
Separation of strip from the surface shall not exceed
a rake of four incites in ose minute.
c. II the test strip fails the test shows on Figure
11-2, the installation shall be further tested astollows:
1. One cerner of the boot shall be lifted
enough to permit attachment of a spring clip.
The clip will be attached across the comer in
such a fashion that a pulí on the clip will be ex-
erted diagonally to the edge of the surface.
2. Attack a spring scale to the clip and exert
a pull at right angles to the surface.
3. A pull equal to five pounds-per-Inch of
width shall be exerted on the scale. U the boot
can withstand this test, the installation shall be
considered acceptable. The comer shall be re-
0.25-inch beyond the aft edge of the boot cement,
making certain the inner edges of the tapes are
straight.
c. Apply a heavy coat of Type Mil-E-5557 black
enamel to the areabetween the masking tapes to cover
the boot cement and irregularities of the boot trailing
edges.
DEICER SYSTEM OPERATIONAL CHECK
The deicing system is providedwith a ground test con-
nection located in the aft fuselage compartment Be-
tween the engin bleed air check valves. To perform
an operational check of the surface deicer system
connect an externa! air pressure source regulated to
15 (+ 1) psi to the capped port of the cross fittine.
line; marked on both surfaces, for a distance of 12 to
15 incites.
d. Atter approximately 10 seconds, press the boot
0.75-inch outboardof fuselage fairing and to the lead-
ing edge surface, aligning the centerline of the boot
with the centerline of the leading edge. Activate
successive lengths of from 12 to 15 inches and attach
to centerline of wing leading edge, until the entire
boot is installed.
e. Using a roller, roll boot along centerline of the
leading edge to assure that air bubbles do not exist.
NOTE
If boot alignment is not accurate, the
boot shall be removed quickly and prop-
erly reset. Avoid bending or twisting
boot.
f. Reactivate the top portion of the boot ami wing
surface in the same manner used on the leading edge,
and press boot luto place with the fingers ami palms
of the hands.
11-6
straight trim line.
o. Atter cement has dried, remove all masking
tapes and clean surfaces with ToluoL
NOTE
No. 528-002 mixed with No. 910-006
is conductivo coating used to distribute
static discharge from deicer boot to
wing surface.
p. Install boots on empennage section in same
manner as described for the wings.
Testing of Boot Installation
a. One or more test specimens (1 x 5 inch strips)
shall be cemented to the surfaces immediately adja-
cent to the installed boots or to an aluminum surface,
in the same rammer as the boot installation, leaving
one inch for clamp attachment (see Figure 11-2).
b. Atter a minimum curing period of 24 hours and
not more than 72 hours, attach a spring scale to the
 685
MAINTENANCE MANUAL Section XI
Optional Equipment

TO DLSASSEMBLE
PULL SLOTTED PART
IN THIS DIRECTION

BRUSH
RETAINER
BLOCK

BRUSH
SPRING
CONNECTOR

POST "C"
POST "8"
POST "A"

3E1206 BRUSH GUIDE BLOCK

BRUSH
211 22

Figure 11-3. Brush Guide and Spring Removal

must be exercised so that solder buildup does not ex-
ceed 1/8-inch.
NOTE
Assure that brushes are connected as
follows: Brush 3E1206-2 is attached to
post "B" and brushes 3E1206-1 are
attached to posts "A" ami "C".
i. Instan new brush springs finto counterbored
holes in block. 111
j. Reinstall the brush retainer assembly by in-
serting the rods of the brushes through the springs
ket with hardware removed in step b. Torque screws
to 15-20 inch-pounds.
n. Check brushes seat against slip ring. Correct,
if necessary, by repositioning brush block assembly
on mounting bracket.
o. Instala nose ring cowling removed in step a.
ELECTRONIC TIMER. An electronic timer is in-
stalled on the baggage compartment (loor aft of the
pressure bulkhead. This is a senil state electronic
timer which alternately supplies electrical power to
the ice guards installed on the lett and right propellers.
The timer alternately energizes the left and right pro-
peller ice guards for 30 seconds; consequently there
ttwo minutes).
ICE GUARDS. Senil damage to the propellerblade ice
guards pan be tolerated until the wire of the heating
element is exposed. When the heating element wires
are exposed the ice guard must be replaced. Ice
guards should be cleaned with a shop towel moistened
in MEK or Toluol. The ice guard should be painted
with a light coating of Vanderbilt Black-out Laequer
to repair minar scuff damage and provide a weather
resistant coating. Suspected failure of the ice guard
heating element can be verified by checking the resis-
tance of the element leads from the ice guard. If re-
sistance is not within 1. 93 - 2.15 ohms the ice guard
must be replaced. Loose edges of the ice guard may
be repaired as follows:
a. Clean area around bond separation to remove
oil and foreign material.
b. Apply a coat of EC-1403 to propeller blade and
ice guard surface at the point of separation. Allow
bonding to dry until tacky.
c. Roll repaired areawith a rubber roller toelimi-
11-8
To replace the deieer brushes, proceed as follows:
a. Remove nose ring cowling in accordance with
procedure outlined in Section IV.
b. Remove two screws which hold brush block as-
sembly to the mounting bracket and remove the brush
block from the aircraft.
c. Remove four screws andwasherswhich hold the
connector plug to the block. Note the orientation of
the connector plug relative to the brush block so that
it may be removed and then installed in the exact
same position.
d. Disassemble brush block by pulling it apart in
a direction perpendicular to brush travel as shown in
Figure 11-3.
e. Discard existing springs.
f. Place brush retainer assembly into a holding
fixture.
g. Using a soldering tren, remove and discard
brush to be replaced.
h. Soft solder leads of new brush to connector plug
posts. When soldering leads to connector post, tare
 685
MAINTENANCE MANUAL Section XI
Optional Equipment

ALCOHOL TANIC
AND PUMP ASSEMBLY

ALCOHOL
ANTI-ICE
SWITCH

ALCOHOL
SPRAY
NOZZLE

ALCOHOL FLUID LINE

21123A4

Figure 11-5. Windshield Alcohol Anti-Ice System

bracket. The electric drive motor may be installed
by reversing the removal procedure, then Installing
the radio panel over the instrument panel. When In-
stalling the radio panel over the instrument panel
tare should be taken not to damage the instrument
panel or componente aft of the radio paneL
[ CAUTION
d. Remove attaching nets, washers, and screws
holding center instrument panel in position.
e. Disconnect electrical wiring to instrurnents in-
stalled in center instrument panel and drop center
panel downward to give access to electric windshield
wiper converter assembly.
f. DIsconnect flexible, drive shaft from right side
of converter.
g. Remove attaching bolts supporting electric wind-
shield wiper converter and remove converter.

Installation of the converter assembly is the reverse

Tape elec rical power connector to of the removal.
prevent possible shorting when remov-
ing drive motor, and tape end oí flex-
ible drive shaft to prevent lubricant
from leakinff. WIN115141F111 AIrnmni ANTI_Irt
 SUPPORT
Figure 11-4. Electric Windshield Wiper
converter assembly, and an arm and blade assembly
(see Figure 11-4). The system operates from 28-volt
de power through three switches installed on the
switch panel. Two of the switches (L PARK and R
PARK) control the individual wipers. A separate
switch, installed between the left and right wiper
switches, controls the speed of the wipers. A fixed
resistor, installed in conjunction with the switch,
decreases or increases speed of the windshield wiper
motor when the switch is placed in SLOW or FAST
position. The electric motor drives the converter
assembly, through a flexible drive shaft. The con-
verter assembly incorporates a reduction gear train
and an eceentric cam, which converts rotary motion
of the drive shaft to an alternating motion for driving
the windshield wiper. A paralleling link is installed
11-10
211
in conjunction with the windshield wiper arm to main-
tain the wiper blade in a vertical position throughout
its travel. The flexible drive shaft assembly is
equippedwith threaded fittings on each end for attach-
ing the assembly to the motor and converter. The
windshield wiper drive motor is installed on a bracket
to the right of aircraft centerline just aft of the for-
ward pressure bulkhead (see Figure 11-4).
DRIVE MOTOR REMOVAL AND INSTALLATION.
Access to the drive motor installed to the right of air-
craft centerline is gained by removing the radio panel.
Removal of the electric drive motor consists of dis-
connecting the electrical connections and flexible
drive shaft assembly from the electric drive motor,
and removing the drive motor from the mounting
 685
MA INTENANCE MANUAL Section XI
Optional Equipment

HIGH PRESSURE GAGE

ALTITUDE
ADJUSTING GAGE REGULATOR

GAGE LENS

GAGE BEZEL

ALTITUDE
ADJUSTING
SNOB
E FACEPLATE'.- RETAINER
SCREW
FACEPLATE
ATTACHING
SCREWS REGULATOR ASSEMBLY
ATTACRING SCREWS
211 24

Figure 11-7. Oxygen Regulator Assembly

NOTE a. Slowly opon the oxygen supply shutoff valve on

To plug mask luto the oxygen outlets,
insert connector on mask tubing into
outlet and turn clockwise.
d. Remove mask connector from outlet and stow
mask. •
e. Turn altitude adjusting knob counterclockwise
to OFF position. The indicator needle on altitude
adjusting gage should remain at 10, 000 feet.
f. Depress check valve in an outlet and bleed out-
let system until no pressure is indlcated on altitude
adjusting gage.
WARNING'
oxygen cylinder. Al1ow about Five minutes for the
temperature of the oxygen system to stabilize. Note
and compare readings on the oxygen supply cylinder
pressure gage and the system pressure gage. Gage
readings should be the same, between 1800 and 2000
pounds.
NOTE
In the event that a temperature chango
greater than 10°F (5.5°C) occurs dur-,
ing any of the following tests, pressure
readings will have to be corrected for
temperature or the test reconducted
under stable temperature conclitions.
system is controlled by a switch installed inthe over-
head switch panel. When the switch is placed in the
high or low position the alcohol pump supplies pres-
sure to the anti-ice nozzles, which sprays an alcohol
mist over the pilots windshield (see Figure 11-5).
The alcohol reservoir has a useable fluid capacity of
three U.S. gallons. This will provide 1.5 hours of
continuous anti-ice operation with the anti-ice switch
in LOW position. Approximately one hour of anti-the
operation is available when anti-ice switch is in HIGH
position. The alcohol reservoir is serviced with
isopropyl alcohol through an access door in the upper
right aft nacelle. To determine that spray nozzle
holes are open an occasional brief operational check
is recommended.
OXYGEN SYSTEM
GENERAL DESCRIPTION
An oxygen storage bottle, installed in the baggage
compartment, supplies high pressure oxygen to a
regulator assembly located below the copilot's side
window (see Figure 11-6 for schematie drawing of
oxygen system). The regulator assembly, consisting
11-12
oxygen to the crew and passenger outlets. Low pres-
sure oxygen to the outlets is controlled by the altitude
adjusting valve. This valve regulates the oxygen
pressure and flow rate available at the oxygen outlets
according to aircraft altitude. It also serves as the
oxygen system shutoff valve when the system is not
in use. The flow indicator depicts oxygen flow in
terms of aircraft altitude and the pressure gage in-
dicates the amount of oxygen pressure remaining in
the storage bottles. Cabin oxygen outlets (Figure 11-
8) incorporate a spring-loaded check valve which
stops the flow of oxygen when the oxygen mask is
diseonneeted.
OXYGEN SYSTEM CHECKS AND REPAIRS
OXYGEN SYSTEM OPERATIONAL CHECK. An oxy-
gen system operational check may be accomplished
as follows:
a. Inspect all masks, rebreather bags, and mask
tubing for holes, tears, and cleanliness.
b. Slowly open altitude adjusting valve until alti-
tube adjusting gage reads 10,000 feet.
c. Plug a mask luto each oxygen outlet and check
for proper oxygen flow. The red indicator inthe mask
tubing.will not be visible when oxygen is flowing.
 685
MAINTENANCE MANUAL
remove regulator, and cap tubing and regulator nipples
to prevent entry of foreign particles.
The installation of the oxygen regulator assembly is
the reverse of the removal procedure. Prior to In-
stalling faceplate the altitude adjusting valve knob
should be temporarily replaced and an oxygen leak
check performed. Rectorseal No. 15 or Mil-T-5542B
anti-seize and sealing compound may be used spar-
ingly on tapered threads of nipples to assure adequate
sealing. When installation is complete an oxygen leak
check should be performed.
OXYGEN OUTLET ASSEMBLY REPAIR. The follow-
ing procedures may be used to repair oxygen outlets.
When repair parts are not available the outlet assem-
bly should be removed and replaced.
a. Turn altitude adjusting valve knob to OFF posi-
tion and bleed outlet system.
b. Loosen set screw on face of outlet (seo Figure
11-8).
c. Remove center portion of outlet, using a small
screwdriver.
d. Remove check valve and check valve spring by
pulling them through the neoprene gasket with a patr
of needle-nose pliers.
e. Remove neoprene gasket by inserting a sllm
(small diameter) screwdriver into the recess around
outside edge of gasket ami prying gasket toward cen-
ter. Lin up and work gasket out of recess. Gasket
can then be removed with a pair of needle-nose piten.
f. Place replacement spring ami check valve into
recess of outlet with large end of check valve seated
inside spring.
g. Start gasket luto outlet recess and work ít clown
hito its recessed groove with a smooth blunt-edged
tool. Do not damage outlet threads or gasket.
h. Inspect gasket for proper seating in recessed
groove.
1.
Instan center portion of outlet and tighten set
screw.
j. Connect and disconnect an oxygen mask four or
live times to assure proper seating of check valve.
k. Turn altitude adjusting valve knob clockwise
until a 30, 000 foot indication is reached on altitude
adjusting gage, and check repaired outlet for leaks.
1. Turn altitude adjusting knob to the OFF posi-
tion and bleed outlet system to a zero indication on
the altitude adjusting gage.
OXYGEN OUTLET ASSEMBLIES REMOVAL AND IN-
STALLATION. Removal of oxygen outlet assemblies
is accomplished as follows:
Section XI
Optional Equipment
ing panels and/or upholstery an oxygen leak check
should be performed. Rectorseal No.15 or Mil-T-
5542B anti-seize and sealing compound may be used
on tapered threadsof nipples toassure adequate seal-
ing.
OXYGEN REGULATOR ASSEMBLY REPAIR. Repair
of the oxygen regulator assemblies should be limited
to replacement of gages, gage tenses, and gage bezeis.
1f the altitude adjusting valve (regulator) malfunctions
return the regulator assembly to a certified repair
station for overhaul.
RUDDER ANTI-ICING SYSTEM
The aírcraft rudder may be equipped with an electric
anti-icing system. The system <consists of three
separate electric heated elements. The rudder slot
heater has two heater elements installed in the upper
slot between the rudder and stabilizer. One attached
to the rudder horn, and one attached to the stabilizer.
The third heated element la attached to the forward
end of the rudder trimtab. Ali heaters are controlled
by the same rudder horn slot relay bi the dc contactor
box and the anta-ice RUDDER nem switch in the
overhead switch panel. Ail heaters operate on 28-
volt dc current. The system is operated only during
low ambient temperature 400F or below. The trim
tab heater is constructed of neoprene materiaLwith
imbedded wire heating element. The slot heaters are
heating elements imbedded in dielectric material and
coated with stainless steel cladding.
RUDDER ANTI-KING SYSTEM MAINTENANCE
In normal usage, heater replacement will not be
necessary for several years. Wear damage to the
tribu tab heater can be tolerated until the wire of the
heatíng element is exposed. When the heater element
wires are exposed the heater must be replaced. The
heater should be cleaned with a shop towel moistened
in MEK or Toluol. The heater should be painted with
a light coating of Vanderbilt Black-out Lacquer to re-
pair minor wear damage and provide a weather re-
sistant coating. Suspected failure of the trim tab
heater can be quick checked by a ground test of ope-
rating the heater not more than five seconds on 28-volt
dc. Also verify the resistance of the heater elements.
If resistance is not within 2.23 - 2. 72 ohms the trim
tab anti-ice heater must he renbeeri Trinca
valve and the oxygen outlets.
g. If a leak is detected, remove upholstery panels
as required and trace leak by applying Type CG Sher-
lock Leak Detector or equivalent. If eommercial leak
detector is not available, a solution of castile soap
and water may be substituted. Make certain that leak
detector solution used contains no grease or oil to
contaminate oxygen system. Alter testing, thoroughly
remove all solution to prevent corrosion.
h. Replace faulty components.
1. Repeat steps d. through h. until the system
pressure gage reading remains unchanged for two
hours.
NOTE
The following three checks rnay be per-
formad separately as desiredsince the
results will not necessarily indicate
system leakage, but valve leakagefrom
section to section in the system. Do
not force 'any oxygen system valva
closed or seat seal may be damaged.
j. Close oxygen supply shutoff valva and bleed sys-
tem pressure to zero by depressing a check valve in
an oxygen outlet, then .close the altitude adjusting
valva. Any Mercase on the eonsole pressure gage
11-14
check valva in an oxygen outlet. If console pres-
sure gage and altitude gage pointers do not return to
zero, the gages have been damaged and should be re-
placed.
OXYGEN REGULATOR ASSEMBLY REMOVAL AND
INSTALLATION. To remove the oxygen regulator
assembly (see Figure 11-7), proceed as follows:
a. Close shutoff valve on oxygen storage cylinder.
b. Turn altitude adjusting knob clockwise until a
reading is obtained on altitude adjusting gage. Do not
turn knob too lar or damage to the regulator may re-
sult. Do not smoke or allow open llames in or near
the aircraft during removal operations.
c. Bleed all oxygen out of oxygen distribution tub-
ing by plugging an oxygen mask finto an oxygen outlet
or depressing the check valve on an oxygen outlet until
the high-pressure gage of the regulator assembly
reads zero.
d. Remove altitude adjusting valve knob.
e. Remove attaching screws from corners of
regulator faceplate.
f. Remove screws on both sidesof altitude adjust-
ing knob.
g. Remove bezel and gage lens from gages (turn
counterclockwise) and remove regulator faceplate.
h. Replace bezel and lens on gages.
i. Disconnect inlet and outlet tubas from nipples,