Ayres S-2R 1340 Thrush (2008)

THRUSH AIRCRAFT INC – MODEL S2R-R1340 AIRCRAFT MAINTENANCE MANUAL

Effective: 01/01/2008 i

THRUSH AIRCRAFT INC.

AIRCRAFT MAINTENANCE MANUAL SINGLE COCKPIT AND DUAL COCKPIT

Model S2R – R1340

Serial Numbers S2R-R1340 S/N 036 & up Issued January 1, 2008

Note: All serial numbers with the DC suffix indicate the dual cockpit configuration.

Manufacturer’s Serial Number: ____________

Registration Number: ____________________

Thrush Aircraft Inc. P. O. Box 3149 300 Old Pretoria Road Albany, GA 31706 Telephone: 229-883-1440 Fax: 229-436-4856


INTRODUCTION

This publication provides information for the Thrush Aircraft, Inc. Model S2R-R1340 Thrush 600 aircraft. Installations or equipment will vary from model to model due to the wide range of optional equipment. The information contained within this manual is based on data available at the time of publication and will be kept current by changes or service publications. This manual contains information on aircraft systems and operating procedures required for safe and effective maintenance. It shall not be used as a substitute for sound judgment.

In this manual: -- Indicates a strong possibility of severe personal injury or loss of life if instructions are not followed.

WARNING

-- Indicates a possibility of personal injury or equipment damage if instructions are not followed.

CAUTION

* NOTE * -- Gives helpful information.

Attention: Owners, Operators and Maintenance Personnel: Detailed descriptions of standard workshop procedures, safety principles and service operations are NOT included in this manual. Please note that this manual DOES contain warnings and cautions against some specific service methods which could cause PERSONAL INJURY or could damage an aircraft or MAKE IT UNSAFE. Please understand that these warnings cannot cover all conceivable ways in which service, whether or not recommended by Thrush Aircraft Inc., might be done or of the possible hazardous consequences of each conceivable way, nor could Thrush Aircraft Inc. investigate all such ways. Anyone using service procedures or tools, whether or not recommended by Thrush Aircraft Inc. must satisfy themselves thoroughly that neither personal safety nor aircraft safety will be jeopardized. All information contained in this manual is based on the latest product information available at the time of printing. Thrush Aircraft, Inc. reserves the right to make changes at any time without notice.

Manual Organization This maintenance manual is divided into the following eleven sections, each with its own table of contents:

SECTION 1..................................................GENERAL INFORMATION SECTION 2..................................................SERVICING & INSPECTION

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SECTION 3.................................................. HYDRAULICS SECTION 4.................................................. POWER PLANT AND PROPELLER SECTION 5.................................................. FUEL SYSTEM SECTION 6.................................................. LANDING GEAR, WHEELS & BRAKES SECTION 7.................................................. FLIGHT CONTROLS SECTION 8.................................................. INSTRUMENTS SECTION 9.................................................. DISPERSAL SYSTEMS SECTION 10................................................ ELECTRICAL SECTION 11................................................ AIRWORTHINESS LIMITATIONS


LOG OF PAGES

INTRODUCTION Page Date i .......................................... 01/01/08 ii .......................................... 01/01/08 iii .......................................... 01/01/08 iv .......................................... 01/01/08 v .......................................... 01/01/08 vi .......................................... 01/01/08 vii .......................................... 01/01/08 vii .......................................... 01/01/08 viii BLANK 01/01/08 SECTION 1 GENERAL

INFORMATION

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INSPECTION

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SECTION 2 SERVICING &

INSPECTION

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PROPELLER

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SECTION 4 POWERPLANT &

PROPELLER

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WHEELS & BRAKES

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SECTION 6 LANDING GEAR,

WHEELS & BRAKES

(Continued) Page Date 9 .......................................... 01/01/08 10 .......................................... 01/01/08 11 .......................................... 01/01/08 12 .......................................... 01/01/08 13 .......................................... 01/01/08 14 .......................................... 01/01/08 15 .......................................... 01/01/08 16 .......................................... 01/01/08 17 .......................................... 01/01/08 18 .......................................... 01/01/08 19 .......................................... 01/01/08 20 .......................................... 01/01/08 SECTION 7 FLIGHT CONTROLS Page Date 1 .......................................... 01/01/08 2 .......................................... 01/01/08 3 .......................................... 01/01/08 4 .......................................... 01/01/08 5 .......................................... 01/01/08 6 .......................................... 01/01/08 7 .......................................... 01/01/08 8 .......................................... 01/01/08 9 .......................................... 01/01/08 10 .......................................... 01/01/08 11 .......................................... 01/01/08 12 .......................................... 01/01/08 13 .......................................... 01/01/08 14 .......................................... 01/01/08 15 .......................................... 01/01/08 16 .......................................... 01/01/08 17 .......................................... 01/01/08 18 .......................................... 01/01/08 19 .......................................... 01/01/08 20 .......................................... 01/01/08 21 .......................................... 01/01/08 22 .......................................... 01/01/08 23 .......................................... 01/01/08 24 .......................................... 01/01/08 25 .......................................... 01/01/08 26 .......................................... 01/01/08 27 .......................................... 01/01/08 28 .......................................... 01/01/08 29 .......................................... 01/01/08 30 .......................................... 01/01/08 SECTION 8 INSTRUMENTS Page Date 1 .......................................... 01/01/08 2 .......................................... 01/01/08 3 .......................................... 01/01/08 4 .......................................... 01/01/08


SECTION 8 INSTRUMENTS

(Continued)

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SYSTEM

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SECTION 11 AIRWORTHINESS

LIMITATIONS

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LOG OF REVISIONS

Rev. No. Pages Description of Revisions Eng’rg

Approval FAA

Accepted

NC All New Manual 1/1/08 Oct. 17,

2008


THIS PAGE INTENTIONALLY LEFT BLANK

viii Effective: 01/01/2008

THRUSH AIRCRAFT, INC – MODEL S2R-R1340 AIRCRAFT MAINTENANCE MANUAL

Effective: 01/01/08 1-1

SECTION 1

GENERAL INFORMATION TABLE OF CONTENTS

GENERAL DESCRIPTION ................................................................................................2 CONTACT INFORMATION .....................................................................................2

PRINCIPAL DIMENSIONS ................................................................................................2 GENERAL.....................................................................................................................2 WEIGHT & BALANCE ..................................................................................................2 WING............................................................................................................................3 HORIZONTAL STABILIZER AND ELEVATORS ..........................................................3 VERTICAL STABILIZER AND RUDDER ......................................................................3 AREAS..........................................................................................................................3 SUPPLIER FURNISHED COMPONENT MANUALS....................................................4

AIRCRAFT STRUCTURE..................................................................................................4 FUSELAGE...................................................................................................................4 WING............................................................................................................................4 EMPENNAGE...............................................................................................................5 COCKPIT......................................................................................................................5

AIRCRAFT SYSTEMS.......................................................................................................5 HYDRAULIC SYSTEMS ...............................................................................................5 POWER PLANT & PROPELLER..................................................................................5 FUEL SYSTEM.............................................................................................................5 LANDING GEAR, WHEELS & BRAKES.......................................................................6 FLIGHT CONTROLS ....................................................................................................6 INSTRUMENTS............................................................................................................7 ELECTRICAL SYSTEM ................................................................................................7 AIRCRAFT WEIGHT & BALANCE................................................................................7

Figure 1-1: Aircraft 3-view.....................................................................................8 Figure 1-2: Aircraft Stations .................................................................................9


1-2 Effective: 01/01/08

GENERAL DESCRIPTION The Thrush Aircraft Inc Thrush S2R-R1340 is designed especially for agricultural flying. It is a monoplane featuring a full cantilever low wing and all metal construction. The design and construction of the airframe components assure structural integrity, flight safety, and minimum maintenance requirements. The Thrush S2R-R1340 is designed for the highest crash load factors in the industry. Safety and reliability of operation and maximum pilot crash protection are proven and effective features of the design. The high strength overturn structure is a proven design. The fuselage and overturn structure, constructed throughout of chrome-moly steel tubing, are immensely strong in the cockpit area.

CONTACT INFORMATION For further information related to this manual, please contact our Product Support Manager at (229) 883-1440 extension 341.

PRINCIPAL DIMENSIONS

GENERAL

Wing Span 44.87 feet

Overall Length 30.29 feet

Height To Top Of Canopy 9.34 feet

Main Gear Tread 8.58 feet

Main Gear To Tail Wheel 19.26 feet

WEIGHT & BALANCE

C. G. Range (See Airplane Flight Manual for pertinent data)

Forward Limit Forward Limit at 7860 pounds and below is 22.5 inches aft of datum.

Aft Limit Aft Limit at 7860 pounds and below is 30.0 inches aft of datum

Datum Datum Is The Leading Edge Of The Wing.


Effective: 01/01/08 1-3

WING

Type Full Cantilever

Airfoil Section NACA 4412

Dihedral 3.50 Degrees

Aileron Travel

-Up 21 Degrees ±1 Degree

-Down 17 Degrees ±1 Degree

Flap Travel: Down 15 Degrees ±1 Degree

HORIZONTAL STABILIZER AND ELEVATORS

Span 204 Inches (17')

Elevator Travel



Trim Tab Travel



VERTICAL STABILIZER AND RUDDER

Vertical Fin Offset 0 Degrees ±1 Degree Left and Right

Rudder Travel 24 Degrees ±1 Degree Left and Right

AREAS

Wing 336.53 Square Feet

Aileron (Each) 23.40 Square Feet

Flaps (Each) 15.30 Square Feet

Stabilizer 39.30 Square Feet

Elevators 20.40 Square Feet

Elevator Tabs (Each) 1.30 Square Feet

Vertical Fin 9.43 Square Feet

Rudder 12.22 Square Feet


1-4 Effective: 01/01/08

SUPPLIER FURNISHED COMPONENT MANUALS

COMPONENT MANUAL PART # R1340 AN1 Maintenance Manual 118611

R1340 AN1 Parts Manual N/A

Propeller Owner’s Manual N/A

Note: Should there be a conflict between the information in this manual and that in the manuals for component parts, the information in the component part manual takes precedence.

AIRCRAFT STRUCTURE

FUSELAGE The fuselage is comprised of a welded tubular steel frame, fiberglass hopper, and detachable skins. An overturn structure forms an integral part of the fuselage frame. The frame structure is fabricated from 4130 chrome-moly seamless steel tubing, and the fittings, bushings, brackets, and so forth are 4130 steel sheet. As a corrosion preventative, hot linseed oil is pumped throughout the entire welded structure. On an average, 12 gallons are pumped into the frame and 11 to 11 ½ gallons drain out, leaving a residual interior coating on all members. The exterior of the frame is sandblasted, etched, and primed, which is followed by two coats of polyurethane paint that is resistant to chemical reaction. The fuselage is covered with heat treated Alclad panels attached with camloc fasteners. Side skins can be removed using only a screwdriver, thus exposing the fuselage frame for thorough cleaning and inspection. All skins are supported clear of the fuselage tubing to prevent

accumulation of corrosive chemicals. Each skin panel is etched, primed, and painted before assembly to ensure complete coverage. All bottom fuselage skins around the hopper opening and aft to the tail post are made of stainless steel. The skin fasteners in the high corrosion areas are also stainless steel.

WING The wing has a constant chord of 90 inches, and is all metal, full cantilever design. The massive main spar is a tension field beam structure constructed from Alclad webs and high strength heat-treated steel caps. All wing skins, ribs, and leading edges are constructed from Alclad heat-treated material. The leading edge structure is made especially strong to minimize denting and is riveted with universal rivets for strength. The fuel tanks, which are located in the inboard section of the wing, are an integral part of the structure. Close pitch riveting of the seams, substantial reinforcement, and flexible sealants minimize chances of rupture in crash conditions. Drain holes are provided in adjacent bays to prevent accumulation of fuel in the event of a leak. The ailerons and flaps are all metal


Effective: 01/01/08 1-5

construction and are hinged on ball bearings. The flaps are electrically operated by push rods and are completely sealed against chemical entry. Flap hinges are stainless steel.

EMPENNAGE The horizontal stabilizer, elevator, rudder and vertical fin are an all-metal structure. All skins, ribs and leading edges are constructed from alclad material. The movable surfaces are hinged on sealed bearings that can be easily replaced. The rudder and the elevator have aerodynamic balances that are protected by overhangs on the fixed surfaces.

COCKPIT There are two choices of the enclosed cockpit canopies for the Thrush S2R-R1340 (1) the SINGLE cockpit canopy or (2) the DUAL cockpit canopy. The overturn structure of both is exceptionally strong and welded to "hard points" in the fuselage frame. The forward bracing supports the windshield support channels and is welded to a lateral tube that is curved to provide more head clearance. The fiberglass canopy shell has extra thickness on the top portion and is well attached to the extra large steel tube structure so that it will serve as a skid in case of overturn. The large canopy doors permit easy entrance to one or both cockpits. The doors should not be removed for flight, as the aircraft performance will be degraded. The cockpit seat belts are anchored to the seat structure, and the shoulder harnesses are secured to a steel channel at the bottom of the seat structure. The seats adjust vertically. The rudder pedals adjust fore and aft. The windshield is a three-piece construction. The center section is tempered safety plate glass for better resistance to scratching and bird strikes. The windshield side panels are Plexiglas and are curved to provide streamlining.

AIRCRAFT SYSTEMS HYDRAULIC SYSTEMS

The hydraulic system consists of two master brake cylinders with hydraulic lines connecting the master cylinders to the wheel brake cylinders. Applying toe pressure on the rudder pedals actuates the master cylinders, which are located above and just aft of the pilot’s rudder pedals. A small reservoir is incorporated within each master cylinder to supply the system with brake fluid.

POWER PLANT & PROPELLER The Thrush S2R-R1340 is powered by the Pratt & Whitney R1340–AN1, –S3H1 or –S1H1 nine-cylinder supercharged Wasp radial engine. The propeller is a constant speed Hamilton Standard 12D40 hub with all metal 6101-12 or EAC AG-100-2 blades. This combination provides takeoff power of 600 BHP at 2250 RPM. The engine mount is a welded chrome-moly tube truss, stress relieved after welding. The engine is attached to the mount through rubber vibration isolators. Accessibility for servicing and inspection in the engine compartment is exceptional. A large access door is provided on the left side, and cowl panels are easily removed for full access.

FUEL SYSTEM A 133-gallon (useable) fuel supply is available for the Thrush S2R-R1340. Sixty-eight gallons of fuel is contained in an integral wing tank (wet wing) just outboard of the wing root. The left wing and right wing fuel tanks are interconnected through a 4.5 U.S. gallon header tank that is located in the fuselage. The fuel supply line to the engine is routed from the header tank outlet finger screen through a fuel shutoff (on/off) valve to an electric driven fuel boost pump.


1-6 Effective: 01/01/08

The electrically driven fuel boost pump provides boosted fuel pressure to the engine during starting. The electric driven fuel boost pump discharge is then routed through a 25-micron main fuel filter to the carburetor. A separate electrically actuated primer pump injects fuel directly into the air intakes of the top five cylinders to facilitate engine starting. The fuel tank vent system is designed to keep the fuel spillage to a minimum. The fuel tanks are vented through tubing connected at both the inboard and outboard ends of the individual fuel tanks to the centrally located vent system in the fuselage. Ram air enters a vent scoop, on the fuselage, under the left wing and pressurizes the vent system to maintain positive pressure on the fuel tanks. The vent system is provided with two quick drains, located on the fuselage under each wing, to drain any fuel that might have gotten into the tanks outboard vent lines. The fuel quantity gauge is located on the lower left instrument panel. The fuel quantity indicating system consists of two transmitters, one indicator gauge, and an L/H or R/H tank fuel quantity selector switch. A transmitter installed in each wing tank transmits an electrical signal to the single fuel quantity indicator. The instrument reads the left or right fuel tank singularly, as chosen by the fuel quantity selector switch, adjacent to the fuel quantity indicator gauge on the instrument panel. The two fuel tanks are serviced through filler ports located on the top of each wing. The filler ports incorporate security chains to prevent the loss of the fuel caps. Service the aircraft from refueling facilities that utilize proper ground handling equipment and filter systems to remove impurities and water accumulation from the bulk fuel. If filtering facilities are not available, filter the fuel through a quality high-grade chamois. Fuel tanks should be serviced after the last flight of each day to

reduce condensation and allow any entrapped water accumulations to settle to the fuel system drains, to be removed, prior to the next flight. Prior to the first flight of the day the wing tanks, header tank and fuel filter should be drained to check for the presence of water or sediment in the fuel system. If there is a possibility, at any time, that any tank may contain water, the header tank and fuel filter should be drained as necessary to ensure no water exists in the fuel system. For fuel system servicing information, refer to Section 2.

LANDING GEAR, WHEELS & BRAKES

The main landing gear is a welded truss of streamlined chrome-moly steel tube. The left main gear and the right main gear are symmetrical. The main tires are 29 x 11 on Cleveland 40-133 wheels with 30-98 dual caliper disc brakes. Inboard mounted elastomeric shock struts absorb landing and taxi stresses. The brake system has individual toe brakes and individual park brakes. The use of a special N-513 compound cup in each master cylinder permits the use of MIL-H-5606, a heavy-duty aviation hydraulic fluid. The tail gear uses a 12.5 x 4.5 tire and tube mounted in a symmetrical fork with a spring steel shock absorber. The tailwheel is normally locked but can be unlocked for full-castering as the airplane is steered with the brakes.

FLIGHT CONTROLS The flight controls are of conventional design employing extensive use of ball bearings for low friction and smoothness of operation. The aileron and elevator controls are push rod systems and rudder control is through tension cables. The elevator trim control is actuated by a lever that moves the tab to the desired position through push rods. The wing flaps are operated electrically and controlled by a


Effective: 01/01/08 1-7

switch located on the left side of the cockpit. The rudder controls are interconnected by springs to the aileron system so that a wing may be lifted with the rudder alone.

INSTRUMENTS The standard instruments are located on three separate panels: An upper panel, a left panel, and a right panel. The left panel contains a clock, oil temperature, hour meter, fuel pressure, oil pressure and fuel quantity gauges. The right panel contains a voltmeter, ammeter, and circuit breakers. The upper panel contains propeller tachometer and a standard flight instrument package.

ELECTRICAL SYSTEM The standard 24 volts and 50 amp (70 for dual control version) electrical system

consists of the starting system, the wiper/washer system, the navigation lights and the strobe lights. The navigation lights, strobe lights, landing lights, working lights and the air conditioner system are optional. The electrical system obtains power from a single 24-volt battery and one alternator. An external power receptacle is standard equipment and may be used for connecting a 24-volt ground power unit to the aircraft for engine starting or maintenance. The ground start system utilizes the master relay so that starting is accomplished by engaging the starter switch.

AIRCRAFT WEIGHT & BALANCE Refer to S2R-R1340 Flight Manual for detailed aircraft weight and balance information.


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Figure 1-1: Aircraft 3-view


Effective: 01/01/08 1-9

Figure 1-2: Aircraft Stations


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Effective: 01/01/08 2-1

SECTION 2

SERVICING & INSPECTION

TABLE OF CONTENTS

SERVICING & INSPECTION .......................................................................................... 3 GROUND HANDLING ............................................................................................... 3

TOWING............................................................................................................... 3 TAXIING ............................................................................................................... 3 PARKING ............................................................................................................. 3 MOORING............................................................................................................ 3 JACKING.............................................................................................................. 3 LEVELING............................................................................................................ 3 Figure 2-1: Tie Down and Jack Points ............................................................. 4 WEIGHING........................................................................................................... 4

Calculated Weight ........................................................................................... 4 Weighing the Airplane ..................................................................................... 5

COLD WEATHER OPERATION..................................................................................... 5 COLD WEATHER MAINTENANCE HINTS ............................................................... 6

GROUND EMERGENCY PROCEDURES ...................................................................... 6 ENGINE FIRES .................................................................................................... 6 ELECTRICAL FIRES............................................................................................ 6

GROUND OPERATION OF ENGINE ............................................................................. 6 EXTERIOR PRE-START CHECK ........................................................................ 7 PRE-START CHECKLIST .................................................................................... 7 COCKPIT PRE-START CHECK........................................................................... 7 STARTING ENGINE............................................................................................. 7

ENGINE OPERATIONAL CHECKS........................................................................... 8

SYSTEM AND COMPONENT SERVICING.................................................................... 9 HYDRAULIC SYSTEM .............................................................................................. 9 ENGINE OIL SYSTEM............................................................................................... 9 ENGINE AIR INDUCTION AND FILTER CLEANING .............................................. 10 FUEL SYSTEM........................................................................................................ 10

Figure 2-2: FUEL SYSTEM .............................................................................. 11 DEFUELING....................................................................................................... 12

LANDING GEAR, WHEELS & BRAKES.................................................................. 12 TIRES................................................................................................................. 12 MLG SHOCK STRUTS....................................................................................... 12 BRAKE BLEEDING ............................................................................................ 13

ENGINE DEPRESERVATION ................................................................................. 13 ENGINE PRESERVATION PROCEDURE......................................................... 13 Table 2-1: ENGINE PRESERVATION PROCEDURES.................................... 14


2-2 Effective 1/1/08

INSPECTION.................................................................................................................22 INSPECTION CHECK LIST .....................................................................................22

GENERAL INSTRUCTIONS...............................................................................22 Figure 2-3: R1340 Servicing and Inspection Guide.......................................22

Table 2-2: INSPECTION CHECK LIST ...................................................................23 A: PROPELLER ................................................................................................23 B: ENGINE EXTERNALS..................................................................................23 C: ENGINE OIL SYSTEM..................................................................................24 D: ENGINE FUEL SYSTEM ..............................................................................25 E: AIR INDUCTION SYSTEM............................................................................25 F: AIRFRAME FUEL SYSTEM..........................................................................26 G: IGNITION SYSTEM ......................................................................................27 H: MAIN LANDING GEAR ................................................................................27 J: HYDRAULIC SYSTEM ..................................................................................28 K: TAIL GEAR...................................................................................................28 L: FUSELAGE SKINS .......................................................................................30 M: HOPPER ......................................................................................................30 N: WINGS ..........................................................................................................30 P: FUSELAGE FRAME .....................................................................................31 Q: CONTROL SYSTEMS ..................................................................................32 R: EMPENNAGE ...............................................................................................33 S: AILERONS AND FLAPS ..............................................................................33 T: COCKPIT ......................................................................................................34 U: ELECTRICAL SYSTEM................................................................................34

BATTERY MAINTENANCE......................................................................................35

AIRFRAME MAINTENANCE ........................................................................................35 CORROSION CONTROL.........................................................................................35 WINDSHIELD...........................................................................................................36 HOPPER REPAIR....................................................................................................36 FUEL TANK REPAIR ...............................................................................................36 Table 2-3: TORQUE CHART ..................................................................................37

LUBRICATION..............................................................................................................38 Figure 2-4: Lubrication Chart (9 pages)...........................................................38


Effective: 01/01/08 2-3

SERVICING & INSPECTION Standard procedure for ground handling, servicing, inspection, airframe maintenance, lubrication, and storage are included in this Section. Adherence to these procedures on a scheduled basis can save many hours of maintenance and aircraft down time. When a system component requires service or maintenance other than that outlined in this Section, refer to the applicable Section of this manual for complete information.

GROUND HANDLING TOWING

Movement of the aircraft on the ground may be accomplished as follows: a. Pull and guide the aircraft by means of

a tow bar with the tail wheel unlocked. b. Attach a rope harness to the main

gear when there is a need to tow the aircraft forward through snow or over soft and/or muddy ground.

TAXIING Before attempting to taxi the aircraft, maintenance personnel should be checked out by qualified personnel. When it is determined that the propeller area is clear, apply the power to start the taxi roll and perform the following: a. Push the stick full forward to unlock

the tail wheel. b. Taxi a few feet and check the brake

operation. c. While taxiing, make slight turns to

determine that the tail wheel steering is operative.

d. Avoid taxiing over ground covered with loose stones, gravel, or other loose material that may cause foreign object damage to the propeller or to other aircraft in the area.

PARKING

Head the aircraft into the wind and set the parking brake. Do not set the parking brake during cold wet weather because the accumulated moisture may freeze in the brakes. Do not set the parking brake if the brakes are overheated. Install the internal control lock and place the chocks under each main wheel.

MOORING Reference Fig. 2-1

Park aircraft as previously outlined. In winds up to 20 knots, secure the aircraft at the wing tie down rings. For winds above 20 knots, tie the tail and main gear as well as the wings. Install external control surface locks. The aircraft should be placed in a hangar when wind velocity is predicted to exceed 50 knots. When mooring the aircraft, use 3/4-inch manila or nylon rope. A clove hitch or other anti-slip knot should be employed. If a manila rope is used for tie down, allow enough slack to compensate for shrinkage of the rope fiber without damaging the aircraft.

JACKING Reference Fig. 2-1

Jack points are provided on each main spar and located at wing stations 120 & 193.38. When using the jack points to lift the aircraft, all hopper loads should be removed. (Fig. 2-1) A jack point is also provided on the tail wheel trunnion attach fitting on the lower left longeron.

LEVELING Reference Fig. 2-1

The aircraft may be leveled by raising the tail to an approximate level flight position by supporting the tail on a stable jack or platform. Adjust the height of the tail wheel until the left-hand lower longeron located under the pilot’s cockpit is level. The lower left side panel must be removed for access to the leveling longeron.



Figure 2-1: Tie Down and Jack Points

WEIGHING Calculated Weight

The weight and center of gravity (C.G.) of the airplane as it left the factory is supplied with all the other paperwork. Slight changes to the aircraft that do not significantly alter the weight or C.G. can be ignored, but judgment must be used when doing so. A change weighing a pound in the aft fuselage may be more significant than a 5# change under the cockpit. For changes that do significantly affect the weight or C.G., the new empty weight and C.G. can generally be calculated and logged in the log book. To do this you must know the weight change (+ for added, - for subtracted) and its distance, in inches, from the aircraft datum (wing leading edge), “+” being aft of the datum and “-“ being forward.

*NOTE* Center of Gravity (C.G.) location is NOT the same as fuselage station.

The existing empty weight and C.G. produces a moment by multiplying the two together, and all three should be logged. Changes to the aircraft will also have a weight and location for their C.G., which will give their moment when multiplied together. To determine the new empty weight, the existing weight and the weight change are totaled. To find the new C.G., the existing moment and the moment change are totaled and this new moment is divided by the new empty weight.

LEVELING LONGERON, LEFT SIDE


Effective: 01/01/08 2-5

For example: Existing weight = 4,723# Existing C.G. = 25.43” Existing moment = 4723 x 25.43 = 120,106 in.# Added equipment weight = 17# C.G. of equipment = -23.5 (ie. forward of wing leading edge) Moment change = 17 x (-23.5) = - 400 in.# New weight: 4,723 + 17 = 4,740# New moment: 120,106 – 400 = 119,706 in.# New C.G.: 119706 ÷ 4740 = 25.25” (aft of datum)

Weighing the Airplane

New weight and C.G. due to large weight changes, installations that are difficult to determine the C.G. of, or multiple small changes should generally be determined by re-weighing the airplane. The airplane must be in a ready to fly condition during weighing, except that the fuel tanks may hold unusable fuel (1.5 GAL. per side). Three scales will be needed for this operation: two with about a two ton capacity and one with a half ton capacity. These scales need to be in good condition and calibrated within the past year. The two large scales are placed under the MLG tires, and the small scale is placed under the tailwheel. The airplane must be level during this process (see LEVELING, above), which will require a tail stand. The new weight is simply the total of the three scale readings, unless the tail stand had to be placed on the rear scale. If this was done, the weight of the tail stand and any shims must be subtracted from the aft scale reading. This is not necessary if the scale was between the tailwheel and the stand.

The new moment is the sum of the main gear scale readings multiplied by 3.10” (the distance the MLG axles are behind the wing leading edge) plus the rear scale reading (adjusted for tare as necessary) multiplied by 233.13”. The new empty weight C.G. is the total moment divided by the total weight. For example:

Left MLG scale reading = 2,127# Right MLG scale reading = 2,105# Tailwheel scale reading = 472# Tare weight (ie. tail stand and shims if placed on top of the scale) = 65# New empty weight: 2127 + 2105 + 472 – 65 = 4,639# New moment: (4232 x 3.1) + (407 x 233.13) = 108,003 in.# New C.G.: 108003 ÷ 4639 = 23.28”

COLD WEATHER OPERATION Aircraft operation in cold weather creates a need for additional maintenance practices and operating procedures that are not required in moderate temperatures. Whenever possible, shelter the aircraft in a heated hangar to prevent frost, ice, or snow accumulation that requires added maintenance time to remove. These weather elements, if allowed to accumulate only a fraction of an inch in thickness on the critical airfoils and control surfaces, seriously degrade aircraft lift and flight control effectiveness. The possibility of aircraft system failures is increased when the aircraft is parked where wind driven snow or freezing rain can be forced into various openings of the aircraft. If the aircraft is to be moored outside in extreme cold, the battery should be kept fully charged to prevent freezing. Make certain that all vents, air inlets, and so forth are covered.



Locating the aircraft inside a heated hanger is the most effective method of preheating the aircraft. The use of an external power unit is recommended to conserve the battery.

COLD WEATHER MAINTENANCE HINTS

The information that follows is intended only for the purpose of supplementing the existing information in this manual when operating the aircraft in very cold weather. Keeping the aircraft in top maintenance condition during cold weather cannot be over stressed. BATTERY: The battery should be maintained at full charge during cold weather to prevent freezing. After adding water to the battery in freezing temperatures, charge the battery to mix the water and electrolyte. A frozen battery may explode when subjected to a high charge rate. Corrosive damage to the area adjacent to an exploded battery will result if the electrolyte solution is not removed immediately. Instructions for removing spilled electrolyte are provided in this Section. The battery should be removed and stored in a warm place if the aircraft is to remain idle for an extended period of time. FUEL SYSTEM: In the fuel system, condensation is more likely to occur in cold weather due to a more rapid and positive division of moisture content from other fuel constituents. If at all possible, use fueling facilities that filter moisture from the fuel. If fueling facilities with filters are not available, filter the fuel through a good quality chamois. Fill the tanks with correct grade of fuel as soon as possible after landing to reduce the possibility of condensation and ice formation in the tanks. Fuel extracted from fuel header tank drain before starting deserves a closer examination when the aircraft is being operated in cold weather.

POST FLIGHT MAINTENANCE: Cold weather operation demands procedures that are in addition to normal Post Flight Maintenance Procedures. Fill the fuel tanks immediately after flight. If shelter is not available, tie the aircraft down and install covers on all vents, openings, etc. as required.

GROUND EMERGENCY PROCEDURES

Emergency procedures must be accomplished as rapidly as possible, should an emergency arise. It is suggested that steps pertaining to each emergency be committed to memory in order to accelerate the procedure and minimize any possible damage.

ENGINE FIRES If a fire develops in the engine area during engine start, continue to attempt to start the engine in an attempt to blow the fire out. If the fire persists, proceed as follows: a. Mixture Control - Idle Cut Off b. Starter Switch - Off c. Master Switch - Off d. Fuel Shutoff Valve - Off e. Abandon the aircraft

ELECTRICAL FIRES Circuit breakers will automatically trip and stop the current flow to a shorted circuit. However, as a safety precaution in the event of an electrical short circuit or fire, turn the battery switch to off. Use a fire extinguisher approved for electrical fires to extinguish any flame. Do not leave the aircraft unattended so long as there is any evidence of fire or hot spots.

GROUND OPERATION OF ENGINE Reference Section 4

Perform all engine ground operations with the mixture control in FULL RICH position and the propeller control in HIGH RPM


Effective: 01/01/08 2-7

position (except during propeller governor test).

Do not allow oil temperature to exceed maximum limits.

EXTERIOR PRE-START CHECK Visually check the aircraft for general condition. Verify that all Camlocs on the skin panels are fastened. Remove all accumulations of frost, ice, or snow in cold weather from the wing, the tail, and the control surfaces. Check that the control surfaces contain no internal accumulations of ice. Remove the exhaust cover, if fitted. If night flight is planned, check the operation of all lights and have a flashlight available. After a complete exterior visual inspection has been accomplished, the following checklist may be used for the remainder of the exterior pre-start checks.

PRE-START CHECKLIST a. The aircraft should be headed into the

wind and should have the wheel chocks in place.

b. A fire extinguisher must be readily available in the event of an engine fire.

c. Check the engine oil level. Do not operate with less than 4 gallons of oil. Fill oil tank if extended flight is anticipated. Assure that the oil system has been serviced with the correct grade and weight of oil (see Section IV).

d. Clear area of personnel and loose objects.

COCKPIT PRE-START CHECK a. Verify that the internal control lock has

been removed and that the controls operate

b. Place all switches in the OFF position. c. Set the parking brake.

d. Check the fuel quantity indication in both tanks.

e. Set the trim tabs for takeoff. f. Turn Battery Switch ON, or to EXT

PWR position if external power will be used to start the engine.

STARTING ENGINE Use the following procedure to start the R1340 engine:

Ignition switch must be OFF when rotating the propeller by hand.

a. If the engine has not been run in several hours, pull the propeller through several revolutions by hand. If engine has not been run for more than 3 days, refer to Section 4 for applicability of pre-oiling procedures.

b. Fuel Shutoff Valve – ON c. Mixture – FULL RICH d. Propeller – HIGH PITCH (low RPM)

*NOTE* Placing the propeller control in the High Pitch/Low RPM position prevents momentary loss of oil pressure due to filling the propeller hub.

e. Carburetor Heat - OFF f. Throttle – OPEN to 600 RPM (approx.

½ inch) g. When starting a cold engine – Prime 2

to 4 times. When starting a hot engine, it is not usually necessary to use the primer.

Propeller area must be clear of personnel, work benches and equipment prior to engaging starter.

h. Battery and Alternator Switches - ON

WARNING

CAUTION

WARNING



i. Starter Switch – ENGAGE j. Ignition Switch – BOTH after propeller

has made approximately 10 full revolutions..

k. When Engine Catches - Engine Starter Switch - Off

l. Oil Pressure - Check for INDICATION of pressure. If there is no indication of oil pressure almost immediately, stop engine and determine cause.

m. Adjust engine speed to approximately 600 RPM.

n. Move propeller control to LOW PITCH/ HIGH RPM

ENGINE OPERATIONAL CHECKS After engine start, allow engine to warm up at 800 to 1000 RPM until a minimum oil temperature of at least 40 ºC (105 ºF) is reached. POWER CHECK: Open the throttle until the manifold pressure is equal to the field barometric pressure (indicated be the manifold pressure gage reading before starting the engine). The RPM obtained will be approximately 2000 RPM, depending on the low pitch setting of the propeller. When the RPM is once established for the installation, variation in altitude of various fields will not change the RPM that results from opening the throttle to the manifold pressure equal to the field barometric pressure, the engine is not delivering the correct power or the propeller is not set properly and an investigation should be made to determine the cause. IGNITION: Check ignition switch grounding by retarding throttle to idle, and momentarily switching magneto to OFF and then to BOTH. The tachometer should indicate a sudden RPM drop when magneto ceases firing.

If magneto switch remains OFF for longer than a few seconds, backfiring May occur when magneto is switched to BOTH

If engine continues to run with the ignition switch off, stop engine by placing mixture control in IDLE CUT-OFF and check magneto ground. MAGNETO CHECK: Advance throttle to 2000 RPM and rotate ignition switch from BOTH to RIGHT position and back to BOTH and note RPM drop. Rotate ignition switch from BOTH to LEFT and back to BOTH and note RPM drop. Drop should not exceed 100 RPM on either magneto and should not exceed 40 RPM variation between the two magnetos. Normal magneto drop is 50 to 75 RPM. INSTRUMENTS: Check the instruments for indications as follows: a. Engine oil temperature should be

between 40ºC (105ºF) minimum and 93ºC (200ºF) maximum.

b. Engine oil pressure at 2000 RPM should be 70 PSI minimum.

c. Fuel pressure at 2000 RPM should be 5±1 psi.

d. Check carburetor heat at 1900 RPM. A noticeable momentary drop in RPM with heat full ON indicates satisfactory operation.

e. Check ammeter at 1200 RPM. If a definite charge is not indicated, stop the engine and investigate.

PROPELLER GOVERNOR: With engine at 1900 RPM, move the propeller control to HIGH PITCH/LOW RPM, a substantial drop in RPM indicates satisfactory governor operation. Return propeller to LOW PITCH/HIGH PITCH RPM and note any indication of sluggish or erratic operation.

CAUTION


Effective: 01/01/08 2-9

CARBURETOR IDLING MIXTURE: With engine at 450-600 RPM, check mixture strength as follows: a. While observing tachometer, slowly

move mixture control towards the FULL LEAN position. Return mixture control to the FULL RICH position before engine dies.

b. If a momentary rise of not more than 20 RPM is observed before normal drop-off, the mixture ratio is correct. If a greater rise in RPM is noted, the mixture is too rich. If no rise in RPM is noted or an immediate drop-off in RPM occurs, the mixture is too lean.

ENGINE SHUTDOWN: To perform engine shutdown, proceed as follows: a. Adjust throttle to 1500 RPM, idle

engine for a minimum of one minute to cool engine.

b. Move propeller control to HIGH PITCH/LOW RPM, and move throttle to the IDLE position. Place mixture control to FULL LEAN.

c. Open throttle slowly, continue opening throttle slowly after engine starts to cut-off, to full open throttle position.

d. After propeller stops turning, position ignition switch to off.

e. Place fuel selector to OFF position, place battery and generator switches to OFF position.

SYSTEM AND COMPONENT SERVICING

Servicing procedures contained in this Section are confined to those maintenance actions that occur with routine frequency and require a reasonably short period of time to accomplish. Servicing practices and maintenance of aircraft systems and components that require less frequent attention are contained in the appropriate sections of this manual.

HYDRAULIC SYSTEM Reference Section 3

The hydraulic system consists of two master brake cylinders and the necessary hydraulic lines connecting the master cylinders to the wheel brake cylinders. Applying toe pressure to the rudder pedal actuates the corresponding master cylinder, which in turn actuates the brake caliper piston. Refer to Section Six for brake servicing procedures.

ENGINE OIL SYSTEM Reference Section 4

The oil supply should be checked before each flight (R-1340-AN1 engine, do not operate with less than four gallons). Fill to nine gallons for extended flights. Access to the filler cap is gained through an opening located on the top left side of the fuselage cowling. Add oil that is of the same quality and weight as that contained in the oil tank. As a general rule, good quality mineral base oil (60 weight summer, 50 weight winter) is adequate. For the use of approved types of dispersant oil, refer to the applicable Engine Manufacturers Service Bulletins. OIL CHANGE: The frequency of engine lubricating oil change will vary depending upon the type, and condition, of engine operation. It is recommended that the engine lubricating oil be changed at the maximum of 50 hour intervals, and more frequently as working conditions require. Oil that becomes dirty and contains sludge deposits should be changed regardless of time since last oil change. To change oil, proceed as follows: a. Start engine, and operate until a

minimum of 40ºC (105ºF) is reached. b. Place a container having a capacity of

12 gallons or more beneath oil drain valve. Attach a hose to drain valve to minimize oil spillage.

c. Open drain valve and allow engine oil to drain thoroughly. Allow adequate


2-10 Effective 01/01/08

time for oil from the oil cooler to drain also. Close drain valve.

* NOTE * Drained oil should be collected, strained and examined for presence of metal particles.

d. Remove, disassemble, inspect and clean main pressure oil screen assembly (see Section 4 for disassembly and cleaning procedures).

e. Remove and clean all sump drain plugs and finger strainers.

f. After the lubricating oil system has thoroughly drained, and all the filters and screens have been cleaned and reinstalled, verify that all points have been safetied as required.

g. Service oil tank with approved type and grade of engine oil.

h. Refer to Section 4 for appropriate pre-oiling procedures.

i. After pre-oiling, start and run engine until normal operating temperatures are reached. During engine run-up period, a careful check must be made for any oil leaks.

ENGINE AIR INDUCTION AND FILTER CLEANING

Normal filtered air is drawn from within the engine compartment through a stacked arrangement of paper air filters (see Figure 4-4). These filters prevent rapid wear of engine mounting parts caused by entry of fine grit and dust into the internal moving parts of the engine. The filters are chemically treated and should not be cleaned with solvents or cleaned with compressed air. The paper filters may be cleaned by lightly tapping on a hard surface. If this method does not remove the excess dirt and dust, replace the filters with new ones. The filters may be removed as follows:

a. Remove access panel. b. Loosen the top four tie rod nuts.

Remove one tie rod. c. Remove the four paper filters. d. Install new filters. Install the removed

tie rod and tighten nuts. * NOTE *

Avoid over tightening of tie rod nuts. Do not crush the paper filters.

e. Install access panel.

FUEL SYSTEM Reference Section 5

REFUELING: (Ref. Fig. 2-2) Refuel the aircraft with fueling facilities that contain filters for removing the moisture content from the fuel. If the fueling facilities with filters are not available, filter the fuel through a good grade of chamois. The fuel tanks should be serviced after the last flight of the day to allow maximum time for the moisture to reach the sumps and header tank. Service the aircraft with 80/87 octane or 100 octane low lead aviation gasoline using the following procedure.

Ground the aircraft to a proper ground and the fuel servicing equipment to the aircraft. Smoking in or around the aircraft during refueling operations is prohibited. Fire protection equipment must be immediately available.

a. Turn all the switches off. b. Remove the fuel filler cap. Fill the tank

until the fuel level rises to the filler neck (or to desired quantity). Install the fuel filler cap and service the opposite fuel tank.

WARNING


Effective: 01/01/08 2-11

* NOTE * Since the wing tanks are interconnected through the header tank, the fuel can flow from one tank to another. Topping off both wing tanks may be required more than one time to assure that both wing tanks are full.

c. After fueling is complete, check for security of both fill port caps. Wash any spilled fuel from the wing surface with clean water.

FUEL DRAINS: (Ref. Fig. 2-2) Four fuel drain points are provided to allow fuel

draining in order to extract the moisture sediment and other contamination entrapped in the system. The drains are located at the low point of each wing tank (aft inboard bottom), the bottom of the header tank, and the bottom of the firewall fuel filter (Fig. 2-2). Also provided are two fuel vent drains, located on each side of fuselage under the wings. All fuel drains should be drained prior to the first flight of the day. Drain a small quantity of fuel into a transparent container to permit inspection for the presence of moisture, sediment or othere contaminants. If there is any indication of contamination, the fuel should be drained until all evidence of contamination disappears.

Figure 2-2: FUEL SYSTEM


2-12 Effective 01/01/08

Visually check that all drain valves are closed after draining.

FUEL SYSTEM SCREENS: (Ref. Fig. 2-2) The airframe is equipped with five fuel screens: 1/12 inch mesh finger strainers in each wing tank outlet and a ¼ inch mesh finger strainer installed in the outlet fitting from the header tank. Inspect the finger strainers annually or if the fuel system is thought to have been or is known to be contaminated with foreign debris: i.e. moisture, debris or other contaminants are noted in drained fuel sample container, fuel source is known to be contaminated etc. FIREWALL MOUNTED FUEL FILTER: (Ref. Fig. 2-2) The main fuel filter screen should be inspected, cleaned and reinstalled every 100 hours, or any time fuel system contamination is suspected. Refer to Section 5 for main fuel filter servicing procedures.

DEFUELING

Aviation gasoline is extremely volatile and the vapors are very explosive in heavy concentrations. Smoking on or around the aircraft is not permitted at any time. Aircraft and equipment grounding procedures must be strictly adhered to. Fire extinguishing equipment must be immediately available.

a. Ground aircraft to a proper ground point and all ground defueling equipment or containers to the aircraft.

b. Place a vented container of adequate capacity under each of the three drain points. Verify that the containers are properly grounded to the aircraft.

c. Open the drain valves and allow all fuel to drain. When tanks are empty, close the drain valves and move the fuel containers a safe distance from the aircraft.

d. Verify that all the drain valves are closed.

e. Refer to Section 4 for applicability of carburetor presoaking and fuel line purging after defueling.


Reference Section 6 Check all gear assemblies for general cleanliness, security of mounting, and hydraulic leaks at prescribed inspection intervals. Lubricate all lubrication points on main and tail gear assemblies at prescribed intervals.

TIRES Tires should be inspected for proper inflation, breaks, cuts, and foreign objects in tread, flat spots and exposed cord. Replace tire if there is any question of its reliability. Proper inflation is necessary for maximum tire life. Maintain 29x11-10 ply rated main tire and tube pressure at a minimum of 40 psi to a maximum of 62 psi, depending on the load and runway conditions. The 12.5 x 4.5-10 ply rated tail wheel tire and tube pressure should be 55 psi maximum. The wheels and tires are balanced assemblies. If tires are suspected of being out of balance, they may be balanced on automotive type balancing equipment. If aircraft is out of service, move the aircraft to rotate tires every seven days to prevent flat spots from developing.

MLG SHOCK STRUTS Main landing gear shock struts are to be inspected at the specified intervals. At least annually they must be removed from the aircraft, disassembled, cleaned and inspected. Shock “biscuits” should be replaced every 1000 hours or if they

WARNING

CAUTION


Effective: 01/01/08 2-13

develop cracks. Reinstall shock struts with new hardware

BRAKE BLEEDING Brake bleeding should be performed when air is suspected of being entrapped in brake lines. See Section 3 for brake bleeding procedures.

ENGINE DEPRESERVATION GENERAL: Remove the moisture-resisting coverings, tape, dehydrating agent, and dehydrator plugs from the engine and the accessories.

* NOTE * Do not remove the cover from the carburetor mounting pad until the carburetor is to be installed.

MIXTURE DRAINAGE: Remove the sump drain plugs and allow the excess corrosion preventive mixture to drain.

* NOTE * The oil sump contains an upper an lower chamber. The upper chamber collects oil drained from the crankcase section, and the lower chamber collects oil drained from the rockerbox drain system. The front plug drains the lower chamber while the aft plug drains the upper chamber.

Remove the dehydrator plugs from the cylinders. Using a small inspection light, inspect the cylinders through the spark plug holes to ensure that oil or mixture has not accumulated in the cylinders. If an appreciable quantity is present, remove it with a suction pump. Remove the two bottom intake pipes and drain all corrosion preventive mixture from them. If excess mixture is found in the intake pipes, remove and examine the adjacent intake pipes on each side of the engine, continuing toward the top cylinder until no excess mixture is found. On installed engines, motor the engine

through a minimum of six revolutions with the sump drain plugs and the lower-most intake pipes removed to facilitate engine draining. On uninstalled engines, remove the starter and the oil inlet and outlet shipping covers. With the sump drain plugs and the lower-most intake pipes removed, turn the engine until the crankshaft is in a vertical position. Allow the corrosion preventive mixture to drain. Turn the engine through at least six revolutions in the normal direction of rotation to facilitate draining. Turn the engine until the crankshaft is in a horizontal position and repeat the preceding instructions. Thoroughly clean the sump drain plugs and the intake pipes removed and reinstall in the engine. Remove the pressure oil screen from the rear oil case, and allow any corrosion preventive mixture to drain from the oil screen chamber. Clean the screen thoroughly, then reinstall making certain that the cover gasket is in good condition. If necessary, wash the exterior of the engine thoroughly with cleaning solvent, being careful to keep the cleaning fluid away from the ignition cable assembly. Dry the engine with compressed air.

ENGINE PRESERVATION PROCEDURE When it is known that an aircraft will be idle for more than one day but less than ten days, rotate the engine on alternate days at least 20 propeller blades by means of the starter. Run-up the engine on the fifth day at 1000 RPM until the oil temperature reaches 65ºC (149ºF). If, due to circumstances, it is not possible to rotate or run-up the engine during this 10 day period, pre-oil the engine prior to starting. The corrosion preventive mixture referred to in the following instructions, PMC 9111 (Rust Ban 624, 622, or 632), is composed of a blend of three parts engine lubricating oil and one part corrosion preventive compound, Rust Ban 626, 628, or 631, or


2-14 Effective 01/01/08

the equivalent. Heating the mixture to a temperature of 38ºC to 104ºC (100ºF to 220ºF) is desired to remove moisture and

to facilitate application. Use only dry filtered air when spraying. See Table 2-1 (8 sheets) for detailed engine preservation procedures.

Table 2-1: ENGINE PRESERVATION PROCEDURES

Engine Installed: OPERATION PROCEDURE 10 to 30

Days Over 30

Days

Engine not

Installed:

Cleaning Engine

Before washing the engine, look for oil leaks which may indicate loose connections, packings, or nuts. Wash the engine externally with a cleaning solvent, removing all oil, grease and dirt.

NOTE: Keep cleaning fluid away from the magnetos and ignition manifolds.

X

Preliminary Preservation

While the engine is still warm from running, drain the oil from the engine and oil tank. Remove the pressure oil screen; thoroughly clean and reinstall all parts removed to facilitate draining. Fill the oil tank with enough corrosion preventative mixture to ensure adequate lubrication during the preservation run plus the quantity needed to preserve the induction system. Prepare the engine for preservation of the induction system as follows: join together two separate 10 foot lengths of number 6 hydraulic hose by means of a suitable two way valve. Remove the pressure oil screen cover drain plug hole and in an appropriate opening in the supercharger case (such as the alternate manifold pressure gage connection). Connect the hydraulic hose between the two fittings. If desired, the control valve may be located in the cockpit and be manipulated by the operator or his assistant. (This method affords the use of the same preservative compound contained in the engine oil system during the preservation run and this eliminates the need of a supplementary tank for preserving the induction system). Make sure that the control valve is in the closed position. Block off or by-pass the oil cooler to produce a minimum oil inlet temperature of 95ºC (203ºF) during the preservation run.

CAUTION: Do not exceed 120ºC (250ºF) oil inlet temperature.

X X


Effective: 01/01/08 2-15

Table 2-1: ENGINE PRESERVATION PROCEDURES (Continued)


Days Over 30

Days

Engine not

Installed:

Preservation Run

Start the engine and then continue to run (on normal service fuel) at idling speed for at least 15 minutes, using the corrosion preventive mixture as lubricant. At the end of the run, open the throttle to attain a speed of 1500 RPM to ensure propeller rotation of approximately 30 revolutions after the mixture control is moved to idle cut-off. CAUTION: Do not operate in excess of 1500 RPM when engine is serviced with preservative oil. With the throttle advanced as described, and with the oil temperature at not less than 95ºC (203ºF) open the control valve to allow the engine preservation mixture to be introduced into the induction system. When the exhaust stacks are smoking profusely, move the mixture control to idle cut-off position to stop the engine. After the engine has stopped, close the control valve within five seconds.

X X

Mixture Drainage

While the engine is still warm, drain the corrosion preventive mixture from the engine, the lines, and the oil tank. Remove the pressure and scavenge oil screens; thoroughly clean and reinstall all parts removed to facilitate draining.

X X

Spark Plugs

Disconnect the spark plug leads and remove the spark plugs. Install protector caps on the spark plug lead connectors. Clean the spark plugs in clear, unleaded gasoline and dry them with compressed air. Coat the spark plug threads with a light oil or suitable rust inhibitor and store them in a dry place. Install protector caps on both ends of the plugs if special cylindrical protective cartons are not available.

X X X


2-16 Effective 01/01/08



Days Over 30

Days

Engine not

Installed:

Exhaust Valves

Thoroughly spray each exhaust valve with corrosion preventive mixture through the spark plug holes or the exhaust ports. Be sure each exhaust valve is fully open when it is being sprayed. Rotate the propeller shaft at least four revolutions in the normal direction of rotation to work the mixture into the exhaust valve guides. Install the exhaust port covers.

X X X

Rocker boxes

It will not be necessary to remove the rockerbox covers and spray the rockers if the engine was preserved at the specified oil temperatures. Engines preserved under low temperature, or if the alternate method of treating cylinder bores is used, must have the rockerbox covers removed and the rockers, valve springs, washers, and valves sprayed with corrosion preventive mixture.

X

Thrust Bearings

Remove any parts of the installation that prevent access to the thrust bearing cover. Preserve the thrust bearings of engines incorporating a drilled passage through the thrust bearing cover plate by removing the pipe plug, installing a suitable tapered thread connector, and pumping corrosion preventive mixture (at room temperature) into the passage at 80 PSI minimum pressure for at least 15 seconds. Remove the connector and reinstall the pipe plug. On those engines not incorporating a drilled passage in the thrust bearing cover plate, remove the thrust bearing cover plate; thoroughly spray the exposed portion of the thrust bearings with the preservative mixture; then reinstall the cover plate and tighten to the recommended torque.

X X


Effective: 01/01/08 2-17



Days Over 30

Days

Engine not

Installed:

Cylinder Treatment

With the piston at the bottom of its intake stroke, spray hot, 99ºC to 140ºC (210ºF to 220º F), corrosion preventive mixture into the front spark plug hole of each cylinder and in the same sequence as the firing order. This spray should be deposited on the inlet valves and the cylinder walls. Rotate the propeller shaft at least six revolutions to ensure piston ring coverage for each cylinder, without turning the propeller shaft, to cover the cylinder walls. Do not turn the propeller shaft after this spraying of the cylinders. If the shaft is turned the spraying procedure must be repeated. NOTE: Do not apply excessive amounts of material. All that is necessary is a uniform thin coating on all surfaces. Excessive amounts of material do not contribute to the preservation; they cause difficulty at the time of depreservation and increase the chances of hydraulic lock. It is of the utmost importance that personnel entrusted with the cylinder spray operation be properly trained in the techniques required. It is recommended that the operator practice on dummy cylinders until the desired even coat can be applied. The type of spray pattern formed can be observed by spraying into a suitable receptacle. The recommended procedure to be used by the operator is as follows: a. Place the preservative mixture in the

reservoir; heat to the correct operating temperature; and mix thoroughly. Premixing and preheating the compound prior to placing it in the reservoir will be a time saver.

b. Close the vessel and connect the gun and all lines.

X X X


2-18 Effective 01/01/08



Days Over 30

Days

Engine not

Installed:

Cylinder Treatment (Continued)

c. Discharge the gun into a clean container until a uniform spray is produced at the nozzle. The mixture discharged during this operation should be retained for the final operation.

d. Insert the discharge tube of the gun into the cylinder and determine the position of the piston. Use the free hand to mark the distance the gun will travel into the cylinder to come to a point just short of the piston. Withdraw the gun tube until the nozzle is at the spark plug opening.

e. Start spraying. As soon as the target is pressed move the gun so that the nozzle will travel slowly from the spark plug opening to the piston, but without touching the piston head, then back to the spark plug opening where the trigger should be released immediately.

f. Proceed at once to spray each of the remaining cylinders in the same manner. If the spray gun will be idle more than one minute, repeat step c. to ensure that a slug of cold preservation compound is not ejected, and that a fine even spray is obtained.

X X X

Dehydrator plugs

Install dehydrator plugs in the spark plug holes of all cylinders and tighten them to the recommended torque. Do not remove the moisture seals from the plugs until ready to install. On those engines incorporating a front crankcase breather, disconnect the breather and install a dehydrator plug in the case. On those engines not incorporating a front crankcase breather, remove the governor, install a governor pad shipping gasket and cover, then install a dehydrator plug in the cover. Install dehydrator plugs in all suitable openings in the main, collector and rear crankcases.

X X X


Effective: 01/01/08 2-19



Days Over 30

Days

Engine not

Installed:

Propeller Shaft

Clean the exposed surfaces of the propeller shaft with dry cleaning solvent, Stoddard Solvent or equivalent; then follow with an application of finger print neutralizer, and dry. Coat the surfaces with soft film corrosion preventive compound. After the compound has set, protect the surfaces by wrapping with a suitable acid-free waxed paper and secure with tape. Install a propeller thread protector. If the hoisting eye is installed, which will be needed to place the engine in the shipping container, installation of the shipping cap should be delayed until after the engine is secured to the base of the packing box.

X

Accessories

Drain the fuel from the engine driven fuel pump and the oil from the propeller governor and flush with corrosion preventive mixture while rotating the crankshaft to ensure complete preservation of all internal parts. All accessories not attached to the engine should be treated for proper storage preparation. Drain the excess oil and wrap these accessories in acid-free waxed paper.

X X

Accessory Drives

Remove all accessory drive cover plates. Cover the drive ends with corrosion preventive mixture; then reinstall the cover plates.

X

Openings

Seal all engine breathers and blast tube lines to the accessories with moisture resisting plugs and covers. Seal the magneto vents, all oil inlet and outlet connections, and other openings not otherwise covered by plates or covers with moisture resistant sealing tape. Install dehydrating agent in the exhaust stacks and then seal with moisture resistant sealing tape; or install exhaust port covers between the cylinder exhaust ports and the exhaust stacks.

X X


2-20 Effective 01/01/08



Days Over 30

Days

Engine not

Installed:

Carburetor

When a carburetor is to be out of service for a period exceeding 10 days, prepare for storage in accordance with one of the methods outlined in the following instructions. Use Naphtha for cleaning. Use engine oil for preservation purposes. Remove the carburetor from the engine; then remove the drain plug in the bottom of the flat bowl, and drain all gasoline from the carburetor through this opening and the carburetor fuel inlet. A few strokes of the throttle lever will pump out any gasoline that may have collected in the accelerating pump system. After the carburetor has been drained thoroughly, place the carburetor on its top flange. Install a fitting in the carburetor drain and attach an oil line. Pump in slushing oil until the oil flows from the discharge nozzle. The slushing oil pressure applied to the carburetor should not exceed 3 to 4 pounds per square inch. If a pump is not available, the oil may be poured in providing precautions are taken to ensure complete slushing. When the oil flows from the discharge nozzle, disconnect the oil line and replace the drain plug. Set the carburetor in an upright position and operate the throttle lever until oil is discharged from the accelerating pump discharge nozzle. Place the throttle valve in the closed position and adjust the throttle stop to obtain the maximum throttle opening; then lockwire the throttle valve in this position against the stop.

X X X


Effective: 01/01/08 2-21



Days Over 30

Days

Engine not

Installed:

Carburetor opening in the rear case

When the carburetor is removed from the engine, secure two ½ pound bags of dehydrating agent to the inside of the carburetor mounting flange cover. Secure the cover to the flange, using acid-free waxed paper as a gasket between the cover and the flange. Seal the parting line of the cover and flange with tape.

X X X

External Inspection

Inspect the engine carefully, checking all nuts and bolts for tightness. Inspect for loose or broken safety wire, missing plugs, or damaged parts. Make certain that the intake pipes are tight at both ends.

X X

Warning Tag

Place a warning tag on the propeller shaft and a similar tag in the airplane cockpit, stating that the propeller or the propeller shaft must not be turned until all the dehydrating materials have been removed from the engine.

X X X

Inspection

All dehydrator plugs must be inspected every seven days and the color of the dehydrating agent compared with that on the humidity indicator. Any plugs, indicating a relative humidity of more than 20 percent are unsafe and should be replaced. When it becomes necessary to replace a dehydrator plug, the dehydrating agent in the exhaust pipes and in the carburetor mounting flange cover should also be replaced. If frequent replacement of a particular plug becomes necessary, the section of the engine in which that plug is located should be checked for inadequate sealing.

X X X


2-22 Effective 01/01/08

INSPECTION In Table 2-2 (next page), items to be inspected and the maximum inspection intervals are listed. Details of how to check or what to look for are common knowledge to licensed mechanics, but are described generally below. Specific checks can be found in relevant sections of this manual.

INSPECTION CHECK LIST Ref. Figure 2-3

GENERAL INSTRUCTIONS a. Movable parts are to be checked for

lubrication, servicing, security of attachment, binding, excessive wear, safety, proper operation, proper adjustment, correct travel, cracked fittings, security of hinges, defective bearings, cleanliness, corrosion, deformation, sealing, and tension.

b. Fluid lines and hoses are to be checked for leaks, cracks, dents, kinks, chafing, proper bend radius, security, corrosion, deterioration, obstructions, and foreign matter.

c. Metal parts are to be checked for security of attachment, cracks, and

metal distortion, broken spot welds, corrosion, condition of paint, and any other apparent damage.

d. Wiring is to be checked for security, chafing, burning, defective insulation, and loose or broken terminals, heat deterioration, and corroded terminals.

e. Bolts in critical areas are to be checked for correct torque, or when visual inspection indicates the need for a torque check. See Table 2-3, Torque Chart.

f. Filters, screens, and fluids are to be checked for cleanliness, contamination and/or need of replacement at specified intervals.

This Manual contains information on aircraft systems and operating procedures required for safe and effective maintenance. It shall not be used as a substitute for sound judgment. Inspection intervals are greatly influenced by particular operational priorities, operating conditions, environment, and routine inspection results. Perform the tasks shown in the following Inspection Chart at the prescribed intervals, or more often if necessary.

Figure 2-3: R1340 Servicing and Inspection Guide


Effective: 01/01/08 2-23

Table 2-2: INSPECTION CHECK LIST

A: PROPELLER

Dai

ly

50

hrs

100

hrs

400

hrs

1. On counterweighted propeller move blades to low pitch and check exposed portion of piston for corrosion, galling or nicks.

X

2. Inspect the hub parts for cracks and corrosion and fasteners for security. X

3. Check hub for grease and oil leaks. X

4. Check piston tightness. Refer to Section 4 for specifics. X

5.

Check security of counterweight bearing and shaft installation. Check clearance between counter-weight bracket and bronze thrush washer. Minimum clearance should be 0.003 to 0.006 inches. Refer to Section 4 for specifics.

X

6.

Lubricate the propeller with Aeroshell 6 grease only. Remove the rear “Zerk” fitting from each blade clamp. Using a hand operated grease gun, grease each forward fitting slowly. Lubrication is complete when grease emerges from the rear in a steady flow with no air pockets or moisture, and has the color and texture of the new grease. Reinstalled the rear “Zerk” fittings.

X

7.

Inspect exterior parts of propeller blades for corrosion, bends, nicks and cracks. Carefully examine leading and trailing edges and tip for developing cracks.

X

8. Check that prop governor belcrank is hitting stop in full low pitch. X

B: ENGINE EXTERNALS REFER TO THE ENGINES’ APPROPRIATE PRATT & WHITNEY

MAINTENANCE MANUAL FOR PERTINENT DETAILS ON ENGINE INSPECTION

Dai

ly

50

hrs

100

hrs

400

hrs

1. Check the tubing, wiring, control linkages, and hose assemblies for security of all the accessible connections, clamps, and brackets.

X

2. Check tubing, wiring, control linkages and hose assemblies for evidence of wear, chafing, cracks, and corrosion.

X

3. Lubricate interconnecting rod ball ends, where applicable. X


2-24 Effective 01/01/08

B: ENGINE EXTERNALS (Continued)

Dai

ly

50

hrs

100

hrs

400

hrs

4. Check the tubing, wiring, control linkages, and hose assemblies for evidence of fuel and oil leakage.

X

5. Check the tubing, wiring, control linkages, and hose assemblies for loose nuts and broken safety wire.

X

6. Check the crankcase for cracks, distortion, and corrosion.

X

7. Check the dishpan for cracks and security of brackets and seals.

X

8. Check the exhaust pipes for cracks, distortion and signs of burning. X

9. Check the propeller shaft seal for oil leaks. X

10.

Check engine mount for cracks, particularly in welded areas. Check rubber isolators for splits, cracks and deterioration. Check fasteners for security.

X

11. Check the security of the accessories and linkages. X

12. Check cylinders for exterior condition. X

C: ENGINE OIL SYSTEM

Dai

ly

50

hrs

100

hrs

400

hrs

Do not mix different brands or types of oil when changing oil or when replenishing the oil between oil changes.

1. Check lines and connections for leaks, cracks, chafing and security. Check line clamps for condition and security.

X

2. Check oil tank for leaks and security. Check chafe-pads for wear. Check filler cap for condition and security.

X

4. Check oil cooler for leaks and brackets for security.

X

5. Inspect oil cooler scoop inlet area to ensure good airflow through cooler.

X

CAUTION


Effective: 01/01/08 2-25

C: ENGINE OIL SYSTEM (Continued)

Dai

ly

50

hrs

100

hrs

400

hrs

6.

Remove all sump plugs and examine cavity for metal particles. Metal particles found in a new engine installation do not necessarily mean trouble, but should be investigated anyway. If no problems are found, change oil and ground test the engine. Persistent metal particles or if an older engine starts producing them, an engine change may be warranted. If this is the case, the oil cooler should also be changed and the oil tank and all oil lines and hoses should be cleaned.

X

7. Remove, inspect, clean, and reinstall engine scavenge oil strainer.

X

8. Check the oil level. X X X

9. Oil change recommended every 50 hours (except for initial ground run. See pg. 4-10). Refer to Section 4 for applicability of engine pre-oiling.

X

D: ENGINE FUEL SYSTEM

Dai

ly

50

hrs

100

hrs

400

hrs

1. Remove, clean and reinstall finger strainer in carburetor. X X

2. Check the carburetor for security and linkages. X

3. Check the primer lines for leaks and security. X X

4. Check the inlet manifolds for cracks and security. X X

5. Check fuel pump seals by watching overboard drains during engine run-up.

X X

E: AIR INDUCTION SYSTEM

Dai

ly

50

hrs

100

hrs

400

hrs

1.

Inspect the backfire flapper on the bottom of the air filter for free motion and strong spring closure. Check condition of leather seal on flapper and replace if necessary.

X X

2. Check the air induction duct from the air filter to the carburetor alternate air box for cracks, leaks and security

X

THRUSH AIRCRAFT, INC – MODEL S2R-R1340 THRUSH 600 AIRCRAFT MAINTENANCE MANUAL

2-26 Effective 01/01/08

E: AIR INDUCTION SYSTEM (Continued)

Dai

ly

50

hrs

100

hrs

400

hrs

3. Inspect the air filter cartridges for dirt & dust accumulation. If cartridges are significantly clogged, replace the cartridges.

X X

4.

Check the carburetor inlet box for cracks. Check the operation of the carburetor heat flapper for free and complete motion, and carburetor heat control for function and security.

X

5. Check the carburetor heat muff around the exhaust manifold for cracks, distortion and clearance from exhaust pipes.

X X

F: AIRFRAME FUEL SYSTEM

Dai

ly

50

hrs

100

hrs

400

hrs

1. Draw fuel samples from wing tanks, header tank and firewall fuel filter bowl. Check for any debris, sediment, or water and take corrective action if any is found.

X X

2. Inspect, clean and reinstall firewall fuel filter. X

* NOTE * On new aircraft, check the firewall fuel filter after each flight until there is no evidence of contamination. Check the filter after the first flight or ground run when any upstream component is replaced.

3. Check the fuel boost pump for security and upstream fuel leakage. X

4. Turn the fuel boost pump on and to check operation and the downstream fuel lines for leaks.

X

5. Check boost pump seals by observing overboard drain while pump is running and has the fuel system pressurized.

X

6. Check operation of primer pump momentarily and look for leaks.

X

7. Inspect the fuel lines and supports for deterioration, twists, kinks and security and for signs of chafing.

X


Effective: 01/01/08 2-27

F: AIRFRAME FUEL SYSTEM (Continued)

Dai

ly

50

hrs

100

hrs

400

hrs

8. Inspect throttle and mixture control actuating rods and mechanisms for connections, cracks, chafing and security.

X

9. Check the fuel shutoff valve for leaks in both the open and closed positions. Ensure smooth valve handle operation and lock-out function.

X

10. Check the fuel tank gauges for proper operation. Rock the wings to slosh the fuel to see that the floats and pointers are free.

X X

11. Check tightness of all fittings (tank and line connections) and appropriate use of safety wire.

X

12. Check header tank for security, leaks and chafing. X

13. Check fuel tank vent system for leaks and signs of chafing.

X

14. Drain fuel vent system drains. X X

*NOTE*

When a fuel system problem is found, refer to section 5.

G: IGNITION SYSTEM

Dai

ly

50

hrs

100

hrs

400

hrs

1. Check the spark plugs for erosion. Clean and gap (.015 - .018) and perform an operation test. X

2. Check the magnetos and ground wires for security and condition. X

3. Check the ignition cables for chafing, wear, loose connections and security. X

4. Check APU receptacle, cables and terminals for security and condition. X

H: MAIN LANDING GEAR

Dai

ly

50

hrs

100

hrs

400

hrs

1. Check the main landing gear attach-fittings and pivot bolts. Replace bolts if worn.

X X

2. Check the tires and tubes, wheels, and brake discs and lining for general condition.

X X

3. Check the spindle for straightness and tightness. X


2-28 Effective 01/01/08

H: MAIN LANDING GEAR (Continued)

Dai

ly

50

hrs

100

hrs

400

hrs

4.

Inspect rubber shock biscuits for distortion, splits or evidence of compound deterioration. Inspect shock strut attachment bolts and replace if worn or distorted. Use proper close tolerance NAS bolts for replacements, not AN hardware.

X

5. Check tripod for cracks, especially in the area of welds. X

6.

Check condition of wheel bearings and lubricate with MIL-G-81322 (Aeroshell 22) grease as required. Reassemble all wheel bearings. (See chapter 6 for pertinent data.)

X

J: HYDRAULIC SYSTEM

Dai

ly

50

hrs

100

hrs

400

hrs

7. Check the master cylinders, parking brake valves, brake lines, brake calipers, all brake fittings, and brake bleeders for leakage, general condition, and security.

X

8. Check brake fluid level in each master cylinder and top off with fresh MIL-H-5606 aviation hydraulic fluid as required.

X

9. Check the operation and holding ability of the brake pedal and parking brakes. Bleed hydraulic systems if required.

X X

K: TAIL GEAR

Dai

ly

50

hrs

100

hrs

400

hrs

1.

Remove, clean, and inspect leaf spring forward attach bolt P/N NAS6206-38D every 100 hours. Upon reassembly lubricate bolt and leaf spring hole with Snap-on™ General Purpose Anti-seize or equivalent or MIL-G-81322 (Aeroshell 22) grease. Torque to specifications I/A/W Torque chart (figure 2-7). Replace MS24665-300 cotter pin after each inspection.

X

2. Inspect tailwheel leaf spring for corrosion and cracks. Replace leaf spring as needed.

X


Effective: 01/01/08 2-29

K: TAIL GEAR (Continued)

Dai

ly

50

hrs

100

hrs

400

hrs

3.

Inspect all bolt holes for elongation. As a general rule, replace components with holes that are out-of-round by 0.005” or more.

Replacement of the leaf spring forward attach bolt P/N NAS6206-38D with a larger diameter bolt is not approved. The leaf spring may not be “drilled out” for a larger bolt.

X

4.

Inspect upper and lower leaf spring support blocks, and attachment hardware for wear, corrosion, and cracks. Ensure that the leaf spring support blocks grip the leaf spring tightly to prevent leaf spring movement fwd. and aft. Ensure flexible sealant around contact edges of support blocks, lower support block spacer and leaf spring is intact to prevent collection of potential corrosive material in this area. Lubricate 2 ea. Trunnion Zerk (grease) fittings with MIL-G-81322 (Aeroshell 22). (NOTE: If the tail gear spring and mount components have been removed and reinstalled, seal the contact edges where the spring, P/N 5079-1, upper bracket, P/N 94131-9, lower bracket P/N 94131-11 and spacer P/N 95434-15 come together with a high quality flexible silicone sealant or fuel tank sealant to AMS-S-8802 (formerly MIL-S-8802) to help block the collection of potential corrosive contaminants in this area.)

X

5. Check unlocking cable and locking pin mechanism for security and free movement. Check for excessive wear of locking pin and plate.

X

6. Inspect the tire, wheel body and bearings, spindle, and the fork for general condition X

7. Check the pivot housing for cracks and corrosion. X

8. Check the taper bearings spindle and spline-shaft for corrosion and wear. Grease bearings with MIL-G-81322 (Aeroshell 22) grease before reassembling wheel.

X

CAUTION


2-30 Effective 01/01/08

K: TAIL GEAR (Continued)

Dai

ly

50

hrs

100

hrs

400

hrs

9. Check the centering springs for corrosion, attachment security and correct operation.

X

L: FUSELAGE SKINS

Dai

ly

50

hrs

100

hrs

400

hrs

1. Inspect all panels and cowlings for cracks, chaffing, paint and security of fasteners. X

2. Check the Camloc receptacles for corrosion, wear, and locking action. X

3. Inspect cockpit enclosure skins for cracks, paint and security. X

M: HOPPER

Dai

ly

50

hrs

100

hrs

400

hrs

1. Inspect the hopper baffles for security and condition. X

2. Check the hopper lid for condition of seal and security of latches. X

3. Inspect the hopper for evidence of leaks and for general condition. X

4. Check the gate for evidence of leaks and for proper operation. X

5. Check the hopper vent tube for corrosion and security. X

6. Check the gaskets on both the return and outlet lines. X

7. Check emergency shut-off valve for leaks and proper operation X X

8. Check the hopper gate handle and the push rod for cracks around the welds. Check the condition of the push rod boot.

X

N: WINGS

Dai

ly

50

hrs

100

hrs

400

hrs

1. Inspect the aileron brackets for cracks and security. X

2. Check the boots at the aileron push rod entrance to the wing root for condition and security. X


Effective: 01/01/08 2-31

N: WINGS (Continued)

Dai

ly

50

hrs

100

hrs

400

hrs

3. Check for deposits of chemicals around and behind the wing center section and all attachment fittings. Check closely for corrosion. Keep clean.

X

4. Inspect the wing skins for cracks, loose rivets, general condition of the paint, and corrosion.

X

5. Check the spray booms attach points for security. X

6. Inspect the front and rear spar flanges, ribs, and other internal structures for cracks and corrosion. X

7. Check the pitot line in the right wing for security and for air leaks. Eliminate any low spots. X

8. Inspect the spar and spar caps for cracks and signs of loose fasteners

See Section 11 for mandatory inspections of this area.

9. Inspect the wing/fuselage attach angles for signs of cracks and corrosion. X

10. Inspect aft spar-to-fuselage attach bolts for condition and torque. X

11. Inspect wing attach angle-to-fuselage bolts (4 per side) for condition and torque. X

12. Inspect wing spar to attach angle bolts (6 per side) for condition and torque. X

13.

Inspect the wing splice, between the wing roots, for cracks, loose fasteners and signs of relative motion between parts. Pay special attention to the lower spar caps where the splice blocks attach. It is recommended that they be carefully inspected with a 10 power magnifier in the area of the first two (outbd.) bolts.

X

P: FUSELAGE FRAME

Dai

ly

50

hrs

100

hrs

400

hrs

1. Inspect the fuselage tubing for signs of corrosion or cracks, particularly around welds and in the hopper area.

X

2. Check for elongated holes in the engine mount fittings and bell crank mounts.

X

3. Inspect main landing gear attachment fittings, shock strut attach fittings and tail gear trunnion fittings for security, cracks, and corrosion.

X


2-32 Effective 01/01/08

P: FUSELAGE FRAME (Continued)

Dai

ly

50

hrs

100

hrs

400

hrs

4. Check the condition of the paint and refinish, if necessary.

X

5. Check all tubes, fittings etc. of frame for paint integrity and refinish as necessary.

X

Q: CONTROL SYSTEMS

Dai

ly

50

hrs

100

hrs

400

hrs

1. Check all turnbuckles for corrosion and for proper lock wiring. X

2.

Inspect all cables and end fittings for wear. Check cables for correct tension. Inspect all witness/ inspection holes with a piece of .032” safety wire to insure that all end fittings are screwed far enough onto the turnbuckles.

X

3. Check all push rods for loose bearings, endplay, straightness and paint condition. X

4. Check idlers and bell cranks for binding, wobble or slack. X

5. Inspect the rudder pedals and the support brackets for general condition. X

6. Inspect the attachment of the control stick to the main torque tube for slack and bearing wear. X

7. Check control stick to main torque tube bolt for proper torque (65 to 70 in. lbs.) X

8. Check the aileron control stops for tightness and for condition of fittings. X

9.

Inspect all push-pull tubes rod-end jam nuts for security. Inspect all witness/inspection holes with a piece of .032” safety wire to insure that all rod-ends are screwed far enough onto the push-pull tubes.

X

10. Inspect the push rods for clearance to the structure. X

11. Inspect the trim systems for correct operation and for general condition. X

12. Remove control stick from main the torque tube. Inspect bolt and bearings and replace as required.

X 500

Hours


Effective: 01/01/08 2-33

R: EMPENNAGE Dai

ly

50

hrs

100

hrs

400

hrs

1.

Check the travel of the movable surfaces. Elevator up....................... 27 degrees ±1 degree Elevator down .................. 17 degrees ±1 degree Rudder ............................. 24 degrees ±1 degree Tab up................................ 8 degrees ±1degree Tab down ......................... 22 degrees ±1 degree

X

2. Check for warped contours of the fixed surfaces due to improperly tightened brace struts. X X

3. Inspect horizontal stabilizer “V” struts, fittings, and hardware for security, cracks and corrosion. X

4. Inspect all hinges for wear. Replace sealed bearings, if needed. Lubricate hinges. X

5. Check security of all screws and bolts. X

6. Check the external skins for general condition. X

7. Check the drain holes for obstruction. X

S: AILERONS AND FLAPS D

aily

50

hrs

100

hrs

400

hrs

1.

Check the control movements. Aileron up......................... 21 degrees ±1 degree Aileron down .................... 17 degrees ±1 degree Flap down ........................ 15 degrees ±1 degree

X

2.

Aileron servo tabs a. Check security of hinges b. Check for looseness of rod ends and bolts. c. Check for freedom of travel. d. Lubricate hinges.

X

3. Check the security of the counterweights, which are installed in the leading edges of the ailerons.

X

4. Inspect all hinges for wear. Replace sealed bearings, if needed. Lubricate hinges

X

5. Check security of all screws and bolts. X

6. Check the external skins for general condition. X


2-34 Effective 01/01/08

S: AILERONS AND FLAPS (Continued) Dai

ly

50

hrs

100

hrs

400

hrs

7. Check the drain holes for obstruction. X

8. Inspect all the skins and ribs for cracks, loose rivets, general condition, and corrosion. X

9. Inspect the flap push rods, mounting brackets, torque tube, and bearing housings. X X

10. Inspect the flap actuator motor and worm drive for general condition and freedom of travel. Lubricate worm drive.

X

T: COCKPIT

Dai

ly

50

hrs

100

hrs

400

hrs

1. Check the condition of the instrument markings and the placards. X X

2. Check the instrument lines for leaks, security, and chafing. X

3. Check the hopper for leaks and security of mechanism. X

4. Check the security and condition of the seat belts, shoulder harness, and inertia reels. X

5. Check the seat for security and proper adjustment operation. Check the seat fabric for general condition.

X

6. Check the windshield and windows for cracks, crazing or scratches, and missing screws. X

7. Check the doors for security of hinges and for correct operation of door locks. X

8. Check operation of flight & engine controls to ensure proper operation and installation. X X

U: ELECTRICAL SYSTEM

Dai

ly

50

hrs

100

hrs

400

hrs

1. Check the battery charge and water level. X X

2. Check battery relays, spike diodes, regulator, fuses, and switches for security. X

3. Check all wiring for chafing and clamping. X

4. Check all terminals for security and corrosion X

5. Check the battery’s vent hose for security and deterioration. X


Effective: 01/01/08 2-35

BATTERY MAINTENANCE The 24-volt battery is installed in the engine compartment between the engine and firewall. Access is gained to the battery by removal of the right side cowling. Battery servicing involves adding distilled water to maintain electrolyte level of at least 3/16 inch over the separators, checking the cable connections, and neutralizing or cleaning any spilled electrolyte or any corrosion. Use bicarbonate of soda and clean water to neutralize corrosion. Follow with a thorough flushing of clean water and wipe dry. Clean the cable and terminal connections with a wire brush and coat with petroleum jelly to minimize corrosion.

Do not allow the bicarbonate of soda to enter the battery filler openings, as it will neutralize the electrolyte, which could permanently damage the batteries.

A hydrometer test of the battery’s solution should be made each 50 hours of operation, or more often in hot weather. If the specific gravity tests 1.240, the battery should be removed and recharged. The solution levels should be examined and, when necessary, add distilled water to maintain the minimum level of 3/16 inch over the separators. If distilled water is added, do it just prior to recharging so that the added water mixes with the solution. When the recharging is completed, the specific gravity should be between 1.275 and 1.300. The battery should be checked for isolation from the case. A voltmeter can be used to check between the positive cell and the case. A ground fault exists if there is a reading on the voltmeter. A dated service record shall be attached or stamped on the terminal side of the battery to indicate that the battery has been capacity tested.

AIRFRAME MAINTENANCE CORROSION CONTROL

Cleanliness is the key to corrosion control/prevention on the Thrush. Side skins are attached with easily removable quarter turn fasteners so the fuselage interior can be made completely accessible quickly. Daily cleaning of the aircraft exterior and interior is highly recommended. During the working season cleaning intervals should never be more than a week. Clean the aircraft prior to performing any inspections on the airframe or engine. Before removal of detachable skins, fairings, and cowlings wash all exterior surfaces of the aircraft with plain water and any commercial soap or detergent. Soap and detergent are organic chemicals and it is important that all traces be removed by flushing with plain water.

*NOTE* Certain chemicals cannot be removed effectively by detergent solutions. Special cleaning agents are available for that purpose. Be careful, however, that they will not harm the corrosion protection properties of the finish. It is suggested that chemical suppliers be contacted for cleaning agents that are suitable for those special needs.

A regular and thorough cleaning of both the interior and exterior of the aircraft is a major part of corrosion control. All areas of the aircraft are accessible for cleaning by removal of the panels. The cleaning procedure that follows is recommended for general purposes. a. Wash all exterior surfaces of the

aircraft with plain water and any commercial soap or detergent. Soap and detergent are organic chemicals, and it is important that all traces be removed by flushing with plain water.

CAUTION


2-36 Effective 01/01/08

b. Detach all removable panels from the aircraft. Wash down the rear fuselage aft of the wing trailing edge. Tube joints, skin bends, and so forth should receive particular attention. Remove excess moisture after flushing.

c. The forward fuselage and engine section should not be cleaned with water unless close attention is made to avoid removal of lubricants and to avoid possible rusting of components and hardware. A general purpose, non-corrosive cleaning agent, such as PD-680, mineral spirits or Safety Kleen, is preferred in those areas.

d. Particular attention should be given to the wing center splice fittings and the attachments of the oil cooler, hopper and engine mount.

e. Hopper cleaning should be accomplished at the end of each working day. A good commercial detergent should be used and followed by a thorough flush with water. Leave the hopper door and gate open for thorough drying.

PAINTED SURFACE REPAIR: The aircraft exterior is painted with ultra gloss polyurethane. The forward upper glare shield part is painted over with flat black polyurethane. The fuselage frame is painted with a primer, and then painted with a gray Ultrathane. All repairs involving refinishing should be painted to the original specifications. The following procedures should be carried out step by step. a. Sand part to bare metal using 180 grit

or finer emery paper or wet-or-dry paper. Avoid removal of cladding with the Alclad parts, whenever possible.

b. Thoroughly clean area with isopropyl alcohol, a solvent, or thinner. Remove this cleaning agent before it dries with a clean dry cloth so that no oily film remains.

c. Apply one thin spray coat of Epoxy primer with Epoxy hardener. Allow time to dry.

d. Mix the required quantity of Polyurethane (follow the directions on the can) with the prescribed amount of activator. Spray a smooth and even coat directly onto the primed surfaces. Apply at least two coats and allow time for drying between the coats.

WINDSHIELD An anti-static type of plastic cleaner, such as Mirror Glaze or equivalent, is recommended for best cleaning. The side windshields are plastic and should not be cleaned with gasoline, alcohol, acetone, and lacquer thinner, or window cleaning spray. Those fluids will soften the plastic and cause crazing. Avoid rubbing the plastic surface with a dry cloth, as that can cause scratches and build up an electrical charge (static) which will attract dust particles. If scratches are visible after removing the dust accumulation, finish the plastic with a quality grade of commercial wax. Apply the wax in a thin, even coat and carefully buff out with a soft cloth. Do not buff or polish in one area for more than a brief period of time. The heat generated by rubbing the surface may soften the plastic and may produce visual distortion. The middle section of the windshield is safety plate glass for better resistance to scratching and bird strikes. It is enclosed in an aluminum frame.

HOPPER REPAIR Hopper repair may be accomplished in accordance with the instructions contained in Section 9.

FUEL TANK REPAIR Fuel tank repair may be accomplished in accordance with the instructions contained in Section 5.


Effective: 01/01/08 2-37

Table 2-3: TORQUE CHART BOLTS FINE BOLTS

STEEL - TENSION THREAD STEEL - TENSION STEEL - SHEAR STEEL AN 3 thru AN 20 SERIES MS 20004 thru MS 20024 NAS 333 - NAS 340 ANY AN 42 thru AN 49 ONLY NAS 144 thru NAS 158 NAS 464 AN 73 thru AN 81 NAS 624 thru NAS 644 NAS 583 - NAS 590

AN 173 thru AN 186 NAS 1202 thru NAS 1210 NAS 1103 thru AN 509 NK9 NAS 1303 thru NAS 1320 NAS 1120

AN 525 NK525 NAS 6603 thru NAS 6620 NAS 6203 - NAS 6220 MS 20033 thru MS 20046 NAS 172

MS 20073 NAS 174 MS 24604 NAS 517 MS 27039

NUTS NUTS STEEL - TENSION STEEL - SHEAR STEEL - TENSION STEEL - SHEAR

AN 310 AN 320 AN310 AN320 MS17826 AN 315 AN 364 AN315 AN364 AN 363 MS 17825 AN363 MS 17825 AN 365 MS 20364 AN365 MS 20364

MS 17829F MS 21083N MS18729F MS 21083N MS 20365 MS 21245 MS20365 MS 21245 MS 20500 NAS 679 MS20500 NAS 679 MS 21042 NAS 1022N or A MS21042 NAS 1022N or A

MS 21044N NAS 1291 MS21044N NAS 1291 MS 21045 MS21045 NAS 1021 NAS 1021

Torque Limits, in# Torque Limits, in# NUT/BOLT Torque Limits, in# Torque Limits, in# Min. Max. Min. Max. SIZE Min. Max. Min. Max. +/- 5%

12 15 7 9 8-36 -- -- -- -- -- 20 25 12 15 10-32 25 30 15 20 16 50 70 30 40 1/4-28 80 100 50 60 35 100 140 60 85 5/16-24 120 145 70 90 70 160 190 95 110 3/8/24 200 250 120 150 100 450 500 270 300 7/16-20 520 630 300 400 180 480 690 290 410 1/2-20 770 950 450 550 240 800 1,000 480 600 9/16-18 1,100 1,300 650 800 320

1,100 1,300 660 780 5/8-18 1,250 1,550 750 950 480 2,300 2,500 1,300 4,500 3/4-16 2,650 3,200 1,600 1,900 880 2,500 3,000 1,500 4,800 7/8-14 3,550 4,350 2,100 2,600 1,500 3,700 4,500 2,200 3,300 1-14 4,500 5,500 2,700 3,300 2,400 5,000 7,000 3,000 4,200 1 1/8-12 6,000 7,300 3,600 4,400 4,000 9,000 11,000 5,400 6,600 1 1/4-12 11,000 13,400 6,600 8,000 5,600

CAUTION: Torque values are for dry threads. If oil contamination is suspected, clean threads with acetone. NOTE: Tension nuts may be used on shear bolts, but shear nuts may not be used on tension bolts.

NOTE: For torque values for wing splice and wing attachment hardware, see Table 7-3


2-38 Effective 01/01/08

LUBRICATION For the lubrication requirements, refer to Figure 2-4: Lubrication Chart (9 sheets). Before adding grease to fittings, wipe the fittings clean. Lubricate the fittings and wipe off the excess lubricant. Lubricate the hinges with a squirt can or a brush moistened with oil. Wipe off the excess oil to prevent accumulation of dirt and grit.

Figure 2-4: Lubrication Chart (Sheet 1 of 9) The drawings of Figure 2-4, sheets 1 thru 9, are for lubrication reference only. They do not necessarily show proper assembly details and are not to be used as assembly reference.

APPLICATION SYMBOL SPECIFICATIONS AND TYPE OF LUBRICANT

HAND PACK

MIL-G-81322 (AEROSHELL 22) AIRCRAFT GREASE

LUBRICATION GUN MIL-G-81322 (AEROSHELL 22) AIRCRAFT GREASE

OIL CAN

MIL-L-22851 (AEROSHELL OIL W 15W50) OR

EQUIVALENT – LUBRICATING OIL

* NOTE* Use only Aeroshell 6 in propeller.

WARNING


Effective: 01/01/08 2-39

Figure 2-4: Lubrication Chart (sht. 2 of 9)


2-40 Effective 01/01/08



Effective: 01/01/08 2-41



2-42 Effective 01/01/08



Effective: 01/01/08 2-43



2-44 Effective 01/01/08




Effective: 01/01/08 2-45



2-46 Effective 01/01/08



Effective: 01/01/08 3- 1

SECTION 3

HYDRAULICS

TABLE OF CONTENTS

HYDRAULIC SYSTEM ................................................................................ 2 GENERAL DESCRIPTION ............................................................................................. 2 MASTER CYLINDER...................................................................................................... 2

FIGURE 3-1: BRAKE MASTER CYLINDER ............................................................ 2 FIGURE 3-2: BRAKE MASTER CYLINDER AND RUDDER PEDAL INSTALLATION......................................................................................................... 3

BRAKE SYSTEM BLEEDING ........................................................................................ 4 FIGURE 3-3: HYDRAULIC BRAKES ....................................................................... 4 FIGURE 3-4: MAIN LANDING GEAR HYDRAULICS............................................... 5

PARKING BRAKES........................................................................................................ 6


3 - 2 Effective: 01/01/08

HYDRAULIC SYSTEM

GENERAL DESCRIPTION Ref. Fig. 3-1 thru 3-4

The S2R-R1340 aircraft has two individual hydraulic systems using MIL-H-5606 “red” hydraulic fluid. Each main landing gear utilizes a master brake cylinder for the operation of its brakes and parking brakes. The master brake cylinder is connected to dual three-puck disc type brake calipers by brake lines that are supported by and clamped to the airframe structure forward of the master brake cylinder. The hydraulic brake lines are of rigid steel tubing, except for the flexible hoses on the landing gear tripod assembly. The master brake cylinder is installed aft of the rudder-brake pedals and is actuated by toe pressure on the

pedals. As toe pressure is applied to the pedals, a push rod and belcrank linkage moves an actuator rod, pushing a piston in the master brake cylinder. This forces hydraulic fluid into the brake lines and applies pressure to the appropriate brake. A spring in the master cylinder returns the piston to its original position. A check valve allows hydraulic fluid into the master cylinder if the piston produces suction on its return stroke.

MASTER CYLINDER Ref. Fig. 3-1

The brake master cylinders contain the actuating cylinder and a reservoir for MIL-H-5606 hydraulic fluid. The seals in the master cylinder have been changed to ones compatible with this fluid.

Figure 3-1: Brake Master Cylinder


Effective: 01/01/08 3- 3

The master cylinder piston is actuated by the push rod, which is in turn actuated by a mechanical linkage to the rudder pedal (Ref. Fig. 3-2). Pushing the toe of the rudder pedal actuates this mechanism, moves the piston, and thereby forces hydraulic fluid into the hydraulic line to the wheel brakes. The piston is returned by a spring so that hydraulic pressure is maintained only while the toe brake is depressed.

Hydraulic fluid reservoirs should be kept at least half full. If brake “sponginess” is experienced, check the master cylinder reservoir first. If it is empty or nearly empty, it should be filled and the brake system bled. The master cylinders also have a lever which locks the push rod in place to hold the parking brakes on.

Figure 3-2: Brake Master Cylinder and Rudder Pedal Installation


3 - 4 Effective: 01/01/08

BRAKE SYSTEM BLEEDING

Ref. Fig. 3-3

If weak or “spongy” brakes are experienced, it most likely means that air has gotten into the hydraulic system for that side. Air in the brake lines compresses as the master cylinder is actuated, allowing less pressure to get to the brake cylinders. To eliminate this air the brakes must be bled, as follows: 1. Ensure that the master cylinder

reservoir is full. Leave the filler cap off.

2. Have available a clean container of at least a pint capacity, a length of 3/16”

ID clear plastic tubing, clean rags and extra MIL-H-5606 hydraulic fluid.

3. Put the clear plastic tubing on one of the bleeder valves at the bottom of the brake calipers and open the bleeder valve with a wrench. Direct the hydraulic fluid into a clean container.

4. Have a helper in the cockpit actuate the brake pedals slowly through a number of full strokes, ensuring that the master cylinder reservoir does not run dry. Refill the master cylinder reservoir as necessary.

5. Have the helper continue to operate the brake pedal until the stream of hydraulic fluid coming out of the bleeder valve is completely free of air bubbles.

Figure 3-3: Hydraulic Brakes


Effective: 01/01/08 3- 5

6. Close the bleeder valve and place the

plastic tube on the other bleeder valve.

7. Bleed that caliper the same as above. It should not take more than two brake pedal strokes.

8. Close that bleeder valve and top off

the master cylinder hydraulic reservoir.

9. Dispose of the hydraulic fluid bled into the container properly. DO NOT reuse this hydraulic fluid, as it may be contaminated.

Figure 3-4: Main Landing Gear Hydraulics


3 - 6 Effective: 01/01/08

An alternative method of bleeding the brakes is as follows: 1. Place a large clean container under

the master brake cylinder and uncap the hydraulic fluid reservoir.

2. Bleed the outlet hose of a “pressure pot” full of MIL-H-5606 “red” hydraulic fluid until a steady stream of hydraulic fluid comes out.

3. Place this outlet hose over a bleeder valve and then open the bleeder valve.

4. Open the pressure pot valve and force hydraulic fluid through the caliper and up the brake lines to the master cylinder.

5. Force at least a pint of hydraulic fluid through the brake lines into the master cylinder reservoir, allowing it to overflow.

6. Close the bleeder valve and connect the pressure pot line to the other bleeder valve.

7. Open the bleeder valve and force another few fluid ounces of hydraulic fluid back to the master cylinder.

8. Close the bleeder valve and clean off the brake master cylinder and dispose of the flushed hydraulic fluid properly. Be sure to replace the reservoir cap before releasing the airplane.

PARKING BRAKES Ref. Fig. 3-2

Parking brakes are actuated by depressing the brake pedals as normal and then locking the pressure in the brake system downstream of the master cylinders. Parking brakes are only for temporary parking. Any leaks or seepage of hydraulic fluid from the brake system or slippage of the master cylinder plunger will slowly release the parking brake. If the airplane is being parked for more than 4 hours it should be tied down. Operate the individual parking brakes as follows: ON – Depress rudder pedal, pull parking valve lever, take pressure off of rudder pedal. OFF – Depress rudder pedal, valve will deactivate and lever will pop in.


Effective: 01/01/2008 4-1

SECTION 4

POWER PLANT AND PROPELLER TABLE OF CONTENTS

POWERPLANT GENERAL..........................................................................................3 IGNITION SYSTEM ......................................................................................................3

Magneto Removal ................................................................................................... 3 Magneto Timing and Installation.............................................................................. 3 Timing and Synchronizing Magnetos....................................................................... 3

Figure 4-1: Engine Assembly (Sht. 1 of 2)......................................................... 5 Figure 4-1: Engine Assembly (Sht. 2 of 2)......................................................... 6 Figure 4-2: Ignition System ............................................................................... 7

Ignition Conduit Lead Replacement......................................................................... 8 OIL SYSTEM ................................................................................................................9

Pressure Relief Valve ............................................................................................ 10 Pressure Oil Strainer ............................................................................................. 10

Figure 4-3: Oil Pressure Screen Assembly ..................................................... 10 Installing Oil Strainer ............................................................................................. 10 Pre-Oiling .............................................................................................................. 10

Pre-Oiling (Optional) ........................................................................................ 11 CARBURETOR ..........................................................................................................11

Carburetor Removal .............................................................................................. 11 Carburetor Installation ........................................................................................... 11

Cleaning Fuel Strainer ..................................................................................... 12 Figure 4-4: Carburetor and Air Induction......................................................... 12

STARTER...................................................................................................................12 Starter Removal..................................................................................................... 13 Starter Installation.................................................................................................. 13

FUEL PUMP ...............................................................................................................13 Fuel Pump Removal .............................................................................................. 13 Fuel Pump Installation ........................................................................................... 13

ALTERNATOR ...........................................................................................................13 Alternator Removal................................................................................................ 13 Alternator Installation............................................................................................. 13

Figure 4-5: Alternator Assembly...................................................................... 14 PROPELLER..............................................................................................................14

Propeller Removal ................................................................................................. 14 Propeller Installation .............................................................................................. 15

Figure 4-6: Propeller Assembly ....................................................................... 17 Propeller Governor ................................................................................................ 18

Propeller Governor Removal............................................................................ 18 Propeller Governor Installation......................................................................... 18 Figure 4-7: Propeller Governor........................................................................ 18


4-2 Effective: 01/01/2008

Propeller Ground Test ........................................................................................... 18 ENGINE CHANGE......................................................................................................19

Engine Removal .................................................................................................... 19 Engine Buildup ...................................................................................................... 20

Figure 4-8: Fuselage Cowling ......................................................................... 20 Engine Installation ................................................................................................. 21 Initial Engine Ground Run ..................................................................................... 21

OIL COOLER .............................................................................................................22 Oil Cooler Removal ............................................................................................... 22 Oil Cooler Installation ............................................................................................ 22

ENGINE MOUNT........................................................................................................22 ENGINE CONTROLS.................................................................................................22

Rigging .................................................................................................................. 22 Figure 4-9: Engine Mount Assembly ............................................................... 23

EXHAUST SYSTEM...................................................................................................23 Exhaust Ring Removal .......................................................................................... 23 Exhaust Ring Installation ....................................................................................... 24

ENGINE CONDITIONING HINTS...............................................................................24 Ignition................................................................................................................... 24

Figure 4-10: Engine Control Quadrant ............................................................ 25 Figure 4-11: Exhaust Collector Ring ............................................................... 25

TABLE 4-1: ENGINE TROUBLESHOOTING CHART (13 Sheets)...........................26


Effective: 01/01/2008 4-3

POWER PLANT GENERAL Ref. Figure 4-1

The engine has nine cylinders, the cylinders being disposed radially on an aluminum crankcase section. Magnesium alloy is used for the crankcase front section and the super charger section. The cylinders are of steel and aluminum construction. The barrels are machined from steel forgings and have integral cooling fins. The heads are made from aluminum castings and have deep cooling fins and rocker boxes cast integrally. The head is screwed and shrunk onto the cylinder barrel, forming a semi-permanent assembly. Ignition is furnished by two high-tension magnetos mounted on the rear case assembly. The right magneto fires the front spark plugs and the left magneto fires the rear spark plugs, and both plugs are fired simultaneously. Fuel and air induction is through a float type carburetor, a centrifugal supercharger, and intake pipes. The propeller is driven directly from the engine. The following standard terms are used throughout this section: Front .........................................Propeller End Rear...................................Anti-propeller End Right and Left ......................As viewed facing rear of engine Crankshaft, Propeller.................Clockwise as Shaft or Propeller viewed facing Rotation rear of engine

IGNITION SYSTEM Ignition is furnished by two high-tension magnetos mounted on the rear housing (see Figure 4-2). The purpose of the magnetos is to supply sufficient voltage at the proper time relative to crankshaft travel so that an equal distribution of voltage will be delivered to the spark plugs through the ignition cable assembly. Rubber protectors are installed on all spark plug leads to protect

the cables from moisture, oil, grease and engine heat.

MAGNETO REMOVAL Ref. Figures 4-1 & 4-2

Magneto removal may be accomplished as follows: A. Loosen the knurled coupling that secures

the flexible manifold conduit to the distributor block cover elbow. Remove the two screws that secure the elbow to the distributor block cover.

B. Remove the screw that secures the distributor block cover halves of the magneto.

C. Remove the safety pin; disengage the two spring locks on the distributor block cover. Remove the cover halves. Lift out the distributor blocks and wrap each block in oiled paper.

D. Remove the three bolts that secure the magneto to its mounting pad and lift off the magneto and rubber coupling.

MAGNETO TIMING AND INSTALLATION

Before installing a magneto on the engine, the internal timing of the magneto should be checked. E. Remove the breaker compartment cover. F. Attach the red wire of PWA-2417 (or

equivalent) indicator to the breaker points and ground the black wire to the magneto housing.

G. Place a straightedge against the step on the breaker cam and turn the magneto drive shaft in the normal direction of rotation. The light of the indicator should flash on just as the straightedge comes into alignment with the timing marks on the magneto housing. The timing marks seen through the timing window should be aligned at this point.

TIMING AND SYNCHRONIZING MAGNETOS

To determine whether the magnetos are properly timed to the engine and synchronized with each other, perform the following:


4-4 Effective: 01/01/2008

A. Remove one spark plug from each cylinder, and rotate the propeller shaft until No. 1 piston is at the beginning of the compression stroke.

B. Install PWA-4142 (or equivalent) indicator in the front spark plug hole of No. 1 cylinder (use pivot arm "A" with hook end down).

C. Attach the red wires of PWA-2417 (or equivalent) indicator to the breaker points of the magneto and ground the black wire to the engine.

D. Align the cap of the indicator so the slide slot lines up with the vertical axis of the cylinder and the scale is at the right of the slot. Push the slide pointer up close to the pivot arm.

E. Turn the propeller shaft in the normal direction of rotation until the pivot arm pushes the slide pointer to its farthest point.

F. Turn the propeller shaft approximately 90 degrees opposite normal rotation to return the pivot arm to the top of the slot. Adjust the scale so that the zero degree mark on the scale aligns with the reference mark on the slide pointer.

G. Move the slide pointer up to align with the 25 degree mark on the scale. Turn the propeller shaft until the picot arm just contacts the slide, at which time the lower light in the PWA-4142 indicator flashes on. The piston is now 25 degrees before top center.

H. At this point the lights of the PWA-2147 indicator should flash on simultaneously, indicating that the points are just opening. Check the alignment of the timing marks with a straightedge. This will give the correct "E" gap. Permissible limits are 1/32-inch on either side of the timing marks. If the timing is correct, no further action is necessary; however, if the timing of either magneto is incorrect, proceed with the remaining checks.

I. Remove the bolts that attach the incorrectly timed magneto to its mounting pad and move the magneto away sufficiently to turn the rubber drive coupling.

J. To advance the timing, turn the rubber coupling one or two notches in a counter-clockwise direction. Recheck timing.

K. To retard the timing, turn the rubber coupling in a clockwise direction. Recheck timing.

*NOTE* The rubber coupling has 19 notches on one side, and 20 notches on the opposite side, allowing for a very fine adjustment by rotating one notch at a time.

L. After the timing has been corrected, slide the magneto back into position, install and lockwire the magneto retaining bolts.

If the magneto is not properly timed, adjust the breaker points as indicated by the following steps:

A. With the indicator still connected and the straightedge aligned, loosen the contact bracket screws and turn the eccentric adjusting screw until the indicator light just flashes on, indicating that the points are just opening. Tighten the contact bracket screws.

B. Remove one spark plug from each cylinder. Turn propeller shaft until No. 1 piston is at the beginning of the compression stroke. Install PWA-4142 (or equivalent) indicator in the front spark plug hole of No. 1 cylinder (use pivot arm "A" with hook end down).

C. Align the cap of the indicator so that the slide slot lines up with the vertical axis of the cylinder and the pivot arm is at the top of the slot. Push the slide pointer up close to pivot arm.


Effective: 01/01/2008 4-5

Figure 4-1: Engine Assembly (Sht. 1 of 2)


4-6 Effective: 01/01/2008

Figure 4-1: Engine Assembly (Sht. 2 of 2)


Effective: 01/01/2008 4-7

Figure 4-2: Ignition System

D. Turn the propeller shaft in the

direction of normal rotation until the pivot arm pushes the slide pointer to the farthest point.

E. Turn the propeller shaft approximately 90 degrees in the

opposite direction. This will return the pivot arm to the top of the slot. Adjust the scale so that the zero degree mark on the scale aligns with the reference mark on the slide pointer.


4-8 Effective: 01/01/2008

F. Move the slide pointer up to align with the 25 degree mark on the scale.

G. Turn the propeller shaft in the normal direction of rotation until the pivot arm just contacts the slide. At this point the lower light on the indicator should flash on. The No. 1 piston is now positioned at 25 degrees BTC.

H. Mount the magneto on the engine without installing the rubber coupling. Measure the distance between the magneto drive shaft and the magneto shaft couplings. Verify that the two shafts are at their maximum distance apart.

*NOTE* Rubber couplings are furnished in 1/32 inch oversize, identified by "B+1/32-inch" molded on the face. The rubber coupling used should be 0.020 to 0.030 inch less in thickness than the distance between the two metal couplings.

I. Remove the magneto from the engine. With the straightedge in exact alignment and with the rubber coupling in place, rest the magneto on the magneto mounting pad. Hold the magneto in place and rotate the rubber coupling between the two metal couplings until the rubber coupling can be engaged with the metal couplings without causing the magneto shaft to turn.

J. Fit the magneto over the dowel pins on the mounting pad, and install the magneto retaining bolts. Install the distributor blocks, the distributor cover halves and tighten the knurled coupling.

K. After installation of magnetos, timing and synchronizing check should be performed.

IGNITION CONDUIT LEAD REPLACEMENT

Ignition leads showing evidence of chafing or deterioration of insulation should be replaced. Replacement of ignition leads may be accomplished as follows: A. Remove the magneto flexible conduit

to the distributor block cover elbow, the elbow from the distributor block cover, the distributor block cover halves, and lift the distributor blocks from the magneto.

B. Remove the connector at the spark plug end of the lead, and the spark plug conduit from the ignition cable assembly. Loosen the coupling nut on the conduit and slide the conduit towards the rear. Remove the lead from the distributor block.

C. Determine in which direction the lead will pull the easiest, then splice and solder the new lead onto the opposite end of the old lead.

D. Dust the new lead with talc or soapstone, and push the new lead through as the old lead is pulled out. When the new lead is through far enough, cut it off the proper length.

E. Remove 1/2" of insulation from the distributor block end. Separate the strands and bend them back along the insulation. Mark a new copper ferrule with the proper number, then install the ferrule and secure it with a crimping tool.

F. Place the lead in the distributor block, and secure it with the piercing screw. Push the wire through the spark plug conduit, and secure the conduit to the manifold.

G. Remove 1/8 inch of insulation from the lead. The insulation must bear firmly against the brass disc inside the spark plug connector. Treat the ends of the insulation with an insulating lacquer. After the lacquer has dried, slide the connector into


Effective: 01/01/2008 4-9

position on the wire. Bend the strands back over the lead opening in a radial pattern. Do not solder the lead.

OIL SYSTEM Oil is circulated through the engine by a three section gear pump mounted in the lower right hand side of the rear case. Oil from the tank enters the oil inlet at the bottom of the pump and is directed to the pressure (lower) section of the pump, where it is forced to the oil strainer chamber through a cored passage in the rear case. The oil passes through the strainer assembly and the pressure of the oil opens the spring-loaded check valve. When the engine is not operating, the check valve prevents oil from seeping into the engine. When the oil emerges from the check valve, it is diverted into two main branches. In the first branch, the oil is directed through a passage to an annulus around the right magneto drive gear shaft rear bushing. Part of the oil from this annulus is carried by drilled passages to the right accessory drive gear bushing. Here the oil enters the hollow accessory drive gear shaft and flows upward to the starter shaft bushing. Part of the oil from this annulus flows upward through a drilled passage to lubricate the accessory, and another part enter the magneto drive gear shaft and flows forward to lubricate the front bushing. Another passage carries the oil from the annulus encircling the right magneto drive gear shaft bushing to the oil pressure relief valve, which regulates the engine oil pressure. By-passed oil is returned to the inlet side of the oil pump pressure section. In the second branch, oil is directed to the left side of the rear case where the oil flow divides. Part of the oil enters the annulus which encircles the left magneto drive gear shaft rear bushing. Drilled

passages from this annulus carry oil to the left accessory drive gear bushing. Here the oil enters the hollow accessory drive gear shaft and flows upward to the started shaft bushing. Other drilled passages and tubes carry oil to the vacuum pump, tachometer and starter gear. Oil from the annulus around the left magneto drive gear shaft rear bushing flows upward through a drilled passage to lubricate the accessory section, oil also enters the shaft and flows forward to an annulus around the front bushing where it is directed by a drilled passage to the front of the supercharger case. Here the oil provides lubrication for the impeller shaft bearings. Oil from the crankcase and front sections is carried from the left side of the rear case through the rear and supercharger case by a tube. The supercharger case oil pressure tube bracket supports a tube assembly that transfers the oil to the crankcase and also provides spray lubrication for the floating gear and impeller intermediate drive gear. The oil is then directed to a tube in the top of the sump and then to the cam oil-feed bracket. At this point the oil is introduced into the crankshaft by means of the cam oil-feed bracket, where a drilled passage in the crankshaft directs it to the crankpin for lubrication of the master rod bearing, linkpins, piston pins and cylinder walls. The cylinder walls and piston pins are lubricated by spray from the oil nozzles, one in the rear of the front crankshaft and the other at the top of the rear cheek, and also from oil that passes the master rod bearing and linkpin bushings. Part of the oil at the cam oil-feed bracket is routed to the cam bearing and cam reduction gear bushing to provide lubrication at these points. Oil is also distributed from the cam oil-feed bracket to the tappets through a groove around the front crankcase section to internal


4-10 Effective: 01/01/2008

passages drilled in the case. Oil, from the tappets, feeds through the push rods to the rockers, rocker bearings, and valve clearance adjusting screws. The surplus oil in the engine proper drains into the sump, from where it is pumped back through the scavenge pump. Oil from the rocker boxes drains through the push rod covers to the front case, or through a system of intercylinder drains to an additional compartment in the sump where it is returned to the oil tank. The rear case oil drains through a tube into the supercharger case, then into the sump.

PRESSURE RELIEF VALVE The pressure relief valve provides a means of adjusting engine oil pressure so that it will remain within specified limits during all normal engine operation. Oil pressure on one side of the valve is balanced against spring tension on the other side of the valve. To adjust the pressure relief valve, proceed as follows: A. Remove the cap from the main oil

pressure relief valve. Loosen the adjusting screw locknut.

B. Turn the adjusting screw clockwise to increase, or counterclockwise to decrease the oil pressure. Normal oil pressure is 80 to 100 PSI.

C. After the desired adjustment has been obtained, tighten the locknut, reinstall the relief valve cap, and lockwire.

PRESSURE OIL STRAINER The pressure oil strainer (see Figure 4-3) is located at the bottom of the rear case. To remove the strainer, proceed as follows: A. Break lockwire and loosen cover nut. B. Remove cover, spring, oil screen

and check valve assembly.

Figure 4-3: Oil Pressure Screen Assembly

INSTALLING OIL STRAINER To install the oil pressure strainer, proceed as follows: C. Inspect the screen for distortion or

cracks; check the fit of the screen in its chamber. Inspect the check valve to see that it is free and seats properly.

D. Insert the check valve assembly, oil seal and oil screen into the chamber.

E. Install the gasket and cover. Lockwire cover.

PRE-OILING Pre-oiling is required prior to the initial start of a new, newly overhauled, or installed engine depreserved from storage, to insure proper lubrication for all bearing surfaces and other moving parts. To accomplish pre-oiling, proceed as follows: A. Install a 50-mesh screen in the pre-

oiling system. Connect the pre-oiling pump to the oil pressure gage take-off on the upper left side of the rear case. Remove the main sump drain plug.

B. Pump oil into the engine at 45 to 65 PSI at a temperature of 60º to 70ºC (140º to 160ºF) until approximately one gallon of oil flows from the main sump drain plug hole.


Effective: 01/01/2008 4-11

C. While the pre-oiling is in progress, turn the propeller shaft in the normal direction of rotation to prevent the accumulation of oil in the lower cylinders and to aid in the distribution of the oil to the bearings.

D. At completion, install the drain plug and washer in the sump, and lockwire the plug.

E. Service oil tank. PRE-OILING (OPTIONAL)

A. Remove front spark plugs, one top cylinder rocker box cover, and main oil sump plug.

B. Turn engine with starter until flowing oil appears at top rocker assembly and a minimum of one gallon of oil drains from the sump.

*NOTE* Do not use starter for more than 3 minutes at a time without allowing sufficient cooling period to prevent overheating of starter.

C. Replace sump plug, rocker box gasket and cover, front spark plugs, and service oil tank.

D. Upon initial start, do not exceed 1000 RPM until engine oil temperature reaches 40ºC (104ºF), and do not exceed 1800 RPM until oil temperature reaches 60ºC (140ºF), and the oil pressure is within normal operating range.

CARBURETOR The Stromberg Model NA-Y9E1 carburetor is a two-barrel, two-float updraft type carburetor (see Figure 4-4). The carburetor meters fuel in proportion to the mass air flow to the engine. The mass air flow to the engine is determined by the throttle opening. After being metered by the carburetor, the fuel is discharged into the air-stream to the impeller where it is thoroughly mixed with the air, vaporized, and then delivered to

the cylinders through the intake pipes and inlet valves.

CARBURETOR REMOVAL Carburetor removal may be accomplished as follows: A. Remove access panels. B. Disconnect throttle and mixture

control linkage. C. Disconnect and cap all fuel lines at

carburetor. D. Remove nuts holding carburetor to

adapter duct assembly. Loosen air mixing chamber flexible hose and braces as required to allow for carburetor removal.

E. Remove nuts holding carburetor to engine, remove carburetor and install cover on mounting pad. CARBURETOR INSTALLATION

The NA-Y9E1 carburetor is mounted on the engine so that the float chambers are located front and rear with the fuel inlet to the rear. The fuel inlet, a 1/2 pipe tap, is located at the top of the fuel strainer boss. The fuel pressure gage connection, a 1/8 pipe tap, is provided on the side of the strainer boss. To install the carburetor proceed as follows: A. Remove cover from mounting pad.

Install carburetor (no gasket) on mounting studs and torque as required (see Table 2-3, Section 2).

B. Install adapter duct assembly to carburetor. Tighten mixing chamber flex hose and braces that were loosened or removed during carburetor removal.

C. Uncap and install all fuel lines. D. Connect throttle and mixture control

linkage. *NOTE*

The throttle lever has a 70 degree radial travel and requires a control rod movement of 1-25/32 inches.


4-12 Effective: 01/01/2008

The mixture control requires a control rod movement of approximately 1-5/16 inches. The control lever has a 75 to 80 degree radial travel.

E. Install access panels. CLEANING FUEL STRAINER

The carburetor fuel strainer should be removed and cleaned at periodic

intervals. To remove strainer, proceed as follows: A. Cut safety wire and remove strainer

from carburetor. B. Wash strainer in approved solvent.

Clean strainer chamber of any foreign material.

C. Reinstall strainer, tighten and safety wire.

Figure 4-4: Carburetor and Air Induction

STARTER A 28-volt dc, direct cranking electric starter is mounted on the upper rear

section of the engine (see Figure 4-1). When the starter is energized through the starter relay, the starter jaw is mechanically engaged with the engine


Effective: 01/01/2008 4-13

jaw. When the engine starts, the sloping ramp of the teeth automatically disengages the starter jaws.

i. STARTER REMOVAL Remove access panels, and proceed as follows: D. Disconnect and cap electrical lead

from starter. E. Remove the six mounting nuts and

remove starter from engine. *NOTE*

Use care to prevent small hardware and other foreign objects from entering accessory case.

F. Install cover on starter mounting pad. STARTER INSTALLATION

To install starter, proceed as follows: A. Remove cover from starter mounting

pad. Check accessory case for foreign objects before installing starter.

B. Clean mounting pad and starter, install new gasket.

C. Position starter on mounting pad and install washers and nuts.

D. Install electrical connector to starter.

FUEL PUMP The engine mounted fuel pump is driven at a 1:1 ratio in a counterclockwise direction. Fuel pressure may be adjusted by loosening the adjusting screw locknut and turning the adjusting screw clockwise to increase, or counterclockwise to decrease, fuel pressure. After the desired adjustment has been obtained, tighten and lockwire the adjusting screw locknut.

FUEL PUMP REMOVAL To remove fuel pump, proceed as follows:

A. Disconnect and cap all fuel lines. B. Break lockwire, remove the four

mounting nuts and washers. Remove fuel pump and gasket.

C. If a different fuel pump is to be installed, remove all fittings from old fuel pump and install on new pump.

FUEL PUMP INSTALLATION To install fuel pump, proceed as follows: A. Thoroughly clean mating surfaces of

fuel pump and pump mounting flange. B. Install new pump and new gasket on

mounting pad. Install mounting nuts and washers, and safety wire.

C. Connect all fuel lines.

ALTERNATOR ALTERNATOR REMOVAL

To remove alternator (see Figures 4-1 & 4-5), proceed as follows: A. Remove alternator blast tube and

electrical connections. B. Remove the four retaining nuts and

washers and lift alternator from coupling.

C. Install suitable cover over alternator mounting pad.

ALTERNATOR INSTALLATION To install alternator (see Figure 4-5), proceed as follows: A. Remove cover from mounting

adapter, thoroughly clean mating surfaces of mounting adapter and alternator flange.

B. Carefully align alternator drive teeth with adapter and install alternator. Install mounting nuts and washers.

C. Install electrical connections and blast tube. Safety as required.


4-14 Effective: 01/01/2008

Figure 4-5: Alternator Assembly

PROPELLER

(12D40-6101-12 or AG-100-2 Blades) This propeller is a Hamilton Standard, variable pitch, two bladed, right-hand rotation propeller (see Figure 4-6). The propeller maintains constant engine speed at any RPM setting within its operating range by adjustment of the blade pitch angle through a mechanism operated by engine and propeller governor oil pressure. Blade angle changes are accomplished by the use of two forces, one hydraulic and the other centrifugal. Oil forced into the piston cylinder arrangement is the hydraulic force which moves the cylinder outboard. This motion is transmitted to the brackets through the shaft and bearing group and

the brackets are moved inward. Since the brackets are fixed to the butt end of the blades, the blades are rotated to a lower angle. If oil is allowed to drain from the cylinder, centrifugal force acting on the counterweights moves the brackets outward, and the blades are rotated to a higher angle. The governor controls this action and allows the blades to move to a higher angle when the engine tends to overspeed, and to a lower angle when it tends to underspeed.

PROPELLER REMOVAL To remove propeller, position work stands and hoist, and proceed as follows:


Effective: 01/01/2008 4-15

A. Insure ignition and master switches are in the OFF position.

B. Using blade turning bar, move propeller blades to high pitch position.

C. Remove cylinder head lock ring, unscrew cylinder head. Remove cylinder head gasket.

D. Remove the Little Giant seal. (If piston gaskets were used, remove cotter pin, unscrew piston gasket nut and remove outboard piston gasket.)

E. Move the blades to a position near the low angle setting of the propeller and remove the two cotter pins from the piston lock ring. Slide the lock ring away from the spider.

*NOTE* As the piston is unscrewed, the front cone spacer contacts the hub snap ring and partially backs the propeller off the shaft with the piston.

F. Attach hoisting sling to propeller blades. Using wrench and bar, unscrew the piston completely from the propeller shaft threads.

G. Disengage the hub snap ring from the spider. Remove the front cone packing washer, spacer, hub snap ring and piston lock ring from the piston. Remove piston from cylinder.

H. Cover the propeller shaft threads with a thread protector or tape.

I. Slide the propeller carefully off the shaft using care not to damage the shaft threads and the splines of the shaft or spider.

J. If another propeller is not to be installed immediately, clean, oil and cover propeller shaft.

PROPELLER INSTALLATION If propeller assembly has been in storage, clean off corrosion preventive compound, wash all parts in kerosene and dry using filtered compressed air.

Insure that all threaded parts are thoroughly clean, and lightly coat all internal surfaces with lubricating oil.

A. Install rear cone spacer and rear cone on the propeller shaft. Push them back against the engine thrust nut.

B. Cover the shaft threads with a thread protector or wrap with tape.

C. Remove the cylinder head lock ring and cylinder head if installed.

D. Using propeller sling, hoist propeller. Align blank spline with wide spline of propeller shaft and install propeller using care not to damage the threads and the splines of the shaft or spider. Slide propeller back against rear cone.

E. Using blade turning device, turn the blades to a position near the low angle setting of the propeller. The blades should be near the same angle to keep the cylinder from being cocked. Care should be exercised during this operation to move both blades at the same time and not to pull the propeller off the shaft.

F. Remove the thread protector or tape from the shaft threads.

G. Coat the shaft threads of the piston with clean engine oil and insert the piston through the cylinder. Place the piston lock ring over the inboard end of the piston with the end having the large inside diameter facing the cylinder.

H. Install the hub snap ring and the front cone spacer in that order over the end of the piston and push them out against the lock ring.

I. Lightly coat the front cone and packing washer with clean engine oil and place the beveled end of the packing washer against the beveled inboard end of the piston.

J. Check the part numbers stamped on the two front cone halves for agreement and assemble the cone


4-16 Effective: 01/01/2008

halves around the piston flange. Fit the packing washer into its position in the inside groove of the front cone. Insure the packing washer is properly seated against the piston and in the front cone groove.

* NOTE * If the piston does not turn freely onto the shaft, make sure the blades are not set at different angles, causing the cylinder and piston to be cocked out of alignment. Check the front cone packing washer to insure that it is properly seated.

K. Slide the piston and front cone assembly into the spider until it contacts the shaft threads. Carefully align the piston and shaft threads and screw the piston onto the shaft. In no case should force be used to tighten the piston if there is any indication of binding or if the threads are not properly engaged.

L. Torque the piston to 180 foot-pounds using installation wrench and a four foot bar. Strike the bar once close to the wrench with a 2 1/2 pound hammer while applying 180 foot-pounds of torque.

M. Place the front cone spacer into the spider and against the front cone. Compress the hub snap ring and install it into the groove in the spider. Position the piston lock ring in the top of the spider around the octagon portion of the piston so that the two cotter pin holes in the outboard end of the spider align with two of the eight cotter pin holes in the lock ring. Safety the lock ring to the spider with a cotter pin in each of the two sets of

aligned holes. The cotter pins should be installed with the heads toward the piston.

N. Using the blade turning device, turn the blade to the full high pitch position. Install the Little Giant seal on the piston with the chamfered end facing toward the spider, and seat it on the piston shoulder. If not using the Little Giant seal, install the inboard piston gasket on the piston with the chamfered end facing toward the spider, and seat it on the piston shoulder. Place the outboard piston gasket on the piston and against the inboard gasket with the sealing lips facing away from the spline.

*NOTE* The outboard gasket acts as an oil seal and can be identified by the single 45 degree chamfer on the edge of the larger inner diameter.

O. Install the cylinder head gasket in its seat in the end of the cylinder using grease, if necessary, to hold it in place. Install the gasket with the split face against the cylinder seat.

P. Screw the cylinder head into the cylinder and tighten it firmly with the installation wrench and a 1 1/2 to 2 foot bar. Line up one of the locking holes in the cylinder head lock ring and snap it into position in the groove in the cylinder head.

Q. Upon completion of the installation, all visible cotter pins and lock rings should be checked for security.


Effective: 01/01/2008 4-17

Figure 4-6: Propeller Assembly (12D40-6101-12 or AG-100-2 Blades)


4-18 Effective: 01/01/2008

PROPELLER GOVERNOR The propeller constant speed control unit (see Figure 4-7) is an engine-driven governor of the flyweight type. It incorporated a gear pump that takes oil at engine supply pressure and boosts it to the pressure required for propeller operation, a pilot valve actuate by the flyweights that controls the output oil flow, and the speeder spring by means of which the initial load on the pilot valve can be changed ( through the governor controls arrangement). The required balance between the oil force in the cylinder and the centrifugal force of the propeller counterweights is maintained by the governor which either meters to, or allows oil to drain from the propeller cylinder in the quantity necessary to maintain the proper blade angle for constant speed operation. The RPM at which the propeller will operate is adjusted in the governor head. The operator can change this setting by changing the position of the governor rack through the governor cockpit control. As the rack is lowered, the compression in the speeder spring is increased. This means the engine speed necessary to maintain a balanced relationship between the centrifugal force of the flyweights and the speeder spring lowers the RPM necessary to maintain this balance, and lowering the rack increases the RPM setting. The position of the pilot valve with respect to the propeller-governor metering port regulates the quantity of oil which will flow through this port to or from the propeller.

PROPELLER GOVERNOR REMOVAL To remove the propeller governor, position workstand and proceed as follows: A. Disconnect control rod from governor

quadrant.

B. Remove the four governor mounting nuts and washers.

C. Lift governor and gasket from engine.

D. Install cover on governor mounting pad.

PROPELLER GOVERNOR INSTALLATION

To install propeller governor, position workstand and proceed as follows: E. Remove governor mounting pad

cover. F. Install new gasket over mounting

pad studs. Do not use sealing compounds.

G. Place governor over mounting studs. Align governor and engine drive splines. Install nuts and washers, and torque to 20 foot-pounds.

H. Connect control rod to governor quadrant.

Figure 4-7: Propeller Governor

PROPELLER GROUND TEST Start the engine in the normal manner with the cockpit propeller control in the full low RPM (high pitch) position. With the governor set in this positive high pitch position, the propeller will operate as a fixed pitch propeller and the engine will be controlled by the throttle only. As


Effective: 01/01/2008 4-19

soon as oil pressure is indicated, move the control to the high RPM position. If the propeller does not respond, shut down the engine immediately and check the propeller and governor. If operation is satisfactory, warm up engine, and after completion of warm up period, advance throttle to some intermediate position (65 to 70 percent of normal rated) engine speed. Move the propeller control several times between the minimum and maximum settings, and check to see that the propeller and governor function properly. Finally, move the control to the high RPM position and make the customary check of engine manifold pressure against engine RPM. (In some installations it is impossible to obtain take-off RPM on the blocks with take-off manifold pressure.) A. Set the manifold pressure equal to

the field barometric pressure (static manifold pressure gage reading) with the propeller on the low pitch stop and note the RPM.

B. The RPM noted should be approximately 2000 RPM, depending on the propeller and its low pitch stop setting.

ENGINE CHANGE ENGINE REMOVAL

The engine mount can be removed with the engine as desired, however, in the following instructions the engine is being removed from the mount. 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 2. A. Close fuel shutoff valve and be sure

ignition and battery switches are OFF.

B. Remove propeller (see Propeller Removal instructions in this section).

C. Remove engine accessory cowling (see Figure 4-8).

Residual fuel and oil draining from lines and fittings constitutes a fire hazard. Observe all standard safety precautions.

WARNING

D. Drain engine oil. E. Drain carburetor fuel filter. F. Disconnect and cap oil inlet, outlet

and vapor return and drain lines. G. Disconnect and cap fuel inlet, outlet,

return and drain lines. H. Disconnect fuel primer lines as

applicable. I. Disconnect electrical leads from

generator/alternator, starter, magnetos, and other electrical connectors as required. Tag electrical leads for identification purposes.

J. Remove bolts from bottom of carburetor (see Figure 4-4) to carburetor air box adapter. Remove adapter.

K. Disconnect governor control linkage; remove linkage control mounting brackets as required for engine removal.

L. Disconnect all carburetor control linkage.

M. Disconnect fuel pressure, oil pressure, manifold pressure and oil temperature connections. Disconnect tachometer connection.

N. Attach engine hoist and raise engine slightly, to relieve weight from engine mount attach bolts.

CAUTION

Raising engine too high will place a strain on attach bolts and hinder bolt removal.

O. Check engine to ensure that all items attaching engine and accessories to airframe are disconnected.

P. Remove engine mount attach bolts. Q. Remove engine from airframe.


4-20 Effective: 01/01/2008

When lifting engine from mount, use extreme care to prevent damage to engine mount or airframe.

ENGINE BUILDUP The basic engine, as received from the manufacturer, requires the addition of various accessories prior to installation. This is accomplished during engine buildup. It is recommended that the old and new engine be located side by side, and a direct transfer of parts be made.

Observe the following practices during engine buildup.

CAUTION

A. Thoroughly clean and inspect removed parts for serviceability prior to installation.

B. Do not disturb accessory pad covers, plugs or caps from openings in new engine prior to installing accessories or making connections.

C. Use only new gaskets for equipment installation.

D. Inspect hoses for swelling, chafing, cuts or damaged ends.

E. Install parts and accessories according to individual instructions provided in this section.

Figure 4-8: Fuselage Cowling


Effective: 01/01/2008 4-21

ENGINE INSTALLATION During engine installation, coat the male threads of fuel fittings with a fuel soluble lubricant such as engine oil. Use no other form of thread compound on fuel fittings. All other male thread fittings should be coated with anti-seize compound prior to connecting hoses and lines. It is recommended that engine mount pads be replaced at each routine oil change. The engine oil cooler should be soaked in cleaning solvent and cleaned by circulating solvent through the cooler. The cooler must be completely drained before installation. New air filters should at time of engine installation. To install an engine, proceed as follows:

Use caution when lowering engine to mount to prevent damage to airframe and engine mount.

A. With the engine hanging from hoist, align engine to mount and install engine attach bolts. Remove hoist.

B. Install carburetor to air mixing chamber adapter using new gasket and screen.

C. Connect air mixing chamber controls and linkage.

D. Install governor linkage control mounting brackets as required. Connect controls to governor.

E. Connect and safety electrical leads to generator/alternator, starter, magnetos, and all other electrical connections as required.

F. Connect fuel primer lines as applicable.

G. Connect fuel inlet, outlet, return and drain lines.

H. Connect fuel inlet, outlet, oil return and vapor lines as required.

I. Connect fuel pressure, oil pressure, manifold pressure and oil

temperature lines as required. Connect tachometer.

J. Connect throttle and mixture controls at carburetor.

K. Install cooling air blast tubes as required.

L. Install propeller (see Propeller Installation instructions in this section).

M. Drain preservation oil from engine. N. Service engine oil system with

approved weight and grade of oil. O. Rig engine controls and check for

free movement and full travel range, however do not operationally check engine at this point.

P. Inspect the following items: 1. Blast tubes in place and secure. 2. Fuel lines properly connected

and secure. 3. Engine controls properly

connected. 4. Exhaust system clamps tight,

mounting nuts tight. 5. Induction air filter clean and

induction air filter system secure. 6. Oil lines properly connected and

secure. 7. Fuel and air filters cleaned,

installed and safetied. 8. Fuel tanks for sufficient fuel and

fuel sumps drained.

CAUTION

Q. Accomplish engine pre-oiling (see Pre-Oiling instructions in this section).

R. Install engine accessory cowling. INITIAL ENGINE GROUND RUN

A new engine has been carefully "run-in" and has passed a rigid final test at the factory; therefore, no further "break-in" is necessary. However, it is recommended that ground operation of the engine be held to a minimum and engine should be operated at minimum rpm during the first 10 hours of flight. Engine oil should be changed and filters cleaned after 10 hours of engine operation.


4-22 Effective: 01/01/2008

A new installed engine requires careful observation at the initial ground run. Oil pressure is critical to engine health, so the oil pressure should read 10 psi minimum within 30 seconds. If it doesn't, the engine should be shut down immediately and an investigation made, a cause determined and the problem fixed before attempting another engine run. An observer should be located at a safe distance from the engine to detect any unusual noise, vibrations, or fluid leakage during the initial engine ground run. A. Start and operate engine briefly then

shut down engine and check for fluid leaks.

B. Restart engine and perform normal engine operational checks per Section 2, page 2-8. Refer to Table 4-1 for engine troubleshooting help.

C. Keep in mind an incorrect instrument reading could be the fault of the instrument. Refer to Table 8-1 for instrument troubleshooting help. Slow oil pressure or fuel pressure instrument response may be caused by air in the lines, which will eventually work its way out.

OIL COOLER The oil cooler is cooled by ram air flowing through the fins. Oil under pressure from the oil pump enters the cooler, passes through the cooler, and is returned to the oil tank. A thermostatically operated oil cooler bypass valve allows oil to bypass the cooler in the event of congealed oil or an obstruction in the cooler.

OIL COOLER REMOVAL To remove oil cooler, proceed as follows: A. Disconnect and cap oil inlet and

outlet line. B. Support oil cooler, remove nuts and

washers from bolts through-bolts

attaching air cooler to mounting brackets.

*NOTE* The oil cooler will be full of oil, so be careful to drain it into a disposal container.

OIL COOLER INSTALLATION To install oil cooler, proceed as follows: A. Support oil cooler in place, install

through-bolts, nuts and washers. B. Connect oil inlet and outlet lines. C. Service oil system as required.

ENGINE MOUNT The engine mount (see Figure 4-9) is a tubular type, stress relieved after welding. The mount has four hard attach points to the fuselage structure. The engine is supported from the rigid mount by four vibration insulators.

ENGINE CONTROLS A control quadrant (see Figure 4-10) mounted on the left-hand side of the cockpit incorporates the throttle, mixture and propeller control levers. The propeller control is actuated through a flexible cable type control and the throttle and mixture controls through a system of push-pull rods and bellcranks. The carburetor heat control is mounted on the left-hand brake master cylinder bracket and is actuated by a flexible cable type control.

RIGGING The linkage is to be adjusted so that full movement of quadrant lever produces full movement between lever stops on engine. The throttle, mixture and propeller controls should be rigged to have a minimum cushion as follows: A. Throttle control 0.06 inch minimum

on aft side (in closed position). B. Mixture control 0.06 inch minimum

on forward side (in open position).


Effective: 01/01/2008 4-23

C. Propeller control 0.06 inch minimum on forward side (in low pitch and

high rpm).

Figure 4-9: Engine Mount Assembly

EXHAUST SYSTEM The engine exhaust gases are accumulated by a collector ring, and expelled overboard through a single exit. The collector ring is made up of seven segments, and joined by expansion clamps (see Figure 4-11).

EXHAUST RING REMOVAL To remove exhaust ring, proceed as follows:

A. Remove carburetor hot air muff. B. Remove nuts and washers attaching

exhaust stacks to cylinder exhaust ports.

C. Remove clamp and flange assemblies from individual segments.


4-24 Effective: 01/01/2008

EXHAUST RING INSTALLATION To install exhaust ring, proceed as follows: A. Inspect cylinder exhaust port studs

for cleanliness and general condition. Replace as required.

B. With the clamp assembly on the smooth end, install individual segments to the cylinder exhaust ports, leave nuts loose to facilitate installation of remaining segments. Work progressively around engine until all segments are in place and properly aligned. After all segments are in place and properly aligned, torque all clamp and flange nuts in accordance with Table 2-3, Section 2.

C. Install carburetor hot air muff.

ENGINE CONDITIONING HINTS IGNITION

Proper operation of the engine ignition system is necessary for efficient engine performance and long life. 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 require the majority of ignition problems. Normal erosion of the plug electrodes, caused by continuous firing of the plugs, requires periodic plug replacement. However, spark plug life will be reduced drastically by extended ground operation of the engine or operating the engine on an excessively rich idle mixture. Proper adjustment of the idle mixture will assure longer spark

plug life. Improper magneto timing, faulty magneto points, or fouled spark plugs may be the cause of an engine rpm drop when switching from both to single magneto. It is easy to determine if an ignition problem is caused by the plugs or the magneto by close observation of the engine rpm variations during the magneto check. As the speed of the engine increases the cylinder compression increases and makes it more difficult for the spark plug to fire; therefore, an rpm drop caused by magneto malfunction or timing will not follow a change in engine speed with the same consistency as faulty spark plugs. If the magneto drop is excessive in either the L or R position, manually lean and operate the engine approximately 30 seconds. This technique will increase combustion temperature, and may clear excess oil and fuel from spark plug electrodes. Return mixture to FULL RICH position and recheck magneto drop in L and R positions. Repetitious fouling of the spark plugs in a particular cylinder is indicative of ignition breakdown or low compression. The difference between the two causes, and consequently a clue 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.


Effective: 01/01/2008 4-25

Figure 4-10: Engine Control Quadrant

Figure 4-11: Exhaust Collector Ring


4-26 Effective: 01/01/2008

Table 4-1: Engine Trouble Shooting Chart (13 sheets)

TROUBLE PROBABLE CAUSE REMEDY Engine will not start

Faulty ignition switch Incorrect starting procedure Fouled or iced spark plugs Insufficient cranking speed Magneto incorrectly timed Faulty primer Moisture or oil on distributor Water in fuel Liquid lock Spark plug connectors oily, dirty or cracked Incorrect throttle setting Negative valve clearances

Replace switch Check starting instruments Replace spark plugs Check battery and starter Time magnetos Replace primer Replace magneto Drain fuel tank until the presence of water is negative. Refill with proper grade of fuel. Drain lower cylinders

Clean or replace spark plugs Reset throttle Refer to Engine Manufacturer's Manual

Engine will not continue running after starting.

Defective magneto Incorrect throttle setting Incorrect mixture control setting Under priming or over priming Valves sticking or in need of adjustment Lack of fuel

Replace magneto Reset throttle Adjust mixture control Increase or decrease priming as necessary. Adjust valves or replace cylinder Check fuel gage. Replenish with fuel


Effective: 01/01/2008 4 - 27

Table 4-1: Engine Trouble Shooting Chart, Page 2 of 13

TROUBLE PROBABLE CAUSE REMEDY Engine will not continue running after starting. (continued)

Blown or leaking gaskets Vapor lock Defective fuel pump Fuel strainer clogged Obstruction in carburetor air scoop Malfunctioning carburetor Water in fuel

Replace gaskets Remove vapor vent pipe plug from top of fuel control unit in carburetor. Turn on booster pump and rotate propeller shaft until fuel runs freely from vent. Replace only with a similar pump Wash and replace fuel strainer Inspect and remove obstruction Replace carburetor Drain fuel tank until presence of water is negative. Replenish with fuel specified for engine.

Improper idling of engine

Faulty or loose spark plugs Defective spark plug contacts Cold engine Magneto timing off Incorrect idle mixture adjustment Leaking primer Leak in induction system

Vapor vent valves leaking in carburetor

Replace spark plugs Replace spark plug lead Warm engine to normal operative temperature before allowing to idle Reset magneto Adjust idle mixture Check primer solenoid valve for leakage. Replace primer Check visually and repair as necessary Replace outer vent valve.


4-28 Effective: 01/01/2008


TROUBLE PROBABLE CAUSE REMEDY Improper idling of engine (continued)

Improper valve clearance Sticking valves Restriction in exhaust system Low compression in one or more cylinder

Reset valve Reset valve Remove restriction Replace cylinder. Refer to Engine Manufacturer's Manual

Engine runs rough

Loose spark plugs Defective spark plugs or leads Defective breaker points Defective magneto Dead cylinder Faulty ignition switch Pre-ignition and detonation Fuel pressure too high Fuel pressure too low Leak in induction system Fuel leak

Automatic mixture control valve sticking Faulty carburetor

Tighten spark plugs Replace spark plugs Replace breaker points Replace magneto Check plugs, high-tension leads, and valve clearances Replace switch Reset timing Adjust fuel pump. Check for clogged fuel lines or strainers. Check operation of boost and fuel pump, and adjust if necessary. Replace gaskets; tighten to correct torques Check fuel line connections Replace mixture control valve Replace carburetor


Effective: 01/01/2008 4 - 29


TROUBLE PROBABLE CAUSE REMEDY Engine runs rough (continued)

Carburetor icing

Primer leaking Incorrect idle mixture adjustment

Water in fuel

Low compression Bent or broken connecting rod

Sticking valves or valve tappets

Improper valve clearance Broken valve spring Malfunction of internal part Worn thrust bearing Loose thrust nut Loose exhaust collector ring Bent drive shaft Worn engine mounts Trapped air carburetor

Preheat or deice, depending upon climatic condition. Replace carburetor if necessary.

Replace primer Adjust idle mixture

Drain fuel tank until water is removed. Refill tank with grade of fuel conforming to correct specifications.

Replace cylinder Replace engine

Replace cylinder or valve tappets

Adjust valves Replace cylinder Replace engine Replace engine Tighten nut Tighten loose nuts Replace engine Replace engine mounts Bleed air from carburetor


4-30 Effective: 01/01/2008


TROUBLE PROBABLE CAUSE REMEDY Inoperative cylinder

Fouled spark plugs Faulty wires in ignition cable manifold Intake valve not opening Broken rocker arm

Replace spark plugs Replace harness Check valve clearance Replace rocker arm

Engine tends to run lean

Incorrect idle mixture adjustment Defective carburetor Defective vapor vent valve Automatic mixture control sticking Manual mixture control linkage out of adjustment Defective fuel pump Clogged fuel line or carburetor strainer Low fuel pressure Oil in carburetor air passages

Readjust idle mixture Replace carburetor Replace outer vapor vent valve. Replace automatic mixture control unit Readjust linkage Replace fuel pump Wash and replace strainer Adjust or replace fuel pump Replace carburetor

Engine tends to run rich

Incorrect idle mixture adjustment Defective carburetor

Automatic mixture control sticking Primer leaking High fuel pressure

Readjust idle mixture Replace carburetor Replace automatic mixture control unit Replace primer Adjust relief valve at pump


Effective: 01/01/2008 4 - 31


TROUBLE PROBABLE CAUSE REMEDY Torching (backfiring)

Faulty ignition Incorrect magneto timing Vapor vent valve stuck Inoperative cylinder Low compression Primer leaking Too rich idle mixture adjustment Improper carburetor heat control Inoperative automatic mixture control unit Torching on deceleration only

Check breaker points and connection plate for cleanliness Time magnetos Check that air and not fuel is by-passed when pressure is on Check high-tension lead, coil, plugs, and valve clearance Check valves and piston rings for wear Replace primer Adjust idle mixture Check operating instructions Replace automatic mixture control Check idle mixture and valve clearance

Engine incapable of developing full power

Incorrectly adjusted breaker points Malfunctioning instruments or transmitters Broken or damaged ignition wires Loose spark plugs Improper fuel

Adjust points or replace magneto Replace malfunctioning unit Replace wires Torque plugs 300 to 360 inch-pounds Check to ensure that correct fuel is used


4-32 Effective: 01/01/2008


TROUBLE PROBABLE CAUSE REMEDY Engine incapable of developing full power (continued)

Valves sticking or leaking; improper clearance Leaks in induction system Restriction in carburetor air scoop Carburetor icing Leaks in carburetor preheat system Throttle improperly rigged Faulty carburetor Damaged impeller vanes Low compression

Adjust clearance, free valves or replace cylinder Tighten an/or replace seals and gaskets Remove restriction Preheat or deice, depending upon climatic conditions. Replace carburetor if necessary. Repair or replace preheat system Reset throttle Replace carburetor Replace engine Reset valve clearance, change cylinder

Loss of compression

Loose spark plug Negative valve clearance Warped or sticking valves Warped valve seats Collapsed valve Worn or stuck piston rings Cracked pistons or cylinders

Tighten spark plug Refer to Engine Manufacturer's Manual Replace cylinder Replace cylinder Replace cylinder Locate trouble by compression check. Replace piston and cylinder assembly Change cylinders & pistons for damage from detonation


Effective: 01/01/2008 4 - 33


TROUBLE PROBABLE CAUSE REMEDY No oil pressure

Faulty transmitter or gage Inadequate oil supply Plugged oil-in line Relief valve stuck open Internal oil leak Sheared oil pump drive gear shaft Air lock in pressure pump Master rod bearing malfunction

Replace malfunctioning unit Replenish oil supply Remove and wash, or replace oil in-line if necessary Repair and reset Replace engine Replace pump Remove air by bleeding Replace engine

Low oil pressure

Defective transmitter or gage Inadequate oil supply High oil temperature Oil screen clogged Improper setting of pressure relief valve Stuck pressure relief valve Defective relief valve spring Obstruction in oil-in line Internal oil leak Oil foaming Internally scored oil pump Worn bushings or bearings

Replace defective unit Replenish oil supply Inspect oil cooler control Remove & clean oil screen Reset relief valve Remove, polish and replace valve Replace spring Inspect and remove obstruction Replace engine Drain, flush and replenish oil supply. Check for proper grade of oil used. Replace oil pump Replace engine


4-34 Effective: 01/01/2008


TROUBLE PROBABLE CAUSE REMEDY High oil pressure

Defective transmitter or gage Cold oil Pressure relief valve improperly set Pressure relief valve stuck or shut by liquid lock

Replace defective unit Preheat oil Reset relief valve Replace relief valve

Oil accumulation in crankcase

Air lock in scavenge system High oil temperature Congealed oil in oil cooler Excessive oil in tank Plugged scavenge screens Defective scavenge pump

Wrong grade of oil Oil inlet check valve remaining open Internal leaks

Disconnect oil line close to oil pump and bleed Inspect oil cooler temperature control Apply heat to oil cooler Drain excess oil Remove, wash and replace screens. Replace pump Drain and service with correct grade of oil Replace check valve Replace engine

Oil loss through engine breather

Oil accumulation in crankcase Oil-tank-to-engine vent passage restriction. Defective scavenge pump Plugged scavenge screens Piston-cylinder "blow-by"

Inspect oil inlet check valve and scavenge pump Remove restriction Replace pump Remove and wash screens. Make sure screens are thoroughly dried before reinstalling. Replace cylinder and piston assembly


Effective: 01/01/2008 4 - 35


TROUBLE PROBABLE CAUSE REMEDY

Oil loss through engine breather (continued)

Hole burned in piston

Replace cylinder and piston assembly. Check for further damage.

Engine smoking excessively)

Clogged rocker box interconnects

Excessively worn valve guide

Check interconnects of smoking cylinder and remove sludge from interconnects Remove exhaust stack and check for oil seepage around exhaust valve stem. If seepage is present, replace cylinder.

Engine continues operating during ignition switch check

Left or Right or Both magnetos may not be grounded properly

Check continuity of "P" lead

Excessive oil draining from exhaust stacks after shutdown

Exhaust valve in the open position Improper engine shutdown (Improper oil scavenge)

Normal condition Adhere to proper engine shutdown procedure

Excessive oil consumption (greater than 2 GPH)

External oil leak Internal oil leak Incorrect installation of piston rings Worn or broken piston rings burned pistons Worn impeller oil seal Worn valve guides

Repair leak Replace engine Refer to Engine Manufacturer's Manual Replace Replace engine Replace engine Replace cylinder


4-36 Effective: 01/01/2008


TROUBLE PROBABLE CAUSE REMEDY Engine overheats

Faulty gage transmitter or thermocouple Loose spark plugs

Improperly timed magneto Improper fuel-air mixture Air leak in induction system Preignition Wrong grade of fuel Clogged or frozen oil cooler Oil cooler air intake restricted Oil cooler bypass temperature control unit defective Oil foaming bearing malfunction

Replace faulty unit Tighten spark plugs Time magnetos Adjust fuel-air mixture Repair Reset timing Drain tanks and service with correct grade Remove, clean, repair or replace oil cooler as necessary Remove restriction Replace defective unit Drain, flush, and replenish oil supply. Replace engine

One cylinder overheating

Loose spark plugs Preignition and detonation Excessive exhaust valve clearance Loose intake pipe Improperly fitted air deflectors

Tighten spark plugs Reset timing Reset valve Tighten air intake pipe Remove and reinstall deflectors correctly


Effective: 01/01/2008 4 - 37


TROUBLE PROBABLE CAUSE REMEDY Improper valve clearance

Stretched valve stem Defective bushing in rocker arm Defective tappet roller bushing Valve collapsed

Replace cylinder Replace rocker arm Replace tappet assembly Replace cylinder

Damaged intake push rod.

Broken exhaust rocker arm in same cylinder causing excessive pressures.

Replace cylinder

Both push rods bent on same cylinder

Broken connecting rod, allowing piston to hang up in combustion chamber

Replace engine

Detonation

Loose spark plugs Spark too far advanced Preignition Wrong grade of fuel Incorrect fuel-air ratio High carburetor air temperatures Excessive manifold pressure

Tighten spark plugs Retime magneto Reset magneto timing Drain tanks, service with correct grade Adjust fuel-air ratio Inspect alternate air system Reduce throttle setting

Faulty magneto

Incorrect timing Breaker points worn or burned Points not properly tightened when installed Distributor finger loose on shaft Replacement points not properly adjusted Magneto attaching nuts too tight

Time magneto Replace breaker points Adjust breaker points Replace magneto Reset magneto points Tighten nuts and retime magneto


4-38 Effective: 01/01/2008


TROUBLE PROBABLE CAUSE REMEDY Burned breaker points

Point clearance too small Faulty condenser Oil on points

Reset point clearance. Replace breaker points if necessary. Replace condenser Replace and reset breaker points

One spark plug cutting out or dead

Fouled spark plugs Faulty wires in ignition cable manifold Faulty distributor segment

Replace spark plugs Replace manifold Replace magneto

Both plugs in one cylinder cutting out

Fouled spark plugs Faulty wires in ignition cable manifold Cylinder pumping oil

Replace spark plugs Replace manifold Replace cylinder

Front or rear spark plugs cutting out on all cylinders

Right or left magneto malfunctioning Ground wires in magneto broken Ignition switch faulty

Replace magneto Replace magneto Replace switch

On magneto check, all spark plugs firing but engine does not develop power

Magneto timing off

Retime magneto

Metal or Foreign material in strainer, screens or sumps

Lack of care in assembling engine Damaged engine parts Foreign material in oil or oil system Contaminated oil cooler

Replace engine Replace engine Replace engine Replace cooler

THRUSH AIRCRAFT, INC – MODEL S2R R1340 AIRCRAFT MAINTENANCE MANUAL

Effective: 01/01/08 5-1

SECTION 5

FUEL SYSTEM TABLE OF CONTENTS

GENERAL DESCRIPTION ........................................................................................ 2 Figure 5-1: R1340 Fuel System......................................................................... 3

MAINTENANCE PRECAUTIONS.............................................................................. 3

FUEL SUB-SYSTEMS AND COMPONENTS............................................................ 4 Fuel Tank Vent System ........................................................................................ 4 FUEL QUANTITY INDICATOR............................................................................. 4 FUEL QUANTITY TRANSMITTER....................................................................... 4

Removal .......................................................................................................... 5 Installation ....................................................................................................... 5

Figure 5-2: Fuel vent System............................................................................ 5 Fuel Quantity indicating System Calibration ......................................................... 5 table 5-1: Tank Contents vs. Required Indicator Reading .................................... 6 Figure 5-3: R1340 Fuel Quantity Gauge........................................................... 7 AUXILIARY FUEL PUMP ..................................................................................... 7

Auxiliary Fuel Pump Removal ......................................................................... 7 Auxiliary Fuel Pump Installation ...................................................................... 7

FUEL strainer ....................................................................................................... 7 Fuel Strainer Service Instructions ................................................................... 8

FUEL system MAINTENANCE and repair ............................................................ 8

USE OF FUEL PROOF SEALANTS.......................................................................... 8 Figure 5-4: Proper Application of Fuel Proof Sealant .................................. 10 LEAK SEALING.................................................................................................. 10 RESEALING AFTER COMPLETE SKIN REMOVAL.......................................... 11

FUEL TANK PRESSURE CHECK........................................................................... 11 Required equipment ........................................................................................... 11 Fuel tank set-up.................................................................................................. 11 pressure check set-up ........................................................................................ 12 pressure check Procedure.................................................................................. 12 Figure 5-5: Manometer Board for Leak Checking ......................................... 13

FUEL SYSTEM TROUBLESHOOTING................................................................... 13 Table 5-2: Fuel System Trouble Shooting Chart ............................................ 14

ACTIVATING HOPPER (FERRY) FUEL SYSTEM.................................................. 16 Operating instructions for the P/N 60167 ferry fuel system ................................ 16 Figure 5-6: Hopper Ferry Fuel System........................................................... 17

THRUSH AIRCRAFT INC – MODEL S2R R1340 AIRCRAFT MAINTENANCE MANUAL

5-2 Effective: 01/01/08

FUEL SYSTEM

GENERAL DESCRIPTION Ref. Figure 5-1, 5-2 & 5-3

A 133 U.S. gallon useable fuel supply is available for the Thrush 600. In each wing, fuel is contained inside integral wing tanks (wet wing fuel tanks) just outboard of the fuselage. The left wing and right wing fuel tanks are interconnected through a 4.5 U.S. gallon header tank that is located in the fuselage. The fuel supply lines to the engine are routed from the header tank outlet finger screen through a fuel shutoff (on/off) valve to an electric powered auxiliary fuel pump. The auxiliary fuel pump discharge is then routed through a 25-micron main fuel filter to the engine driven fuel pump. The auxiliary fuel pump serves two purposes, first as a backup system to provide continuous fuel pressure to the engine should the engine driven fuel pump fail, and secondly to provide pressurized fuel to the primer solenoid for engine starting. Fuel from the aircraft fuel system enters the engine driven fuel pump and is then routed to the carburetor fuel inlet. The fuel tank vent system is designed to keep fuel spillage to a minimum. The fuel tanks are vented through tubing connected at both the inboard and outboard ends of the individual fuel tanks to the centrally located vent system in the fuselage. Ram air enters a vent scoop, on the fuselage under the left wing and pressurizes the vent system in order to maintain positive pressure in the fuel tanks. The vent system is provided with two quick drains, located on the fuselage side skins under each wing to drain any fuel or condensation that might have gotten in the tank’s outboard vent lines. The fuel quantity gauge is located on the lower left instrument panel. The fuel quantity indicating system consists of two

transmitters, one indicator gauge, and a L/H or R/H tank fuel quantity selector switch. A transmitter, installed in each wing tank, transmits an electrical signal to the single fuel quantity indicator. The indicator reads either the left or right fuel tank individually, as chosen with the tank selector switch, adjacent to the fuel quantity indicator gauge on the instrument panel. Because of the geometry of the fuel tanks and the fuel quantity transmitters, the fuel quantity indicator needle reaches its upper limit when the fuel tank contains 59 gallons of useable fuel. Another 7.5 gallons of useable fuel is in the tank when it is topped off. Until the fuel level in the tank falls below 59 gallons, one cannot depend on the fuel quantity indicator to indicate accurately how much fuel remains in the tank. This is what is meant by the placard on the indicator that says “FUEL ABOVE 59 GAL IS UNGAGEABLE”. The two fuel tanks are serviced through filler ports located on the top of both wings. The filler ports incorporate security chains to prevent the loss of the fuel caps. Service the aircraft from refueling facilities that utilize proper ground handling equipment and filter systems to remove impurities and water accumulations from the bulk fuel. If filtering facilities are not available, filter the fuel through a quality high-grade chamois. Fuel tanks should be serviced after the last flight of each day to reduce condensation and allow any entrapped water accumulations to settle to the fuel system drains. Prior to the next flight, fuel should be drained from each wing tank drain, the header tank drain, and the firewall fuel filter, until all signs of water are gone.


Effective: 01/01/08 5-3

FIGURE 5-1: R1340 FUEL SYSTEM

MAINTENANCE PRECAUTIONS The establishment of safe maintenance procedures is necessary to ensure safety of personnel and prevent damage to the aircraft when performing fuel system maintenance. The principle precautions that should be enforced are as follows: A. Perform fuel system maintenance in

an approved work area. B. Ground aircraft and maintenance

stands to a common ground. Ground points must not be painted.

C. Remove external power sources and disconnect batteries.

D. Suspend all maintenance except fuel system maintenance, unless area is declared safe from explosive vapors.

Aviation gasoline is extremely volatile and vapors accumulate rapidly if there is no wind. These vapors are heavier than air so they settle into low spots. In some concentrations the vapors are extremely explosive.

E. Ensure that fire-extinguishing equipment is readily available.

F. Use air-driven power tools only.

WARNING!


5-4 Effective: 01/01/08

G. Use explosion-proof electric lights or flashlights.

H. Wear cotton clothing to avoid possible static electricity discharge.

I. Service, defuel, and refuel aircraft as outlined in Section 2.

J. Do not remove components from the fuel system until replacement components or covers are available for exposed openings.

K. Always replace O-rings, seals, etc. when re-installing fuel system components.

FUEL SUB-SYSTEMS AND COMPONENTS

FUEL TANK VENT SYSTEM Ref. Figure 5-2

The fuel tanks are vented to a common manifold. Tank vent tubes extend from the wing root to the upper forward outboard corner of each tank. The tubes are attached to the vent manifold by hoses. The vent manifold is a single unit composed of five aluminum tubes welded together. The main cross tube is a ½” tube. A ½” anti-siphon loop attaches the main cross tube to the ½” ram-air tube, which extends to the left side only. Two ¼” tubes extend from either side of the loop just above the main cross tubes. A ½” ram air inlet tube protrudes from the left shin skin, below the wing, with the opening forward. A hose connects the ram air inlet to the ram air tube of the manifold. The ends of the manifold main cross tube are connected to the respective tank vent tubes by hoses. The two ¼” tubes are connected by hoses to tee fittings screwed into bosses on the inboard fuel tank ribs. The third outlets of the tees are connected by hoses to drain valves on the shin skins below the wings.

The fuel vent manifold is installed forward of the hopper, above and forward of the wing spar. This position puts the anti-siphon loop above the tank vent tube ends in any ground attitude, ensuring no fuel loss through the vent system.

Before the first flight of the day, ensure that the ram air inlet is clear. Blockage, such as by a “dirt dobber”, could cause fuel starvation.

FUEL QUANTITY INDICATOR Ref. Figure 5-3

A single fuel quantity indicator is installed in the left instrument panel. This indicator serves either the left or right fuel tank by operation of a fuel tank-selector switch adjacent to the indicator. The indicator responds to the current flowing through the fuel quantity transmitter by positioning the needle proportionately. The instrument face is marked in increments from empty to full. Figure 5-1 shows the amount of fuel in the tank at several pointer positions. Refer to Section 8 for additional information.

FUEL QUANTITY TRANSMITTER The fuel quantity transmitters are installed in the inboard aft corner of the wing fuel tanks. Access to the transmitter is gained by removing the inboard aft top cover plate. The transmitters have a multi-coil resistor and a contactor that is moved along the resistance coil by the float arm. The resistance thus varies in proportion to the float arm position. The varying resistance results in varying current flow through the indicating circuit. As the current flow varies the needle on the fuel quantity indicator moves proportionately to indicate the fuel level in that tank.

CAUTION


Effective: 01/01/08 5-5

Removal Removal of the fuel quantity transmitter can be accomplished through the inboard cover plate on the upper surface of the wing. A. Defuel aircraft as outlined in Section

2. B. Remove inboard cover plate. C. Disconnect electrical leads at the

transmitter.

D. Remove attaching screws, washers and bushings, and carefully remove transmitter assembly.

Installation The transmitter can be installed by reversing the removal procedures. Do not damage float or bend float arm when placing the transmitter into the tank, or incorrect readings will result.

FIGURE 5-2: FUEL VENT SYSTEM

FUEL QUANTITY INDICATING SYSTEM CALIBRATION

The fuel quantity transmitter and

indicator have been calibrated at the factory and should not require recalibration. However, if for some reason the system seems to require


5-6 Effective: 01/01/08

recalibration, carefully check out the fuel quantity indicating electrical system before deciding that recalibration is necessary. A. The fuel quantity indicating system is

calibrated as follows: B. Defuel aircraft as outlined in Section

2. C. Level aircraft as outlined in Section 2. D. Remove the inboard fuel tank access

cover on both wings. E. Ensure that wing tanks are both

empty. Slowly add 2 gallons of fuel to each wing tank.

F. Back the plug on top of the header tank out (do not remove) to allow air to escape. Tighten the plug when fuel comes out around it.

G. Slowly add additional fuel to each wing tank until the forward fuel outlet ports are just covered with fuel (rear outlet ports will be covered first). If one wing tank reaches this condition before the other, level the airplane laterally so that forward outlet ports in both wings are barely covered at the same time.

*NOTE* Because both tanks feed the header tank, fuel will cross-feed when there are different amounts of fuel in the two wings. Therefore, give the tanks some time to equalize after fueling the second tank.

H. Connect an APU (auxiliary power unit) to the external power

connector. I. Turn APU on and adjust to 27.5 volts. J. Turn battery switch ON. Readjust

APU to 27.5 volts, if necessary. K. Place fuel quantity selector switch to

L.H. fuel tank. L. With the transmitter float free to float

on the unusable fuel in the tank, center the indicator needle on the “0” mark by adjusting the trimmer screw on back of the indicator.

M. Switch the fuel quantity selector switch to the R.H. fuel tank and repeat procedure K for the right hand tank.

N. If the left and right “0” indications are different, adjust the indicator to the lowest one.

O. Replace the inboard fuel tank access cover on both wings.

P. Fill both fuel tanks with 15 gallons of fuel. Ascertain that the fuel quantity indicator for both tanks reads within -2 to +3 gallons of the center of the “15” mark. For reference, the width of the “15” mark represents approximately 3 gallons.

Q. Fill both fuel tanks with an additional 15 gallons of fuel. Ascertain that the fuel quantity indicator for both tanks reads within -2 to +3 gallons of the center of the “30” mark.

R. Repeat step R. for the “45” and “59” gallon marks. Ref. Table 5-1.

S. Turn off and disconnect the APU. T. Turn battery switch OFF. U. Watch the fuel tanks, hoses and

header tank for a while to be sure there are no fuel leaks.

TABLE 5-1: TANK CONTENTS VS. REQUIRED INDICATOR READING

FUEL IN TANK Unusable 15 Gallons 30 Gallons 45 gallons 59 gallons Greater than

59 gallons

INDICATOR READING 0 15 (-3, +5) 30 (-3, +5) 45 (-3, +5) 59 (-3, +5) 59 (-3, +5)


Effective: 01/01/08 5-7

FIGURE 5-3: R1340 FUEL QUANTITY GAUGE

AUXILIARY FUEL PUMP

The electrically powered auxiliary fuel pump is installed under the left side of the aircraft cockpit aft of the fuel header tank. A two-position switch labeled AUX FUEL PUMP on the start panel controls this pump. The pump is a positive displacement vane type with a balanced-type relief valve, and provides a fuel pressure of 6 ± 1psi. This pump provides positive fuel pressure for engine starting and may be used for continuous engine operation in the event of engine-driven fuel pump failure. Maintenance and disassembly of this pump is not authorized. Therefore, the servicing is limited to the removal and replacement of the pump.

Auxiliary Fuel Pump Removal A. Close fuel shutoff valve. Remove

drain plug and drain the aux pump. B. Disconnect electrical connector from

pump motor. C. Remove hoses from pump and cap

hoses.

D. Remove attaching hardware and remove pump assembly from support bracket.

Auxiliary Fuel Pump Installation A. Install pump to support brackets and

tighten hardware. B. Connect hoses to pump. Be sure

inlet and outlet hoses are connected correctly.

C. Open fuel shutoff valve. D. Connect electrical connector to pump

motor. E. Operate fuel pump and check for fuel

leaks at lines and fittings.

FUEL STRAINER The main fuel filter is installed on the forward left side of the firewall. The fuel strainer in the filter should be removed, inspected and cleaned every 100 hours of operation or sooner if improper fuel circulation is suspected. (See Figure 5-1)


5-8 Effective: 01/01/08

Fuel Strainer Service Instructions

Service the fuel strainer per the following instructions. A. Turn airframe fuel shutoff valve to

“OFF” position. Cut, remove and discard safety wire (not shown) securing the wing nut on one of the bowl retaining studs.

B. Unscrew the wing nut until the bowl retaining bar can be removed. Be careful not to drop the lower housing cover.

C. Remove the lower housing cover and pull out the fine mesh double filter screen.

D. Clean and rinse screen free of accumulated contaminants using gasoline or other solvent. A toothbrush or other fine brush may help dislodge debris.

DO NOT scrape, pry or poke mesh surfaces with sharp objects.

E. Inspect and clean fuel filter housing as necessary.

F. Replace filter screen with the cone pointing down.

G. Put lower housing cover back in place and then position the cover retaining bar. Tighten the wing-nut as tight as possible with finger pressure only.

H. Secure the wing nut to the filter housing with .032” stainless steel lock wire.

I. Turn airframe fuel shutoff valve to “ON” position. Turn fuel boost pump on and observe 6 PSI on fuel pressure gauge. Observe fuel filter assembly for leaks prior to closing filter access panel.

FUEL SYSTEM MAINTENANCE AND REPAIR

Polysulfide sealants to AMS-S-8802

(formerly MIL-S-8802) may be used as a thread seal or to seal minor connection leaks throughout the fuel system. Apply sparingly to male fittings only. Make sure that any sealing compound or residue from a previous seal, or any other foreign matter, does not enter the fuel system.

Protect all drain openings and fuel outlet screens when applying sealant.

Any structural repair that breaks the fuel tank integrity will necessitate resealing of that area of the tank. To the greatest extent possible, repair parts requiring sealing should be installed with faying surfaces coated with “B” type sealant and rivets or other fasteners installed immediately. Fasteners in the fuel tanks are always installed wet. That is, their shanks and under the head is coated with “B” sealant prior to installation. After installation, some sealant will have squeezed out around the ends. Smooth this out and add more to completely seal the fastener ends as shown in Figure 5-4. Use a tool or a latex gloved finger for smoothing, not a bare finger. Do not clean up excess sealant with solvent.

USE OF FUEL PROOF SEALANTS

Any sealant that meets AMS-S-8802 (formerly Mil-S-8802) standards is acceptable for sealing fuel system components as well as other areas where contaminant ingress needs to be prevented. This is a polysulfide fuel resistant sealant used on integral “wet wing” fuel tanks as well as other areas subject to contact with aircraft fuels, lubricants, oils, agriculture chemicals, water and/or weathering. They can be painted when cured.

CAUTION

CAUTION


Effective: 01/01/08 5-9

If you haven’t worked with this material before, understand that it is a two-part mixture that must be mixed properly, according to the manufacturer’s instructions. It is available with working life of from ½ hour to 4 hours, and you generally want to give yourself as much working life as possible. It also comes in two consistencies, “A” being thin enough to paint on, and “B” being thicker and requiring spreading on with a tool. They are available in bulk or in several sizes of kits that contain the proper proportions of the two materials and require only thorough mixing.

Refer to and adhere to all measures and precautions obtained from the applicable Material Safety Data Sheet (MSDS) prior to using or removing fuel proof sealer and any other chemicals, adhesives, oils, fuels, sealers, cleaners, or solvents listed in this manual.

When needing only small amounts of sealer, bulk material is the more cost effective way to go. Read the manufacturer’s instructions thoroughly. Generally a lot more of one part is used than the other. Use a clean, smooth, flat non-porous surface to mix the sealer on, about twice as big as you think you will need. Start by measuring out the part used in larger proportion in the approximate end amount needed. Then measure out the proper proportion of the other constituent material on top of the first one. Mix and stir both components until a uniform gray color is achieved. There should be no white or black

streaks in the properly blended material. Blend the components slowly, as violent stirring will entrap air in the cured sealant. Do not thin the sealant with solvents. Thoroughly clean all surfaces to which the sealant is to be applied immediately prior to sealant application. Cleaning should be accomplished with clean, lint-free paper or cloth towels or small paintbrushes soaked with Acetone or Methyl Ethyl Ketone (MEK) and wiped clean. Do not let the solvent dry on the surface, but instead wipe it off before it dries. Always clean an area longer and wider than the width of the finally applied sealant to ensure no contamination. Fuel proof sealant is also used by Thrush Aircraft, Inc. to seal all exposed stressed skin fillet joints and faying (face to face) seals, fiberglass to aluminum fillets and to seal cockpit windows. This extra sealing prevents water and corrosive chemical entry into these vital structures. Fuel proof sealant is used to seal all bolts and carry-through structure in the chemical hopper. A one part sealant to Mil-S-4383C may be used as a topcoat over polysulfide fuel proof sealers inside of the integral fuel tanks. It has the consistency of thin syrup and can be painted on top of all previously sealed internal fuel tank seams. If it is used, it must be allowed to air dry for 4 days minimum before being exposed to fuel. Alternatively, a long curing type A fuel proof sealer to AMS-S-8802 can be painted on as a top coat. Either way, the “wet wing” fuel tanks must be finished with a topcoat over the repair and a minimum of 6” around it.

WARNING!


5-10 Effective: 01/01/08

Figure 5-4: Proper Application of Fuel Proof Sealant

When working with fuel tank sealer, cleanliness is mandatory. Something as simple as a fingerprint or a piece of lint can result in a fuel tank leak down the road. Rule one is to get all the cutting, drilling, grinding, etc. out of the way before you start trying to seal. Having to add a hole after sealing has begun is a recipe for a leak. Deburr all holes and edges and clean out all shavings. Faying seals involve a layer of “B” type sealant between mating surfaces. Sealant is spread on both mating surfaces before joining. If working on mating surfaces that are pried apart, use a pressure applicator to be sure sealant gets all the way between the mating surfaces where they are still attached. When the fasteners are tightened, starting at one end and working to the other, the faying sealant is squeezed out along the edges. If a small bead does

not squeeze out, not enough sealant was used. Ideally the faying seal should end up .015” or about 1/64” thick. Fillet seals are continuous lines of sealant along the joints between two parts. The bead squeezed out from the faying seal is a good start, and may be sufficient when formed into a fillet. If the bead material is not enough to get the coverage thickness specified in Figure 5-4, add more “B” sealant. Use a tool or a latex gloved finger for smoothing, not a bare finger. Do not try to clean up excess sealant with solvent.

LEAK SEALING Determine the approximate location of the leak by visual inspection through the cover plates in the lower surface of the wing. After leak area is determined, drain all fuel from affected tank. See Section 2 for defueling procedures.


Effective: 01/01/08 5-11

A. Remove the cover plates on upper surface of wing to repair the tank leak. Determine the exact location of the leak source as precisely as possible.

B. Clean the general area of the leak thoroughly. Better to clean too large of an area than too small. If the source of the leak is known exactly, seal it with B type sealer. Apply an even coat of A type sealant over the leak repair plus 3” around it with a stiff clean brush.

C. If only the general area of the leak is known, a larger area should be cleaned (at least 12” past wherever the leak is suspected) and the area coated with type A sealant.

D. Allow the sealer to dry overnight. E. After drying, the sealer should be

checked for air bubbles or thin spots. Additional sealer should be applied where necessary.

F. Reinstall the cover plates on wing upper surface.

RESEALING AFTER COMPLETE SKIN REMOVAL

To reseal the fuel tanks after removing or repairing the wing skin, proceed as follows: A. Prior to installing the wing tank skin,

vacuum tank area thoroughly to remove all particles of dried sealant, dirt or other foreign matter. Allow the sealant to cure for 16 hours or more.

B. The entire tank interior should be cleaned to remove fuel residue. All surfaces that will receive sealant shall be cleaned again and etched.

C. Apply type B sealant to all areas of contact between the skin and ribs, spars, intercostals and other skins.

D. Wet rivet the wing tank skin in place Smooth out sealant squeezed out to make fillet seals at all junctions.

E. Coat the entire replaced skin and all supporting structure plus a 3” band around it with type A sealant.

F. Reseal cover plates and fuel quantity transmitter mounting with fuel proof sealer.

G. To prevent water and chemical entry into wing and empennage skin joints and edges, fillet seal them by applying a small bead of fuel proof sealant to all skin edges, joints, and overlaps. The fillets can be painted after sealer has dried.

H. Pressure check fuel tank per the following instructions.

FUEL TANK PRESSURE CHECK

REQUIRED EQUIPMENT A. Pneumatic shut-off valve with an

operator that requires multiple turns to open. This is so that pressure can be applied gradually.

B. Manometer board per figure 5-5. (can be locally fabricated).

C. Suitable flexible hose from shut-off valve to wing fuel tank/system outlet.

D. Suitable flexible hose from wing fuel tank vent to manometer board.

E. Worm clamps for attaching hoses to wing fuel tank outlet and wing fuel tank vent.

F. Suitable leak detection fluid and applicator.

FUEL TANK SET-UP When a wing fuel tank is being pressure tested, one of the fuel outlets must be capped, while the other is left open. Prepare both outlet line and the fuel tank vent line for connection to the manometer board. Ensure that all access hole covers are installed properly, drain plugs are tight, and the fuel filler cap is closed tightly.


5-12 Effective: 01/01/08

PRESSURE CHECK SET-UP Reference Figure 5-5, Manometer Board. Enough colored water should be in the 1” tube to extend beyond the curve slightly. With no pressure on the 1” tube, align the bottom of the manometer scale (the zero) with the top of the colored water in the manometer. Plug shop air into the shut-off valve with the shut-off valve closed. Connect the pressure hose from the shut-off valve to a wing fuel outlet, and connect the wing vent line to the manometer inlet side. Plug the other wing fuel outlet.

PRESSURE CHECK PROCEDURE Crack the shut-off valve just enough to hear air flowing through it. An increase in pressure in the wing will be indicated by movement of the manometer water column up the scale side. While extreme pressure build-up within the tank or fuel system is prevented by the open-ended manometer tube, too rapid of pressure build-up can cause a pressure spike that can severely damage the wing.

Apply pressure to the fuel tank very gradually. Do not pressurize the tank in excess of 44.0 inches of water or damage may occur.

When pressure in the tank exceeds 38”, start checking the tank for air leaks. Some can be identified by hissing sounds and/or feeling the air escaping. Feel sensitivity is increased by wetting the hands. Leak detection fluid will identify smaller leaks. Turn the shut-off valve off before the water column reaches 44”. The valve may need to be re-opened to maintain at least 38” while leaks are detected and solved. Once all obvious leaks have been detected and solved, a general check of all joints and seams should be made using leak detection fluid or soapy water. When satisfied that all leaks have been detected and solved, and with the manometer reading between 38” and 44”, close the shut-off valve. Start a stop-watch or note the second hand position on a watch and note the manometer reading. After 5 minutes minimum has elapsed by the watch, if the manometer reading has not decreased by more than ¼” the pressure check is successful. Leakage greater than this necessitates finding and solving the remaining leak(s). Repeat this process until the wing holds pressure as specified above.

CAUTION


Effective: 01/01/08 5-13

Figure 5-5: Manometer Board for Leak Checking

FUEL SYSTEM TROUBLESHOOTING The trouble-shooting table in this next section (Table 5-2) discusses symptoms which can be diagnosed and interprets the results in terms of probable causes and the appropriate corrective action to be taken. Review all probable causes given and check other listings of troubles with similar symptoms. Presentation order is not necessarily in order of probability.


5-14 Effective: 01/01/08

Table 5-2: Fuel System Trouble Shooting Chart

PROBLEM PROBABLE CAUSE REMEDY

No fuel quantity indication. Fuel tanks empty. Check fuel quantity. Service with proper

grade and amount of fuel.

Fuel quantity indicator circuit breaker open or defective.

Check visually. If not open, check continuity. Reset. Replace if defective.

Defective fuel quantity indicator or transmitter.

Disconnect wire from transmitter at indicator not registering and attach it to an indicator that is registering. If indicator does not register, transmitter is defective. If the new indicator registers, the existing indicator is defective. Replace defective transmitter or indicator.

Loose connections or open circuit.

Check connections and wiring. Tighten connections; repair or replace wiring.

Left and right fuel quantity indicator switch defective.

Check continuity and replace if defective.

No power to gauge. Check power to gauge. If no power, check for defective circuit breaker.

Power, ground and transmitter checks good.

Circuit board on rear of gauge defective. (Replace board) or entire gauge.

Fuel indicated full at all times.

Open ground between gauge and transmitter.

Check ohms to transmitter. Check for broken wire. Transmitter should read 0 ohms when fuel tank is empty and 33 ohms when fuel tank is full.

No fuel flow to engine. Fuel tanks empty. Check fuel quantity. Service with proper

grade and amount of fuel.

Fuel line disconnected or broken.

Inspect fuel lines. Connect or repair fuel lines.

Header tank outlet fuel strainers plugged.

Disconnect fuel lines from tank outlets. No fuel indicates plugged strainers. Remove and clean strainers and flush out tanks.

Fuel filter element plugged.

Inspect filter element. Clean or replace filter element.


Effective: 01/01/08 5-15


No fuel flow to engine. (Continued)

Fuel line plugged. Starting at fuel pump inlet, disconnect fuel lines successively until plugged line is located. Clean out or replace fuel line.

Fuel starvation after starting.

Partial fuel flow from the preceding causes.

Use the preceding isolation procedures, checking for sufficient rate of flow. Using the preceding remedies.

Malfunction of engine-driven fuel pump.

Check pump outlet during starting. Replace fuel pump. See Section IV.

Fuel vents plugged. Check ram air inlet for blockage. Pressure check each vent line. Clean or replace vent line.

No fuel flow when auxiliary pump is turned on.

Defective electric auxiliary fuel pump switch.

Check continuity of switch. Replace defective switch.

Open or defective circuit breaker.

Check visually. If not open, check continuity. Reset. Replace if defective.

Loose connections or open circuit.

Check connections and wiring. Tighten connections; repair or replace wiring.

Defective auxiliary fuel pump.

Disconnect outlet line. With proper fuel supply to pump, fuel under pressure should flow from outlet. Replace defective pump.

Defective engine-driven fuel pump by-pass valve.

Check pump outlet during starting. See Section IV and replace fuel pump if by-pass valve is defective or installed backwards.

Fuel flow indicator inoperative. (Optional Equip)

No voltage to indicator.

Check voltage and ground wire. If voltage is present and ground is good, replace indicator, maintaining the same K factor.

Fuel flow Indicator comes on but will not show fuel flow. (Optional Equip)

Bad wires to transducer or defective transducer.

To check transducer, remove four screws holding wire housing to flow vane housing. With battery power on, pass screwdriver back and forth over wire housing pickups. You should get a reading on indicator. If no reading, replace units.


5-16 Effective: 01/01/08

*NOTE*

Any time you have to replace either the fuel flow indicator or the transducer, you must be sure to have the unit calibrated to same K factor as set by the manufacturer. It will cause bad indications if mismatched K factors are installed together.

ACTIVATING HOPPER (FERRY) FUEL SYSTEM

(Ref. Fig. 5-6) A. Remove spray pump and spray pump

discharge line to spray valve. Tie-rap any wires or cables to upper portion of pump mount.

B. Open hopper gate box dump gate. C. Assure hopper has been cleaned

thoroughly and there is no presence of water or chemicals. Assure side loading plumbing has been cleaned and there is no presence of water or chemicals.

D. Install the 2" camloc female cap on the spray valve return inlet fitting located inside the hopper gate box left hand side and lock wire.

E. Install cap on hopper outlet fitting and lockwire.

F. Hook up fuel line from cap to fuel selector valve. Make sure that the fuel line is secured to aircraft structure and will not foul any movable controls.

G. Service hopper with approved fuel.

With the ferry fuel selector in hopper position, drain all trapped air from the hopper fuel line by operating the fuel strainer drain (see Figure 5-1). Unless this procedure is followed after each refueling, the engine may quit when hopper fuel is selected in flight.

OPERATING INSTRUCTIONS FOR THE P/N 60167 FERRY FUEL SYSTEM

Operation instructions must be strictly followed to operate aircraft using ferry fuel system.

A. Securely attach these instructions in the cockpit on the hopper, directly in front of the pilot's face at the time of installation of the ferry fuel system.

B. In the United States, an aircraft with this ferry fuel system installed and connected to the normal fuel system must be operated on a special flight authorization (ferry permit) regardless of whether the ferry fuel system is actually used on any particular flight.

C. Due to vapor lock considerations, use of automotive gasoline as an alternate fuel is prohibited in either the wing tanks or the hopper.

D. Do not use hopper fuel for takeoff, landing, or flight at low altitude.

E. Use hopper fuel only for level cruising flight above 3000 feet above ground level. Always operate the electric fuel pump and the ignition switch while changing the fuel selector in flight. Always switch fuel at or below cruise power settings.

F. Except in emergency, do not dump hopper fuel in flight or on the ground with the engine running.

G. Drain the hopper sump and all other normal fuel system sumps prior to flight.

H. Never use the hopper as a fuel tank unless it is completely clean and dry.

I. Remove these instructions from the cockpit only after removal of the ferry fuel system from the aircraft

CAUTION

CAUTION


Effective: 01/01/08 5-17

FIGURE 5-6: HOPPER FERRY FUEL SYSTEM


5-18 Effective: 01/01/08



SECTION 6


TABLE OF CONTENTS GENERAL DESCRIPTION.............................................................................................................................. 2 MAIN LANDING GEAR ................................................................................................................................... 2

Main Landing Gear Assembly ................................................................................................................... 2 Removal .............................................................................................................................................. 2 Cleaning, Inspection and Repair of main gear.................................................................................... 2 Cleaning, Inspection and Repair of shock struts ................................................................................ 3

main wheels and brakes:........................................................................................................................... 3 GENERAL DESCRIPTION........................................................................................................................ 3

MAIN WHEEL REMOVAL AND DISASSEMBLY ............................................................................... 3 FIGURE 6-1: MAIN LANDING GEAR ASSEMBLY ........................................................................... 4 INSPECTION OF MAIN WHEEL ASSEMBLY.................................................................................... 5 FIGURE 6-2: MAIN WHEEL AND BRAKE ASSEMBLY.................................................................... 6 main wheel REASSEMBLY AND INSTALLATION ............................................................................. 6 BRAKE REMOVAL AND DISASSEMBLY .......................................................................................... 7 BRAKE SERVICING ........................................................................................................................... 8

MEASURING BRAKE LINING WEAR.......................................................................................... 8 REMOVAL OF BRAKE LININGS FROM CALIPERS................................................................... 8 REPLACEMENT OF ORGANIC LININGS ................................................................................... 8 Figure 6-3: Brake Disc and Lining Inspection Criteria.................................................................. 9 Figure 6-4: Brake Pad Rivet Installation....................................................................................... 9 REASSEMBLY OF ORGANIC LININGS TO CALIPER ............................................................. 10

BRAKE LINING CONDITIONING PROCEDURES........................................................................... 10 Non-Asbestos Organic Linings................................................................................................... 10

BRAKE REASSEMBLY AND INSTALLATION ................................................................................. 11 Figure 6-5: Brake Master Cylinder ............................................................................................ 11

REMOVAL OF BRAKE MASTER CYLINDERS ............................................................................... 12 Disassembly and Repair............................................................................................................. 12 Master Cylinder Installation ........................................................................................................ 12

BRAKE BLEEDING........................................................................................................................... 12 TAIL LANDING GEAR .................................................................................................................................. 12

TAIL GEAR REMOVAL..................................................................................................................... 12 Cleaning, inspection and repair of tail landing gear ................................................................... 13

tail landing gear INSTALLATION ...................................................................................................... 13 figure 6-6: tail landing gear ............................................................................................................... 14 TAIL landing GEAR RIGGING .......................................................................................................... 15

DISASSEMBLY OF SPINDLE HOUSING ASSEMBLY ............................................................. 15 figure 6-7: Spindle Assembly ............................................................................................................ 15

CLEANING, INSPECTION AND REPAIR OF TAIL GEAR SPINDLE HOUSING ASSEMBLY. 15 TAIL gear WHEEL and tire REMOVAL AND DISASSEMBLY.......................................................... 16

INSPECTION OF TAIL LANDING GEAR WHEEL ASSEMBLY ................................................ 16 TAIL landing gear WHEEL & tire REASSEMBLY AND INSTALLATION ......................................... 17 figure 6-8: Tail LANDING GEAR Wheel Assembly........................................................................... 17

WHEEL AND BRAKE TROUBLESHOOTING.............................................................................................. 19

Table 6-1: Wheel and Brake Troubleshooting Chart ....................................................................... 19

Effective: 01/01/08 6-1


LANDING GEAR, WHEELS AND BRAKES

GENERAL DESCRIPTION Ref. Figures 6-1 & 6-2

Each main landing gear installation consists of a landing gear assembly, shock strut assembly and a wheel and brake assembly. The landing gear assembly is bolted to the fuselage frame at two locations and to the shock strut assembly at one location. The shock strut assembly is in turn bolted to the fuselage frame. Lubrication fittings are provided for the pivot points and for the shock strut assembly. Lubrication should be applied sparingly and all parts wiped clean to prevent collection of dirt (refer to lubrication Chart, Section 2). All landing gear hinge points should be carefully inspected for wear and damage during each landing gear check. Troubleshoot the landing gear by using the charts at the back this section, and always places the aircraft on jacks prior to performing maintenance procedures on the landing gear system. The tail gear is comprised of the trunnion attach points on the fuselage, the tail gear spring, the tail gear spring supports, the housing and spindle, the centering springs and unlock control cable, the tailwheel yoke and axel, the wheel, the tire & tube, and various assembly and attaching hardware.. The tailwheel spring is attached at the forward end to a trunnion which allows limited fore and aft movement of the spring. The spring is supported just forward of the bend by clamping brackets which support it and limit fore and aft motion. The housing and spindle is attached to the lower end of the tailwheel spring, and the yoke is attached to the

housing. Service of the tailwheel consists of lubrication of the spindle and axel, plus periodic repacking of the wheel bearings. Attachment integrity should be inspected daily visually and by rocking the aft fuselage from side-to-side while observing attachment points. Tire inflation should be checked prior to every flight. The tailwheel is free castering when unlocked, which is only when the control stick if full forward. Otherwise it is locked in the straight ahead position.

MAIN LANDING GEAR

MAIN LANDING GEAR ASSEMBLY Ref. Figure 6-1

REMOVAL A. Jack aircraft as outlined in Section 2. B. Remove fuselage skins as required. C. Disconnect flexible hydraulic brake

line at top of landing gear assembly. D. Remove bottom bolt from shock strut

assembly. E. Remove the bolts attaching landing

gear assembly to fuselage. CLEANING, INSPECTION AND REPAIR

OF MAIN GEAR A. Clean all parts with a suitable type

cleaning solvent. B. Inspect all bolts, bearings and

bushings for excess wear, corrosion and damage.

C. Check all welds for cracks. D. Repair of the landing gear is limited

to reconditioning of parts, such as replacing components, bearings and bushings, smoothing out minor nicks and scratches and repainting areas where paint has chipped or peeled

6-2 Effective: 01/01/08


CLEANING, INSPECTION AND REPAIR

OF SHOCK STRUTS Ref. Figure 6-1

A. Remove top and bottom attaching bolts, and remove complete shock strut assembly from aircraft.

B. Support strut under fork end and slide a 1-1/2 inch ID sleeve over slotted end. Apply light pressure to sleeve, sufficient to relieve pre-load from biscuits.

C. Remove bolt holding biscuit retainer and disassemble unit.

D. Clean all parts with a suitable type cleaning solvent.

E. Inspect rubber shock biscuits for distortion, splits or deterioration. Replace as required.

F. Inspect welds for cracks. G. Inspect bolt holes for elongation. H. Inspect all areas for evidence of

corrosion. I. Repair of shock struts is limited to

replacement of parts, smoothing out minor nicks and scratches and repainting areas where paint has chipped or peeled.

*NOTE* Upper shock strut attach bolt is close tolerance, heat treated NAS bolt. Do not replace with AN type bolt.

MAIN WHEELS AND BRAKES: GENERAL DESCRIPTION

Ref. figure 6-2 The divided type wheels (including tail wheel) are machined castings, consisting of two sections called wheel halves. The wheel halves, which are secured together by bolts and nuts, are interchangeable, and the complete wheel assemblies are interchangeable

according to wheel size. The MLG wheels operate on tapered roller bearings that rotate in hardened steel races pressed into each wheel half. A brake disc assembly is bolted to the wheel and turns with the wheel. Applying pressure to the rudder-brake pedals individually controls the hydraulic brakes attached to the main landing gear. Movement of a rudder-brake pedal operates the corresponding master brake cylinder, attached to the aft side of the rudder pedals, and applies pressure to the appropriate brake. The brakes are self-adjusting, easily checked for wear, and can be quickly overhauled by field activities.

MAIN WHEEL REMOVAL AND DISASSEMBLY

To remove and disassemble a main landing gear wheel, proceed as follows: A. Jack aircraft as outlined in Section 2. B. Remove valve-core and deflate tire

completely. C. Remove bolts and washers from

back plates of brake assembly and remove back plates.

D. Remove hubcap snap ring, hubcap, cotter pin, nut, washer, bearing and wheel assembly from landing gear.

E. Break tire bead from wheel by using a mallet (do not use tire irons).

F. Remove bolts, washers and nuts and separate wheel halves. Guard valve stem to avoid damage while removing tire and tube.

G. Remove brake disc from brake side of wheel. If disk sticks, pry out disc using non-metallic instrument.

H. Remove bearing retainer snap ring, grease seal ring, and grease seal, spacer and bearing cone from inboard side of wheel.

Effective: 01/01/08 6-3


FIGURE 6-1: MAIN LANDING GEAR ASSEMBLY

6-4 Effective: 01/01/08


INSPECTION OF MAIN WHEEL ASSEMBLY

Ref. figure 6-2 Clean all parts in cleaning solvent and dry thoroughly. A soft bristle brush may be used to remove hardened grease, dust or dirt.

Cleaning solutions are toxic and volatile. Use in a well ventilated area. Avoid contact with skin and clothing. Do not inhale vapors.

I. Inspect bearing cones for nicks, scratches, water staining, spalling, heat discoloration, roller wear, cage damage, cracks or discoloration.

J. Inspect wheel-bearing grease for contamination and solidification (see Inspection Intervals Chart in Section 2). When repacking wheel bearings, use MIL-G-81322 (Aeroshell 22).

K. Inspect wheel halves for cracks, corrosion and other damage. A cracked or badly corroded casting should be replaced. Small nicks scratches or pits can be blended out using fine 400-grit sandpaper.

* NOTE * Wheel halves can be replaced individually. Wheel sets no longer have to be replaced as matched pairs.

L. Inspect snap rings and grease seals for distortion or wear. Replace parts, if damage or deformed. Saturate grease seal felts with SAE 10 oil (do not soak).

M. Inspect bearing cups for looseness, scratches, pitting, corrosion, or evidence of overheating. The bearing cups are pressed into the

wheel halves and should not be removed unless replacement is necessary due to the above conditions. If replacement is necessary, proceed as follows:

1. Insert wheel half into boiling water for one (1) hour or place it in an oven at 250 degrees Fahrenheit for 30 minutes. WARNING!

2. Remove wheel half from source of heat and invert wheel half. If bearing cup does not drop out, tap the bearing cup evenly from the axle bore with a fiber drift pin or suitable arbors press.

3. When replacing a bearing cup, repeat step 1, and chill bearing cup in dry ice for a minimum of 15 minutes.

4. Remove wheels half from source of heat and bearing cup from the dry ice.

5. Dry the chilled bearing cup and coat its contacting surfaces with zinc chromate primer.

6. Install the chilled bearing cup into the bearing bore of the heated wheel half. Tap bearing cup gently and evenly into place, using a fiber drift pin or suitable arbor press.

N. Inspect wheel brake disc assembly for cracks, excessive wear or scoring, coning, and rust or corrosion (see Fig. 6-3). Remove corrosion and blend out small nicks using fine (400 grit) sandpaper. Replace brake disc if worn below wear limit of .395 inch. Coning of disc in excess of 0.015 inch is cause for replacement of disc.

O. Inspect self-locking nuts for self-locking feature. Replace nuts if they can be turned onto the bolt past the self-locking section by finger.

Effective: 01/01/08 6-5


6-6

FIGURE 6-2: MAIN WHEEL AND BRAKE ASSEMBLY

MAIN WHEEL REASSEMBLY AND INSTALLATION

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 procedure is suggested as a guide for mounting the tires in balance and installing the wheels. A. Reassemble cone bearings, grease

seals, felts and snap ring into the proper wheel halves. Lubricate bearings. See Inspection of Main

Wheel Assembly. B. Inflate tube sufficiently to round it

out. C. Dust tube with a small amount of

tube talc. D. Insert tube into tire so that balance

mark (yellow or white band) is radically aligned with the tire balance mark (red dot).

E. Place outer wheel half into tire and pull tube valve stem through valve hole.

F. Turn tire and wheel half over and place inner wheel half into the tire and align the bolt holes with the outer wheel half. Place brakes discs

Effective: 01/01/08


into the inner wheel half and align bolt holes.

G. Install bolts through the inner wheel half and washers and nuts on the outer wheel half.

H. Tighten nuts evenly and torque to 150 inch-pounds.

Uneven or improper torque may cause bolt or wheel failure.

I. Inflate tube until beads seat on wheel flanges. Remove valves core and allow tube to deflate.

J. Install valves core and inflate tires from 40 to 60 psi. Check to assure valve stem does not leak before installing valve cap.

K. Lubricate washer and axle nut (see Section 2, Servicing). Install wheel assembly on axle and secure with washer and axle nut.

L. While manually rotating wheel, torque axle nut to 80 inch-pounds, continue rotating wheel and back off to zero inch-pounds. While manually rotating wheel, torque to 40-inch pounds. If nut is not to locking position, advance to next position, not to exceed 30 degrees, and install cotter pin.

M. Install hubcap and hubcap retaining ring.

N. Install brakes back plate assembly and torque bolts to 60 inch-pounds. These bolts are self-locking and should be inspected for the self-locking feature. Replace bolts if the self-locking feature is damaged or destroyed.

O. Wheels may be repainted if the parts have been repaired and thoroughly cleaned. Paint exposed areas with one coat of zinc primer and one coat

of aluminum lacquer.

*NOTE* Do not paint working surfaces of the bearing cups.

BRAKE REMOVAL AND DISASSEMBLY

WARNING! A. Release parking brake. B. Jack aircraft as outlined in Section 2. C. Disconnect and cap brake hydraulic

supply line at brake housing. D. Remove back plate assemblies from

calipers. E. Remove caliper assemblies. F. Remove pressure plate assembly. G. Clean all metal surfaces with

denatured alcohol and dry thoroughly. All “0” rings are to be replaced. Remove pistons by injecting air into the caliper ports (15 to 20 psi) maximum pressure.

Use caution when blowing pistons out of the caliper cylinders with air, as pistons can fly out at high speed. Turn the caliper over so pistons are facing the work table and cushion their impact with rags. Wear appropriate protective clothing and eyewear.

WARNING!

H. Inspect brake cylinders for cracks, nicks, corrosion and damaged threads. Inspect inlet and outlet hydraulic ports for foreign contaminates. Examine cylinder walls for scoring or excessive wear. Blend and polish light scratches in piston cavities with fine emery cloth, 600 grit. Castings that are cracked or have damaged threads should be

Effective: 01/01/08 6-7


replaced.

I. Inspect anchor bolts for cracks, corrosion, permanent set and excessive wear. Replace bolts that are bent, cracked or severely corroded.

J. Inspect pistons for cracks, nicks, burrs, or excessive wear. Remove burrs and blend out nicks, using fine emery cloth 600 grit, and clean thoroughly.

*NOTE* The pistons are equipped with a friction spring (drag ring) on the piston tail. It is recommended that this ring NOT be removed unless it requires replacement.

K. Inspect pressure plate assembly for cracks, damaged pins and excessive warped contours. Replace pressure plate if cracked or severely deformed. Replace cracked or deformed pins.

L. Inspect brake cylinder bolts for cracks, damaged threads, and self-locking feature. Replace bolts that are cracked, bent or have damaged threads.

M. Inspect brake linings for cracks, edge chipping, and surface deterioration. Linings should be replaced when worn to a thickness of 0.100 inch (see Fig. 6-3).

N. Inspect torque plate for cracks, nicks, burrs, rust, excessive wear and brinelling in bolt holes. Replace torque plate if cracked or severely deformed.

O. Clean repaired surfaces and areas of the brake assembly from which paint has been removed.

P. Paint exposed areas with one coat of zinc primer and one coat of aluminum lacquer.

Q. Check the wheel brake disc. See procedures under Inspection of Main Wheel Assembly and Figure 6-3.

BRAKE SERVICING MEASURING BRAKE LINING WEAR

Ref. figure 6-3 The minimum wear thickness for replacement of metallic linings is 0.100 inch. REMOVAL OF BRAKE LININGS FROM

CALIPERS A. Remove backing plate attaching

bolts and washers, and remove back plates and insulator shim.

B. Carefully slide brake caliper out of torque plate bushing.

C. Slide pressure plate assembly (lining carrier) off anchor bolts. REPLACEMENT OF ORGANIC

LININGS Ref. figure 6-4

Old organic linings may be removed by using a small drift pin or carefully drilling out the rivets with a 1/8-inch diameter drill. Use care to prevent elongating the rivet holes. Deburr the surface adjacent to the lining to allow lining to set flush. A. Clean pressure plate and back plate

surfaces of dirt, grease, etc. before installing new linings.

B. Inspect pressure plate and back plate for excessive corrosion, visible damage, or excessive warping. Straighten pressure plate too less than 0.010 inch (0.254mm) flatness.

C. Align new factory authorized replacement lining segments on pressure plate/back plates and install P/N 105-0200 rivets, using Cleveland’s rivet set, P/N 199-1, or appropriate riveting tool.

6-8 Effective: 01/01/08


Figure 6-3: Brake Disc and Lining Inspection Criteria

Rivet Acceptance Criteria

1 The split shall not occur inside the crest of the clenched surface. 2 No more than two splits shall occur in a 90° area. 3 A total of no more than three splits shall be allowed.

Figure 6-4 D. Check to be sure lining is tight and

movement free with no distortion of parts.

E. With tubular rivets, splits may result from the clinching operation. Refer to rivet sketch (figure 6-4) for acceptance criteria.

Effective: 01/01/08 6-9


REASSEMBLY OF ORGANIC LININGS

TO CALIPER Ref. figure 6-4

A. Carefully wipe dirt, grease, etc. from cylinder, pressure plate, and portions of piston extending beyond cylinder face, and push piston back into cylinder.

B. Slide pressure plate with new lining over anchor bolts and install brake caliper into torque plate. For equipment that is operated in an amphibious environment, or in extremely wet climates, lubricate the anchor bolt with Lubriplate or equivalent. For equipment used in a non-amphibious temperate environment, lubricate the anchor bolt with a dry film lubricant (silicon spray). DO NOT USE GREASE OR OIL. These materials will attract dirt enhance the wear of the anchor pins.

C. Install back plate attachment bolts and washers in brake caliper.

D. Install insulator shims (typically used with metallic lining) and spacers as applicable.

E. Slide back plates between brake disc and wheel/tire and install back plate attachment bolts and washers into back plates.

F. Torque brake assembly back plate tie bolts to 60 inch/pounds. Two different types of back plate tie bolts are used. The patch lock bolt (nylon material embedded in threaded end) will required replacement 6 to 8 installations or whenever the bolts can be run in past the locking feature by use of fingers only. Bolts with drilled heads require safety wire after torquing.

BRAKE LINING CONDITIONING PROCEDURES

When new linings have been installed, it is important to condition them properly to obtain the service life designed into them.

Non-Asbestos Organic Linings A. Taxi aircraft for 1500 feet with engine

at 1700 rpm applying brake pedal force as needed to maintain a 5 to 10 mph taxi speed.

WARNING!

Due to the efficiency of these brakes, extremely hard braking on aircraft with tailwheels could result in the tailwheel lifting from the ground, possibly resulting in noseover.

B. Allow the brakes to cool for 10 – 15 minutes.

C. Apply brakes and check for restraint at high static throttle. If brakes hold, conditioning is complete.

WARNING!

Use extreme caution during a high throttle static run-up to prevent the aircraft from nosing over. Under these conditions the hopper and fuel system should be full to help keep the aircraft from nosing over.

D. If brakes cannot hold aircraft during static run-up, allow brakes to completely cool and repeat steps A through C.

E. This conditioning procedure will wear off high spots and generate sufficient heat to create a thin layer of glazed

6-10 Effective: 01/01/08


material at the lining friction surface. Normal brake usage should generate enough heat to maintain the glaze throughout the life of the lining.

Properly conditioned linings will provide many hours of maintenance free service. A visual inspection of the brake disc will indicate the lining condition. A smooth surface, one without grooves, indicates the linings are properly glazed. If the disc is rough (grooved), the linings must be re-glazed. The conditioning procedure should be performed whenever the rough disc condition is observed. Light use, such as in taxiing, will cause the glaze to be worn rapidly.

BRAKE REASSEMBLY AND INSTALLATION

A. Install friction spring on piston

assembly (if removed). B. Lubricate large O-ring with MIL-H-

5606 hydraulic fluid and install in groove in brake housing bore area.

C. Install piston assembly in brake housing.

*NOTE* Be sure piston is clean and burr free. Coat the outer surface with MIL-H-5606 hydraulic fluid.

D. Install pressure plate assembly on anchor bolts.

E. Install brake assembly to torque plate.

F. Install back plate assemblies with bolts and washers. Torque bolts to 60 inch-pounds.

Figure 6-5: Brake Master Cylinder

Effective: 01/01/08 6-11


REMOVAL OF BRAKE MASTER CYLINDERS

Ref. figure 6-5 A. Disconnect and cap hydraulic lines. B. Remove master cylinder retaining

bolts. C. Remove master cylinder.

Disassembly and Repair Master cylinder repair is limited to replacement of parts, cleaning and adjustment. Use clean hydraulic fluid MIL-H-5606 as a lubricant during re-assembly of the cylinders.

Master Cylinder Installation To install the brake master cylinders, reverse the removal procedures and fill and bleed brakes as outlined in this section.

BRAKE BLEEDING Ref. figure 6-2 and Section 3

To bleed the brakes proceed as follows: A. Place parking brake control in OFF

position. B. Prepare a piece of 5/32” clear plastic

(preferred) or rubber (any color) tubing at least 12 inches long. Remove bleeder screw dust cap. Install one end of hose onto bleeder screw.

C. Place free end of hose in a clean glass receptacle containing 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.

D. Apply brake pressure and open bleeder screw approximately 1/3 to ½ turn, close bleeder screw before releasing brake pressure to avoid reentry of air into brake system.

Repeat this procedure until system is free of air.

E. Tighten bleeder screw, remove rubber hose and replace dust cap.

F. Repeat bleeding procedure for opposite brake.

*NOTE* Keep master cylinder reservoir full of MIL-H-5606 hydraulic fluid throughout the bleeding operation.

TAIL LANDING GEAR Ref. Figure 6-6

TAIL GEAR REMOVAL A. Remove fuselage skins as required. B. Using a suitable Jack. Jack and

secure tail of aircraft, using jack point.

C. Remove cotter pin and axle castellated nut, and spacer P/N CA84106-05-2, and then remove the tire/wheel assembly.

D. Disconnect flex control lock cable at pivot arm and cable hold down clamp.

E. Disconnect centering springs from tail wheel centering arm assembly by removing attach bolt.

* NOTE * Do not alter lock cable or elevator travel stops. Alteration of tail gear lock cable or elevator travel stops will require re-rigging of tail wheel locking system.

F. If disassembly of tail gear wheel/tire assembly is necessary, follow steps given on page 6-16.

G. Remove main leaf spring assembly by removing NAS6207-38D bolt (Replace annually) holding spring to

6-12 Effective: 01/01/08


trunnion assembly. Remove two-(2) each NAS6606-54 bolts that holds the lower spring support block to upper support block. Note how many 90056-26 washers were located on each side between support blocks.

H. Remove trunnion assembly from fuselage by removing trunnion attach shaft.

Cleaning, inspection and repair of tail landing gear

A. Clean all parts with a suitable type cleaning solvent.

B. Remove, clean, and inspect leaf spring forward attach P/N NAS6207-38D bolt every 100 hours. Upon reassembly lubricate bolt and leaf spring hole with Snap-on™ General Purpose Anti-seize or equivalent or MIL-G-81322 (Aeroshell 22) grease. Torque to specifications I/A/W Torque chart (figure 2-7). Replace MS24665-300 cotter pin each inspection.

C. Inspect all bolts holes for elongation. As a general rule, replace components with holes that are out of round by 0.005” or more. Replacement of the leaf spring forward attach P/N NAS6207-38D bolt (inspect every 100 hours) with a larger diameter is not approved. The leaf spring may not be “drilled out” for a larger bolt.

D. Inspect main spring leaf for corrosion and cracks. Check aircraft maintenance records to be sure spring leaf P/N 5079-1 has not exceeded its five thousand (5,000) flight hour life limit. Replace leaf spring as needed.

E. Inspect spindle housing assembly welds for cracks.

F. Inspect spindle housing assembly for

cracks and corrosion. G. Inspect lock pin and upper and lower

lock plates for wear, corrosion, cracks, and proper operation.

H. Inspect centering springs for corrosion, wear at ends, and for correct operation.

I. Inspect lock pin flexible cable and spring for corrosion and correct operation.

J. Inspect P/N95207-1 Acetal (Delrin®) lower support bracket spacer for wear and cracks.

K. Inspect upper and lower leaf spring support brackets, and attachment hardware for wear, corrosion, and cracks. Ensure that the leaf spring support blocks grips the leaf spring tightly to prevent leaf spring movement fwd. and aft. Ensure flexible sealant around contact edges of support blocks, lower support block spacer and leaf spring is intact to prevent collection of potential corrosive material in this area. Lubricate 2 ea. Trunnion Zerk (grease) fittings with MIL-G-81322 (Aeroshell 22)

L. Repair of the tail landing gear is limited to replacement of component parts such as bearings & bushings, smoothing out minor nicks and scratches and repainting chipped or peeled paint.

TAIL LANDING GEAR INSTALLATION Ensure that trunnion is straight down (6 O’clock position) and that leaf spring support blocks grips the leaf spring tightly to prevent movement fwd. or aft. (Add or subtract P/N 90056-26 washers/spacers (.063”) between upper and lower support blocks to achieve a tight grip of leaf spring after bolts are properly torqued.) All bolts shanks and bolt holes are to be coated with Snap-on™ General Purpose

Effective: 01/01/08 6-13


Anti-seize lubricant or equivalent before installation. Lubricate all bearings, bushings, and Zerk (grease) fittings with MIL-G-81322 (Aeroshell 22) grease. Torque all hardware in accordance with TORQUE CHART (figure 2-7, Section 2)

with the exception of the top spindle castellated nut and wheel/tire axle castellated nut, which should be torqued as follows:

FIGURE 6-6: TAIL LANDING GEAR

A. For spindle castellated nut: While manually rotating spindle, torque spindle castellated nut to 20 inch-pounds, continue rotating spindle and back off to zero inch-pounds. While manually rotating spindle, torque nut to 10 inch pounds. If not in locking position, advance nut to next position, not to exceed 30º, and install cotter pin. Bend ends of cotter pin around spindle castellated nut. Note: Spindle

must rotate freely without perceptible play.

B. For tail wheel axle castellated nut: While manually rotating wheel/tire, torque axle castellated nut to 80 inch-pounds, continue rotating wheel and back off to zero inch-pounds. While manually rotating wheel/tire, torque to 30 to 40-inch pounds. Rotate axle castellated nut (clockwise or counterclockwise) to nearest slot and

6-14 Effective: 01/01/08


cotter pin hole, and insert cotter pin. Bend ends of cotter pin around axle nut. Note: Wheel/tire must rotate freely without perceptible play.

After the components have been installed, seal the contact edges where the spring P/N 5079-1 upper support block P/N 94131-9, lower support block P/N 94131-11 and spacer P/N 95207-1 come together with a high quality flexible silicone sealant or fuel tank sealant to AMS-S-8802 (formerly MIL-S-8802) to help block the collection of potential corrosive contaminants in this area. Carefully lower aircraft to ground and remove Jack. Recheck tire inflation pressure (12.5x4.5 10pr) is 55psi max.

TAIL LANDING GEAR RIGGING Rigging will be required if lock cable or elevator travel stops have been altered in any way. Rig as follows: A. Place elevator in a 17 (±1) degrees

down position. B. Connect lock cable to pivot arm. C. Assure lock pin is flush with bottom of

lock pin guide when making final adjustment to lock cable turnbuckle.

D. Adjust top plate as required to assure straight travel of aircraft tail wheel when tail gear is locked.

DISASSEMBLY OF SPINDLE HOUSING ASSEMBLY

Ref. figure 6-7 A. If desired, remove bolts, nuts and

washers that bolt tail wheel fork to spindle.

B. Remove bolts, nuts, and washers that bolt centering arm to top of spindle and remove centering arm. Note orientation for proper reassembly.

C. Remove red plastic cap plug (dustcover).

D. Remove cotter pin, castellated nut, tongue washer, grease cup washer, and cone bearing.

E. Remove spindle assembly and thrust washer from spindle housing. Do not remove upper bearing cup or bottom bronze bushing unless replacement is indicated by inspection.

FIGURE 6-7: SPINDLE ASSEMBLY

CLEANING, INSPECTION AND REPAIR OF TAIL GEAR

SPINDLE HOUSING ASSEMBLY. A. Clean all parts with a suitable type

cleaning solvent. B. Inspect all bolts, bearings and

bushings for excessive wear, corrosion and damage.

C. Inspect spindle assembly for cracks, excessive wear, corrosion and damage.

D. Inspect spindle housing for cracks, excessive wear, corrosion and damage.

E. Inspect lock pin lower plate and lock pin top plate assembly for cracks, corrosion and damage.

Effective: 01/01/08 6-15


F. Repair of tail gear sub-assembly is

limited to reconditioning of parts such as replacing bearings and bushings, smoothing out minor nicks and scratches, repainting chipped or peeled areas and replacement of component parts.

TAIL GEAR WHEEL AND TIRE REMOVAL AND DISASSEMBLY

Ref. figure 6-8 To remove and disassemble tailwheel & tire, proceed as follows. A. Using a suitable Jack. Jack and

secure tail of aircraft at tailwheel trunnion jackpoint.

B. Deflate tire by depressing the schrader valve stem plunger until air can no longer be heard escaping from the tire.

C. Remove schrader valve core. D. Remove cotter pin and through bolt

castellated nut. Remove the through bolt, cut the safety wire to collar nut and remove the wheel and axle. Unscrew the collar nut and remove the axel from the wheel.

E. From each side of wheel; carefully remove snap ring, felt grease seal retainer, felt grease seal, grease seal ring and cone bearing. Store the cone bearings. Label the bearings for reinstallation into position from which it was removed.

F. With the tire completely deflated, removing the wheel through-bolts will separate the wheel halves. Pull the wheel halves from the tire by removing the wheel half opposite the valve stem first. Mark wheel halves to note relationship to each other for reassembly.

INSPECTION OF TAIL LANDING GEAR WHEEL ASSEMBLY

A. Visually check all parts for cracks,

corrosion, distortion, defects and excessive wear.

B. Inspect felt grease seals. Replace if surface is hard or contaminated, or shows evidence of excessive wear. Lightly saturate grease seal felts with SAE 10wt. Oil (3-in-ONE oil) (do not soak).

C. Inspect tire for cuts, anomalies, internal damage and deterioration.

D. Inspect inner tube for cuts, wrinkles, anomalies and deterioration. Do not use a used inner tube with a new tire. Tubes grow in service, taking a permanent set of about 25% larger than original size. This makes a used tube too large to use in a new tire, which could cause a wrinkle and lead to tube failure.

E. Inspect wheel bearing grease for contamination and solidification at each periodic inspection. Repack bearings with MIL-G-81322 (Aeroshell 22) or equivalent grease. Note: Do not exceed 500 wheel miles or on annual inspection whichever comes first between repacking intervals.

F. Clean and inspect bearing cups and cones. Note: Do not spin dry bearings or handle bearing components with bare hands. The bearing cup should not be removed except when replacement is necessary due to scratches, nicks, pitting, spalling, corrosion, brinelling, or evidence of overheating. Note: If bearing cup is replaced, its companion bearing cone must also be replaced.

G. Bearing cup removal: Heat wheel half in an oven not exceeding 212°F for 15 minutes. Remove wheel half from heat source and immediately remove bearing cup by carefully tapping out evenly from the inside

6-16 Effective: 01/01/08


with a fiber drift. I. Replace any wheel casting that is

distorted, corroded, or has visible cracks.

H. Bearing cup installation: Place wheel half in oven not exceeding 212°F for 15 minutes. Chill new bearing cup in an atmosphere of -25°F to -65°F for no less than 4 hours. Chilling can also be accomplished by placing the bearing cup in dry ice for a minimum of 15 minutes. Dry cup thoroughly and install chilled bearing cup into bore of heated wheel half using a thin coat of zinc chromate primer for protection and lubrication. Tap gently into place with fiber drift making sure bearing cup is evenly seated against shoulder of wheel half. Avoid cocking bearing cup during installation. If bearing cup will not seat properly in wheel half, repeat above said procedures or replace wheel half assembly.

TAIL LANDING GEAR WHEEL & TIRE REASSEMBLY AND INSTALLATION

Ref. figure 6-8 To assemble and reinstall tail wheel, proceed as follows: A. Wipe tire and tube (serviceable or

new) with denatured alcohol, followed by soap and water, then dry thoroughly.

B. Inflate the inner tube just enough to round it out; dust tube lightly with tube talc.

C. Place tube in tire and align balance marks. If tube has no balance mark, place valve stem adjacent to tire balance red dot.

FIGURE 6-8: TAIL LANDING GEAR WHEEL ASSEMBLY

Effective: 01/01/08 6-17


NOTE * Tires and tubes are balanced as individual 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 tire and tube with marks aligned.

D. Install tire and tube on the wheel half containing the valve stem hole and then the opposite wheel half.

E. Install the wheel through-bolts with bolt heads opposite valve stem side, tighten nuts evenly and torque to 90 inch-pounds.

Uneven or improper torque may cause a bolt or wheel failure. Inflate tire until tire beads are sealed, remove schrader valve core, and allow tube to completely deflate. Install the valve-core and inflate 12.5x4.5 10pr tire to 55 psi max. Assure schrader valve does not leak before replacing valve cap.

F. Repack bearing cones with MIL-G-81322 (Aeroshell 22) grease or equivalent.

G. On each side of wheel; apply a thin coating of grease on bearing cups, install freshly repacked bearing cones, install grease seal ring, felt grease seal and another grease ring seal. Note: Lightly fill grease seal felts with SAE 10wt Oil (3-in-ONE oil) (do not soak), and carefully install snap ring. Install the two (2) P/N95435-11 spacers, one on each side of wheel assembly.

H. Inspect tail wheel axle for anomalies, then apply a light coating of grease.

I. Install tail wheel/tire assembly onto tail wheel axle with valve stem side facing left.

J. Install through bolt through axel and secure with castellated nut and cotter key.

WARNING!

K. Carefully lower aircraft to ground and remove Jack.

L. Recheck tire inflation pressure (12.5x4.5 55psi max).

6-18 Effective: 01/01/08


WHEEL AND BRAKE TROUBLESHOOTING Table 6-1 is provided as a convenient means of investigating problems encountered with the landing gear or brakes.

TABLE 6-1: WHEEL AND BRAKE TROUBLESHOOTING CHART


Worn or loose wheel bearings.

Jack tail, remove wheel and inspect bearings. Replace with new lubricated bearing if necessary. Tail wheel

shimmy.

Tire imbalance. Jack tail and remove tire for balance check. Rebalance.

Incorrect tire pressure. Pressure check tire. Inflate to recommended pressure. Excessive/un

even tire wear. Tail gear sub-assembly

bearings worn or loose. Jack tail; remove tail gear sub-assembly. Repair or replace as required.

Lock cable out of adjustment or broken. Adjust or replace as required. Tail wheel

fails to lock or unlock. Lock pin or lock pin spring

broken or damaged. Repair or replace as required.

Tire imbalance. Jack aircraft and remove tire for balance check. Rebalance.

Main landing gear shimmy. Worn or loose wheel

bearings.

Jack aircraft and check wheels for end play. Replace with new lubricated bearings if necessary.

Dragging brakes.

Restriction in hydraulic lines or restriction in parking brake valve.

Have someone apply and then release brakes. Wheel should rotate freely as soon as brake is released. If wheel fails to rotate freely, loosen brake line at brake housing to relieve any pressure trapped in line. If wheel now turns freely, the brake line is restricted. Drain all brake lines and clear the inside of brake line. If cleaning the lines fails to give satisfactory results, the parking brake valve may be faulty and should be repaired.

Effective: 01/01/08 6-19


Table 6-1: Wheel and Brake Trouble Shooting Chart (page 2 of 2)


Parking brake valve holding.

Check parking brake valve. Release parking brake valve.

Worn, scored or warped brake disc (see Fig. 6-3).

Visually check disc. Replace brake disc and lining if required.

Damage or accumulated dirt restricting free movement of wheel brake parts.

Check parts for freedom of movement. Clean and repair or replace parts as necessary.

Dragging brakes. (Continued)

Leak in system.

Check entire hydraulic system for leaks. If hydraulic reservoir, parking brake valve, or wheel brake assemblies are leaking, they must be repaired or replaced.

Air in system. Bleed system.

Lack of fluid in brakes. Check hydraulic reservoir fluid level. Fill and bleed if necessary.

Brakes are spongy or fail to operate.

Brake assemblies’ defective. Repair or replace as required.

6-20 Effective: 01/01/08


Effective: 01/01/08 7-1

SECTION 7

FLIGHT CONTROLS TABLE OF CONTENTS

GENERAL DESCRIPTION............................................................................ 3

GENERAL MAINTENANCE OF FLIGHT CONTROLS...........................................3

AILERON CONTROL SYSTEM..............................................................................4 CONTROL STICK ..............................................................................................4 Control Stick, Fork and Torque Tube Removal ..................................................4 Control Stick, Fork and Torque Tube Installation ...............................................4 AILERON CONTROL LINKAGE ........................................................................4

Figure 7-1: Aileron Control System..............................................................5 Figure 7-2: Aileron-Rudder Interconnection .................................................6

Aileron Rigging...................................................................................................6 Figure 7-3: Aileron Servo Tab Linkage ........................................................7

Aileron Servo Tabs.............................................................................................7 AILERON ...........................................................................................................7

Figure 7-4: Aileron Assembly.......................................................................8

WING FLAPS..........................................................................................................8 FLAP JACKSCREW REMOVAL ........................................................................8 FLAP REMOVAL................................................................................................9 FLAP INSTALLATION........................................................................................9

Figure 7-5: Flap Operating Mechanism........................................................9 FLAP RIGGING..................................................................................................9

RUDDER ...............................................................................................................10 RUDDER REMOVAL .......................................................................................10 RUDDER INSTALLATION ...............................................................................10 RUDDER PEDAL REMOVAL...........................................................................10 CONTROL CABLES REMOVAL ......................................................................10 RUDDER CONTROL CABLES INSTALLATION..............................................11

Figure 7-6: Rudder Control System ...........................................................11 RUDDER RIGGING .........................................................................................12 RUDDER TRIM TAB ........................................................................................12 BALANCE CABLE RIGGING ...........................................................................12

ELEVATORS.........................................................................................................12 ELEVATOR DOWN SPRING...........................................................................12 ELEVATOR REMOVAL ...................................................................................12 ELEVATOR INSTALLATION............................................................................12 ELEVATOR RIGGING .....................................................................................13

Figure 7-7: Elevator Control System..........................................................13 Figure 7-8: Elevator Trim Control System..................................................14

ELEVATOR TRIM TABS..................................................................................14 ELEVATOR TRIM TAB REMOVAL..................................................................14 ELEVATOR TRIM TAB RIGGING....................................................................15


7-2 Effective: 01/01/08

EMPENNAGE .......................................................................................................15 EMPENNAGE REMOVAL................................................................................15 EMPENNAGE INSTALLATION........................................................................15 Horizontal Stabilizer .........................................................................................15

Figure 7-9: Empennage Exploded View.....................................................16 Figure 7-10: Stabilizer Attachment to Fuselage .........................................17

Vertical Stabilizer .............................................................................................17

WINGS ..................................................................................................................18 WING REMOVAL.............................................................................................18 WING INSTALLATION.....................................................................................20

Figure 7-11: Wing Spar Inboard End and Splice........................................20 Figure 7-12: Wing Spar Splice ...................................................................21 Figure 7-13: Attach Angle Mounting to Spar Web......................................22 Figure 7-14: Attach Angle Mounting to Fuselage Frame............................24

WING INSTALLATION WHEN THE WING ATTACH ANGLES ARE REPLACED......................................................................................................24

Table 7-1: CONTROL SYSTEM TROUBLESHOOTING CHART ..............26 AILERON SYSTEM..........................................................................................26 FLAP SYSTEM ................................................................................................26 RUDDER SYSTEM ..........................................................................................27 ELEVATOR SYSTEM ......................................................................................28 ELEVATOR TRIM SYSTEM.............................................................................28 FLIGHT CONTROL STATIC BALANCE LIMITS ..............................................29

Table 7-2: Static Balance Limits .................................................................29 Table 7-3: Wing Splice Fittings Torque Chart .............................................30


Effective: 01/01/08 7-3

FLIGHT CONTROLS GENERAL DESCRIPTION

Ref. Figures 7-1 through 7-9 The aircraft is equipped with flight control surfaces consisting of ailerons with servo-tabs, elevators with trim tabs, rudder with ground adjustable trim tab, and wing flaps. The ailerons and flaps are of all-metal construction. The empennage is of all-metal construction and consists of horizontal stabilizer, vertical stabilizer, rudder and elevators. Control of the ailerons, elevators and rudder is provided through a control stick and rudder pedals. A switch located on the back of the throttle quadrant controls the electrically actuated flaps. A lever located on the left side of the cockpit manually controls the elevator trim tabs. Fixed, ground adjustable trim tabs are located on the rudder and both ailerons. The control stick and rudder-brake pedals are mechanically interconnected to the push tubes, push rods, bell cranks, cables and torque tube which actuate the primary flight controls. Control cable pulley brackets are provided with guards to prevent the cable from jumping the pulley groove. The electrically actuated wing flaps provide additional lift for shorter takeoff distances and slower landing speeds. Wing flaps may be positioned at any setting between up and down by intermittent operation of the flap switch.

GENERAL MAINTENANCE OF FLIGHT CONTROLS

Special care must be exercised when performing control system maintenance. Emphasis shall be given to security of attachments, correct alignment of rod ends, use of correct hardware, and proper safety-wiring of fasteners. Control cables must be free of kinks and pulleys must be aligned with the cables. Position

the cable pulleys and route cables to avoid contact with the aircraft structure and accessories. Inspect work areas for mislaid tools or parts with could foul the controls, and perform a functional check of the controls prior to replacement of access covers. It is recommended that a test flight be accomplished before the aircraft is released for routine operation when a control system component has been replaced or aircraft rigging has been altered. Re-rigging the control systems will seldom be necessary if correct maintenance techniques are employed when system components are removed and replaced. Do not disturb position of rod end fittings when control system components are removed, unless absolutely necessary. When deemed necessary, record the amount of change required to return the fittings to the original position. When control system components are being removed, carefully note location and position of attaching parts and hardware and return to original location or position when installing new components and parts. Rigging instructions are provided in succeeding paragraphs for the empennage and each flight control system. Read these instructions carefully before starting the rigging operation. Select and accomplish only those rigging steps applicable to the job requirement. The following procedures should be followed when rigging control cables. Rigging should be accomplished in a hangar. When necessary to rig aircraft in the open, it should be accomplished during coolest part of the day with tail of the aircraft pointing toward sun. If aircraft is moved into a hangar for rigging, allow 90 minutes for control cables to adjust to hangar temperature. The ailerons, elevators, and rudder are all balanced control surfaces and their static balance must be checked in


7-4 Effective: 01/01/08

accordance with the limits show in table 7-3 after repaint or repair.

Failure to stay within control surfaces static balance limits could lead to control surface flutter, which could lead to loss of aircraft, life, and/or property.

AILERON CONTROL SYSTEM

CONTROL STICK Ref. Figure 7-1

The control stick is attached to the torque tube with bushings and bearings so it can move fore and aft relative to the torque tube. The torque tube is attached to the cockpit floor through bearings so that it can rotate about the aircraft longitudinal axis. The control stick fork thus moves with two degrees of freedom. A series of push rods, push tubes and bell cranks form solid connections between the control stick and the ailerons. The control stick activates the elevators through push tubes, a bell crank, an idler and the elevator horn. The control stick forks and torque tube may be removed for replacement of bearings and bushings.

Control Stick, Fork and Torque Tube Removal

Remove the external side skins at the cockpit and the control stick dust cover base assembly. Use the following procedure to replace the bearings. A. Disconnect the aileron push rods

and elevator push tube. B. Remove the attaching hardware

securing the control stick fork to the torque tube.

C. Withdraw controls stick and fork from aircraft.

D. Remove the bolts securing the torque tube to the pillow blocks. (See Figure 7-1)

E. Remove the torque-tube from aircraft.

Control Stick, Fork and Torque Tube Installation

A. Install bearings on the torque tube and in the control stick forks as required.

B. Install torque-tube in the pillow blocks.

C. Tighten pillow block hardware per torque values in Section 2.

D. Install control sticks fork on torque tube and tighten hardware per torque values in Section 2.

E. Check freedom of movement on control stick and torque tube.

F. Lubricate bearings per Section 2 of this manual.

G. Connect the elevator push-tube and aileron push-rods and check for proper operation of control system.

H. Replace control stick dust cover base assembly and aircraft side skins.

AILERON CONTROL LINKAGE Ref. Figure 7-1

The aileron control is driven by a single push rod from the control stick torque tube to a vertical bell crank at the right side of the fuselage. A short push rod connects the bell crank to a vertical idler in the left side of the fuselage. In each wing, the inboard push tubes connect between the bell crank and idler in the fuselage to the aft side of a bell crank near the inboard end of the aileron. From the forward side of this bell crank, the outboard push tube connects to the forward arm of the drive bell crank located at the aileron mid span. The short arm of the drive bell crank is connected to a push rod that drives the aileron. The ailerons are also connected

WARNING!


Effective: 01/01/08 7-5

to the rudder controls by spring-loaded cables that enable the ailerons to be activated in conjunction with the rudder (Ref. Figure 7-2). This provides a safety factor in that if the aileron control system

becomes inoperative, the rudder system will move the ailerons.

Figure 7-1: Aileron Control System


7-6 Effective: 01/01/08

Figure 7-2: Aileron-Rudder Interconnection

Aileron Rigging

A. Assure the ailerons are attached and the system push tubes are assembled, except for the two lateral push rods in the fuselage. Ensure that flaps have been rigged. Rig the ailerons as follows:

B. Clamp the ailerons at the trailing edge of the wing tip in the neutral position. Ailerons are in neutral when ailerons are 1/8" below flap trailing edge.

C. Adjust the length of the push rod from aileron outboard wing bell crank until inboard wing bell crank is perpendicular to the rear spar, both sides. This can be checked through the inspection holes just forward of the rear spar.

D. Attach the lower, lateral fuselage push rod between the left fuselage idler bell crank and the right fuselage bell crank, adjusting the length of the rod to fit those items.

E. Install the upper, lateral fuselage push rod from right fuselage bell crank to control stick torque-tube fitting. Adjust the length of this push rod to center the control stick.

F. Clamp control stick in center position and free clamps on aileron. Set trailing edges of ailerons 0.125-inch below trailing edge of flap trailing edge by lengthening push rod from aileron to outboard wing bell crank.

G. Adjust and lock the aileron stops, accessible through the inspection holes forward of the aileron, for the required travel. Aileron up travel should be 21 (±1) degrees and down travel should be 17 (±1) degrees.

H. Go back through system and lock all check nuts.

I. To adjust the springs in the rudder-aileron interconnect system, clamp the rudder and ailerons in the neutral position and adjust the turnbuckles until the springs are the same length.


Effective: 01/01/08 7-7

Figure 7-3: Aileron Servo Tab Linkage

Aileron Servo Tabs Ref. Figure 7-3

A ground adjustable servo tab is attached to each aileron. While its primary function is to lighten aileron control loads, it can be adjusted to compensate for an out-of-trim roll condition. A wing high attitude of either wing may be corrected by adjusting the applicable trim tab down. Adjusting the tab up will correct a low wing attitude. Begin with both tabs in neutral position (straight with trailing edge of aileron).

AILERON Ref. Figure 7-4

An all-metal aileron is installed outboard of each wing flap. Each aileron operates on bearing equipped hinges which are attached to the aft wing spar at three points. A balance weight is installed in the inboard and outboard leading edge of each aileron to prevent flutter. Both ailerons have a servo-tab to lighten control forces.

* NOTE * The left and right ailerons are interchangeable.

Aileron removal is accomplished as follows:

A. Remove the bolt attaching the pushrod to the aileron horn at the center hinge.

B. Remove the bolt attaching the servo-tab pushrod to the aileron.

* NOTE * The pushrods should remain with the wing. Do not change pushrod lengths unless absolutely necessary.

C. Identify the aileron as either left or right.

D. Remove the nuts and washers from the three aileron hinge bolts.

E. While supporting the aileron well, remove the three hinge bolts. If assistance is not available, remove the center bolt last to make the job easier.

Installation of the aileron is the reverse of the removal procedure. In the event push rod length has been altered, streamline trailing edge of ailerons with trailing edge of wing and flap and secure with a temporary lock. Adjust push rod length to align attaching bolt hole with hole in aileron hinge fitting, when aileron is in neutral position. Recheck aileron rigging.


7-8 Effective: 01/01/08

Figure 7-4: Aileron Assembly

WING FLAPS Ref. Figure 7-5

Wing flaps installed on the S2-R1340 are of all-metal construction similar to the ailerons. Each flap spans from the fuselage to the aileron and is attached to the aft wing spar by three (3) 4130 steel hinge brackets with ball bearing hinge points. The flaps have been completely sealed against chemical spray. A switch located on the aft side of the throttle quadrant electrically controls the flap operation. An electric motor-driven jackscrew below the cockpit floor rotates a torque tube. Push rods attached to arms at each end of the torque tube move both flaps to the desired position simultaneously.

FLAP JACKSCREW REMOVAL A. Remove left side fuselage skin at

cockpit and hopper. B. Remove wing root fairings to gain

access to the flap push road and jackscrew attach bolts.

C. Disconnect each flap from the push rod and allow flap to swing and hang under wing.

D. Disconnect the electrical connections, connecting the micro-switches and motor. Identify the wires and locations for installation reference.

E. Remove one attach bolt at the motor end, loosen the other bolt slightly and remove the four bolts connecting the jackscrew to the flap torque tube.

F. Install new flap jackscrew assembly into fuselage and connect with hardware which was removed or new hardware.

*NOTE* Rigging must be checked after installation of new jackscrew or pushrods. Refer to flap rigging.

G. Reconnect the electrical wires and test flap motor for proper operation.

H. Connect pushrods and after flaps are rigged properly ensure that all bolts are tight and wires are tied off.

I. Reinstall fairings and side skins.


Effective: 01/01/08 7-9

FLAP REMOVAL A. Disconnect flap push rod at flap. Do

not change position of rod end on push rod. (See Figure 7-5)

B. Remove flap hinge bolts. C. Remove flap from aircraft.

FLAP INSTALLATION Installation of the flap is the reverse of the removal procedure. In the event push rod length has been altered, the flap will have to be completely re-rigged.

Figure 7-5: Flap Operating Mechanism

FLAP RIGGING A. With the master switch “ON,” fully

retract the flaps (up flaps) with the flap switch.

B. Disconnect the flap push – pull rods at the torque tube arms.

C. Hold a straight edge on the wing lower surface at wing station 49.0

(approximately 24 inches outboard of the fuselage side). In the properly rigged flap “up” position, the straight edge should contact the lower surface of the wing, front spar, the flap trailing edge and the lower surfaces.


7-10 Effective: 01/01/08

D. Adjust the flap push-pull rods to the proper length and connect them to the torque tube arms.

E. Shorten the length of the maximum travel limit bolt located on the right side of the fuselage adjacent to the torque tube.

F. With the flap switch, lower the flaps to the fully extended position.

G. Using a propeller protractor or equivalent instrument to measure the flap angular travel, adjust the down micro-switch located on the vertical shaft adjacent to the jackscrew to achieve 15 (±1) degrees. Retract and extend the flaps after each adjustment to verify proper adjustment.

H. With the flaps in the fully extended position, adjust the maximum travel stop bolt so that there is a 0.060” to 0.100” gap between the bolt head and the stop pad (See Figure 7-5).

I. Retract the flaps with flap switch and turn the master switch “OFF.”

J. Tighten and torque all hardware to the specifications called out in Section 2 of this manual.

RUDDER Ref. Figures 7-6 & 7-9

The all metal rudder is attached to the vertical stabilizer at three hinge points. The rudder control cable is connected directly from the rudder horn at the bottom of the rudder to the rudder pedal adjustment channels. The left and right rudder cables route from the adjustment channels aft around pulleys where they pass through the fuselage side skins and attach to adjustment straps on the rudder horn. A spring-loaded balance cable is routed between the pedal adjusting channels and forward around pivoted pulleys located on the hopper rear wall. The rudder controls are interconnected by springs to the aileron system so that a wing may be lifted with rudder alone.

This feature provides a convenience during cross-country flight and is an added safety feature in case the aileron system becomes inoperative. (Fig. 7-3)

RUDDER REMOVAL Ref. Figures 7-6 & 7-9

A. Disconnect rudder cables from rudder horn.

B. Remove attaching hardware from rudder hinge points.

C. Remove the rudder from the aircraft.

RUDDER INSTALLATION A. Place rudder on hinge points. B. Install the hardware in the hinge. C. Attach rudder cables to rudder horn. D. Check rudder operation to determine

that no friction or binding is evident. E. Readjust control cables and rudder

stops as required per rigging instructions.

RUDDER PEDAL REMOVAL Use Figure 7-6 as a guide when removing or installing rudder pedals.

CONTROL CABLES REMOVAL A. Disconnect the aft cables from

forward side of shackles. B. Remove skins from side of fuselage. C. Disconnect cables at turnbuckles. D. Remove all cable guards from the

rudder cable pulleys and disconnect the aft cables from rudder horn. The cables from the turnbuckles aft are free for removal.

E. Disconnect cables from adjustment channel. The cables from the turnbuckles forward to the pedals are free for removal.

F. Remove the balance cables. G. Remove rudder-aileron cable from

aileron vertical bell crank


Effective: 01/01/08 7-11

RUDDER CONTROL CABLES INSTALLATION Ref. Figure 7-6

A. Install the cables in reverse order of the removal procedures.

B. Check rigging per rigging instructions.

C. Assure all cables, cable guards and turnbuckles are installed properly and safety wired. Replace all skins removed for access.

Figure 7-6: Rudder Control System


7-12 Effective: 01/01/08

RUDDER RIGGING Ref. Figure 7-6

A. Position the rudder pedals at mid-adjustment position in the adjustment channel.

B. Center and lock the rudder. C. Adjust the turnbuckles in each

rudder cable, at fuselage station 175.12, to bring the rudder pedals approximately 11.00 inches from the back of the hopper.

* NOTE * If the turnbuckles run out of adjustment, relocate the adjustment strap on rudder horn to shorten cable.

D. Safety-wire the turnbuckles using 0.041 stainless steel wire.

E. Adjust and lock the rudder stop bolts, located at the base of the rudder post, to limit the travel of the rudder to 22 (±1) degrees left and right of center.

RUDDER TRIM TAB A fixed-position trim tab is attached to the lower edge of the rudder. An out-of-trim rudder can be trimmed by bending the metal trim tab. Use forming blocks when bending tab and do not bend more than 0.50 inch deflection in either direction.

BALANCE CABLE RIGGING The Thrush incorporates a rudder-aileron balance cable/spring system. The cables are attached to the rudder pedals and routed out of the cockpit and to the spring which is attached to the opposite aileron bell crank. Adjustments are accomplished with the turnbuckles located on each cable. The system is correctly adjusted when the rudder and ailerons simultaneously align in the neutral position. Ensure there is no contact between balance springs.

ELEVATORS Ref. Figure 7-7 & 7-8

Each elevator is attached to the rear spar of the horizontal stabilizer at two hinge points. The control stick is connected to the elevators through the use of a belcrank, idler, push tubes and elevator horn. The right and left elevators are attached to a common elevator horn and hinge.

ELEVATOR DOWN SPRING The elevator system has a down spring attached to the elevator bell crank via a cable from the top. The cable goes around a pulley to the spring which is attached back to bell crank support bracket. The cable and spring are connected with a turnbuckle for final adjustments. With the flaps up and the elevator in neutral, the pulley stand assembly is clamped to flap torque tube at 48° from center on fwd side. Rig the cable to obtain a spring length of 39". The dual cockpit elevator balance spring is connected to the lower portion of the forward elevator bell crank and to the left lower longeron at fuselage station 193.43. With flaps up and elevator neutral, adjust the turnbuckle so that the dual cockpit spring is 36 inches in length.

ELEVATOR REMOVAL A. Disconnect aft push tube from

elevator horns. B. Disconnect the trim tab push rods at

elevator trim-tab. C. Remove hardware attaching both of

the elevators horns together. D. Remove all hinge bolts from leading

edge of elevator. E. Remove the elevator from aircraft.

ELEVATOR INSTALLATION A. Position elevator on aircraft. B. Attach the elevator to the horizontal

stabilizer hinges. C. Bolt the two elevator horns together.


Effective: 01/01/08 7-13

D. Connect aft push tube to elevator horns.

E. Connect trim-tab push rods to elevator trim tabs.

ELEVATOR RIGGING A. The aft push tube will have to be

disconnected from elevator horns for adjustment.

B. Set the forward stop on the control stick so the stick is approximately seven inches from the hopper when in full forward position.

C. Set the elevator to its full down travel of 17 (±1) degrees and adjust the aft end of push tube at the elevator horn to match that position. Connect push tube to elevator horn.

*NOTE * Assure the inspection hole in the rod end is covered by the push tube threads. It may be necessary to let the control stick come back slightly to achieve coverage.

Rigging of the elevators will require that tail gear be checked for proper operation. See Section 6, Landing Gear.

D. Set the elevator at the full up travel of 27 (±1) degrees and adjust the aft stop on the control stick to match this position.

E. Tighten the lock nut against the rod end bearing at the elevator horn.

Figure 7-7: Elevator Control System

CAUTION


7-14 Effective: 01/01/08

Figure 7-8: Elevator Trim Control System

ELEVATOR TRIM TABS Controllable trim tabs, located on the inboard trailing edge of each elevator, are operated by an elevator trim tab control lever located on the left side of the cockpit. The elevator trim tabs also operate as anti-servo tabs, making excessive pitch changes less likely. Linkage between the elevator trim tab control lever and the elevators consists of push rods bell cranks and fairleads. The push rod leading from the trim tab control lever to the trim tab assembly runs along the left side of the fuselage

and is guided at intervals by four fairleads. The aft end of this push rod attaches to a bell crank. This bell crank has arms at each end permitting two short push rods to be routed back to bell cranks located on the inboard side of the horizontal stabilizer. A short push rod leads from these bell cranks to horns on the trim tabs. (See Figure 7-8)

ELEVATOR TRIM TAB REMOVAL A. Disconnect push rod from trim tab. B. Remove rivets attaching trim tab

hinge to elevator and remove trim tab.


Effective: 01/01/08 7-15

ELEVATOR TRIM TAB RIGGING A. Place the trim tab control lever in

cockpit in the neutral position. B. Adjust push rods to position both the

aft fuselage and stabilizer bell cranks in a center (neutral) position.

C. Place elevator in neutral position. Adjust the length of push rod, between the two bell crank assemblies.

D. Tighten all bolts. E. Loosen bolts attaching trim control

lever stop and adjust the stop to provide proper trim tab travel. The trim tab travel should be 8 (±1) degrees up and 22 (±1) degrees down.

*NOTE * When measuring trim tab travel, the elevator should be in the neutral position.

F. Measure free-play of the tab at the trim tab horn attaching point. The total maximum free play should not exceed 0.125-inch

EMPENNAGE Ref. Figure 7-9

The vertical stabilizer, rudder, horizontal stabilizer and elevators are constructed of Alclad aluminum. All stabilizers are connected to the fuselage structure by bolts. The horizontal stabilizer is supported by adjustable struts. Rudder and elevators are attached to the stabilizers by hinges containing sealed bearings.

EMPENNAGE REMOVAL A. Remove rudder and elevators from

stabilizers as outlined previously in this section of the manual.

B. Remove horizontal struts, being sure to mark left and right and top and bottom.

C. Remove the vertical stabilizer by removing the single forward bolt and the 8 bolts attaching it to the tail post.

D. Remove the horizontal stabilizer by removing the two forward and two aft bolts attaching it to the forward and aft fuselage attach brackets. Note the bushing locations and the number of washers added so that horizontal stabilizer need not be re-rigged when installed.

*NOTE * It is recommended that empennage attachment hardware be replaced with identical new hardware whenever it is removed.

The forked ends of the struts are torqued to align with horizontal stab. attachments. Movement of the fork will require re-torqueing as outlined in the horizontal stabilizer installation instructions below.

EMPENNAGE INSTALLATION Horizontal Stabilizer

Ref. Figures 7-9 & 7-10 A. Install horizontal stabilizer with AN6-

46A bolts on forward attach points with bushing (P/N 9040-018) (9/16” long) between horizontal stabilizer and forward fuselage attach fitting. Place bushing (P/N 9040-108) (1 ¼” long) between the aft stabilizer attach fitting and the aft fuselage attach fitting and install AN6-44A bolts. Torque bolts to 350-380 inch-pounds of torque. Check that the cord line of the horizontal stabilizer is -0.75º ± .25º (this means nose-down) relative to the leveling longeron used

CAUTION


7-16 Effective: 01/01/08

for weight and balance (under the cockpit). Use up to 3 ea. AN960-616 washers under either the fwd or aft bushings to achieve the required incidence angle.

B. Install left and right struts using AN5-6A bolts on lower attach (strut to fuselage) and AN6-12A bolts on upper attach (strut to horizontal stabilizer).

Figure 7-9: Empennage Exploded View

C. When installing a new strut or new

strut parts, accomplish as follows: 1. With new strut(s) adjust fork ends

as required to bring the strut as close as possible to lower fuselage attach without touching. The strut should be centered fore and aft with fork ends. The forks should be shimmed with a P/N 40024-3 spacer and P/N 21194 washers as required (different thicknesses are available) and at

least one P/N 21194-C copper crush washer. Then torque to 160 - 190 inch-pounds and align with attach points simultaneously. The lower strut/plates can now be trimmed to fit if needed and drilled with a .312 (5/16") drill bit and bolted into place using AN5-6A bolts. If only re-torque is required and torque cannot be achieved with old shims, the replacement of the copper crush washer only should be sufficient to regain


Effective: 01/01/08 7-17

correct torque (100-140 inch-pounds) and proper angle for alignment.

D. Install left and right elevator using P/N 40065-1 spacer, AN4-12A bolt and AN4-11A bolts in center and

outboard hinges. Connect elevator control arm and check travel 27° ±1° up and 17°±1° down.

E. Connect elevator trims tabs and check for proper travel.

Figure 7-10: Stabilizer Attachment to Fuselage

VERTICAL STABILIZER

A. Install forward attachment loosely with NAS6207-68 bolt. Using either no shims (normal) or, if a gap exist, use one or more of the following P/N 21209T001 (.125”) and/or P/N 21209T002 (.250”) shim(s) at upper attach and P/N 21208T001 (.125”) and/or P/N 21208T002 (250”) shim(s) at lower attach. Install hardware upper and lower and navigation light ground wire (lower attach); tighten all vertical fin

hardware per torque table (See Figure 2-7). Using a string pulled tight through upper rudder hinge and lower rudder hinge, check hinges for alignment fore, aft, left and right. It is permissible to add (1) P/N 40207T005 (.050”) or 40207T007 (.063”) shim between the center hinge bearing housing and vertical fin rear spar to achieve proper alignment.


7-18 Effective: 01/01/08

*NOTE * TAPERED shim(s) P/N 90220-001 (.125” to .080”) upper attach shim or P/N 90221-001 (.100” to .075”) lower attach shim may be required on top and/or lower attach to properly align hinges during the string alignment check.

B. Install the wire deflector cable allowing sufficient turnbuckle travel to permit tensioning of the deflector cable. Attach and tension cable to 35 ±3 Lbs.

C. Install the rudder using AN4-11A bolts; connect navigation light ground wire to rudder horn bolt, and connect navigation light power wire. Install rudder cables and check travel 22°±1º left and right from center.

WINGS WING REMOVAL

(See Figures 7-11 Through 7-14) A. Park the aircraft in a closed door

hangar and secure the aircraft for maintenance.

B. Disconnect the battery and external power sources.

C. Gain access to the wing splice area by removing the wing root fairings and the necessary aircraft side and belly panels. Disconnect the electrical, fuel, spray and flight control systems at points appropriate for wing removal. Remove the spray pump and bracket.

D. Support the weight of the wings at the jack points located approximately eight feet from the wing tips and under inboard wing ribs to prevent wing movement when the attach bolts are removed.

*NOTE * It is highly recommended that mobile wing stands be used for wing removal and installation. Contact Thrush Aircraft, Inc. Service Support for plans.

E. Remove the bolts holding the rear spar to the fuselage, one place on each wing. Remove the ¼ inch bolts securing the left and right wing, inboard and outboard attach angles to the spar webs, 12 places on each wing.

F. Back the locknuts off of the NAS bolts in the splice fittings far enough to conceal the end of the bolt threads. Spray the bolt shanks with WD-40 or an equivalent lubricant.

G. Remove the four each 5/16 inch bolts securing the two locking sleeves to the tube nuts (See Figure 7-12). Loosen the lower splice fitting tube nuts. As the nuts are loosened, the bolts will back out of the holes. Once the tube nuts are off of the lower bolts, loosen the upper tube nuts to back them out of the holes. If one of the bolts does not move, rethread the tube nut onto this bolt and place a spacer between the opposite end of the tube and the spar cap (or NAS bolt). Proceed, once again, to loosen the tube nut and back the bolt out of the hole. Remove tube nuts after obtaining sufficient clearance.

Observe extreme care to avoid damaging the spar cap and the surface finish of the holes through the spar cap.

CAUTION


Effective: 01/01/08 7-19

*NOTE * Adjusting the angle of the wings with the wing jacks may assist in wing bolt removal.

H. Place an aluminum block on the smallest nut and with a 4X rivet gun, drive the nut flush to the lower splice fitting. Proceed in a similar manner with the remainder of the bolts working from the smallest to the largest.

I. Remove all of the nuts and tube nuts from the lower NAS bolts. Place the aluminum block on the threaded end of the smallest bolt and with the 4X rivet gun, drive it flush with the lower splice fitting. Proceed in a similar manner with the remainder of the bolts working from the smallest to the largest.

J. Using a suitable phenolic or soft metal drift, drift out the NAS bolts from the lower splice fittings and lower spar cap with a 2X rivet gun working from smallest size bolt to largest size.

K. Pry the lower half splice fitting off the NAS bolts by tapping phenolic, hard plastic or aluminum wedges between the lower splice fitting and the lower spar cap. Remove the lower half of the lower splice fitting. In a similar manner, remover the upper half of the lower splice fitting.

L. Place the aluminum block on the threaded end of the smallest bolt in the upper splice fitting and with a 4X rivet gun, drive it flush with the spar cap. Proceed in a similar manner with the remainder of the bolts working from the smallest to the largest.

Under no circumstances should the bolts be turned while the threads are in the spar cap. This could damage the hole surface finish and result in a stress concentration.

M. Remove all of the nuts and tube nuts from the upper NAS bolts. Place the aluminum block on the threaded end of the smallest bolt and with the 4X rivet gun, drive it flush with the upper splice fitting. Proceed in a similar manner with the remainder of the bolts, working from the smallest to the largest.

N. Using a suitable phenolic or soft metal drift, drift out the NAS bolts from the upper splice fittings and upper spar cap with a 2X rivet gun working from smallest size bolt to largest size.

O. Pry the lower half splice fitting off the NAS bolts by tapping phenolic, hard plastic or aluminum wedges between the lower splice fitting and the upper spar cap. Remove the lower half of the upper splice fitting. In a similar manner, remover the upper half of the upper splice fitting.

P. Remove the bolts securing the center wing splice plate to the right wing. The splice plate will remain attached to the left wing.

Q. Slide the wings directly away from the fuselage lifting the wing roots sufficiently to clear the fuselage lower longerons.

R. Discard all used nuts, bolts and washers.

WARNING!


7-20 Effective: 01/01/08

WING INSTALLATION (See Figures 7-11 through 7-14)

To install the wings, proceed as follows using all new nuts, tube nuts, bolts and washers:

* NOTE * Coat all bolt shanks with Snap-On™ General Purpose Anti-seize lubricant, or equivalent, prior to installing. Be careful, however, not to get anti-seize on bolt threads, as this invalidates torque readings.

A. If the landing gear is not installed, support the fuselage at a convenient height using jacks at the landing gear attach points, left and right, and at the aft jack point.

B. On the left wing, install the outboard wing attach angle on the main spar web with NAS1104-16 bolts, ¼ inch AN960 and MS20002C washers and MS21042 nuts. Torque the nuts per Table 7-3, six places.

Figure 7-11: Wing Spar Inboard End and Splice Plates

On all NAS bolts described hereinafter, insure that at least two bolt threads are showing beyond the edge of the fiber locknut and that the nut has not bottomed-out on the bolt threads.

C. On the left wing, install the center splice plate if removed, to the spar web and install the 3/16” and ¼” bolts and c/s screws, AN960 and MS20002C washers and MS21042 nuts per Figure 7-12. Torque the nuts per Table 7-3, 152 places.

CAUTION


Effective: 01/01/08 7-21

D. Elevate the left wing and place it in position. Place a ½” aluminum or phenolic spacer between the fuselage longeron and the lower spar cap. Butt the wing attach angle squarely against the fuselage vertical wing attach tube assembly. Locate the rear spar fitting into the fuselage attach fitting and install the 7/8” bolt, AN960 washers and MS21044N nut. Bring nut up snug but not to final torque.

E. Support the wing at the wing jack point on the front spar, approximately 8 feet inboard of the wing tip, and under the inboard end rib.

F. Rest the inboard end of the main spar on the lower longeron with a ½ inch temporary spacer between.

G. Install the left wing inboard attach angle on the main spar web with ¼ inch NAS bolts, AN960 and MS20002C washers and MS21042 locknuts (See Figure 7-13). Torque the locknuts per Table 7-3, 6 places.

H. Align the bolt holes in the wing attach angles with the bushings in the fuselage vertical wing attach tube. Install one 5/16” AN bolt in the top hole and secure with an AN960 washer and AN365 locknut. Install locknut finger tight.

Figure 7-12: Wing Spar Splice

I. On the right wing, install the

outboard wing attach angle on the main spar web with ¼ inch NAS bolts, AN960, and MS2002C

washers, and MS21042 locknuts. Torque the nuts per Table 7-3, 6 places.


7-22 Effective: 01/01/08

J. Elevate the right wing and place in position with the 1/2 inch temporary spacer as was done with the left wing. Align the holes in the right wing spar web with the holes in the center splice plate. Install the 3/16” and ¼” bolts and fifteen each countersunk screws with heads forward and secure with AN960 and MS20002C washers and MS21042 locknuts. Bring the nuts up snug, but torque only those which will be inaccessible when the splice fittings are installed.

K. Install the right wing inboard attach angle on the main spar web with ¼ inch NAS bolts, AN960 and MS20002C washers and MS21042 locknuts. Torque the locknuts per Table 7-3, six places.

Be sure to orient the MS20002C washers such that each countersink is mated with the radius in the underside of the NAS bolt heads.

Figure 7-13: Attach Angle Mounting to Spar Web

CAUTION


Effective: 01/01/08 7-23

L. Lubricate the 12 NAS wing splice attach bolts and the holes in the splice fittings, (top and bottom halves) with anti-seize. Position the upper plate part number 20242-2 on top of the top splice fitting and insert the two large NAS bolts with MS20002C countersunk washers. Be sure to mate the countersunk portion of the washer with the head of the bolt. Insert the remaining 10 NAS bolts in their respective holes and position all 12 bolts flush with the bottom of the fitting.

Use extreme care to avoid damaging the spar cap and the surface finish of the holes through the spar cap.

M. Apply anti-seize to the matching holes in the upper spar cap and place the top splice fitting into position. Move the wings as required and press the bolts through the holes in the upper spar cap.

N. Place the splice fitting (bottom-half) into position and press it upward over the bolts. When bolt threads are fully exposed, clean threads thoroughly with acetone or other non-petroleum solvent and dry. Install MS20002 (no countersink) washers (12 places) and bring the tube nuts (two places) and the MS21044N nuts (10 places) up snug but not to full torque.

O. Correctly position the lower plate, part number 22514-1, on bottom of lower splice fitting (bottom) and insert two ¾” NAS bolts with MS20002C countersunk washers with chamfer towards the bolts hexagonal head. Place upper splice fitting on top of lower spar cap. Use anti-seize the same as for the upper splice blocks, but be sure to clean threads before installing nuts. Push

large bolts through upper splice fitting and lower spar cap until flush with lower surface of cap. Install and snug tube nuts but do not torque. Install the remaining NAS bolts in the lower splice fittings starting with the largest bolts working to the outboard

P. Align the holes in the wing attach angles (left and right wings) with the holes in the fuselage vertical wing attach tubes and install the remaining seven 5/16 inch AN bolts with AN960 washers and MS21044N nuts. Bring the locknuts up snug but not to full torque.

Q. Torque all locknuts on the NAS ¼ inch bolts through the spar web and splice plates per Table 7-3, 39 places.

R. Torque the tube nuts and the MS21044N locknuts on the NAS bolts through the upper and lower splice fittings per table 7-3, four places and 20 places, respectively.

S. The upper and lower tube nuts are joined together by locking sleeves. Install sleeves with four each. 5/16 NAS bolts, MS20002C5 chamfered washers, under the head, AN-960-516 washers, and MS21044N5 locknuts. Torque locknuts per table 7-3.

T. Remove the ½” temporary spacers from between the wing spars and the longerons, two places.

U. Torque the locknuts on the AN5 bolts through the left and right wing attach angles and the fuselage vertical tubes per Table 7-3, eight places.

V. Torque the locknuts on the AN7 bolts through the left and right wing rear spar attach fittings per Table 7-3, two places.

W. Release the wing jacks and check the wing dihedral for 3 ½ degrees.

X. Install the spray pump and bracket and torque all nuts and bolts.

CAUTION


7-24 Effective: 01/01/08

Y. Complete the wing installation by making the necessary connections in the electrical, fuel, pitot, and flight control systems.

Z. Reconnect the batteries.

Figure 7-14: Attach Angle Mounting to Fuselage Frame

WING INSTALLATION WHEN THE WING ATTACH ANGLES ARE

REPLACED. (See Figures 7-13 & 7-14)

A. With the wings supported on wing jacks, position the wing roots in the

fuselage and place a ½ inch temporary spacer (aluminum or phenolic) between the lower longeron and the main spar cap of each wing. (This will properly set the wings angle of incidence.)


Effective: 01/01/08 7-25

B. Install the spar web splice plate and the upper and lower main spar cap splice fittings in accordance with the normal installation procedure described previously. Torque all nuts to specification per Table 7-3.

C. Install the wing attach bolts at the left and right rear spars and torque to specification.

D. On the 20243-3 wing attach angles (outboard only), draw a heavy black line from top to bottom so as to bisect the forward face of the flange when it is positioned on the aircraft.

E. Position these outboard angles so that they mate flush with the bushings through the vertical fuselage tube, flush with the spar web and contact the top of the lower spar cap. Now raise the angle so that there is approximately a 3/16 inch clearance between the angle and the spar cap. Clamp the angle to the vertical fuselage member.

F. Sight through the outboard vertical row of ¼” bolt holes in the main spar web and position the wings so that black lines drawn in step “D” are visible and that they appear symmetrical between left and right wings. This centers the wings with respect to the fuselage. Repeat step “E” if the 3/16 inch clearance has changed.

G. Transfer the location of each of the holes through the bushings in the vertical fuselage member to the attach angle by sliding a 5/16 inch drill bit (preferably one that has a pilot tip), through each of the four holes in succession. Twist the drill just enough to make a mark on the angle. Do not drill these holes yet because edge distance must be checked.

H. Remove the angle and check to confirm that the mark for the bottom hole is at least 5/8 (2X hole diameter) inch away from the lower

edge of the angle. If it is not, file the bottom edge of the other leg of the angle (which comes into contact with the lower spar cap) in such a manner as to allow the angle to be lowered and yet provide clearance from the lower spar cap. Repeat the hole transfer procedure and recheck for edge distance if adjustments had to be made..

I. When the wings are properly located and edge distance is adequate, mark the four fuselage bushing locations on the outboard angles by using a transfer punch through the bushings.

J. Remove the outboard attach angles and drill the 5/16” holes in the punched locations.

K. Place the inboard attach angles back to back against the outboard angles. Align and clamp the two angles and transfer drill the 5/16 inch holes through the inboard angles using the holes in the outboard attach angles as a drill guide..

L. Temporarily install the four wing attach angles to the fuselage down tubes and torque the 5/16 inch nuts and bolts to specification.

M. Again sight through the ¼ inch bolt holes through the main spar web and confirm that the black lines appear symmetrical between the left and right wings.

N. Transfer the location of the ¼ inch holes to the four wing attach angles, using the main spar web as an index. A few holes may be drilled and bolts installed to keep the spar web flush with the forward face of the angles for transfer accuracy. Use caution not to enlarge the holes through the spar web.

O. Mark and remove the four attach angles and drill and ream the ¼ inch holes at the marked locations with a drill press or milling machine (.250”/.254”). Deburr all holes.


7-26 Effective: 01/01/08

P. Reattach the wing attach angles to the wing spar and fuselage and torque all nuts and bolts to the specification called out in Table 7-3.

Q. Remove the ½ inch temporary spacers between the lower longeron and the lower spar cap.

R. Release the wing supports and check the wing dihedral for 3 ½ degrees.

S. Complete the wing installation by making the necessary connections in the electrical, fuel, pitot, and flight control systems.

Table 7-1: CONTROL SYSTEM TROUBLESHOOTING CHART

AILERON SYSTEM

PROBLEM CAUSE REMEDY

Control stick bearings dry or worn.

Check control stick bearings for lubrication, excessive wear and cleanliness.

Torque tube bearings dry or worn.

Check bearing for lubrication, excessive wear and cleanliness.

Resistance to control stick movement.

Bent aileron. Repair or replace aileron.

Aileron push rods and tubes out of rig.

Rig in accordance with aileron rigging procedures. Incorrect aileron

travel. Aileron bell crank stops incorrectly

Rig in accordance with aileron rigging procedures.

Incorrect rigging of push rods and tubes.


Correct aileron travel cannot be obtained by adjusting belcrank stops.

Incorrect rigging of belcranks.


FLAP SYSTEM

Circuit breaker out. Reset circuit breaker.

Defective flap switch. Replace flap switch.

Defective flap motor. Replace flap motor.

Defective electrical circuit. Replace defective wires.

Stripped or broken jackscrew on flap motor.

Replace jackscrew assembly.

Flaps do not extend (down) or retract (up).

Defective micro-switch. Replace micro-switch.

Flaps fail to retract (up) completely.

Incorrect rigging of push rods.

Rig in accordance with rigging procedures.


Effective: 01/01/08 7-27

Table 7-1: Control System Trouble Shooting Chart (Continued)

FLAP SYSTEM (Continued)


Flaps fail to extend (down) completely.

Incorrect rigging of push rods.


Flaps not synchronized or fail to fit evenly when retracted (up).

Incorrect adjustment of push rods.

Adjust in accordance with rigging procedures.

Bent push rods. Straighten or replace. Flaps not synched or fail to fit evenly when retracted (up). (Continued) Bent flap. Repair or replace flap.

Broken arm on torque tube or broken push rod.

Replace broken parts. Flaps on one side fail to operate.

Disconnected push rod. Connect push rod and recheck rigging procedures.

RUDDER SYSTEM

Cables loose. Adjust in accordance with rigging procedures.

Lost motion between rudder pedals and rudder. Broken pulley. Replace pulley.

Lost motion between rudder pedals and rudder.

Bolts attaching rudder horn to rudder loose. Tighten bolts.

Cables too tight. Adjust cables in accordance with rigging procedures.

Pulleys binding or rubbing.

Provide proper clearance if pulleys are rubbing pulley brackets or cable guards.

Rudder binding caused by bent rudder horn. Replace rudder horn.

Rudder pedal needs lubrication. Lubricate as required.

Cables not in place on pulleys. Install cables correctly.

Excessive resistance to rudder pedal movement.

Bent rudder. Repair or replace rudder.


7-28 Effective: 01/01/08

Table 7-1: Control System Trouble Shooting Chart (Continued)

RUDDER SYSTEM (Continued)


Rudder pedals not neutral when rudder is streamlined.

Rudder cables incorrectly rigged.


Incorrect rudder travel.

Rudder horn stops incorrectly adjusted.

Adjust in accordance with rudder rigging procedures.

ELEVATOR SYSTEM

Pulley binding or rubbing.

Provide proper clearance if rubbing pulley bracket or guard.

Binding control stick bearings.

Lubricate bearings. Repair or replace elevator horns.

Resistance to control stick movement.

Elevator hinges need lubrication.

Lubricate hinges as required to give free movement.

Incorrect elevator travel.

Elevator belcrank, idler, and push tubes incorrectly adjusted.


Correct elevator travel cannot be obtained by adjusting belcrank, idler and push tubes.

Control stick stops incorrectly rigged.

Adjust control stick stops in accordance with rigging procedures.

ELEVATOR TRIM SYSTEM

Push rods binding. Check push rods at fairings for free movement. Trim control lever

moves with excessive resistance. Trim tab hinge binding. Lubricate hinge. If necessary

replace hinge.

Incorrect trim tab travel.

Incorrect adjustment of push rods.



Effective: 01/01/08 7-29

FLIGHT CONTROL STATIC BALANCE LIMITS After repaint or repair of balanced control surfaces, they must be checked for proper balance using the limits found in Table 7-2, below. Stripping of paint and repainting may be necessary if control fails to be within limits.

Failure to stay within control surfaces static balance limits could lead to control surface flutter, which could lead to loss of aircraft, life, and/or property.

TABLE 7-2: Static Balance Limits “LOW SPEED” RUDDER ASSY P/N 40226-100: POUND-INCHS OF IMBALANCE

FROM HINGE LINE, TRAILING EDGE HEAVY. Note: Arm depends on where scale is placed. Be sure to measure.

INCH POUNDS CONDITION MINIMUM MAXIMUMMANUFACTURING 45 100 FIELD REPAIR 45 110

For example, 29” x 3.45# = 100 #” (55.2 oz/16 = 3.45#)

“LOW SPEED” ELEVATOR ASSY P/N 40058-505 “L/H” or -506 “R/H”: POUND-INCHS OF IMBALANCE FROM HINGE LINE, TRAILING EDGE HEAVY.

POUND - INCHES CONDITION MINIMUM MAXIMUMMANUFACTURING 40 53 FIELD REPAIR 40 57

For example, 16” x 3.31# = 53 #” (53 oz/16 = 3.31#)

“LOW SPEED” AILERON ASSY P/N 52081-61 (left and right interchangeable): POUND-INCHS OF IMBALANCE FROM HINGE LINE, TRAILING EDGE HEAVY

POUND - INCHES CONDITION MINIMUM MAXIMUM MANUFACTURING none 41.4 FIELD REPAIR none 45.0

For example, 21.1” x 1.96# = 41.4 #” (31.4 oz/16 = 1.96#)

WARNING!


7-30 Effective: 01/01/08

Table 7-3: Wing Splice Fittings Torque Chart

BOLT SIZE NUT TORQUE

3/16 – 32 25 – 30 in. – lbs.

1/4 – 28 80 – 100 in. – lbs.

5/16 – 24 120 – 145 in. – lbs.

3/8 – 24 200 – 250 in. – lbs.

7/16 – 20 520 – 630 in. – lbs.

1/2 – 20 770 – 950 in. – lbs.

5/8 – 18 1,250 – 1,550 in. – lbs.

3/4 – 16 2,650 – 3,200 in. – lbs.

1 – 12 4,500 – 5,500 in. – lbs.

*NOTE*

Torque Table is for NAS Fasteners Through Wing Center Splice Blocks, Splice Plates, and Wing Attach Angles ONLY. These values are for clean, dry threads


Effective: 01/01/08 8-1

SECTION 8

INSTRUMENTS TABLE OF CONTENTS

GENERAL DESCRIPTION ........................................................................................ 2 INSTRUMENT SYSTEM MAINTENANCE................................................................. 2 FLIGHT INSTRUMENTS ........................................................................................... 2

PITOT-STATIC SYSTEM ..................................................................................... 2 Maintenance.................................................................................................... 3 Inspection and Leakage Test .......................................................................... 3 Figure 8-1: Pitot-Static System....................................................................... 4

ALTIMETER ......................................................................................................... 5 AIRSPEED INDICATOR....................................................................................... 5 MAGNETIC COMPASS........................................................................................ 5

Figure 8-2: Center Instrument Panel .............................................................. 6 Magnetic Compass Compensation....................................................................... 6 turn coordinator .................................................................................................... 6

POWER PLANT INSTRUMENTS.............................................................................. 7 OIL TEMPERATURE SYSTEM............................................................................ 7 OIL PRESSURE SYSTEM ................................................................................... 7 FUEL PRESSURE SYSTEM. ............................................................................... 8 MANIFOLD PRESSURE SYSTEM....................................................................... 8 TACHOMETER SYSTEM..................................................................................... 8

Figure 8-3: Left Instrument Panel................................................................... 9 MISCELLANEOUS INSTRUMENTS.......................................................................... 9

FUEL QUANTITY INDICATOR............................................................................. 9 VOLTMETER........................................................................................................ 9 AMMETER.......................................................................................................... 10 HOPPER QUANTITY (Optional equip.) .............................................................. 10

Figure 8-4: Right Instrument Panel .............................................................. 10 Calibration of Hopper Quantity Gauge .......................................................... 11

INSTRUMENT TROUBLESHOOTING .................................................................... 11 Table 8-1: INSTRUMENT TROUBLESHOOTING CHART ........................... 12

AIRSPEED INDICATOR..................................................................................... 12 ALTIMETER ....................................................................................................... 12 MAGNETIC COMPASS...................................................................................... 13 ENGINE OIL PRESSURE GAUGE .................................................................... 13 ENGINE FUEL PRESSURE GAUGE ................................................................. 14 TACHOMETER .................................................................................................. 14 FUEL QUANTITY INDICATOR........................................................................... 15 ENGINE OIL TEMPERATURE GAUGE ............................................................. 15

Table 8-2: Hopper Level Sensor Calibration Chart........................................ 16 Table 8-3: R1340 Engine Instrument Markings ............................................. 17


8-2 Effective: 01/01/08

INSTRUMENTS

GENERAL DESCRIPTION The standard instruments are located on three panels in the cockpit. An upper panel, a left lower panel, and a right lower panel. The left lower panel contains an oil temperature gauge, oil pressure gauge, fuel pressure gauge, hour meter, airframe related electrical switches and the fuel quantity gauge. A clock is optional. The right lower panel contains the voltmeter, ammeter, and circuit breakers. The upper instrument panel contains the manifold pressure gauge, tachometer, air speed indicator, altimeter, “wet” compass, stall warning light and turn coordinator. If the airplane is certified for night flight, all instruments are lighted with a post light or internally lighted and controlled with rheostats located on the left lower panel. Optional instruments and gauges are available upon request. A few of the optional instruments are hopper quantity, Micronair™ chemical flow meter, Crophawk™ chemical flow meter, encoding altimeter, artificial horizon, electric turn and bank, vertical speed, and directional gyro.

INSTRUMENT SYSTEM MAINTENANCE

Unless otherwise specified, field maintenance of instrument systems is limited to removal and replacement of defective instruments and transmitters; authorized in-service adjustment of transmitters and instruments; and repair of instrument systems between the instrument and signal source (transducer). Reliability of the various instruments and related systems can be sustained by routine inspection of electrical wiring for chafing and electrical connections for security. All fluid

pressure, pitot pressure, and static line connections must be tight at all times and lines must be correctly routed and secured. Electrical wiring must be free from chafing, properly connected and secured. Instrument ports and lines disconnected during system maintenance must be capped or plugged immediately to prevent the entrance of foreign material and consequent instrument malfunction. Maintenance procedures pertaining to a specific instrument or system are contained in subsequent sections. As a general rule, it is recommended that the instrument signal source and means of transmission to the instrument be inspected and functionally checked before changing an instrument. If a new instrument or a transducer is available, it may be expedient to utilize them in the system to determine if the malfunction is in the instrument, signal source or interconnecting line.

FLIGHT INSTRUMENTS Ref. Figure 8-1, 8-2 & 8-3

Flight instruments consist of the magnetic compass, airspeed indicator, altimeter and turn coordinator. The pitot-static system provides pitot (dynamic) and static (atmospheric) air pressure to the airspeed indicator and static air pressure to the altimeter.

PITOT-STATIC SYSTEM The pitot head is installed on the right wing lower surface outboard of the tie-down ring and provides pitot pressure. A heated pitot head is available as an option. The pitot pressure line is routed to the forward side of the wing main spar and then inboard through the root rib. It is then routed up to the fuel vent line, across to the left side of the fuselage, and then aft to the cockpit. The static pressure ports are located on both sides of the aft fuselage and are


Effective: 01/01/08 8-3

connected through a tee to a single tube that runs forward along the left side of the fuselage to the cockpit.

A. Ensure the static system is free from entrapped moisture and restrictions.

B. Ensure that no alterations or deformations to the static lines have occurred. Maintenance

C. Attach a source of vacuum to one of the static port openings and seal the opposite one with tape.

Flight instruments utilizing pitot-static pressure are highly sensitive to pressure variations. Therefore, all tubing and line connections must be absolutely airtight to prevent erratic indications. A moisture trap for the pitot system is installed below where the pitot line comes out of the wing root. A moisture trap for the static system is in the aft fuselage on the left side in the vicinity of the static ports. Moisture traps should be inspected and moisture drained periodically and whenever flight instruments operate erratically. If, after draining, any of the pitot-static instruments are still inoperative or operate erratically, clear the pitot and static lines of any remaining restrictions with dry, low-pressure compressed air. Disconnect the pitot and static lines from the altimeter and airspeed indicator and cap the static line at the altimeter. Applying two to four psi air pressure to the pitot and static lines may purge them. If not, the entire line will have to be inspected to find the blockage. Always cap instrument inlets when lines are removed.

D. Adjust the altimeter to sea level or an even thousand foot reading. Slowly apply suction until altimeter indicates a 1000-foot increase in altitude.

When applying or releasing vacuum, do so slowly so as not to exceed the range of the airspeed indicator or vertical speed indicator.

CAUTION

E. Cut off the vacuum source by closing a valve in the vacuum line between the source and the static port. Maintain this closed system for one minute. Leakage shall not exceed a 100 foot loss of altitude as indicated on altimeter.

F. If leakage rate is within tolerance, slowly release vacuum source.

* NOTE * If leakage rate exceeds the maximum allowable, first tighten all connections then repeat the leakage test. If leakage rate still exceeds the maximum allowable, use the following procedure:

CAUTION

Do not introduce pressurized air into the pitot or static lines if they are attached to the flight instruments.

1. Disconnect static pressure line from the airspeed indicator to altimeter. If a vertical speed indicator is installed, remove the static hose from it and cap it. Cap tee at airspeed indicator so that the altimeter is the only instrument still connected to the static pressure system.

Inspection and Leakage Test

The following procedure outlines inspection and testing of the static pressure system after it has been opened up. The altimeter calibration must not be out-of-date.


8-4 Effective: 01/01/08

Figure 8-1: Pitot-Static System


Effective: 01/01/08 8-5

2. Repeat the leakage test to check whether the static pressure system or the altimeter is the cause of leakage. If the altimeter is at fault, it must be repaired by an appropriately rated repair station or replaced.

3. If the leakage test is passed with the altimeter in the system, repeat it with the airspeed indicator hooked to the static system and the static line to the altimeter capped. If the leakage test is passed again and a vertical speed indicator is installed, repeat the leakage test with only the vertical speed indicator in the system.

4. If any instrument is repaired or replaced, repeat the leakage test to ensure the problem is solved.

5. If none of the instruments is at fault, remove the static line from them and cap the static lines and instrument inlet ports. attach a source of positive pressure to a static port opening and close off the other with tape.

Do not apply positive pressure with the airspeed indicator, altimeter or vertical speed indicator connected to the static system.

6. Slowly apply 2 to 3 psi of positive pressure to the static system while checking for leaks. Coat line connections, caps and static ports opening with a solution of mild soap and water, watching for bubbles to locate leaks.

7. Tighten leaking connections. Repair or replace any parts found defective.

8. Reconnect the flight instruments to the static pressure system and

repeat leakage test per steps C. through F.

ALTIMETER The altimeter is equipped with three concentrically arranged pointers with a range of 0 to 20,000 feet. One revolution of the long hand indicates a thousand foot altitude change in 20-foot increments. One revolution of the shortest hand indicates an altitude change of ten thousand feet, while the triangular “bug” indicates 100,000 feet with one revolution, but is limited to 20,000 feet. Moveable barometric scales, visible through small windows on either side of the main dial, indicate the barometric pressure in inches of Hg and millibars. An adjusting knob provides a means of adjusting the barometric scale to known sea level barometric pressure at the airplane’s location. Barometric pressure is sensed through the instrument static system.

AIRSPEED INDICATOR The airspeed indicator registers airspeed in miles-per-hour and/or knots. The indicator is operated by the pressure differential between dynamic air pressure from the pitot tube and local barometric pressure sensed through the static system.

CAUTION

MAGNETIC COMPASS The magnetic compass is a semi-floating cylinder encased in a liquid filled case with expansion provisions to compensate for temperature changes. The compass is mounted on the center instrument panel and it is equipped with compensating magnets that are adjustable from the front of the case. Covers on the face of the compass allow access for adjusting the compensating magnets. The compass should be swung and compensated at regular intervals and at any time equipment installations are made that could cause compass errors.


8-6 Effective: 01/01/08

Figure 8-2: Center Instrument Panel

Magnetic Compass Compensation Locate the aircraft in area suitable for the method of magnetic compass compensation to be used. Close doors and place flaps in a retracted position. Set the throttle at cruise position with engine operating. Place all electrical switches, alternator, radio and other equipment in a mode normally used in flight and proceed with the following: A. Set adjustment screws of

compensating magnets to zero. Zero position is when the dot on the screw is lined up with the dot on the compass frame.

B. Position aircraft in a magnetically north direction. Use an approved Compass Rose if at all possible. Adjust north-south adjustment screw until compass reads exactly north.

C. Position aircraft in a magnetically east direction. Adjust east-west adjustment screw until compass reads exactly east.

D. Position aircraft in a magnetically south direction. Notice the resulting south error. Adjust north-south

adjustment screw so that one-half of the error has been removed.

E. Position aircraft in a magnetically west direction. Notice the resulting west error. Adjust east-west adjustment screw so that one-half of the error has been removed.

F. Recheck the magnetically north and east directions to confirm that the error is the same as for south and west.

G. Position aircraft in successive magnetically 30-degree directions and record all errors on the deviation card furnished with the compass.

TURN COORDINATOR The turn coordinator, installed in the center of the upper instrument panel, is a curved, fluid-filled tube containing a ball. The gravitational and centrifugal forces position the ball within the tube to indicate a coordinated turn. A correctly coordinated turn is indicated by a centered ball, no matter what the bank angle. An off center ball indicates that additional rudder is needed on the side the ball is off to.


Effective: 01/01/08 8-7

POWER PLANT INSTRUMENTS Ref. Figures 8-2 & 8-3 and Table 8-3

This group consists of the oil temperature, oil pressure, fuel pressure, fuel quantity and manifold pressure gauges, as well as the engine tachometer. See Table 8-3 for instrument markings. See Section 5 for more thorough description of fuel quantity system.

OIL TEMPERATURE SYSTEM The oil temperature indicating system is electrically operated by the aircraft electrical system and therefore only works when the master switch is on. The oil temperature transducer is installed in the “Y” adapter on the firewall, in the oil stream returning to the engine from the oil tank. The transducer varies voltage to the indicator in proportion to the oil temperature, and the indicator needle movement is proportional to the voltage. Oil temperature is an indicator of the condition of the oil cooling system and the internal health of the engine. If the oil cooling system is operating properly, a high oil temperature could indicate such engine problems as broken piston rings or bearing failure. The excessive friction of the failed bearing makes the engine work harder, while broken or improperly seated rings allow blow-by of hot gasses into the crankcase, heating the oil. Oil turning black shortly after an oil change also indicates piston ring blow-by. Before assuming high oil temperature is an indication of engine problems, always make sure the oil cooling system is working properly.

OIL PRESSURE SYSTEM The oil pressure indicator works on the Bourdon Tube principle whereby a semi-circular hollow tube unbends in

proportion to internal pressure. This unbending motion drives the pressure indicator needle. The oil pressure system thus needs no electricity, but must be connected to a pressure source; in this case oil piped from the oil pressure gallery on the left side of the engine crankcase. This port is downstream of the engine driven oil pump. To operate properly, the oil line between the engine and instrument must be free of air. Oil pressure is an indicator of how well oil is being supplied to the internal components of the engine. The desirable pressure is a range because the pressure is influenced by oil viscosity, which is in turn influenced by oil type and the temperature it is operating at. Oil pressure higher than this range is not a “more is better” situation, as it may be caused by blockages in the oil distribution system. Normally, however, high oil pressure is experienced right after start-up on a cold day, when the oil is still thick. It is important to allow the oil to warm up to the operating range before demanding power from the engine. Always use the grade and type of oil recommended by the engine manufacturer, based on engine usage and weather conditions. Low oil pressure is bad news anytime, as it indicates that the engine is not getting enough lubrication. Oil viscosity decreases as oil temperature increases, so a faulty oil cooling system or internal engine problems causing high oil temperature may be at fault. Low oil pressure when oil temperature is normal or low could indicate a bad oil pump, the wrong grade of oil, or an extremely worn engine.


8-8 Effective: 01/01/08

FUEL PRESSURE SYSTEM. The fuel pressure gauge, like the oil pressure gauge, operates off of the Bourdon Tube principle, so that the system does not require any electricity. Instead, fuel is piped to the gauge from the left side of the carburetor float bowl, which is downstream of the engine driven fuel pump. Low fuel pressure in the carburetor could lead to engine fuel starvation and subsequent unplanned shut-down. Low fuel pressure can be caused by a bad engine driven fuel pump, a clogged filter screen somewhere in the fuel supply system, or empty fuel tanks. If the fuel tanks are not empty, then turning on the auxiliary fuel pump could keep the engine running long enough to make a precautionary landing. It is not a good practice to leave the aux fuel pump running continuously, however.

MANIFOLD PRESSURE SYSTEM The manifold pressure gauge indicates the pressure of the fuel/air mixture in the intake manifold, downstream of the supercharger. This indicator uses a bellows type mechanism, however, as they respond better to gas pressure better than a Bourdon Tube does. The manifold pressure system nonetheless does not need electrical power to operate. The manifold pressure gauge is connected to the engine intake manifold by tubing and hoses, and because of the compressibility of the intake gases the indication lags behind engine pressure by a fraction of a second. More than a second’s lag indicates a problem with the indicating system. If the manifold pressure system is working normally, it is an indicator of the power output of the engine. The old

caution of increasing engine RPM prior to increasing manifold pressure is still a good practice, as high power applied to a high pitch propeller increases the strain on the engine without necessarily giving the thrust desired. A decrease in manifold pressure during normal engine operation should first suggest carburetor icing, and prompt the pilot to apply carburetor heat. Power will return to normal shortly if icing was the cause. If power does not return to normal, the air filtration system may be clogged, or the engine may have a mechanical problem. Note that when the engine is not running, the manifold pressure gauge indicates field barometric pressure.

TACHOMETER SYSTEM The tachometer system is electronic, and therefore functions only when supplied with electrical power by the airplane. The system has a signal generator mounted on the engine’s tachometer drive which supplies digital information to the indicator. The tachometer indicator interprets this digital information and displays it with a needle and scale. The indicator has an integral hour meter built in, so that engine time is accumulating any time the engine is running. The tachometer indicates the RPM the engine is turning the propeller at, which must be kept within a specified range. An over-speed condition would generally indicate a prop governor or prop blade mechanism failure. An inability to produce desired RPM when the engine is putting out adequate power would indicate a propeller pitch mechanism problem.


Effective: 01/01/08 8-9

Figure 8-3: Left Instrument Panel

MISCELLANEOUS INSTRUMENTS

Ref. Figures 8-3 & 8-4

FUEL QUANTITY INDICATOR A fuel quantity indicator registers the amount of fuel in either the left or right tank, up to a maximum of 59 U.S. gallons. Fuel from 59 to 66.5 U.S. gallons is un-gaugeable. The indicator is basically a mili-voltmeter that receives input signals from the fuel quantity sensor (liquid level sensors). The liquid level sensors are float operated variable resistance transducers, one installed in each tank. The face of the fuel quantity indicator is marked in increments from empty to 59 gallons. The full tank position of the transducer float produces a minimum resistance through the transducer, permitting maximum current flow through the fuel quantity indicator

and maximum pointer deflection. As the fuel level of the tank is lowered, the float repositions a contactor along a resistance coil inside the transducer, increasing resistance and thus reducing current flow through the fuel quantity indicator. Fuel quantity indicator needle deflection is proportional to current flow through. The fuel quantity indicating system is calibrated prior to leaving the factory, but should be re-calibrated if there are any indications of inaccurate fuel level readings. Calibration can be done as outlined in Section 5.

VOLTMETER A voltmeter displays electrical system voltage when the master switch is on and allows the pilot to monitor bus bar voltage. Normal voltmeter readings must be within the green arc (24.0 to 30.5 volts). Insufficient voltage or overcharging is indicated by a lower red


8-10 Effective: 01/01/08

arc (minimum) 16.0 to 22.5 volts, and an upper red arc (maximum) 30.5 to 36.0 volts respectively. Continuous operation over 30.5 volts is detrimental to the life of the battery and could cause loss of electrical power. A yellow arc from 22.5 to 24.0 volts indicates a caution range.

AMMETER The ammeter displays current flow, in amperes, from the aircraft alternator to the battery, or from the battery to the electrical system. With the engine operating, the ammeter should indicate the on charge (+) side unless there is an aircraft alternator malfunction. A discharge (-) indication will show if the alternator is not working or if the electrical load demand exceeds the

aircraft alternator output. Continuous operation on the discharge side will be detrimental to battery life and may cause loss of electrical power.

HOPPER QUANTITY (Optional Equip.) The hopper quantity consists of three parts -- the level sensing element in hopper, FA-A control box normally located on left side of cockpit, and quantity gauge located in instrument panel. The gauge is adjustable between 0 gallons to 360 gallons and incorporates two lights, one amber light for low quantity, and one red right for hopper empty. The system can be calibrated per the following instructions.

Figure 8-4: Right Instrument Panel


Effective: 01/01/08 8-11

*NOTE* A scale is provided to show the relationship of the remote gauge, % scale on analog control unit type FA-A, and number of inches the bottom of the floating ball is away from the top of the lower stop collar. The column labeled ground shows how many gallons are in the hopper with the aircraft in the ground attitude in relationship to the remote gauge reading.

Calibration of Hopper Quantity Gauge

A. The remote hopper level gauge markings are an indication of hopper load in level flight.

B. A screw type adjuster located on the face of the gauge at the six o’clock position adjusts the remote gauge 0 mark. Adjustment of the screw CW or CCW will move pointer left or right.

C. With floating ball against lower stop collar, adjust screw adjuster until pointer is aligned with 0 marks on gauge.

D. The 360-gallon mark is adjusted by turning a screw head located on a 20K ohm potentiometer on a circuit board attached to rear of gauge.

E. With floating ball against the top stop of the sending unit; adjust the potentiometer until pointer is aligned with 360 marks on gauge.

*NOTE*

Unit must be on to adjust 360 side of gauge.

*NOTE*

The small % scale on analog control unit Type FA-A will move in direct relationship with the remote gauge.

F. Once steps C and E are completed, the unit is in calibration.

*NOTE* Hopper loads above 360 gallons are un-gaugeable.

Also provided with the system are two hopper-level warning lights: one amber and one red. They both have a push-to-test feature and a dimming capability. The lights are adjusted to come on at any position (hopper level) that you may desire by potentiometers located under pop-off caps on the face of the analog control unit Type FA-A. The amber light is adjusted to come on by adjusting Pot 1 labeled set point 1, and the red light is adjusted to come on by adjusting Pot 2 labeled set point 2. The amber and red lights can be set at any position you may desire. Thrush Aircraft Inc recommends setting the amber light to come on at 25 gallons, or 8 3/8" from top of lower stop collar to bottom of floating ball, and the red light to come on at 6 1/2 gallons, or 2 1/2" from top of lower stop collar to bottom of floating ball.

INSTRUMENT TROUBLESHOOTING

Table 8-1, starting on the next page, gives helpful information to track down the cause of instrument problems.


8-12 Effective: 01/01/08

Table 8-1: INSTRUMENT TROUBLESHOOTING CHART

AIRSPEED INDICATOR


Pitot pressure connection not properly connected to pressure line from pitot tube.

Test line and connection for leaks. Repair or replace damaged line, tighten connections. Hand fails to

respond Pitot or static lines clogged.

Check line for obstructions. Blow out lines.

Leak in pitot or static line.

Test lines and connections for leaks. Repair or replace damaged lines, tighten connections.

Defective mechanism. Substitute known-good instrument and check reading. Replace instrument.

Incorrect indication or hand oscillates.

Leaking diaphragm. Substitute known-good instrument and check reading. Replace instrument.

Excessive vibration. Check instrument mounting screws. Tighten mounting screws.

Hand Vibrates. Excessive tubing vibration.

Check clamps and lines connections for security. Tighten clamps and connections.

ALTIMETER

Static line plugged. Check line for obstructions. Check static source. Blow out lines. Clean static source. Instrument fails

to operate. Defective mechanism. Substitute known-good altimeter and

check reading. Replace instrument.

Barometric pressure not carefully set.

Reset hands to local barometric pressure.

Leaking diaphragm Substitute known-good altimeter and check reading. Replace instrument.

Incorrect indication.

Pointers out of calibration.

Compare reading with known-good altimeter. Replace instrument.


Effective: 01/01/08 8-13

INSTRUMENT TROUBLE SHOOTING CHART, Table 8-1, Page 2

ALTIMETER (Continued)


Static pressure irregular.

Check lines for obstructions or leaks. Check static source. Blow out lines, tighten connections. Clean static source. Hands oscillate.

Leak in airspeed or vertical speed indicator installations.

Check other instruments and system plumbing for leaks and obstructions. Blow out lines, tighten connections.

MAGNETIC COMPASS

Compass not properly compensated Swing compass and compensate.

Excessive card error External magnetic

interference Locate and eliminate interference.

Insufficient liquid Replace compass. Excessive card oscillation Excessive vibration of

compass Remove cause of vibration.

Card element not level, sluggish

Compass excessively compensated

Back compensating screws off to remove all compensation, then re-compensate compass.

Liquid leakage from case

Leaking float chamber due to broken cover glass or case, or defective sealing gaskets, weak or detached card magnets, pivot friction, or broken jewel

Replace compass.

ENGINE OIL PRESSURE GAUGE

Worn or bent movement Replace instrument.

Dirty or corroded movement Replace instrument. Gauge has

erratic operation Pointer bent and rubbing on dial, dial screw or glass

Replace instrument.


8-14 Effective: 01/01/08


ENGINE OIL PRESSURE GAUGE (Continued)


Pressure line clogged Check line for obstructions. Clean line.

Leak in pressure line Check line for leaks and damage. Repair or replace damaged line.

Pressure line broken Check line for leaks and damage. Repair or replace damaged line.

Pointer loose on staff Replace instrument.

Gauge does not register

Damaged gauge movement Replace instrument.

Gauge pointer fails to return to zero

Foreign matter in line Check line for obstructions. Clean line.

Gauge does not register properly Faulty mechanism Replace instrument.

ENGINE FUEL PRESSURE GAUGE

Gauge inoperative or erratic. Low pressure or flow registered.

Restricted, broken or leaking line

Clear and clean line. Tighten fittings or replace, if necessary.

Vapor in fuel line Start and run engine until instrument registers normally. Fuel pressure or

fuel flow registered is high, low or erratic

Faulty relief valve in engine-electric driven pump(s) or defective pump(s)

See fuel pump in Power Plant Section for replacement or relief valve adjustment instructions.

TACHOMETER

Tachometer generator/tachometer defective

Test generator for output. Overhaul or replace if necessary. Test instrument and replace, if necessary.

Tachometer registers low, erratically, or no reading. Tachometer generator

shaft sheared Replace tachometer generator.


Effective: 01/01/08 8-15


FUEL QUANTITY INDICATOR


Fuel tanks empty Check fuel quantity. Service with proper grade and amount of fuel.

No power to indicator. (Pointer stays below E).

Check circuit breaker. Inspect for open circuit. Reset breaker, repair or replace defective wire.

Grounded wire. (Pointer stays above F).

Check for partial ground between transmitter and indicator. Repair or replace defective wire.

Low voltage Check voltage at indicator. Correct voltage.

Defective indicator Substitute known-good indicator. Replace indicator.

Failure to indicate

Defective sending unit Replace sending unit

Registers either full or empty Float arm stuck Free float arm.

Defective indicator Substitute known-good indicator. Replace indicator. Sticky/sluggish

indicator operation Low voltage Check voltage at indicator. Correct

voltage.

ENGINE OIL TEMPERATURE GAUGE

Gauge has erratic operation

Defective indicator or temperature probe

Replace instrument or temperature probe (one at a time).

Gauge has erratic operation (Continued)

Grounded wire Check for partial ground between temperature probe and indicator. Repair or replace defective wire.

Gauge does not register

No power to indicator or defective instrument or temperature probe

Check circuit breaker. Inspect for open circuit. Reset breaker. Repair or replace instrument or temperature probe.


8-16 Effective: 01/01/08


HOPPER QUANTITY SYSTEM (OPTIONAL EQUIPMENT)


Bad sensing element Disconnect wires and check resistance. Refer to Table 8-2. No indication on

indicator Resistance check bad. Replace

element (non-repairable).

No indication and resistance checked good

Bad indicator

Check power and ground connections. Observe meter on FA-A control unit. If meter works with movement of ball, indicator or wires to indicator are bad.

No indication and resistance checked good

Bad FA-A control

Check wiring. Wiring OK, replace FA-A control. Pins 5, 8, 11 and 15 are power pins on FA-A unit. Pin 15 is attached to 1A C/B. Pins 8 and 11 are jumped to pin 15. Pin 5 goes to + on rear of tank quantity gauge. Grounds are located on pins 4 and 16. Pin 4 is connected to ground on rear of tank quantity gauge. Pin 16 is chassis ground.

Table 8-2: Hopper Level Sensor Calibration Chart

LEVEL SENSING UNIT

BLUE

BLACK

BROWN

WIRES COMING FROM TUBE

APPROXIMATE RESISTANCE WITH FLOAT IN CENTER OF TUBE

1. BLACK

BLUE 3000 – 5000 OHMS

2. BLACK

BROWN 2000 – 3000 OHMS

3. BROWN

BLUE 2000 OHMS

4. BLACK

BLUE SMALLER OR EQUAL TO BLACK/BROWN PLUS

RESISTANCE BETWEEN BROWN/BLUE


Effective: 01/01/08 8-17

Table 8-3: R1340 Engine Instrument Markings

UNIT RANGE DEPICTION MEANING

40 Red Radial MINIMUM

40 to 93 Green Arc NORMAL Oil Temperature

(°C) 93 Red Radial MAXIMUM


70 to 90 Green Arc NORMAL Oil Pressure (PSI)

90 Red Radial MAXIMUM


3 to 6 Green Arc NORMAL Fuel Pressure (PSI)

6 Red Radial MAXIMUM

1,400-2,200 Green Arc NORMAL

2,200 to 2,250 Yellow Arc CAUTION Tachometer

(RPM)

2,250 Red Radial MAXIMUM

19 to 34 Green Arc NORMAL

34 to 36.0 Yellow Arc CAUTION Manifold Pressure

(in. Hg) AN1 & S3H1 36.0 Red Radial MAXIMUM

19 to 35.0 Green Arc NORMAL

35.0 to 36.5 Yellow Arc CAUTION Manifold Pressure

(in. Hg) S1H1 36.5 Red Radial MAXIMUM


8-18 Effective: 01/01/08



Effective: 01/01/08 9-1

SECTION 9

DISPERSAL SYSTEMS TABLE OF CONTENTS

DISPERSAL SYSTEMS.....................................................................................................2

GENERAL DESCRIPTION...............................................................................................2

HOPPER ...........................................................................................................................2 HOPPER CARE ......................................................................................................2

Figure 9-1: 400 Gallon Hopper...........................................................................3 HOPPER REPAIR ...................................................................................................3

Figure 9-2: Hopper Repair.................................................................................4 HOPPER GATE BOX REMOVAL............................................................................4 HOPPER GATE BOX INSTALLATION....................................................................4

SPRAY DISPERSAL SYSTEM ........................................................................................5 Figure 9-3: Liquid Dispersal Equipment ............................................................5

DISPERSAL SYSTEM MAINTENANCE..................................................................5 Figure 9-4: Standard Spray Dispersal System ...................................................6

AGITATOR AND SPREADER .........................................................................................6 Figure 9-5: Agitator and Spreader......................................................................7


9-2 Effective: 01/01/08

DISPERSAL SYSTEMS

GENERAL DESCRIPTION A reinforced fiberglass hopper is the principal part of both the solid and spray units. The hopper top forms the cowling from the cockpit forward to the firewall. The hopper gate box is designed to be liquid as well as dust tight. Emergency jettison controls permit the entire liquid load to be dumped in approximately 7 seconds for the 400 gal. Hoppers. The dispersal system has been designed to handle a wide range of dispersal equipment, and to allow for a quick, easy changeover from one type of equipment to another. All dispersal plumbing is externally mounted and equipped with quick-disconnects to allow for ease of maintenance and cleaning. The streamlined aluminum extrusion spray booms are located below the wing trailing edge and utilize the downwash from the wing to increase penetration (See Figure 9-4). The booms are fitted with spraying system diaphragm type nozzles and normally will use 35 nozzles for low volume output and 70 nozzles for high volume output. In addition, the spray booms have large end plugs that can be removed to aid in flushing the system. The spray pump is located under the fuselage between the main landing gear struts. A three-way suck-back spray valve located at the left, underside of the fuselage, controls the spray pressure and flow. The valve is actuated from the cockpit to obtain the desired operating

pressures for various spray applications. Spray pressure is indicated by a gauge mounted on the left boom and is controlled by a vernier adjustment on the liquid spray-operating handle. The spray pump is a wind-driven fan type.

HOPPER Ref. Figure 9-1

HOPPER CARE Regardless of the materials used in the construction or coating of the hopper, it should be thoroughly washed after each day’s work. Use cold, clean water and any domestic detergent. Inspect the interior of the hopper daily for evidence of chemical attack, such as surface roughness or deterioration of the resin. Look for cracks that may have started in the areas of highest stress, such as attach points and stiffener center portions. Repairs should be made at the beginning of the problem, rather than after it has progressed to a serious degree.

* NOTE *

After washing, it is very important that the door and gate be left open for good ventilation and complete drying. It is good practice to rinse the hopper with cold water after use with chemicals, even if the idle period ahead is going to be only a few hours.


Effective: 01/01/08 9-3

Figure 9-1: 400 Gallon Hopper

HOPPER REPAIR Ref. Figure 9-2

Hopper repairs should be accomplished as follows: A. Fiberglass surfaces must be clean,

dry and free of oil, wax or other foreign matter. If chemical erosion is evident, sand rough areas and wash with any good domestic detergent. Rinse with clean water. Sand all surfaces that are to receive a polyester coating. Use Ashland Specialty Chemical Company’s 7241 T15 AROPOL™ polyester resin or equivalent for the hopper repair.

B. If damage consists only of surface cracks, excessive abrasion or chemical erosion, sand all affected surfaces smooth. Extend the

prepared surface six inches beyond the damaged area.

C. If damage consists of cracks or holes extending completely through the wall, sand the surfaces on both sides deep enough to expose the first layer of cloth.

D. Surface damage requires repairs only to the eroded or cracked side. Damage extending through the wall requires repairs to both the inner and outer surfaces of the hopper. The number of layers in either case should equal the original basic wall thickness. (Figure 9-1) Highly stressed areas, such as attach points, require an extra layer of cloth and mat on each side, in addition to the basic wall thickness.

E. Curing temperature is 70°F minimum. Higher temperatures


9-4 Effective: 01/01/08

accelerate curing. A maximum of 150°F for four hours is recommended followed by ten or more hours at 70°F.

F. Brush the resin generously over the entire area. Apply alternate layers of

fiberglass cloth and mat. Each layer should overlap the preceding layer approximately one inch. After each layer is in place, use a squeegee and/or roller to remove excess resin and air voids.

Figure 9-2: Hopper Repair

HOPPER GATE BOX REMOVAL Ref. Figure 9-3

Remove the aircraft skins to gain access to hopper gatebox bolts and nuts. Disconnect dump fork, spray tube, adapter box and vent, emergency shut off cable and spray pump. Remove the nuts and bolts attaching the gate box to the adapter box and pry off the two apart.

If bolts do not drive out easily, turn bolts to break glue, and then drive bolts out.

Clean off all old gasket material by scraping, being careful not to gouge mating surfaces.

HOPPER GATE BOX INSTALLATION Ref. Figure 9-3

Before installing gate box, be sure that all mating surfaces are clean and dry. For maximum strength, apply 3M Scotch-Weld™ DP-190 Translucent Epoxy adhesive evenly to both mating surfaces and both sides of gasket thoroughly. Using alignment pins to hold gaskets in place and to help align gate box, install bolts using large area washer on hopper side and tighten nuts.

CAUTION


Effective: 01/01/08 9-5

* NOTE * Excessive uncured adhesive can be cleaned up with ketone type solvents. (When using solvents, extinguish all ignition sources and follow the manufacturer’s directions and precautions for use and handling such materials.) Application of adhesive to substrates should be made within seventy-five minutes after mixing. Working life is eighty minutes. Higher temperatures will reduce these times.

Allow 24 hours for sealer to cure before putting airplane back into service. Reinstall tubes, controls and cables and pump. Fill hopper and check for leaks. Water should be allowed to stay in hopper for a minimum of two hours with no leaks.

SPRAY DISPERSAL SYSTEM Ref. Figure 9-4

The standard spray dispersal system of the S2R-R1340 consists of the hopper, the pressure loading valve and tube, the gatebox, the spray pump, recirculation valve, delivery plumbing, and the nozzle equipped spray boom.

Figure 9-3: Liquid Dispersal Equipment

DISPERSAL SYSTEM MAINTENANCE In conjunction with the manufacturer's instructions for maintenance of the spray pump, it is recommended that at the 100

hour inspections the following be accomplished: A. Inspect the hopper baffles for

security and condition.


9-6 Effective: 01/01/08

B. Inspect hopper lid for condition of seal and security of latches.

C. Inspect the hopper for indications of leaks and general condition.

D. Inspect hopper gate for evidence of leaks and proper operation.

E. Inspect hopper vent tube for evidence of corrosion and security.

F. Inspect emergency and 3-way valve handle and control rods for cracks around welds. Check condition of control rod boot.

G. Inspect liquid lines for leaks and hose deterioration.

H. Inspect all line supports and clamps for security or corrosion.

I. Drain and clean spray strainer.

J. Inspect the pump, fan and brake assemblies for security and proper operation.

K. Refer to manufacturer's data for pump lubrication.

L. Inspect emergency on/off control and valve for security and proper operation.

M. Inspect 3-way pressure control valve for security and proper operation.

N. Inspect both booms and the support for each boom for security and evidence of corrosion.

O. Inspect all nozzle diaphragms for deterioration.

P. Inspect all fan blades for cracks or nicks.

Q. Inspect all nozzles for orifice erosion. Replace as necessary.

Figure 9-4: Standard Spray Dispersal System

AGITATOR AND SPREADER Ref. Figure 9-5

A number of dry chemical/seed spreaders are available as options on the S2R-R1340. Factory installation includes airframe attachment hard points. Operation and maintenance of the spreader should be done according to the manufacturer’s instructions. General maintenance guidance is included below.

A. Inspect spreader attachment to the airframe for condition and security. Ensure that spreader is level when aircraft is in flight attitude.

B. Inspect gearbox for proper oil level (refer to manufacturer's data).

C. Inspect fan, gearbox, drive shaft, agitator and coupling for security and proper operation.

D. Inspect agitator shaft seal at hopper for evidence of leaks.

E. Inspect spreader unit for cracks, loose rivets, and loose or missing vanes.


Effective: 01/01/08 9-7

Figure 9-5: Agitator and Spreader


9-8 Effective: 01/01/08


THRUSH AICRAFT, INC - MODEL S2R-R1340 AIRCRAFT MAINTENANCE MANUAL

Effective: 01/01/08 10 - 1

SECTION 10

ELECTRICAL SYSTEM TABLE OF CONTENTS

GENERAL DESCRIPTION ................................................................................................2

POWER DISTRIBUTION ..............................................................................................2 BATTERY AND EXTERNAL POWER ....................................................................2

BATTERY SERVICING......................................................................................2 SERVICING BATTERY INSTALLED IN AIRCRAFT ..........................................3 BATTERY OPERATION.....................................................................................3 BATTERY REMOVAL ........................................................................................3 BATTERY INSTALLATION ................................................................................3

ALTERNATOR SYSTEM ........................................................................................4 VOLTAGE REGULATION..................................................................................4 VOLTAGE REGULATOR REMOVAL ................................................................4 VOLTAGE REGULATOR INSTALLATION.........................................................4 FIGURE 10 – 1: ELECTRICAL EQUIPMENT LOCATOR (A & B).....................5 FIGURE 10 – 1: ELECTRICAL EQUIPMENT LOCATOR (C & D) ....................6 FIGURE 10 – 1: ELECTRICAL EQUIPMENT LOCATOR (E & F).....................7

TABLE 10-1: ELECTRICAL TROUBLESHOOTING CHART .....................................8 BATTERY SYSTEM ................................................................................................8 ALTERNATOR........................................................................................................9 STARTER................................................................................................................9

FIGURE 10-2: WIRING DIAGRAMS .........................................................................11 Figure 10-2: Windshield Wiper & Washer.............................................................11 Figure 10-2: Flap Actuation and Control...............................................................12 Figure 10-2: Fuel Quantity Indication....................................................................13 Figure 10-2: Stall Warning System.......................................................................14 Figure 10-2: Tachometer with Hour Meter............................................................15 Figure 10-2: Oil Temperature Indication ...............................................................16 Figure 10-2: Auxiliary Fuel Pump and Primer .......................................................17 Figure 10-2: Starting System................................................................................18 Figure 10-2: Engine Ignition .................................................................................19 Figure 10-2: Power Distribution ............................................................................20


10 - 2 Effective: 01/01/08

GENERAL DESCRIPTION The aircraft 24-volt DC electrical system is designed to provide the utmost in reliability. One 24-volt storage battery provides electric current for engine starting and a reserve source of electrical power in the event of alternator failure. A D.C. power receptacle located on the engine mount, left hand side of the fuselage (see Figure 10-1 B), provides a means for connecting external power to the aircraft electrical system. To conserve battery life, external power should always be used for starting engines when temperature is below 40°F or when performing maintenance requiring electrical power. An alternator powered by the engine is the primary source of electrical power to the main bus. The electrical system is protected by a voltage regulator and circuit breakers. If the alternator’s output voltage is below bus voltage, the battery supplies the busloads. The D.C. ammeter, installed on the right instrument panel, indicates the discharge or charge on the battery after the engine is started. All electrically-operated motors, lighting systems and other electrical component circuits are protected by push button thermal circuit breakers. Switches and instruments required for operation of the aircraft electrical system are installed in the left instrument panel and engine control switch panel (Figure 10-1 E and F).

POWER DISTRIBUTION The 24-volt D.C. electrical system can receive electrical power from three different sources: battery, external power and the alternator. With the engine operating and the alternator on the line, electric power from the alternator is provided through a circuit breaker to the main bus.

BATTERY AND EXTERNAL POWER

One 24-volt storage battery provides power to the circuit breaker through relay(s). The relays are controlled by a two-position (BAT OFF-ON) switch located on the engine control switch panel (Figure 10-1F). Placing the battery switch in the ON position closes the relay to supply power to the right hand panel power distribution buss from the battery or external power receptacle. Placing the battery switch in the OFF position de-energizes the battery relay and terminates the supply of power to the electrical system from either of these sources.

BATTERY SERVICING Initial servicing of a dry charge Gill G-244 battery is as follows: A. Remove seals (if present) from cells. B. Fill each cell with 1.285 specific

gravity sulfuric acid to bottom of split ring. Use only glass, rubber or plastic materials for containing battery electrolyte fluid during servicing and wear protective clothing and rubber gloves when handling electrolyte to prevent personal injury. Use a solution of baking soda and water to neutralize any acid spilled on clothing, skin or any damageable surface.

C. Sway the battery from side to side to release any trapped air. Re-adjust the electrolyte as necessary.

D. Let battery sit unused for one hour. E. Check and re-adjust electrolyte level

as necessary by adding more electrolytes to obtain proper level as stated in procedure B.

F. Install vent plugs tightly into each cell.


Effective: 01/01/08 10 - 3

G. Clean and neutralize any spilled electrolyte on battery.

H. Charge battery until all cells are gassing freely and the charge voltage and specific gravity of electrolyte are constant over three successive readings taken at one-hour intervals. (This procedure may take 18 - 24 hours with a constant current charger.) During the period of charging, the electrolyte temperatures shall be maintained between 60°F and 110°F (15.6°C and 43.3°C). Charge rate is 3 amps. Reduce rate by 1/2 when cells start gassing.

I. When the battery is completely charged, the specific gravity should read between 1.285 and 1.295. At this point, if electrolyte level needs to be adjusted, remove or add electrolyte to proper level and recharge for one hour.

1.285 - 1.295 CHARGED

1.275 or Less RECHARGE

Gasses given off by a battery under charging conditions are flammable.

*NOTE*

For more detailed instructions, see Gill Service Manual.

SERVICING BATTERY INSTALLED IN AIRCRAFT

The 24-volt battery is installed aft of the engine on the engine mount lower longerons and is accessible through the

removable cowling skins (see figure 4-8 &10-1 D). Check the battery electrolyte level frequently, especially during hot weather. If a visual check shows low cell level, and no electrolyte is available at this time, add distilled water to bring the cell(s) up to the proper lever. (See battery-servicing instructions)

BATTERY OPERATION Battery operation is controlled by a battery switch, placarded BATT-ON-OFF, located on the switch panel in the cockpit. The battery is capable of assuming the complete electrical load for a limited time at 70 amps max. The battery is located on the battery plate assembly on the engine mount aft of the engine. It is installed with battery hold down rods through the battery cover. The battery case is vented overboard to dispose of any electrolyte or hydrogen gas fumes discharged during normal charging operation. Air enters the battery compartment from an air scoop located in the right cowl shin skin, circulates throughout the battery compartment, and exists through the vent in the battery case and drains overboard through an outlet located on the belly skin.

CAUTION BATTERY REMOVAL

A. Verify that the BATT-ON-OFF switch is off. Disconnect external power.

B. Remove R.H. aft cowl skin. C. Disconnect the battery and remove

all safety wire. D. Disconnect vent tubes. E. Remove nuts from battery hold down

rods and remove battery from compartment.

BATTERY INSTALLATION Reverse battery removal procedure.


10 - 4 Effective: 01/01/08

ALTERNATOR SYSTEM The alternator system consists of an alternator, voltage regulator and circuit breaker (See electrical diagrams). The alternator is connected to the right hand panel power distribution buss and will supply the current demands when output voltage exceeds battery voltage. For information concerning the removal and installation of the alternator, refer to Section 4.

VOLTAGE REGULATION The alternator output voltage is regulated by the voltage regulator circuitry (see figure 10-1 C). By using an integrated circuit comparator amplifier with a regulated reference voltage, the alternator’s voltage is amplified and supplied to the comparator circuit, which controls the shunt field excitation of the alternator. After installation, the alternator over-voltage control should be adjusted to 27.5 VDC at the bus with normal systems turned on.

VOLTAGE REGULATOR REMOVAL Gain access to the voltage regulator by removing R.H. aft cowl skin. If removal is necessary, proceed as follows: A. Verify that the battery switch is OFF. B. Verify that the external power and

the battery are disconnected. C. Proceed with regulator removal.

VOLTAGE REGULATOR INSTALLATION

Reverse voltage regulator removal procedure.


Effective: 01/01/08 10 - 5

FIGURE 10 – 1: ELECTRICAL EQUIPMENT LOCATOR (A & B)


10 - 6 Effective: 01/01/08

FIGURE 10 – 1: ELECTRICAL EQUIPMENT LOCATOR (C & D)


Effective: 01/01/08 10 - 7

FIGURE 10 – 1: ELECTRICAL EQUIPMENT LOCATOR (E & F)


10 - 8 Effective: 01/01/08

Table 10-1: ELECTRICAL TROUBLESHOOTING CHART

BATTERY SYSTEM

TROUBLE PROBABLE CAUSE REMARKS

Battery fails to hold charge Battery defective Replace battery

Battery will not come up to full charge

Defective Alternator Defective Voltage Reg. Charging rate to low

Check Check Check voltage regulator and adjust to 27.5± .2 VDC

Battery consumes water rapidly

Charging rate too high Check voltage regulator adjust to 27.5 ±.2 volts

Electrolyte level too high Remove excess electrolyte & adjust specific gravity

Excessive charging rate Check voltage regulator for correct voltage

Electrolyte runs out drain tube

Vent caps loose or broken Tighten or replace caps

Standing too long Remove battery and recharge

Equipment left on Remove battery and recharge

Short circuit in wiring Check wiring and correct Battery discharged

Charging rate too low Adjust voltage regulator to 27.5±.2

Battery discharged, defective or disconnected

Check battery, recharge or replace battery

Blown C/B in battery control circuit Check C/B and reset if necessary

Defective wiring in battery control circuit

Continuity. Check circuitry and repair as necessary

Defective battery relay Check relay for proper operation and replace as necessary

No power indicated with battery switch on

Battery switch defective Check switch for proper operation. Replace if necessary

Power on with battery switch in OFF position

Shorted or sticking contacts

Check switch and relay for proper operation. Replace if necessary.


Effective: 01/01/08 10 - 9

Table 10-1: ELECTRICAL TROUBLESHOOTING CHART (Continued)

ALTERNATOR


Zero or low voltage indicated Loose connection Check connections throughout

system

Defective voltage regulator circuit Adjust or replace regulator

No alternator output

Alternator circuit breaker tripped or 130 amp buss limit fuse blown

Check for short circuit and reset circuit breaker and / or replace buss limit fuse

Improper connections Check connections against wiring diagram

Defective alternator controls switch Continuity.

Check switch for proper operation and replace if necessary.

Volt-ammeter does not indicate Defective wiring Continuity. Check wiring and repair

as necessary

Defective meter Replace meter

STARTER


Starter inoperative Circuit breaker tripped Check for short circuit and reset

circuit breaker

Low battery Check battery. Service and recharge as necessary

Starter relay inoperative Check relay for operation and replace if necessary

Battery relay inoperative Check relay for operation and replace if necessary

Loose connection or faulty ground in starter power circuit

Continuity. Check and repair starter as necessary

Defective starter motor

Check brushes, springs and condition of commutator continuity. Check starter windings for open or short circuit. Repair or replace


10 - 10 Effective: 01/01/08

Table 10-1: ELECTRICAL TROUBLESHOOTING CHART (Continued)

STARTER (continued)

TROUBLE PROBABLE CAUSE REMARKS Starter produces low RPM

Low battery

Check battery. Service and recharge if necessary

High resistance starter circuit

Check resistance of each connection. Maximum resistance at any connection is 0.001 ohm. Inspect connections for evidence of heating. Clean and tighten connections as necessary.

Defective starter motor

Check brushes, springs and commutator. Replace brushes and springs and clean commutator as necessary.


Effective: 01/01/08 10 - 11

Figure 10-2: WIRING DIAGRAMS

Figure 10-2: Windshield Wiper & Washer


10 - 12 Effective: 01/01/08

Figure 10-2: Flap Actuation and Control


Effective: 01/01/08 10 - 13

Figure 10-2: Fuel Quantity Indication


10 - 14 Effective: 01/01/08

Figure 10-2: Stall Warning System


Effective: 01/01/08 10 - 15

Figure 10-2: Tachometer with Hour Meter


10 - 16 Effective: 01/01/08

Figure 10-2: Oil Temperature Indication


Effective: 01/01/08 10 - 17

Figure 10-2: Auxiliary Fuel Pump and Primer


10 - 18 Effective: 01/01/08

Figure 10-2: Starting System


Effective: 01/01/08 10 - 19

Figure 10-2: Engine Ignition


10 - 20 Effective: 01/01/08

Figure 10-2: Power Distribution


Effective: 1/1/08 11 - 1

Section 11

AIRWORTHINESS LIMITATIONS TABLE OF CONTENTS

AIRWORTHINESS LIMITATIONS................................................................................11-2 MANDATORY INSPECTIONS......................................................................................11-2

Lower Spar Cap Periodic Inspection ..................................................................11-2 Lower Splice Block Removal ..............................................................................11-2 The Inspection ....................................................................................................11-4 Reassembly Instructions ....................................................................................11-4


11 - 2 Effective: 1/1/08

AIRWORTHINESS LIMITATIONS The Airworthiness Limitations section is FAA approved and specifies maintenance required under §§ 43.16 and 91.403 of the Federal Aviation Regulations unless an alternative program has been FAA approved.

STRUCTURAL LIMITATIONS The life limited parts on the airframe are listed in the chart below and must be replaced at the flight hours shown.

PART DESCRIPTION PART NUMBER LIFE LIMIT

Spar Cap, Left hand lower 20207-015 28,800 hours

Spar Cap, Right hand lower 20207-016 28,800 hours

Tail Landing Gear Spring 5079-1 5,000 hours

MANDATORY INSPECTIONS

LOWER SPAR CAP PERIODIC INSPECTION

The lower spar caps, P/N 20207-015 and 20207-016, must be inspected periodically as described below. These inspections must first be made when the wings have a total time in service of 6,400 hours. The repetitive inspection interval thereafter depends on the means by which the previous inspection was accomplished.

• If magnetic particle inspection is used, inspections must be repeated every 450 hours time in service.

• If eddy current inspection is used, inspections must be repeated every 625 hours time in service.

LOWER SPLICE BLOCK REMOVAL

Remove the lower spar splice block bolts and spar cap splice blocks as follows:

o Park the airplane in an enclosed hanger, with the door shut, and secure the airplane for maintenance.

o Disconnect the battery and external power sources. o Gain access to the wing spar splice area by removing the wing root fairings and

the necessary airplane side and belly panels. Remove spray pump and spray pump mounting brackets.


Effective: 1/1/08 11 - 3

o Support the wings at the jack points located approximately 5 feet from the wing tips and under at least two additional ribs inboard to prevent wing movement when the attach bolts are removed.

* NOTE *

If the inspection is to be done using eddy current methods, only the two outboard 5/16” bolts on each spar cap need to be removed, and the splice blocks can remain in place.

o Back the locknuts off of the NAS bolts in the splice blocks (see Figure 7-12) until the end of the bolt is flush with the nut. Spray the bolt shanks with WD-40 or equivalent lubricant.

o Remove the AN5 bolts through the locking sleeves of the tube nuts on the inboard bolts. Back the tube nuts off several turns and apply WD-40 or equivalent lubricant to the bolt shanks.

o Starting with the smallest diameter bolts and working to the next-to-largest, drive the nut end of the fasteners down until the nut touches the splice block. A 4X rivet gun may be used for this, but place an aluminum block over the bolt end/nut to protect it. For the largest bolts, with the tube nuts, place a metal spacer between the upper and lower tube nut ends and back the lower tube nut off until the bolt is protruding about as much as the rest of them.

Extreme care must be taken to avoid damaging the spar cap or the surface finish inside the holes through the spar cap.

* NOTE *

Adjusting the wing supports may ease some binding and thereby assist with bolt removal.

o Remove all of the nuts from the bolts and drive the bolt ends flush with the splice

block, again using an aluminum block and 4X rivet gun. o Pry the top half of the lower splice block off of the NAS bolts by tapping aluminum

wedges between the splice block and the lower spar cap. Remove the top half of the splice block.

o Drive the bolts flush with the lower spar cap, again working from smallest to largest, this time using a 2X rivet gun and aluminum block.

o Using aluminum wedges tapped between the lower spar cap and the bottom half of the splice block, loosen and remove the lower half of the splice block.

CAUTION


11 - 4 Effective: 1/1/08

o Discard all of the old nuts, bolts and washers. o Clean the lower spar cap inboard ends and the splice block halves, removing any

corrosion. o Visually inspect the interior surfaces of the bolt holes of the upper and lower splice

block halves. Any scratches must be polished out and the hole inspected the same as the lower spar cap.

THE INSPECTION

Experience has shown that fatigue cracks may occur in or around the first two (5/16”) holes of the lower spar cap, on the forward or aft side. Thus the top and bottom surfaces of the lower spar caps must be inspected around the first two holes, and the interior surfaces of the holes themselves must be inspected. If magnetic particle inspection is to be used, the paint within ¾” of the two 5/16” holes will need to be removed from the top and bottom of the lower spar cap. The inspection must be accomplished by an FAA approved repair station (or foreign equivalent) with NDT certification. The inspection itself must be performed or supervised by a level 2 or level 3 inspector per MIL-STD-410E, ISO 9712, or SNT-TC-1A. If Magnetic particle inspection is used, ASTM E1444-01 must be followed, using wet particles meeting ASTM 3046. If using eddy current methods for the inspection, contract with a shop that already has an approved procedure for inspecting to AD 2006-07-15, if possible. Otherwise a procedure must be sent to the FAA, Atlanta Aircraft Certification Office (ACO) for approval before doing the inspection. Send your proposed procedure to:

FAA Atlanta Certification Office, ACE-115A One Crown Center 1895 Phoenix Blvd., Suite 450 Atlanta, GA 30349 Attn: Ms. Cindy Lorenzen

If the inspection detects a crack in either of the holes or emanating from either of them, ground the airplane immediately. You may, at your option, elect to inspect using a different method to confirm the presence of a crack. If a crack is confirmed, that lower spar cap must be replaced. It is highly recommended that both wings have their lower spar caps replaced at the same time. If one spar cap is fatigued, so is the other one, and a crack will show up shortly. Replacing them both will avoid the extra down time.

REASSEMBLY INSTRUCTIONS


Effective: 1/1/08 11 - 5

If eddy current method of inspection was used, follow only the applicable portions of these instructions.

o Refinish areas where paint was removed, and other areas as necessary, with epoxy primer and a good aircraft grade top coat.

o Grease the new NAS bolts and holes in the splice block halves with Moly-Disulfide grease.

o Install the new MS20002C washers on the new attach bolts, being sure the countersink of the washers is facing the bolt head. Insert the bolts into the lower splice block half until the ends are flush with the splice block surface.

o Grease the holes through the lower spar cap with Moly-Disulfide grease, position the lower splice block half over the holes, and push the bolts through the lower spar cap until flush with the upper surface.

* NOTE *

The airplane or wings may have moved since the splice blocks were removed, resulting in binding of the bolts. Adjusting the wing supports may ease some binding and thereby assist with bolt installation.

Extreme care must be taken to avoid damaging the spar cap or the surface finish inside the holes through the spar cap.

o Position the upper splice block half over the bolts in the lower spar cap and push

the bolts through the upper splice block half. Install the MS20002 (non-countersunk) washers over the bolts and thread the new nuts onto the bolts.

o Remove the upper splice block tube nuts and install new 20239-4 tube nuts in their place. Slip the new 20240-1 locking tubes over the upper tube nuts and then install the new 20239-4 tube nuts on the lower bolts.

o Snug the nuts down and then torque them per Table 7-3. o Using the existing holes in the 20240-1 locking tubes, drill 5/16” holes through the

locking tubes and tube nuts. o Install new 5/16” bolts, AN365 nuts and AN960-516 washers through these holes

and torque them per Table 2-3. o The wing jacks and braces can now be removed. o Reinstall spray pump and spray pump mounting brackets. Reinstall the wing root

fairings and the other removed airplane side and belly panels. o Reconnect the battery and external power receptacle. o Make log book entry of the inspection that was completed and the results.

CAUTION

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