Rockwell Commander
112/B/Tc/TCA
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
REVISION 1: 23 APRIL 1977
CHANGED:
7 JANUARY 1980
Includes Interim Change 4/1/86 and
Interim Change 2, 9/1/96
MANUFACTURERSSERIALNO. ________________________ _
REGISTRATION NO. ________________________________ _
For coordination with sales and service information, Serial No. 126 thru 499
are referred to as Model 112A.
At the time of issue of this Maintenance Manual, the contents were, to the
best of Rockwell International's knowledge, adaquate to maintain the aircraft
in a continued airworthy condition.
'!'
Rockwell International
General Aviation Division
5001 North Rockwell Avenue
Bethany, Oklahoma 73008
PIN M 112001-2
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
LIST OF EFFECTIVE
PAGES
LIST OF EFFECTIVE PAGES
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**unofficial copy**
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LIST OF EFFECTIVE
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MAINTENANCE MANUAL
ROCKWELL
COMMANDER
112/B/TC/TCA
LIST OF EFFECTIVE PAGES (CONTD)
Issue
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**unofficial copy**
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Change 4
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
INTRODUCTION
INTRODUCTION
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
This Rockwell International, General Aviation Division
Maintenance Manual has been prepared by the Technical Publications Department. It contains information on all aircraft systems and operating procedures
required for safe and effective maintenance. It shall
not be used as a substitute for sound judgement.
All recommended changes will be reviewed by Customer Service, Engineering, etc., before incorporation or rejection. Additional forms may be requested
from Rockwell International - General Aviation
Division.
CHANGES AND REVISIONS
APPLICABLE PUBLICATIONS
1.
2.
3.
4.
Pilots Operating Handbook or Flight Manual
Pilots Checklist.
Illustrated Parts Catalog.
Service Releases.
There are two types of changes and one type of revision used to keep this manual current. The material
compiled in these changes and revisions will consist
of information necessary to maintain the present
equipment or new equipment added to the airplane.
It is imperative that this material be inserted in the
manual at the time it is received.
HOW TO GET COPIES
INTERIM CHANGE
AUTOMATIC DISTRIBUTION
To receive future changes and revisions to this manual
or to any other publication automatically, an aircraft
unit must be established on the automatic distribution
list maintained by the Technical Publications Department. All owners of new and used aircraft can be
established on the automatic distribution list or change
existing publications requirements of an aircraft unit
by submitting a properly executed Technical Manual
Owner Address Change Card Form (AC 1661) found
in the front of all Maintenance Manuals leaving the
factory. Other publications may be purchased by
completing Technical Manual Order Form (AC 1658
or AC 1659). Additional information is provided in
Service Information No. SI-IOI.
ADDITIONAL COPIES
Additional copies of this manual and related changes
may be procured by submitting a Technical Manual
Order Form (AC 1658 or AC 1659) found in the back
of all Maintenance Manuals delivered from the factory.
An interim change will be distributed anytime it is
necessary to forward immediate information to the
holders of maintenance manuals. The interim change
will consist of colored pages which are inserted in
the appropriate section of the manual until formal
white change pages are issued. This interim change
will include deletions and/or additions of material
pertinent to specific paragraphs or illustrations of
the manual.
FORMAL CHANGE
A formal change will be distributed periodically, to
holders of maintenance manuals, and will, in most
instances, supersede previous interim changes.
These changes will be page replacements and shall
be inserted in the manual in accordance with the instructions given below:
1.
2.
Replace the obsolete pages in the manual with
formal change pages of the same page number.
Insert pages, with page numbers followed by
a letter, in direct sequence with the same
common numbered page, i. e ., 5-1, 5-1A,
5-2, 5-2A, 5-2B: and 5-3.
REQUESTING MANUALS CORRECTIONS/
CHANGES
REVISIONS
Recommended changes or corrections to this manual
may be submitted by anyone using the manual. Change/
correction recommendations shall be submitted on the
Publications Change Request Form (AC 1432) foundin
the back of all manuals delivered from the factory.
The revision is distributed when over sixty percent
of the manual has been changed due to major changes
to equipment and/or accumulated formal changes
require a revision to the manual. A revision will
replace every existing page in the manual and should
be inserted in the manual as follow s:
i
1.
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
INTRODUCTION
Remove and dispose of all pages in the manual
except the tab dividers and insert the new
pages in each section.
IDENTIFICA TION OF CHANGED MATERIAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Changed text will be identified by a black vertical
line along the outside margin of the page, opposite
revised or added material. Changed illustrations
will have symbols within the border of the illustration
to indicate minor changes. Major changes requiring
complete redrawing of an illustration will be indicated
by a black vertical line along the outside margin of
the page opposite the illustration.
An operating procedure, practice, or
condition, etc., which may result in
damage to equipment, if not carefully
observed or followed.
NOTI
An operating procedure, practice, or
condition, etc., which is essential to
emphasize.
Revisions of text and illustrations will not have any
change markings as they are treated as new pages in
a new manual.
WORDING
WARNINGS, CAUTIONS, AND NOTES
The following definitions apply to "WARNINGS",
"CAUTIONS", and "NOTES" found throughout the
manual.
ii
I
WARNING
I
An operating procedure, practice, or
condition, etc., which may result in
injury or death, if not carefully observed
or followed.
The concept of word usage and intended meaning
which has been used in preparing this manual is as
follows:
"Shall" has been used only when application of a procedure is mandatory.
"Should" has been used only when application of a
procedure is recommended.
"May" and "need not" have been used only when application of a procedure is optional.
'Will" has been used only to indicate futurity, never
to indicate any degree of requirement for application
of a procedure.
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
TABLE OF CONTENTS
TABLE OF CONTENTS
SECTION
PAGE
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
GENERAL INFORMATION ................
1-1
GROUND HANDLING, SERVICING, INSPECTION,
AIRFRAME MAINTENANCE, LUBRICATION
AND STORAGE. . . . . . . . . . . . . . . . . ..
2-1
III
HYDRAULICS. . . . . . . . . . . . . . . . . . . . . . ..
3-1
IV
POWER PLANT AND PROPELLER ..........
4-1
V
FUEL SYSTEM ....................... 5-1
VI
LANDING GEAR, WHEELS AND BRAKES. . . . .. 6-1
VII
FLIGHT CONTROLS
VIII
INSTRUMENTS....................... 8-1
IX
HEATING AND VENTILATION .... · · .... · . .. 9-1
X
ELECTRICAL SYSTEM .................. 10-1
II
................... 7-1
iii/iv
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
LIST OF ILL USTRA TIONS
LIST OF ILLUSTRATIONS
Figure
1- 1
1- 2
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
222222-
1
2
3
4
5
6
2- 7
2- 8
2- 9
2-10
2-11
2-12
2-13
2-14
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2-16
Title
Page
General Dimensions •.•.•...•.•••.• 1- 2
Station Diagram .•.••.••.•.•.••.•• 1- 4
Internal Control Lock. . • • . . • . . • • . ..
Mooring .........•...............•
Jacking .........................•
Servicing Chart ........••.....•.••
Hydraulic Power Pack .••....•.....
Induction Air Filter .•••...•••...•.
Fuel Tank Capacity .........•...••
Inspection Intervals Chart. • • • • • • ••
Windows and Windshield Installation
Cabin Door •...............• • . ••
Baggage Door .......•...•••..••.
Wing Installation .......•...•••••.
Empennage Installation .•..•••••••
Inspection Plates and Access Covers
Lubrication Chart •.......•.•••••
Torque Values • . . . . . . • . . . . . • • • •.
2- 2
2- 3
2- 4
2- 7
2- 8
2- 9
2-10
2-12
2-17
2-18
2-20
2-22
2-24
2-25
2-26
2-32
Figure
6- 1
6- 2
6- 3
6- 4
6- 5
6- 6
6- 7
6- 8
6- 9
6-10
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6-12
7- 1
7- 2
7- 3
7- 4
7- 5
7- 6
3- 1
3- 2
333333-
3
4
5
6
7
8
Hydraulic Equipment Locator •...•.
Hydraulic System Schematic Gear Retracted ••••..••.....•...
Hydraulic System Pressure Settings
Landing Gear Actuating Cylinders .•
Hydraulic Power Pack ......••••.
Hydraulic Gear Lines
.•.•••••••.
Hydraulic System Check ...•.•••••
Trouble Shooting Hydraulic System .
3- 2
3- 3
3- 6
3- 7
3-10
3-11
3-12
3-13
7- 7
7- 8
7- 9
7-10
7-12
7-11
7-13
7-14
7-15
4- 1
4- 2
4- 3
4- 4
4- 5
4- 6
4- 7
4- 8
4- 9
4-10
4-11
4-12
4-13
I
:=i~
4-16
Engine Assembly •.......•....•..•.
Magneto - Cam End View .••....•.•
Ignition Wiring. • . . . . . . • . . . . . . • . . .•
Induction Air System •.............
Fuel Injection System ......•......•
Carburetor .................•....
Exhaust Stack •.•..•..•............
Engine Baffle Assembly •....••••.•.
Engine Control Quadrant ••••••..•••
Engine Mount •....•.••..•.•.••..•.
Engine Cowling ...•.....•.........
Detail Engine Specifications .•......
Propeller ••.......•.........•..•.
Propeller Pitch Settings ...........
Checking Blade Angle .............
Trouble Shooting Engine and
Propeller .....................
4- 2
4- 4
4- 6
4- 7
4- 9
4-10
4-14
4-15
4-17
4-20
4-22
4-25
4-28
4-30
4-30
Fuel System ......................
Transmitter Installation . . • • • • . •.
Fuel Calibration Table ....••••••.
Transmitter Float Arm Adjustment.
Fuel Gascolator ............•••••
Finger Inlet Screen .......•.•••••
Fuel Selector . . . . . . • . . . . . • . . • • ••
Trouble Shooting Fuel System ••••.
5- 2
5- 4
5- 6
5- 7
5- 8
5- 9
5- 9
5-10
7-16
8- 1
8- 2
8- 3
8- 4
8- 5
8- 6
9- 1
9- 2
9- 3
5555555-
2
3
4
5
6
7
8
Change 2
Page
Main Landing Gear •...............
Main Landing G;~ar Strut Assembly ..
Nose Landing Gear .•...•........•.
Nose Landing Gear Strut Assembly ..
Emergency Extension Valve Control.
Nose Gear Shimmy Dampener ..... .
Nose Wheel Steering System ...... .
Wheel and Tire Assemblies •.......
Tire and Strut Inflation Pressures .. .
Brake Cylinder Assemblies ........ .
Brake Assembly ................. .
Trouble Shootin!~ The Landing Gear
System ....................... .
6- 4
6- 6
6- 8
Control Column
Aileron Controls ................ .
Aileron Control Chain Location .... .
Flap Controls Installation ......... .
Wing Flap Warning Switch ......... .
Rudder Pedal Installation ......... .
Rudder Controll:, ................. .
Elevator Controls ................ .
Elevator T rim Controls ........... .
Elevator Trim \Vheel ............. .
Aileron-Rudder Interconnect Rig¢.ng
Control Travel Gage Locations ..... .
Control Surface Travel and Cable
Tensions ..................... .
Control Surface BalanCing ........ .
Cable Tensions Temperature
Conversion Chart ............. .
Trouble Shootin:s Flight Control
System ...................... .
7- 2
Instrument PanEl ................ .
Pitot-Static System •...............
Pitot-Static Test Bulb ............. .
Vacuum System Installation ....... .
Instrument Markings •.............
Trouble Shooting Instruments and
Vacuum System ............... .
8- 2
6-10
6-12
6-13
6-14
6-18
6-20
6-21
6-23
6-25
7- 5
7- 8
7- 9
7-10
7-12
7-14
7-15
7-16
7-18
7-21
7-19
7-22
7-23
7-23
7-24
8- 4
8- 5
8- 6
8-10
8-15
Heating and DeL:-osting System
Installation .........•.......... 9- 2
Valve Assembly ................
9- 4
Cabin Ventilation System Installation 9- 6
4- 31
10-1
5- 1
Title
10-2
10- 3
10-4
10- 5
10- 6
10-7
Battery Charge Rates ............. 10Hydrometer Readings ............. 10Battery •......................... 10Alternator ........................ 10Electrical Load Chart ............. 10Bulb Replaceme:lt Guide ........... 10Circuit Breakers ................. 10-
2
2
2
3
5
5
6
10-8 thru
See Wiring Diag:::-ams Index, Part I ..• 10- 9
10-27
v
MAINTENANCE MANUAL
LIST OF ILLUSTRATIONS
ROCKWELL
COMMANDER
112/B/TC/TCA
LIST OF ILLUSTRATIONS (CONTO)
Title
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
10-28
Connector and T-Strip Locator. . ..
10-29 thru
10-38
See Wiring Diagrams Index, Part II
10-39
Connector and T-Strip Locator. . ..
10-40 thru
10-49
See Wiring Diagrams Index,Part III
10-50 thru
10-57
See Wiring Diagrams Index, Part IV
vi
Page
10-32
10-33
10-46
10-47
10-61
Change 2
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION I
GENERAL
lNFORMATION
SECTION I
GENERAL INFORMATION
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
TABLE OF CONTENTS
Page
GENERAL DESCRIPTION .................••
PRINCIPAL DIMENSIONS •..•....•.........•
General .•.••..•...•....••.....•••••.•.•
Wing ••..•..............................
Horizontal Stabilizer and Elevators •.•.•••
Vertical Stabilizer and Rudder ..••.•...•.•
Fuselage •..•......•...........•.••....•
Areas •....•••..••..••..•.•.•..•...••••
FUSELAGE AND WING ST AT IONS •.•.....•.•
AIRCRAFT STRUCTURES ••.•...••.•,•.•...•
Fuselage •••••••.••••••.••..•...•.•.••••
1-1
1-1
1-1
1-3
1.. 3
1-3
1.. 3
1-3
1-3
1-3
1-3
GENERAL DESCRIPTION
These aircraft are low-wing, single-engine aircraft
designed for business and pleasure. The Models
112/B are powered by a Lycoming IO-360-C1D6, 200horsepower engine while the Models 112TC/TCA are
powered by a Lycoming T0-360-C1A6D, 21D-horsepowered engine. These aircraft use a Hartzell 2blade, constant-speed propeller. Structural integrity,
flight safety, and minimum maintenance requirements
are assured by the construction and design of the major airframe components. The wing design and its
position in relation to the fuselage provides the best
capability and aircraft controllability desired for
optimum performance. The design concept of the
aircraft embodies maximum safety, minimum maintenance requirements and ease of accomplishing necessary maintenance and servicing. Access covers,
doors, and quick opening engine cowling provide easy
access to aircraft and engine systems components.
The retractable tricycle landing gear is operated hydraulically during normal operation. Passenger and
pilot comfort are assured by the design of the seating
and interiors, which are completely insulated and upholstered for noise abatement, warmth and appearance.
The cabin will seat up to three passenger s in addition
Wing ................................... .
Empennage ••....••.•.•.•..............•
AIRCRAFT SYSTEMS •.••......••.....•....
Hydraulic System •.•..•••......•..••....
Powe r Plant •.•.•.••••.•.••..•..•....•.•
Fuel System .•.....•...........•.•......•
Landing Gear, Wheels, and Brakes •.....•
Flight Controls ••.......................
Instruments •...•••.•.•........•....••..
Heating and Ventilation .•.•...........••.
Electrical System •.•.....••.......•.....
Page
1-6
1-6
1-6
1-6
1-6
1-7
1-7
1-7
1-7
1-7
1-8
to the pilot. Entrance doors located on both sides of
the fuselage provide access to the cabin area. A
baggage compartment, which contains 22 cubic feet
of storage space, is located aft of the rear seats and
is accessible through a door on the left side of the
fuselage, or from the rear seats.
PRINCIPAL DIMENSIONS
GENERAL
Wing Span
Model 112 • . • . • . . . . . . 393.00 inches (32 '-9 ")
Model 112B/TC/TCA•• 427.20 inches (35 '-7.20")
Overall Length
300.50 inches (25 ' .0.50")
Height to Top of Vert. Stab 101. 00 inches (8 '-5.00")
Main Gear Tread
Model 112 ....•.•..• 128.44 inches (10 ' -8. 44 It)
Mode1112B/TC/TCA 131. 40 inches (10' -11.. 40")
Main Gear to Nose Gear
Model 112 •...•••.•.. 82.97 inches (6 '-10.97")
Mode1112B/TC/TCA.. 82.50 inches (6 '_10. 50 ft)
Gross Weight
Model 112 (thru SiN 125) ••.•.••.•• 2550 lbs.
1-1
SECTION I
GENERAL
INFORMATION
ROCKWELL
COMMANDER
112/B/TC /TCA
MAINTENANCE MANUAL
1---------- 25'
- O. 5 0 " - - - - - - - - - , 1
-1
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
8'r
* 32' **
*
**
112
112B/TC/TCA
9 ft
35' - 7.20"
* 10' - 8.44"
**
10' - 11.40"
X161A7
Figure 1-1. General Dimensions
1-2
Change 1
ROCKWELL
COMMANDER
112/B/TC/TCA
SECTION I
MAINTENANCE MANUAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Model 112 (126 and subs) •.•.•••••• 26501bs.
Model 112B .•..••••••.•••..••.••• 2800 lbs.
Model 112TC ••••..•.•.•••...••..• 2850 Ibs.
Model 112TCA • • . • . • . • . . . • . • . • • • • 2950 Ibs.
C. G. Limit, Gross Wt. FWD (Normal Category)
Model 112 (thru SiN 125) ••.•.... 15. fifo MAC
Model 112 (126 and subs) •...•••• 18.8% MAC
Model 112B •...•....•..•..••••• 24.58% MAC
Model 112TC ....•••..........•• 24.84% MAC
Model 112TCA •.......•.•...••• 26.68% MAC
c. G. Limit, Gross Wt. AFT (Normal Category)
Model 112 ..................... 31. 5fifo MAC
Model 112/B/TC/TCA .•••••••••• 31.77% MAC
WING
Airfoil Section (Chordwise). NACA 632415 Modified
Root Chord •.•........•.•.•.•..••...•... 70.30
Tip Chord
Model 112 • . . . . • . . . . . • . . . . . . • • . • • 35.15 in.
Models 112B/TC/TCA •..•••••.•.•• 32. 10 in.
Mean Aerodynamic Chord
Model 112 • . . • • . . . • . . . • . • • . • • . • . • 55. 05 in.
Model 112/B/TC/TCA • • . • . • . • . • . • 59.84 in.
Angle of Incidence, tip ..•••••••••••••••..•. 00
Dihedral (at main spar) • . . . • . • . . • . • • • . • . . . • • 7 0
Aspect Ratio
Model 112 . . . . • . . . . . • • • • • . • • • • • • • . . . .• 7.20
Models 112B/TC/TCA ................. 7.85
HORIZONTAL STABILIZER AND ELEVATORS
Span .................... 161. 50 in. (13 '_5. 50 If)
Airfoil Section •..•••...• NACA 66-010 Modified
Root Chord ..•..•••••••.••••• • • . • • •• 47. 46 in.
Tip Chord ••.•.•.•••••.••••.••••••.• 18. 36 in.
Mean Aerodynamic Chord ••••••••.••• 35.00 in.
Angle of Incidence .•......••....••..••.... _20
Dihedral •...•... • • . . • . • • • • • • • . • • . . . . . . . •
00
Aspect Ratio .•.....••••.•••••..••.•...•• 5. 38
Taper Ratio .• . . . • • • • . . . . • . . • • . . • • • . . • . . O. 39
GENERAL
IN FORMA TION
- Volume ••...•.•......• 22 cu. ft.
- CapaCity .•....••...••.•
2001bs.
AREAS
Wing
Model112 •...•..•..•....•.•.. 152.00 sq. ft.
Models 112B/TC/TCA (incl glove) 163.81 sq. ft.
Aileron ••.........••....••......•
11. 00 sq. ft.
Flaps •.....•....•.......•.•.....
18.00 sq. ft.
Horizontal Stabilizer (incl elev. ) •... 33.64 sq. ft.
Elevators (incl tabs) •••.•...•.....
18. 00 sq. ft.
Vertical Stabilizer (incl rudder)
Model 112 •...•.•••••••••.....
17. 00 sq. ft.
Models 112B/TC/TCA •.••....•• 22.36 sq. ft.
Rudder
Model 112 •...•.•••.•.•.•.•...
5.00 sq. ft.
Models 112B/TC/TCA •...•...••
5.75 sq. ft.
FUSELAGE AND WING STATIONS
The station diagram shown in Figure 1- 2 provide s a
convenient method for identifying and locating reference points on major components of the fuselage and
wings. These reference points are numbered in
inches. The fuselage stations are numbered from
zero to 298.50 inches aft of zero. Rib stations of the
wing and horizontal stabilizer are measured from the
centerline of the fuselage outboard, along the surface
leading edge. The top of the vertical stabilizer represents the highest reference plane which is 101.00
inches above ground level. References to fuselage
and wing stations numbers and Z lines are used as a
means of pin- pointing the location of structural and
system component installations.
AIRCRAFT STRUCTURES
VERTICAL STABILIZER AND RUDDER
FUSELAGE
Airfoil Section ...•..••••••..•... NACA 66-012
Root Chord
Model 112 • . . . . . . • • • • • • • • • • • • • • • 71.20 in.
Model 112B/TC/TCA •.•••••••.••• 80.70 in.
Mean Aerodynamic Chord
Model 112 • . . . . . • • • . • • • • • . • . • . • • 50.90 in.
Model 112B/TC/TCA ••••••••••.••
56.81 in.
The fuselage consists of the nose section, center
section and aft section. The nose section extending
from fuselage station 22.00 to 62.50 houses the power
plant and retractable nose landing gear. Nose landing
gear doors, which open and close as the gear is extended or retracted, form an aerodynamically smooth
nose section during flight. The nose section is joined
to the center fuselage section at fuselage station 62.50,
which is also the location of the engine firewall. The
center fuselage, which contains the main cabin area
and baggage compartment, extends from fuselage station 62.50 to 178.00 where it is joined to the aft fuselage section. This section, which houses the seats
for pilot and three passengers, has two doors that
afford easy access to the aircraft from either side.
The pilots area is equipped with a wide-vision windshield and large door windows to assure maximum
FUSELAGE
Cabin Interior - Height •.•.•..••..•..•• 49.00
- Width •.•.•••.•.•.•..• 47. 00
- Length. . . . • • . • . . . . . . .. 75.00
- Volume ....••......... *99 cu.
*Rudder pedal to back of 2nd seat.
Baggage Compartment Interior -
in.
in.
in.
ft.
1-3
0m
2
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Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
."
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ROCKWELL
COMMANDER
112/B/TC/TCA
SECTION I
MAINTENANCE MANUAL
GENERAL
IN FORMA TION
MODELS 112B/TC/TCA
0
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Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
...:l
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XU 23
Figure 1-2. Station Diagram (Sheet 2 of 2)
Change 3
1-5
SECTION I
GENERAL
INFORMATION
MAINTENANCE MANUAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
pilot visibility during flight. The aft fuselage section,
extending from fuselage station 178.00 to 263.00, is
permanently secured to the center fuselage section
and provides structural attachment points for the empennage flight surfaces and controls. This section
houses the battery, hydraulic power pack unit and
various control surface cables. The entire fuselage
is designed to assure a strong safety margin for all
flight conditions and to provide attaching structures
for the wing and empennage. Sturdy aluminum flooring supported by longitudinal beams and bulkheads
extends from the firewall aft through the baggage compartment. The center wing structure is attached to
the fuselage so that part of the wing torque is absorbed
by the fuselage structure.
ROCKWELL
COMMANDER
112/B/TC/TCA
The elevator provides mounting attachment for a
fiberglass tip-fairing at each outboard end for streamlined appearance. The aft tailcone assembly is also
capped by a fiberglass stinger containing mounts for
a tail navigation light and lens assembly, and tail tiedown ring mounted in the vertical fin portion of the
cap_ The rudder and elevators are controlled by a
cable and pulley system attached to the control surface bellcrank or horn. Controllable trim tabs are
installed on the elevators. A ram air intake, recessed into the center of the vertical stabilizer, provides maximum cool air for in-flight cabin ventilation.
AIRCRAFT SYSTEMS
WING
Each wing is of an all-metal stressed-skin construction incorporating spars, formed ribs and an integral
fuel tank contained in a three- rib section, forward of
the main spar. The main spar of each wing is joined
at the center of the fuselage with spar cap splices.
The wing is installed in the lower center fuselage
section and secured to the fuselage loadbearing
frames and fittings by bolts and nuts at stations
85.00, 123,00 and forward of station 148.00.
Access plates located at various points on the lower
skin of the wing provide access for inspection and
repair of the fuel system and the flight control cabling.
Landing gear fitting/retraction mechanisms are installed in the basic wing structures to provide attachment points for the main landing gear. An opening in
the inboard leading edge of each wing serves as a
ram air intake for the cabin ventilation system.. An
electrically operated wing flap is installed between
the fuselage and aileron on each wing. The flaps are
attached to the aft wing spar by hinge assembliesQ
Extension and retraction of the wing flaps is controlled
by an electrically controlled jackscrew and torque tube
arrangement. Metal ailerons, extending outboard from
the flaps to wing station 189000, are attached to the
aft wing spar by hinge assemblies.
EMPENNAGE
The empennage consists of the vertical and horizontal
stabilizers. The vertical fin assembly is made of two
separate components; an upper assembly which is
mated at the horizontal stabilizer, and a lower stub
assembly which is integral with the aft tailcone structure. A rudder control surface is attached to the vertical stabilizer at two hinge points. A fiberglas
rudder cap contains provisions for mounting various
electronic antennas and the anti-collision beacon.
The horizontal stabilizer, consisting of a fixed and
movable elevator surface, is attached to the lower
vertical stabilizer stub assembly. The horizontal
and vertical stabilizers both utilize stressed and
beaded skin construction to provide maximum strength
with minimum structural components. The horizontal
surface is of single unit constructions with a fixed forward surface and a hinged elevator control surface.
1-6
HYDRAULIC SYSTEM
The landing gear system extension and retraction
actuators are operated by the aircraft hydraulic system. Hydraulic fluid under pressure is supplied to
the system by an electric hydraulic power pack unit
installed in the left forward area of the aft section_
A landing gear selector switch, mounted on the
instrument panel, controls the direction of fluid
flow from the pump to permit gear retraction or
extension. An emergency extension system is
provided to operate the landing gear in the event the
hydraulic system malfunctions. The gear will drop
by gravity assisted by down springs. Other hydraulic
components use hydrauliC fluid but are not functionally associated with the primary hydraulic system.
These are the master brake cylinders, nose shimmy
dampener, nose and main gear struts and wheel
brakes. All of these components have self contained
reservoirs and are not dependent upon the main system.
POWER PLANT
MODELS 112/B. A direct-drive 200-horsepower Lycoming IO-360-C1D6 engine is used to power the aircraft. The engine is a four-cylinder horizontallyopposed air cooled engine which employs a wet sump
oil system and is equipped with fuel injection. Engine
shock mounts, which dampen engine and propeller
vibration, support the engine on the welded tubular
engine mount bolted to the airframe firewall. On
Model 112, the engine is equipped with a Hartzell
HC-E2YR-1BF/F7666A all metal constant speed propeller. The Model 112B aircraft is equipped with a
Hartzell HC-E2YR-1BF /F8467-7R propeller. The
engine cowling consists of two fiberglass segments
that are easily removed for quick access to all parts
of the engine. The lower segment is attached to the
forward fuselage with machine screws and is removed
only when removing the engine or performing maintenance on the lower portion of the engine. The upper
segment containing the oil access door is held in place
to the lower segment by four Camioc latches and two
studs. Adjustable cowl flaps, located in the lower
segment of the engine cowl, control cylinder head
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
temperature during flight. All engine accessories
except the alternator are attached to mounting pads
on the engine.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
MODELS 112TC/TCA. A direct-drive 210-horsepower
Lycoming TO-3GO-C1A6D engine is used to .power the
aircraft. The engine is a four-cylinder horizontallyopposed air cooled turbocharged engine which employs
a wet sump oil system. Engine shock mounts, which
dampen engine and propeller vibration, support the
engine on the welded tubular engine mount bolted to
the airframe firewall. The engine is equipped with
a Hartzell HC-E2YR-1BF /F8467-7R all metal constant speed propeller. The engine cowling consists
of two fiberglass segments that are easily removed
for quick access to all parts of the engine. The
lower segment is attached to the forward fuselage
with screws and is removed only when removing the
engine or performing maintenance on the lower portion of the engine. The upper segment containing the
oil check door is held in place to the lower segment
by four Camloc latches and two studs. Adjustable
cowl flaps, located in the lower segment of the engine
cowl, control cylinder head temperature during flight.
All engine accessories except the alternator are attached to mounting pads on the engine.
SECTION I
GENERAL
INFORMATION
hydraulic power pack reservoir allowing the gear to
drop by gravity, assisted by down springs. Mechanically actuated landing gear doors enclose the main
gear struts within the Wing. The nose landing gear,
which retracts into a wheel well under the engine is
enclosed by mechanically operated wheel well doors
when the gear is retracted. The nose and main landing gear wheels are machined castings, consisting of
two wheel halves. The wheel halves are not interchangeable; but the complete wheel assemblies are
interchangeable according to wheel size. Disc type
hydraulic brakes, attached to the main landing gear,
are individually controlled by applying toe pressure
to the rudder pedals at either pilot position. A parking brake, which operates from the master brake cylinder, is engaged by applying toe pressure on the
rudder pedals and pulling out the PARK BRAKE control knob. The nose wheel steering system is tied to
the rudder trim system and operated by depressing
the rudder pedals. Initial depression of the pedal
starts the nose wheel turning toward the desired direction, while further pedal pressure results in a
combination of nose wheel steering and main wheel
braking to turn the aircraft.
FLIGHT CONTROLS
FUEL SYSTEM
•
Fuel is stored in the integral forward wing structure
of each wing (wet wing fuel tanks) outboard of wing
station 82. 50 and extending to wing station 142. 40.
The Model 112 (Serial numbers thru 125) has a fuel
system capacity of 32 U. S. gallons per tank, usable.
The Model 112 (Serial numbers 126 thru 155) has a
fuel system capacity of 34 U. S. gallons per tank,
usable. The Models 112 (Serial numbers 156 thru
499), 112B, 112TC and 112TCA has a fuel system
capacity of 24 U • S. gallons per tank, usable with
standard tanks installed, and 34 U. S. gallons per
tank usable with optional tanks installed. The fuel
tanks are serviced through filler ports located on top
of both wings. Fuel is supplied from the tanks through
the fuel selector valve to the fuel gascolator. From
the gascolator, fuel travels through the electrically
operated auxiliary fuel pump to the engine-driven fuel
pump. The auxiliary fuel pump is used for engine
starting and also provides fuel pressure to the engine
in the event of an engine-driven fuel pump failure.
LANDING GEAR, WHEELS, AND BRAKES
The retractable tricycle landing gear is operated hydraulically. Should a failure occur in the hydraulic
system an emergency system is provided for emergency extension of the gear. The gear is held in the
up pOSition by hydraulic pressure lock and will freefall to the down and locked poSition if normal hydraulic
system pressure is lost. Emergency extension of the
main gear is accomplished by placing the emergency
gear extension knob in the DOWN position to release
hydraulic fluid trapped in the uplock portion of actuators. This bypasses hydraulic fluid directly to the
Change 1
The aircraft is equipped with a dual flight control system, which utilizes control columns, control wheels,
and rudder pedals to operate the primary flight control
suIiaces. Trim tabs, located on the elevators are
controlled by rotating the trim tab control wheel, located in the center console. A fixed position ground
adjustable trim tab, is installed on the trailing edge of
the left aileron. The wing flaps are operated electrically and controlled by a switch on the lower right side
of the instrument panel. An internal control lock,
which may be installed in the control column, secures
the ailerons and elevators in the neutral position when
the aircraft is parked.
INSTRUMENTS
All instruments except magnetic compass and outside
air temperature gage are installed in the main instrument panel and sub-panel areas, and are grouped according to function and ease of surveillance. All primary flight and gyro instruments are installed in the
left side of the main instrument panel. Manifold pressure and tachometer gauges are mounted in the lower
center area of the main panel and the remaining engine
instruments are grouped horizontally ac ross the left
instrument Sub-panel. Lighting for the instruments is
furnished by a combination of post lights and flood
lights. Optional navigation and communications equipment is located in the center and right side of the
main instrument panel.
HEATING AND VENTILATION
The forced air heating and ventilation system provides
heat and ventilation to the cabin area. Heat is obtained
1-7
SECTION I
GENERAL
INFORMATION
MAINTENANCE MANUAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
from the exhaust manifold heat exchanger, located in
the engine compartmellt. Ram air, obtained through
air inlets in the cowling, is routed through a heat exchanger shroud around the exhaust muffler where it is
heated and distributed to the defroster and cabin heat
outlets. Control knobs located on the right instrument
sub-panel assembly control the amount and temperature of heated air entering the cabin. Fresh air enters
openings in the leading edge of the wing where it is
mixed with heated air for a desired degree of warm
temperature. Two individual ventilation systems provide maximum cool air for in-flight cabin ventilation.
A ram air intake, recessed into the center of the vertical stabilizer, serves the overhead console. The
second ventilation system utilizes the' fresh air intake
openings in the leading edge of the wing to supply
fresh air to the floor level outlets.
1-8
ROCKWELL
COMMANDER
112/B/TC/TCA
ELECTRICAL SYSTEM
The 14-volt dc electrical system obtains power from
one 12-volt battery and one engine-driven 14-volt
70-amp alternator. Current is normally supplied to
the system from the alternator. When alternator output is not available electrical power is supplied from
the battery installed in the aft fuselage. An optional
external power receptacle, located aft of th~'battery
on the left side of the fuselage, may be used for connecting a 14-volt de ground power unit to the aircraft
de power system for engine starting or maintenance.
Aircraft without an external power receptacle should
use a spare battery for serviCing purposes. The electrical system utilizes a voltage regulator, 70- ampere
circuit breaker and overvoltage relay to regulate the
alternator voltage and protect the electrical system.
Change 1
ROCKWELL
COMMANDER
112/B/TC/TCA
SECTION IT
SERVICING
AND INSPECTION
MAINTENANCE MANUAL
SECTION II
GROUND HANDLING, SERVICING, AIRFRAME MAINTENANCE
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
TABLE OF CONTENTS
GENERAL DESCRIPTION ••••••••••••..•.•..
GROUND HANDLING ....••.••.•.•...•.••...
Towing ••.•.••.••.•.••.•••••.•..•....•.
Taxiing .•.••.•..•..•.••.••.•..•.••.•••.
Parking •••••.••••.••.••••••••••••••••••
Mooring .••.•••••••••••••••••••••.••..•.
Jacking •••.••.•.•••••••••••.••.•....•..
Leveling .•.•••••••••..•.•••.•••........•
COLD WEATHER OPERATION ••••••••.••.••
Cold Weather Maintenance Hints ••••••••••
GROUND EMERGENCY PROCEDURES •.•.•..
Engine Fires ••.•.•..••••.••.•..•..•....
Electrical Fires ••.••.•.•••••.•.••.•....
GROUND OPERATION OF ENGINE ••••••..••
Exterior Prestart Check •.•••••••..•.•••
Cockpit Prestart Check .••••..•.••.•.•..
Starting Cold Engine .•••••••..••.•..•.•.
Starting Hot Engine ••••••••••••••.••.•••
Engine Operational Check •.••.•.•..••..•.
SYSTEM AND COMPONENT SERVICING .....
Page
2- 1
2- 1
2- 1
2- 2
2- 2
2- 2
2- 2
2- 3
2- 3
2- 3
2- 4
2- 4
22222222-
4
5
5
5
5
6
6
6
GENERAL DESCRIPTION
Standard procedures for ground handling, servlCmg,
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.
Hydraulic System •••••••••••.••.•.•.....
Engine Oil System ..•....•......•...•...
Engine Induction Air Filter Cleaning ....•.
Fuel System ...•.•....••....•.••..•.....
Landing Gear, Wheels and Brakes ..•.•..•
Battery ..•.•....•...•...•.....•..... ~ ..
INSPECTION ...•.•...••..•.......•........
Inspection Checklist ...................•.
AIRFRAME MAINTENANCE .•.••....•..•.••
Airframe Sealing ••••••.•••••.••.••.•....
Fiberglass Repairs ....••.........•..•...
Structural Repairs ...................... .
Windshield and Windows ........•..•.....
Cabin and Baggage Doors .....•.•.....•..
Seats ...•....••.•..•..•.......•........
Upholstery •.............•...............
Wings .••..•....•..........•..•.•.•....
Empennage .•.••
Airframe Cleaning ...•..................
Lubrication ..........•..•....•.••.•.••.
Storage .....•.......•..................
0
•••••••••••••••••••••••
Page
2- 6
2- 8
2-10
2-10
2-11
2-13
2-14
2-14
2-14
2-14
2-15
2-16
2-16
2-20
2-21
2-23
2-23
2-24
2-24
2-30
2-30
a.
Pulling and guiding with nose gear tow bar.
The nose wheel may be turned a maximum of 30 degrees to the left or right of center. Nose wheel tow
limits must be strictly observed to prevent nose gear
damage.
b.
Rotating aircraft aft on main landing gear and
towing backwards. The main wheels are near the
center of balance, and two men can easily lower the
tail and move the aircraft with little effort.
TOWING PRECAUTIONS
GROUND HANDLING
TOWING
Movement of the aircraft on the ground may be accomplished by the following methods:
a.
Never push, pull, or lift aircraft by use of
control surfaces.
b.
Never use nose gear strut body or tailcone tiedown ring as an attach point for towing.
c.
Never place undue strain on aircraft when towing, and avoid jerky motions.
'
d.
Do not use ropes attached to main gear for towing aircraft backwards through mud or snow.
2-1
SECTION II
SERVICING
AND INSPECTION
MAINTENANCE MANUAL
ROCKWELL
COMMANDER
112/B/TC/TCA
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
CONTROL
LOCK
X221
Figure 2-1 . Internal Control Lock
TAXIING
Before attempting to taxi aircraft, maintenance personnel should be 'checked out' by qualified personnel.
When it is determined that propeller area is clear,
apply power to start taxi roll and perform the following checks:
Taxi a few feet and check brake operation.
a.
b.
While taxiing, make slight turns to determine
that nose wheel steering is operative.
c.
Avoid taxiing over ground containing loose
stones, gravel, or other loose material that may
cause foreign object damage to propeller, cowling,
or other aircraft in the area.
d.
Never taxi with flaps extended.
e.
Minimum turning distances must be strictly
lock (Figure 2-1) and pitot covers, and place chocks
under wheels.
MOORING
Park aircraft as previously outlined. In winds up to
20 knots, secure the aircraft at tie-down rings. For
winds above 20 knots, tie nose gear, main gear and
tailcone, and wing tie-down ring (see Figure 2-2),
and install external control surface locks, if available. Hangar aircraft when predicted wind velocity
exceeds 60 knots. When mooring aircraft, use 3/4inch manila or nylon rope and employ a clove hitch
or other anti-slip knot. If manila rope is used for
tie-down, allow enough slack to compensate for contraction of the rope fiber without damaging aircraft.
observed.
f.
Taxi with propeller in high rpm, cowl flaps open,
and observe all engine operating limits.
PARKING
Head aircraft into wind and set parking brake. Do not
set parking brake during cold weather when accumulated moisture may freeze in brakes, or if brakes are
overheated. Close cowl flaps, install internal control
2-2
JACKING
Aircraft jacking should be accomplished in a hangar
unless wind is calm. Place jacks under jack pads on
the underside of both wings and nose jack pad near
the nose gear wheel well as shown in Figure 2-3.
Attach a tail support stand to the tailcone tie-down
fitting and ballast as required. Raise nose and wing
jacks evenly until all three wheels are clear of the
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION IT
SERVICING
AND INSPECTION
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
XIS 2A
Figure 2-2. Mooring
floor and struts have fully extended. Provide adequate
clearance from floor surface if landing gear cycle tests
are to be made.
Check that parking brake is released
prior to lowering the aircraft after
maintenance.
The nose gear may be raised without the use of jacks,
by lowering aft fuselage and securing with weighted tail
stand.
LEVELING
Leveling of the aircraft is required for weighing and
calibration of the fuel quantity indicating system. To
level the airc raft, place airc raft in an enclo sed hangar.
If aircraft is to be weighed, retract flaps, install control wheel lock, remove all loose equipment from the
aircraft and pOSition adjustable seats in the forward
position. Place scales under jack stands at wing and
nose jacking points. If scales are equipped with caster wheels, block wheels to prevent movement. Raise
all three jacks evenly until aircraft is high enough to
permit fore and aft leveling by adjustment of the nose
jack. Place a level on the exterior surface of the
fuselage floor pan just aft of the nose wheel well.
Minor lateral leveling adjustments can then be made
by adjusting an individual wing jack. Accomplish
longitudinal leveling by placing a level in a fore and
aft direction on the exterior floor pan surface and
adjusting the nose jack as necessary.
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 aircraft in a
heated hangar to prevent frost, ice, and snow accumulation which 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 degrades 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 the engine air inlet,
fuel and static vents, heater air inlets, pitot tubes
and wheel wells. H aircraft is to be moored outside
in extreme cold, the battery should be fully charged
so it will not freeze. Make certain all vents, air inlets, static ports, etc., are covered. Make certain
cowl flaps are closed. The engine should be preheated
if aircraft is parked in the open when temperatures
are extremely low. Locating the aircraft inSide a
heated hangar is the most effective method of preheating aircraft. Auxiliary ground heating units may
be used to preheat the engine. This will make starting easier and assure proper engine lubrication at the
initial engine start. Use of an external power unit is
recommended to conserve battery energy if your aircraft is equipped with the optional ground service
receptacle. General Aviation Divisions f Service Department is available to advise operators having any
particular cold weather operation problems.
COLD WEATHER MAINTENANCE HINTS
Information contained below is intended only for the
purpose of supplementing existing information in this
manual, when operating aircraft in cold weather.
Keeping aircraft in top maintenance condition during.
2-3
SECTION IT
SERVICING
AND INSPECTION
MAINTENANCE MANUAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
BALLAST
X163
Figure 2-3. Jacking
cold weather operations can not be overstressed.
BATTERY. Battery should be maintained at full
charge during cold weather to prevent freezing. After
adding water in freezing temperature, charge battery
to mix 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. 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. Condensation is more likely to occur
in cold weather due to a more rapid and positive division of moisture content from other fuel properties.
If at all pOSSible, use fueling facilities that filter
moisture from the fuel. If fueling facilities with filters
are not available, filter fuel through a good grade
chamois. Fill tanks with correct grade (octane) fuel
as soon as possible after landing to reduce the possibility of condensation and ice formation in the tank.
Fuel extracted from the fuel tank drains before engine
starting, deserves a more critical examination when
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. The engine should
be allowed to run dry by clOSing the fuel selector valve.
Fill fuel tanks immediately after flight. If shelter is
not available, tie aircraft down, install wing and engine compartment covers when snow is in the forecast,
and be sure all openings are closed or covered.
2-4
ROCKWELL
COMMANDER
112/B/TC/TCA
GROUND EMERGENCY PROCEDURES
Emergency procedures must be accomplished as
rapidly as possible should an emergency arise. It is
therefore suggested that steps pertaining to each
emergency be committed to memory in order to accelerate the procedure and minimize any possible
damage. The best solution is to avoid emergenCies
by following the procedures contained throughout this
manual.
ENGINE FIRES
If a fire develops in the engine compartment during
engine starting, continue the engine start in an attempt
to blow the fire out. If the fire persists, proceed as
follows:
a.
b.
c.
d.
e.
f.
Cowl flaps - CLOSE.
Mixture control - IDLE CUTOFF.
Fuel selector valve - OFF.
Cabin ventilation control - CLOSED.
Ignition and master battery switch - OFF.
Abandon 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 fire,
turn master battery switch OFF. Use a fire extinguisher approved for electrical fires to extinguish flame.
SECTION II
SERVICING
AND INSPECTION
GROUND OPERATION OF ENGINE
Perform all engine ground operations with cowling
fastened, mixture control in full RICH position, propeller control in HIgh RPM position and cowl flaps
open.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Do not allow cylinder head and oil
temperatures to exceed maximum
limits.
b.
Propeller control lever - High RPM.
c.
Throttle control lever - forward approximately
one-fourth inch.
d.
Induction air heat control - OFF.
e.
Master battery switch - ON.
Alternator side of switch to OFF if external
power is used, otherwise place alternator
switch to ALT (on).
f.
Check battery voltage, voltage should be 11 to
12 volts.
g.
Auxiliary fuel pump switch - FUEL PUMP
momentarily, then OFF.
I WARNING
EXTERIOR PRESTART CHECK
a.
A fire extinguisher must be readily available in
the event of an engine fire.
b.
Check oil level (8 quart capacity). Assure engine crankcase has been serviced with correct grade
and weight of oil (see Detailed Engine Specifications,
Section IV).
c.
Clear area of personnel.
d.
If engine has been inoperative for several hours,
pull propeller through several revolutions by hand.
I
I
Propeller area must be clear of personnel, work benches and equipment prior
to engaging starter.
The following check list may be used for the exterior
prestart check. Aircraft should be headed into the
wind and wheel chocks in place.
I WARNING
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
h.
Ignition switch - START and then to BOTH
when engine starts.
NOT.
Cranking should be limited to 30
sec onds and several minutes allowed
between cranking periods to permit
the starter to cool.
i.
Throttle - desired IDLE speed.
NOT.
Ignition switch must be OFF when
rotating propeller by hand.
COCKPIT PRESTART CHECK
Following the Exterior Prestart Check and prior to
starting engine, make the following cockpit prestart
checks:
a.
All switches - OFF.
b.
Landing gear control switch - DOWN and
LOCKED.
c.
Remove flight control lock from control wheel,
and assure controls operate freely.
d.
Check circuit breakers for correct position.
e.
Master battery switch - ON.
f.
Landing gear safe lights - green.
g.
Parking brakes - SET.
h.
Check fuel quantity.
i.
Trim tabs - TAKEOFF.
j.
Wing flaps - FULL UP.
k.
Position cowl flaps - OPEN.
1.
Fuel selector valve - LEFT or RIGHT (fullest
tank).
If engine fails to start and flooding
is suspected.
1.
2.
3.
4.
5.
6.
7.
Auxiliary fuel pump switch - OFF.
Mixture control - LEAN cutoff.
Throttle control - FULL power.
Ignition switch - START.
When engine is cleared of excess
fuel and cylinders begin to fire,
place mixture control full forward
(RICH) and auxiliary fuel pump
switch to FUEL PUMP momentarily
then OFF.
Release ignition switch when engine
starts.
Throttle control - as required.
j.
Check oil pressure gage for an indication of oil
pressure. If oil pressure is not indicated within 30
seconds after engine starts, stop engine and determine cause.
k.
After engine has started, disconnect external
power if used and place alternator master switch to
ALT (on).
NOT.
STARTING COLD ENGINE
a.
Mixture control lever - full RICH.
The battery switch should be left 0 N
until the alternator is turned on and
stabilized.
2-5
SECTION IT
SERVICING
AND INSPECTION
MAINTENANCE MANUAL
STARTING HOT ENGINE
a.
Mixture control lever - full LEAN.
b.
Propeller control lever - ill RPM.
c.
Throttle control - FULL
d.
Induction air heat control - OFF.
e.
Master battery switch - ON (alternator side of
switch OFF if external power is used).
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
I
WARNING
I
Propeller area must be clear of personnel, work benches and equipment prior
to engaging starter.
f.
Ignition switch - START and then to BOTH
when engine starts.
NOIE
Cranking should be limited to 30 seconds,
and several minutes allowed between cranking periods to permit the starter to cool.
Mixture control lever - full RICH.
Throttle control - desired IDLE speed.
i.
Check oil pressure gage for an indication of oil
pressure. If oil pressure is not indicated within 30
seconds after engine start, stop engine and determine
causeD
j.
After engine has started, disconnect external
power source if used, and place alternator master
switch to ALT (on).
g.
h.
NOIE
The battery switch should be left ON
until the alternator is turned on and
stabilized.
ROCKWELL
COMMANDER
112/B/TC/TCA
PROPELLER. With engine at 2200 rpm, exercise
•
propeller by slowly moving propelle r control lever aft
to reduce rpm to 1500. Return control lever full for- •
ward (ill RPM) and note any indication of sluggish or
erratic operation. Refer to Section IV if propeller
does not operate properly.
Do not allow cylinder head and oil tempperatures to exceed operating limits.
MAGNETO CHECK. Advance throttle to 2200 rpm
•
and rotate ignition switch from BOTH to L (left) poSition and note rpm drop. Rotate switch back to BOTH
pOSition to clear the engine. Rotate switch to R (right)
pOSition and note rpm drop. Drop should not exceed
175 rpm on either magneto and should not exceed 50
rpm variation between the two magnetos.
FULL POWER. With propeller in HI RPM and
mixture control in full RICH, advance throttle to
FULL open position. Tachometer should read 2700
rpm, and manifold pressure (at sea level) should be
28.6 inches mercury.
•
IDLE SPEED. Retard throttle lever to IDLE pOSition.
Engine should run smoothly at 600 (+50, -0) rpm,
without any tendency to load up.
ENGINE SHUTDOWN.
control lever in IDLE
propeller has stopped
in OFF position, then
OFF.
Stop engine by placing mixture
CUTOFF position. As soon as
turning, place ignition switch
turn all other electrical switches
I
ENGINE OPERATIONAL CHECK
After engine start, allow engine to warm up at 10001200 rpm to ensure adequate cooling and engine lubrication. At completion of warm up period proceed with
the engine ope rational cheCk.
INSTRUMENTS. With engine stabilized at 2200 rpm,
check all engine instruments, ammeter, voltmeter
(optional) and vacuum (optional).
IGNITION. Check ignition switch grounding by retarding throttle to IDLE and turn ignition switch OFF, to
check that engine will stop running. After rpm has
dropped 100 to 200 rpm, turn ignition switch to BOTH.
I
If magneto switches remain OFF for
longer than a few seconds, after-firing
may occur when magnetos are switched
back to BOTH. If the engine continues
to run with the ignition switch off, stop
engine by placing mixture control lever
in IDLE CUTOFF and check magneto ground.
2- 6
SYSTEM AND COMPONENT SERVICING
Servicing procedures contained in this section are
confined to those maintenance actions that occur with
routine frequency and require a reasonable short period
of time to accomplish (see Figure 2-4). Servicing
practices and maintenance to aircraft systems and
components which require less frequent attention are
contained in the appropriate section of this manual.
HYDRAULIC SYSTEM
HYDRAULIC POWER PACK. The hydraulic power
pack is located in the left forward area of the aft fuselage section (see Figure 2-5). An access pal1ellocated
in the baggage compartment on the left aft side affords
easy access for servicing. Before removing the fill
port screw, wipe fill port area with a shop towel
•
to remove dirt that could fall into the reservoir. Never
allow reservoir to remain uncapped any longer than
necessary. If reservoir is low and hydraulic fluid is
not immediately available reinstall fill port screw
•
until hydraulic fluid is obtained. Service hydraulic
reservoir as follows:
Change 3
ROCKWELL
COMMANDER
112/B/TC/TCA
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
MAINTENANCE MANUAL
ENGINE OIL FILLER
ENGINE OIL FILTER
GASCOLATOR
FUEL TANK SUMP DRAIN VALVES
FUEL TANK FILLER VALVES AND CAPS
FUEL SELECTOR VALVE DRAIN (112/TC)
BATTERY
HYDRAULIC POWER PACK
MAIN GEAR STRUT INFLATING VALVE
MAIN TIRE INFLATING VALVE
SECTION IT
SERVICING
AND INSPECTION
11. BRAKE MASTER CYLINDERS
12. VACUUM SYSTEM RELIEF VALVE
FILTER AND VACUUM FILTER CARTRIDGE
13. ,INDUCTION AIR FILTER
14. NOSE GEAR STRUT INFLATING VALVE
15. NOSE TIRE :iNFLATING VALVE
16. NOSE GEAR SHIMMY DAMPENER
17. BRAKE FLUID RESERVOIR (112B/TCA)
18. FUEL SUMP DRAIN (112B/TCA)
X22 16
Figure 2-4. Servicing Chart
2-7
SECTION IT
SERVICING
AND INSPECTION
MAINTENANCE MANUAL
ROCKWELL
COMMANDER
112/B/TC/TCA
a.
Master battery switch - OFF.
b.
Remove access panel in baggage compartment.
c.
Remove fill port screw and check fluid level.
Rese:l.'voir level should be maintained to the bottom
of the fill port screw.
d.
Fill with hydraulic fluid (MIL- H- 5606).
e.
Install fill port screw.
f.
Install access panel.
•
•
•
ENGINE OIL SYSTEM
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Eight quarts of engine lubrication oil are contained in
the oil sump of the engine. The oil supply should be
checked before each flight and maintained at the dipstick full mark with seasonal weight and quality of
lubricating oil. Refer to Section IV for correct oil
grade and weight.
OIL LEVEL CHECK AND SERVICING. The oil level
dipstick is a part of the filler cap, which is located
on top of the engine. Access to the filler cap is gained
through a door, located on the upper surface of the
engine cowling (see
2-14). Maintain oil level
at full (8 quart) mark. Add oil that is of the same
quality and weight of oil as that contained in the sump,
and do not over fill.
OIL CHANGE. Engine lubricating oil may be changed
at intervals of 100 hours of operation, provided that
the filter element is changed every 50 hours. 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.
Operate engine until cylinder head temperature
is within green range.
b.
Place container having a capacity of 8 quarts or
more beneath oil drain valve. Attach hose to drain
valve to prevent oil spillage on nose gear strut or
other components.
c.
Open drain valve (push up).
d.
Allow engine oil to drain completely, then close
drain valve (pUll down), and remove hose.
e.
Clean oil suction screen as outlined in this
section.
f.
Remove and replac e full flow oil filter.
g.
Add eight quarts of oil and check level with dipstick to assure sump is full.
h.
Check drain valve for leaks.
INSPECTION AND CLEANING OF OIL SUCTION
SCREEN (ELEMENT). One oil suction screen and one
full flow oil filter element located within the oil system
tilters out foreign material that would otherwise be
carried into critical moving parts of the engine. The
oil suction screen is located in the right forward end
of sump near the fuel injector and the full flow oil filter
element is installed on the accessory housing. The
metal oil suction screen must be inspected and cleaned,
while the oil filter element must be removed and replaced, at each 50 hour-interval, each time the oil is
changed or whenever improper oil circulation is suspected.
2-8
X22 4
Figure 2-5. Hydraulic Power Pack
Oil Suction Screen Removal
a.
Release pressure on oil system by draining oil
sump.
b.
Remove oil suction screen plug from oil sump
on right side of engine and discard gasket.
c.
Remove oil screen.
Full Flow Oil Filter Removal
a.
Remove safety wire from bolt head at end of
filter housing.
b.
Loosen bolt and remove filter assembly from
adapter.
c.
Remove and discard copper gasket and any
other gaskets.
Inspection and Cleaning
Check screen and filter element for evidence of metal
particles and observe the amount of carbon and sludge
in the oil screen and filter element. The amount of
carbon and sludge build up, especially in the suction
screen, are indicators of engine condition.
If the
buildup of this material increases progressively between oil changes the service life of the engine will
be increased if the oil change time is reduced. When
Change 3
ROCKWELL
COMMANDER
112/B/TC/TCA
SECTION IT
SERVICING
AND INSPECTION
MAINTENANCE MANUAL
MODEL 112B
MODEL 112TC/TCA
AIR FILTER
HOUSING
/AIR FILTER
'~I
Am FILTER
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
X2438
MODEL 112
/
/
/
/
/
I
/
/
/
~
~
~
"
~
X222
Am FILTER
HOUSING
X2434
Figure 2- 6. Induction Air Filter
metal particles are found on either the oil suction
screen or filter element, accomplish engine operational check and oil screen and filter element inspection to determine if the engine should be continued in
service. To clean the engine oil screen, soak and
wash screen in cleaning solvent and dry with moisture
free compressed air. The filter element should be
replaced; however, before replacing the filter element, remove the outer perforated paper cover; and
using a sharp knife, cut through the folds of the element at both ends, close to the metal caps. Carefully
unfold the pleated element and examine the material
trapped in the filter for evidence of internal engine
damage such as chips or particles from bearings.
In new or newly overhauled engines, some small
particles of metallic shavings may be found, these
are generally of no consequence and should not be
confused with particles produced by impacting,
abrasion or pressure. When metal particles are
found in the oil screen and filter element of an engine
that has been in use for a period of time, accomplish
the following steps:
a.
Install new or cleaned oil sc reen and filter
element and fill sump with new oil.
b.
Operate engine until cylinder head temperature
is within green range. Operate engine through various
power settings and observe oil pressure and oil temperature readings for erratic indication. Allow engine
to run an additional 15 minutes.
c.
Shut engine off.
d.
Drain oil sump.
e.
Remove screen and filter element and repeat
inspection for metal particles. If metal particles are
present, engine overhaul is required. Engine may be
returned to service if screen and filter element are
free of metal particles. Consult nearest Lycoming
Representative if condition of engine is questionable.
Oil Suction Screen Installation
a.
Locate new gasket on oil suction screen plug
assembly and install in engine.
b.
Tighten plug until underside of head or flange
makes contact with face of sump, then tighten to a
maximum of 50 inch-pounds additional torque.
Full Flow Oil Filter Installation
a.
Install new copper gasket on stud and place
shell and element on stud.
b.
Coat rubber gaskets with clean engine oiL This
allows rubber gaskets to seat properly under torque
when tightening stud.
c.
Install flat rubber gasket on shell edge.
d.
Install mounting plate on stud.
e.
Install nylon nut on stud threads and run up
finger tight against mounting plate so assembly will
be held as a unit until installed on adapter.
2-9
SECTION n
SERVICING
AND INSPECTION
f.
Install square rubber gasket in groove in
mounting plate.
g.
Install complete assembly to adapter and torque
stud to 20 to 25 foot-pounds.
h.
Safety wire stud to side of housing.
ENGINE INDUCTION AIR FILTER CLEANING
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
An induction air filter is installed in the induction air
filter housing of the engine (see Figure 2- 6). This
filter prevents rapid wear of engine moving parts
caused by entry of fine grit and dust into the internal
parts of the engine. Careful attention to the condition
and proper cleaning of the engine air filter is important to long engine life. The filter should be removed
and cleaned or changed at every 50 hour interval of
flight time, and more often if operating in dusty areas.
To clean the filter proceed as follows:
a.
Remove upper section of engine cowling.
b.
Remove air filter from air filter box assembly ,
by removing attaching clamp and dust and removing
screws attaching box assembly to cowling.
c.
Thoroughly wash filter in PS-661 cleaning solvent or equivalent.
d.
Allow filter to drain dry.
e.
Dip filter in clean engine oil, stand on end and
allow to drain at least 16 hours.
f.
Wipe off excess oil and wipe down frame.
MODEL 112 THRU 125)
FUEL
100/130 OCTANE MIN
USEABLE GAL.
__ -30
- 25
- 20
~
-15
MODEL 112 126 THRU 155)
FUEL
100/130 OCTANE MIN
USEABLE GAL.
If
32
- 27
-22
-17
MODEL 112 156 AND
SUBSEQUENT) MODEL
112B/TC/TCA
FUEL
100/130 OCTANE MIN
IIOT.
Extra air filters should be retained so
that a clean filter will be readily available.
X2219A
Figure 2-7. Fuel Tank Capacity
g.
Install clean air filter in air filter box assembly
and reinstall air filter box assembly.
h.
Replace upper cowling.
FUEL SYSTEM
RE FUELING. Refuel aircraft with fueling facilities
that contain filters for removing the moisture content
from the fuel. If fueling faCilities with filters are not
available, filter fuel through a good grade chamois.
Fuel tanks should be serviced after the last flight of
the day to allow maximum time for entrained moisture
to reach the sumps prior to the next flight. Use only
100/130 octane, aviation grade gasoline. See Figure
2-7 for fuel tank capacity.
I
WARNING
I
Ground aircraft and ground fuel servicing
equipment to aircraft. Smoking in or around
the aircraft during refueling operations is
prohibited. Fire protection equipment must
be immediately available.
2-10
ROCKWELL
COMMANDER
112/B/TC /TCA
MAINTENANCE MANUAL
a.
Master battery switch - OFF.
b.
Remove fuel filler cap, located on top outboard
surface of right wing, and fill tank until fuel level
rises to filler neck. Allow fuel to settle for five minutes, then add fuel to ensure complete filling.
Do not drag refueling hoses over leading edge or other wing surfaces. This
will damage painted surfaces.
IIOT.
It is recommended that a thin vinyl
mat be locally fabricated to prevent
damage to the paint surfaces during
refueling. An approximate overall
size of 12 x 22" with a 3-5/8" diameter hole near one of the 12 inch
edges, to fit over the filler opening,
will provide protection from nozzle
scratches.
ROCKWELL
COMMANDER
112/B/TC/TCA
c.
Replace and check security of fill port cap.
d.
Wash spilled fuel from wing surface with clean
water.
e.
Repeat procedure for opposite tank.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
DRAINS. On model 112/TC four fuel drains are provided at the lowest points of the fuel system to extract moisture and sediments entrapped in the system.
On model 112B/TCA five drains are installed (see
Figure 2-4). Draining the fuel tanks, tank sump and
gascolator is accomplished by use of drain valves
located adjacent to the tanks, sump or gascolator.
All fuel drains except the gascolator should be drained
prior to the first flight of each day. The gascolator
should be drained and checked every 25 hours of operation. Drain a small quantity of fuel into a transparent container to permit inspection for presence of
moisture or sediment. Fuel should be drained until
all evidence of moisture or sediment disappears.
Drain check the fuel system as follows:
a.
Drain a fuel sample from wing tank sumps on
inboard underside area of each tank.
b.
On model 112/TC aircraft, place fuel selector
valve on interior center console on BOTH and pull to
drain selector valve through bottom of fuselage. An
outside assistant will be needed to obtain fuel sample.
NOI.
The fuel selector remote drain valve
will also permit draining of the individual
tank lines by switching to either RIGHT
or LEFT and pulling up on valve handle.
Return fuel selector valve to RIGHT or
LE FT position to prevent fuel from flowing from one tank to the other and overflowing out of tank vent line.
On model 112B/TCA aircraft drain a fuel sample from
each wing tank sump located just forward of each main
wheel well opening.
c.
Drain fuel sample from gascolator every
25 hours of operation by pushing in on drain or by
pulling drain handle as applicable.
d.
Visually check that all drain valves close after
draining.
FUEL SYSTEM SCREENS. Filter screens incorporated
in the fuel system are: finger inlet screens in both
fuel tank outlet lines and a screen in the gascolator
connected to the electric fuel pump, mounted on the
firewall. The gascolator screen should be removed,
inspected and cleaned every 100 hours of operation or
sooner if improper fuel circulation is suspected. The
finger inlet screens should be removed, inspected
and cleaned annually unless improper fuel circulation
requires immediate service to the system. See
Section V for removal and cleaning instructions.
DE FUE LING. Gasoline fumes are present during defueling operation; therefore, extreme caution must be
exercised to prevent fire hazards.
Change 3
SECTION n
SERVICING
AND INSPECTION
MAINTENANCE MANUAL
WARNING
I
Smoking on or around the airplane is
not permitted during defueling procedure. Fire protection equipment must
be immediately available.
a.
Ground airplane and ground any defueling equipment to airplane.
b.
Place airplane on level surface.
c.
Remove engine cowling.
d.
Disconnect fuel inlet supply line to enginedriven fuel pump.
e.
Connect defueling hose to fuel inlet supply line
and place end of hose in fuel container. Size of container is determined by amount of fuel to be drained.
f.
Remove fuel tanks filler caps.
g.
Place fuel selector valve to BOTH.
h.
Place master battery switch to ON, or attach an
auxiliary power unit to airplane.
i.
Place auxiliary fuel pump switch to FUEL PUMP.
j.
Place auxiliary fuel pump switch to OFF when
fuel stops pumping. Drain residual fuel from all drains.
k.
Remove drain hose, reconnect fuel inlet supply
line to engine-driven fuel pump and torque !fBI! nuts to
100 inch-pounds.
VACUUM FILTER. See Section
description and servicing.
vm for complete
LANDING GEAR, WHEELS AND BRAKES
STRUT SERVICING. Place airplane on jacks with
gear clear of ground and inflate main gear struts to
150 psi for the Model 112 and 395 (:r 10) psi for the
•
Model 112B/TC/TCA to obtain correct strut extension.
Nose gear strut is inflated to 90 psi for the Model
112 and 120 psi for the Model 112B/TC/TCA. The
main gear strut nitrogen filler valve is installed on
the side of the strut, while the nose gear strut valve
is located on top of the strut. Use nitrogen gas to
inflate the strut.
NOI.
Moisture free compressed air may be
used for temporary servicing. Reservice
with nitrogen gas as soon as possible.
Check gear assembly for general cleanliness, security
of mounting, and hydraulic leaks at prescribed inspection intervals. Refer to Section VI for detailed description of strut servicing. Keep chromed surface of
strut wiped free of dirt and dust, using a clean lintfree cloth dampened in MIL-H- 5606 hydraulic fluid.
TIRES. Tires should be inspected for proper inflation,
breaks, cuts, 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 nose wheel tire pressure at
2-11
SECTION IT
SERVICING
AND INSPECTION
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
INTERVAL
50
INSPECTION
HRS
100
HRS
PROPELLER
I
Spinner, bulkhead, blades and hub
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
ENGINE COMPARTMENT
Clean, if necessary, prior to inspection.
1. Engine oil (first 50 hours) oil screens, drain
plugs and filter element (Lycoming Service Instruction #1014).
2. Oil cooler, lines, and connections.
3. Induction air filter (Lycoming Service Instruction #1080).
4. Engine baffle condition.
5. Crankcase, acc essory section and all seals.
6. Hydraulic brake fluid reservoir.
7. Exhaust system (Lycoming Service Instruction
#1080) •
8. Engine controls and linkage.
9. Engine cowling and fasteners.
10. Engine mounts and structure.
ENGINE
1.
2.
3.
4.
5.
6.
7.
8.
Spark plug compression check, test and regap.
Gascolator screen.
Firewall mounted components.
Vacuum system (if installed).
Alternator belt tension (Lycoming Service Instruction #1129).
Engine oil (Lycoming Service Instruction #1014).
Oil screens (Lycoming Service Instruction #1023).
Magneto timing (Lycoming Service Instruction
#1132 & 1080).
FUEL SYSTEM
1.
2.
3.
4.
5.
6.
Drain valves, vent lines and vents.
Filler cap, anti-siphoning valves.
Fuel system placards.
Internal tank inspection, gage transmitters.
Fuel line fittings, vent lines and vents.
Remove and clean fuel vent line drain assembly
beneath fuselage.
I
I
LANDING GEAR
1.
2.
3.
4.
5.
6.
7.
Brakes, lines and components.
Strut and tire inflation checks.
Nose gear steering, tire, linkages, nose wheel well.
Gear door linkages.
Hydraulic power pack fluid level, service with MILH-5606 hydraulic fluid.
Nose gear and main gear inspection.
Parking brake system.
Figure 2-8.
2-12
I
I
Inspection Intervals Chart (Sheet 1 of 2)
500
HRS
AS
REQ'D
ROCKWELL
COMMANDER
112/B/TC/TCA
SECTION II
SERVICING
AND INSPECTION
MAINTENANCE MANUAL
INTERVAL
INSPECTION
50
HRS
100
HRS
500
HRS
AS
REQtD
~IRFRAME
1.
2.
3.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
4.
5.
6.
7.
8.
9.
10.
II.
12.
13.
14.
15.
16.
17.
18.
19.
20.
•
Battery electrolyte level, cables, and battery
box.
Aircraft exterior surfaces.
Windshield and windows.
Safety belts, shoulder harnesses.
Exterior lights, gear warning system.
Interior condition.
Lubricate all fittings.
Aircraft structure.
Electrical wiring condition.
Control system pulleys, cables and turnbuckles.
Ventilation system and controls.
Pitot-static system.
Stall warning system.
Antenna installations.
Flap system, tracks, hinge fittings, position switches,
gear warning-flap -actuated switch, flap
motor and transmission.
Rudder controls.
Vacuum system filter.
Control decals and labeling.
Rudder trim assembly.
Inspect aft end of 44222-3 rib of the vertical fin
for cracks in area of lightening hole and radius
of corners. If crack is found, remove upper fin
assembly and rework per Service Bulletin No. SB-112-56 .
• • ••
I
Figure 2-8. I nspection I ntervals Chart (Sheet 2 of 2)
31 psi for the Model 112 and 50 psi for Models 112B/
TC/TCA and main wheel tire pressure at 29 psi for
the Model 112 and 38 psi for the Models 112B/TC/TCA.
Tire pressure will change approximately one pound
for each five degrees of temperature change (5 0 F).
The wheels and tires are balanced assemblies and
the red dot on tire must align with yellow mark on
tube. If tires are suspected of being out of balance,
they may be balanced on automotive type balanCing
equipment. Clean tires with soap and water. If aircraft is out of service, rotate tires every seven days
to prevent flat spots from developing.
BRAKE BLEEDING. Brake bleeding should be performed when air is suspected of being entrapped in
brake lines. See Section VI for brake bleeding procedures.
BATTERY
BATTERY SERVICING. The 12-volt battery is installed in the left aft section of the tailcone. Battery
servicing involves adding distilled water to maintain
electrolyte level up to the horizontal baffle plate or
split ring at the bottom of the filler openings, checking cable connections and neutralizing or cleaning off
any spilled electrolyte or corrosion. Use bicarbonate
of soda (baking soda) and clean water to neutralize
corrosion. Follow with a thorough flushing with clean
Change 4
water and wipe dry.
Do not allow baking soda to enter battery
filler openings, as it will neutralize electrolyte and may permanently damage battery.
Clean cable and terminal connections with a wire
brush, then coat with petroleum jelly after connecting
to minimize corrosion. Check battery electrolyte
level at least each 50 hour s, more often in hot weather.
Check the electrolyte specific gravity for a reading of
1. 250 to 1. 280. A recharge should be made if a specific gravity of 1.250 or lower is indicated. Refer to
Electrical, Section X, for recharging procedures.
Also, during service checks, inspect the condition of
the battery box and remove any accumulation of dirt
or c orro sion.
Assure proper installation of angle
stiffener when reinstalling battery
cover.
2-13
SECTION IT
SERVICING
AND INSPECTION
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
INSPECTION
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
To avoid repetition throughout an inspection, general
points to be checked are given in Figure 2-8. Only
the items to be inspected are listed and details as to
how to check, or what to check for, are excluded.
Details on how and what to check for are specified in
the appropriate sections of this manual. Some item s
are optional equipment that may not be found on a
particular airplane. Check FAA Airworthiness Directives and General Aviation Division Service Letters
for compliance at the time specified by them.
1435 Quick Repair Sealant
5000 White Sealer
Dow Corning Corp., RTV-732, 24 hour
Coast Pro-Seal 700, 72 hour, (MIL-S-38249, Type 1).
NOTE
Class A- indicates brushable material.
Class B- indicates filleting or injection
material. Dash numbers indicate work
life. Example: A-2 indicates a brushable material having a 2-hour maximum
work life.
INSPECTION CHECKLIST
MOVABLE PARTS for: lubrication, servlCmg, securityof attachment, binding, excessive wear, safetying,
proper operation, proper adjustment, correct travel,
cracked fittings, security of hinges, defective bearing,
cleanliness, corrOSion, deformation, sealing and
tensions.
FLUID LINES AND HOSES for: leaks, cracks, dents,
kinks, chafing, proper radius, security, corrOSion,
deteriorations, obstructions and foreign matter.
METAL PARTS for: security of attachment, cracks,
metal distortion, broken spotwelds, corrOSion, condition of paint and any other apparent damage.
WIRING for: security, chafing, burning, defective
insulation, loose or broken terminals, heat deterioration and corroded terminals.
BOLTS IN CRITICAL AREAS for: correct torque in
accordance with the torque values given in the chart
or when visual inspection indicates the need for a
torque check.
FILTERS, SCREENS, AND FLUIDS for: cleanliness,
contamination and/or replacement at specified intervals.
AIRFRAME MAINTENANCE
AIRFRAME SEALING
The airframe is sealed during manufacture of the
various subassemblies and again after airframe completion. The follOWing information is included to
assist in the maintenance and repair of the airframe
to obtain a correct and lasting seal when replacing
any structural parts.
SEALANT AND INSULATION MATERIALS. The
following is a list of sealants and insulation materials
to be used in the aircraft.
•
Products Research Co.
1005L Class B-1/2 (MIL-S-4383)
1221 Class A-1/2 (MIL-S-7502)
1221 Class A-2 (MIL-S-7502)
1403-G-B2
1422 Class A-1/2 (MIL-S-8802)
1422 Class A-2 (MIL-S-8802)
1422 Class B-2 (MIL-S-8802)
1422 Class B-4 (MIL-S-8802)
2-14
Prior to use, all sealants are to be stored in a refrigerator. Two- part sealants should be mixed only in
the quantity required for a specific task. Surplus adhesive should be discarded since the storage life of
mixed sealants, even under refrigeration, is very
limited. The two-part sealants have a definite and
limited work life after being mixed; the work life
being the length of time the sealant will remain in a
workable form before becoming too hard. Before
mixing the sealant, the amount needed for the specific
job should be estimated and only that amount mixed.
Do not try to seal an area so large that the job cannot
be finished within the work life, of sealants. By using
these simple precautions a great deal of time and
sealant may be saved.
CLEANING MATERIALS AND TOOLS. The following
is a list of cleaning materials and tools used when
applying sealants.
1.
Methyl Ethyl Ketone (MEK).
2.
Gauze sponges; Johnson and Johnson, Finetex,
Leshner industrial wipers, or equivalent.
3.
Clean rags.
4.
Pyles sealing gun, Model 250-06 (using disposable cartridges).
5.
Sealant forming tools-spatula and sealant fairing tools.
6.
Inspection mirror.
7.
Solvent dispenser.
SEALING PROCEDURES. The following procedures
are provided to enable operators to obtain successful
sealing of the airframe during and following repairs.
Cleaning
Remove grease, oil, dirt, chips and all foreign material prior to cleaning. The success of a good seal
depends on the thorough cleaning of both surfaces of
the affected parts to be sealed. Cleaning can be accomplished using expendable gauze sponges or a clean
lint-free cloth. Scrub both surfaces until cloth remains clean after wiping. Do not use an excessive
amount of solvent. For the final cleaning, wipe surfaces dry with a clean dry cloth to remove any film
left by the evaporation of the solvent. The area cleaned
should be slightly wider than the width of the sealant
to be applied. All cleaning solvent should be removed
from assembly faying surfaces with oil-free, compressed air. If any primer or paint is removed durChange 4
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION n
SERVICING
AND INSPECTION
ing the cleaning operation, paint the area after the
sealing operation is completed.
and the tape and sealer removed and replaced. See
Windshield and Window Removal and Installation.
Mixing
REPAIR OF SEALANTS. Should the sealant become
damaged during its work life, it may be repaired by
remOving the damaged filler and applying new sealant,
or reworking the fillet with a forming tool. When the
damaged filler has hardened, the fillet should be repaired as follows: Remove all faulty sealant or remove sealant down to solid materials and reseal. If
beyond repair, cut away complete fillet and clean and
reseal the area. When removing sealant do not damage surface beneath fillet.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Mix the two-part sealants in accordance with the instructions on the container. Mix or stir the mixture
until it is uniform in color. Keep mixture free from
grease, oil, dirt, metal chips, and aU foreign objects.
Mix only enough sealant necessary for completing the
sealing requirements. Keep the sealant containers
closed when sealant is not being used.
Frame and Rib Flanges
The edges of all frame or rib flanges are sealed with
a Hllet of 1422 Class A sealant applied with a pressure
gun. When used as a faying surface sealant, the surfaces must be cleaned, the sealant applied to one surface with a pressure gun or spatula, and then spread
with a spatula to cover the entire faying surface area
approximately 1/32 inch thick. When the surfaces are
fastened together, a small excess of sealant will be
extruded continuously along the joint. The extruded
sealant is then faired out, leaving a smooth fillet
along the length of the jOint.
Fuel Tank Structure
A 1422, Class B sealant is used to seal fuel tank areas
of structural joints, stiffeners, tank walls, wing spars
and tank wall fittings. Force sealant into all seams
and joints with a pressure gun. Eliminate all air pockets as sealant is applied. Smooth out fillets with a
fairing tool. Use a forced smearing motion, while
eliminating air bubbles, to press the fillets into place.
Apply a thin coat of 1422, Class A-2 or Class A-1/2
over fillets.
Fasteners
Fasteners, rivets, bolts, etc., installed through a
faying surface seal within the work life of the sealant
needs no further sealing. Any fastener installed
through a structure where no faying surface sealant
has been used shall be sealed as follows:
a.
Apply 1422, Class A or B sealant to fastener
upon installation. Sealant must extrude evenly around
the fastener.
b.
Brush fastener with 1422, Class A-2 or A-1/2
sealant to form a fillet after installation.
Windows and Windshield
•
The windows and windShield edges are wrapped with
number CR-12-SFR single faced rubber foam. The
windows are sealed around all edges with number 5000
whi te sealer between the metal and the glass, and the
windshield edges are sealed with 1221 sealer between
the metal and the glass. The side windows are held in
place by retainer strips and metal screws. The windshield is inserted into the upper and side channels and
held in place by a lower retainer. Screws pass through
the retainer and into nutplates. Should a leak occur in
a window or windshield the glass should be removed
Change 1
FIBERGLASS REPAIRS
The engine cowling and tail cone are of fiberglass construction. Also some wing tips, stabilizer tips and
dorsal fairings are of fiberglass construction. The
following repair procedures cover fiberglass Touchup and Surface Repairs such as blisters, open seams,
delamination, cavities, small holes and minor damages that have not harmed the fiberglass cloth material. Information is also supplied to cover fiberglass
Fractures and Patch Repairs such as puncture, breaks
and holes that have penetrated through the structure
and damaged the fiberglass cloth.
FIBERGLASS TOUCH-UP AND SURFACE REP AIRS
a.
Remove wax, oil and dirt from around the damaged area with acetone, or MEK (Methyl Ethyl Ketone)
or equivalent and remove paint to gel coat.
b.
Scrape damaged area with a fine blade knife or
roughen sides and bottom of area with a power drill
and burr attachment. Feather the surrounding edge
of scratch or cavity. Do not undercut the edge. If
the scratch or cavity is shallow and penetrates only
the surface coat, continue to step h.
c.
Pour enough of resin to fill the area being
worked on, into a container or onto a piece of cardboard. Use a putty knife or stick and mix an equal
amount of milled fiberglass into the reSin. Add catalyst to the resin and mix thoroughly according to instructions. A hypodermic needle may be used to inject 'gel into small cavities not requiring fiberglass
millings mjxed with the gel.
d.
Work the mixture into the damaged area. Use
the sharp point of a putty knife or stick to press it
into the bottom of the hole and to puncture any air
bubbles which may be present. Fill the scratch or
hole until area has a buildup of material l/l6-inch
above surface.
e.
Place a piece of cellophane or waxed paper
over the repair to cut off air and start the cure of gel
mixture.
f.
Allow the gel to cure 10 to 15 minutes until it
feels rubbery to the touch. Remove cellophane and
trim flush with the surface using a sharp razor blade
or knife. Replace cellophane and allow gel to cure
30 minutes to an hour. The patch will shrink slightly
below the surface as it cures. (H wax paper is used,
ascertain wax is removed from the surface of repair.)
g.
Rough up the bottom and edges of the hole with
a power drill and burr attachment or rough sandpaper.
2-15
SECTION n
SERVICING
AND INSPECTION
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Feather the hole into surrounding gel coat. Do not
undercut. Proceed to step k., if this repair is for a
large scratch or deep cavity.
Pour a small amount of resin, add catalyst and
h.
mix thoroughly using a cutting motion rather than
stirring. Do not add fibers.
i.
Use the tip of a putty knife or finger tip and fill
the hole to lilS-inch above the surrounding surface
with the gel coat mixture.
j.
Lay a piece of cellophane over the patch area
to start the curing process. Repeat step f., and
trim patch when partially cured.
k.
After trimming the patch, immediately place
another small amount of gel coat on one edge of the
patch and cover with cellophane. Use a squeegee or
the back of a razor blade and squeegee the area level
around the patch. Leave the cellophane on patch for
two hours or overnight for complete cure.
1.
Allow the patch to cure for 24 hours. Sand
patched area using a sanding block with fine wet sandpaper. Finish by priming, again sanding and applying color coat.
FIBERGLASS FRACTURE AND PATCH REPAIRS
a.
Remove wax, oil and dirt from around the damaged area with acetone or MEK (Methyl Ethyl Ketone)
or equivalent.
b.
Cut away ragged edges with a key hole saw,
electric saber saw or sharp lmife. Cut back to sound
material.
c.
Remove paint three inches back from around
damaged area.
d.
Work inside the structure and bevel the edges
to approximately a 30 degree angle and rough sand
the hole and the area around it. Use an 80- grit dry
sandpaper and feather back for about two inches all
around the hole.
e.
Cover a piece of cardboard or metal with cellophane. Tape it to the outside of the structure covering the hole completely. The cellophane should face
toward the inside of the structure. If the repair is
on a sharp contour or shaped area, a sheet of aluminum formed to a similar contour may be placed over
the area. The aluminum should be covered with cellophane.
f.
Prepare a patch of fiberglass mat and cloth
to cover an area two inches larger than the hole.
g.
Mix a small amount of resin and catalyst,
enough to be used for one step at a time, according
to kit instructions.
h.
Thoroughly soak mat and cloth with catalyzed
resin. Put resin on mat first and then on the cloth.
Mat should be applied against structure surface with
cloth on top. Both the cloth and mat may be spread
out and soaked on cellophane and applied as a sandwich. Enough fiberglass cloth and mat reinforc ements should be used to replace the amount of reinfore ements removed in order to maintain the original
strength. If damage occurred as a stress crack, an
extra layer or two of cloth may be used to strengthen
area.
i.
Place patch on the inside of structure over the
hole. Cover with cellophane and squeegee from center
to edges to remove all air bubbles and assure adhesion
around the edge of hole. Air bubbles in the patch will
appear white and should all be worked out to the edge.
2-16
ROCKWELL
COMMANDER
MAINTENANCE MANUAL
112iBiTCiTCA
Remove excess resin before it sets up on the part.
Allow patch to cure completely.
j.
Remove cardboard or aluminum sheet from outside of hole and rough sand the patch and edge of hole.
Feather edge the hole about two inches into undamaged
area.
k.
Mask area around hole with tape and paper to
protect the surface. Cut a piece of fiberglass mat
about one inch larger than the hole and one or more
pieces of fiberglass cloth two inches larger than the
hole. Brush catalyzed resin over hole. Lay mat
over hole and soak it with catalyzed resin. Apply
additional layers of fiberglass cloth to build up patch
area to the surface of structure. Soak each layer
thoroughly with resin.
1.
With a squeegee or broad knife, work out all air
bubbles in the patch. Work from center to edge, pressing patch firmly against the structure.
m.
Allow the patch to cure 15 to 20 minutes until it
feels rubbery to the touch. Use a sharp lmive and cut
away extra cloth and mat. Cut on outside edge of feathering. Strip cut edges of structure before cure is
complete, to save extra sanding. Allow patch area to
cure overnight.
n.
Use an 80-grit sandpaper on a power sander or
sanding block and blend area with surrounding surface.
If any air pockets appear during the sanding operation,
puncture the air pockets and fill them with catalyzed
resin. A hypodermic needle may be used to fill cavities.
Let patch area cure and resand.
o.
Mix catalyzed resin and work it into any crevices.
p.
Cover area with cellophane and squeegee smooth.
Allow patch to cure completely before removing cellophane. Let patcA cure and resand.
q.
Brush or spray a coat of catalyzed resin to seal
patch. Sand the patch and finish by priming. Sand
the patch and apply a color coat.
NOTE
Brush and hands may be c leaned with
Ren RP-70. If not available, a strong
solution of detergent and water may be
used.
STRUCTURAL REPAIRS
Structural repair methods should be in accordance
with the requirements of the Federal Aviation Agency's
"Aircraft Inspection and Repair", Manual 43.13-1 and
"Aircraft Alterations", Manual 43.13-2. Any skins,
frames or ribs damaged beyond repair can be ordered
from the Parts Catalog.
WINDSHIELD AND WINDOWS
The windshield and cabin side windows are made from
plastic; therefore, care must be exercised when servicing the aircraft to prevent scratching or otherwise
damaging the window surfaces. The windshield and
cabin windows may be cleaned by carefully washing
with a mild commercial soap and clean water.
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION n
SERVICING
AND INSPECTION
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
.r.;-
1. CABIN WINnoWS
2.
3.
4.
5.
WINDSHIELD
CABIN WINnow LOWER RETAINERS
CABIN WINDOW UPPER RETAINERS
CABIN WINDOW FORWARD RETAINERS
6. CR-12-SFR SINGLE FACED RUBBER FOAM
7. PRODUCTS RESEARCH CO., NUMBER 5000
WHITE SEALER
8. PRODUCTS RESEARCH CO., 1221 SEALER
9. WINDSHIELD RETAINER
10. RETAINER SCREWS
X225
Figure 2-9. Windows and Windshield Installation
Change 1
2-17
SECTION n
SERVICING
AND INSPECTION
ROCKWELL
COMMANDER
112/S/TC /TCA
MAINTENANCE MANUAL
MODELS 112/112TC
MODEL 1128·500 THRU 544
MODEL 112TCA ·13150 THRU 13249
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
~
\
~
\
\
\
\
fJ5
6
1.
2.
3.
4.
5.
6.
7.
INTERIOR DOOR HANDLE
DOOR HANDLE ADJUSTMENT CABLE
PIVOT PIN
COTTER PIN
EXTERIOR DOOR HANDLE
DOOR LOCK
VENT WINDOW
X22 SA
Figure 2-10.
2-18
Cabin Door (Sheet 1 of 3)
Change 2
ROCKWELL
COMMANDER
112/B/TC /TCA
MAINTENANCE MANUAL
SECTION IT
SERVICING
AND INSPECTION
MODEL 1128·545 AND SUBSEQUENT
MODEL 112TCA ·13250 AND SUBSEQUENT
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
1.
2.
3.
4.
5.
6.
7.
INTERIOR DOOR HANDLE
LATCH ASSEMBLE
PIVOT PIN
COTTER PIN
EXTERIOR DOOR HANDLE
DOOR LOCK
VENT WINDOW
X2243
Figure 2-10. Cabin Door (Sheet 2 of 3)
Change 2
2-18A/2-18B
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
ROCKWELL
COMMANDER
112/B/TC/TCA
SECTION IT
SERVICING
AND INSPECTION
MAINTENANCE MANUAL
A
LATCH BOLT
<:>
----11·
EXTERIOR LATCH HANDLE
/'
~/GROMMET
~
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
~
SPACER
,~
X~ ·4\
~~
r ...
STRIKER PLATE
/MOUNTING PLATE
X2243
"'1
SPACER
- k L A T C H ACTUATOR
~/SPRING
\.4-...,.;~r---LA TCH TONGUE
L. .)
.~"'/
'1'\
INTERIOR COVER PLATE
SPACER
\'\.
l
RECEIVER
ASSEMBLY
SHIM
HANDLE STRIKER
X229
X2243
Figure 2-10. Cabin Door (Sheet 3 of 3)
All repairs to plastic window surfaces shall be made
in accordance with FAA Advisory Circular AC No:
43.13-1.
Do not use gasoline, alcohol, benzene,
acetone, carbon tetrachloride, deicer
fluids or glass cleaning components on
plastic surfaces as they will soften the
plastic and cause crazing.
Avoid rubbing the plastic surface with a dry cloth
since this can cause scratches and build up an electric
static charge that will attract dust particles. If
scratches are visible after removing dirt accumulations, finish the plastic with a quality grade of commercial wax. Apply 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; heat
generated by rubbing the surface may soften the plastic
and produce visual distortion.
REPAIR OF WINDSHIELD AND WINDOWS. Windows
that are extensively damaged should be replaced rather
than repaired, since even a carefully patched area
will still not be as optically or structurally acceptable as the original surface.
Change 2
Windshield Removal
To remove the windshield, refer to Figure 2-9 and
proceed as follows:
a.
Remove screws securing retainer strip around
base of windshield.
b.
Slowly apply hand pressure from interior side
of windshield to loosen windshield from sealing compound and slide it carefully from top and side retainer
channels in sldn.
c.
When windshield is loose, pull straight forward and carefully remove it from aircraft.
Windshield Installation
a.
Apply Products Research Co. number 1221
(white) sealer to inside of upper and forward windshield
frame channels.
b.
Wrap number CR-12-SFR Single faced rubber
foam around edges of windshield and trim overlap as
necessary.
c.
Carefully align and press windshield into upper
2-19
SECTION IT
SERVICING
AND INSPECTION
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
1.
2.
3.
4.
5.
6.
DOOR LOCK
DOOR ASSEMBLY
DOOR SEAL
STRIKER PLATE AND
ATTACHING HARDWARE
DOOR STOP AND
ATTACHING HARDWARE
HINGE ATTACHMENT
HARDWARE
X22 17
Figure 2-11. Baggage Door
and side frame channels until completely sealed. Trim
plastic as necessary for fit.
d.
Install bottom retainer strip and secure with
mounting screws.
e.
Clean windshield area of excess sealing compound, etc.
Cabin Window Removal
To remove the cabin windows, refer to Figure 2-9
and proceed as follows:
a.
Remove screws securing retainer strips around
windows.
b.
Slowly apply hand pressure from exterior side
of window to loosen windows from sealing compound
and carefully remove it from aircraft.
Cabin Door Window Removal
To remove the window from either cabin door, proceed as follows:
a.
Remove interior door trim moulding by removing retaining screws at outside edges.
b.
Remove window retainer strip screws and retainer.
c.
Gently apply hand pressure from exterior side
of window to loosen seal.
d.
Pilot's side storm window may be removed
from main window assembly by removing screw s at
storm window hinge strip. Model 112B, Serial numbers 545 and subsequent and Model 112TCA, Serial
numbers 13250 and subsequent the window may be removed from the door assembly by removing the attaching screws in the door.
I
Cabin Window Installation
Cabin Door Window Installation
a.
Apply Products Research Co., num~er 5000
white sealer to inside of window frame channel.
b.
Wrap number CR-12-SFR single faced rubber
foam around edges of window and trim overlap as
necessary.
c.
Carefully align and press window into frame
channel.
d.
Apply Products Research Co., number 5000
white sealer to inside of window.
e.
Install retainers and secure with mounting screws.
f.
Clean window area of excess white sealer.
2-20
Installation of the cabin door windows and cabin side
windows is the same as that procedure outlined in the
Cabin Window Installation paragraph.
CABIN AND BAGGAGE DOORS
Cabin Door Removal
The cabin doors may be removed simply by removing
Change 2
ROCKWELL
COMMANDER
112/B/TC /TCA
MAINTENANCE MANUAL
the cotter pins securing the pivot pins in the center of
the hinges (see Figure 2-10). Support the door assembly while the pivot pins are being removed to prevent damage to the lower edge of the door or hinge
points.
SECTION n
SERVICING
AND INSPECTION
Replace spacer and striker plate. The weather- strip
around the perimeter of the interior door surface
should be replaced as necessary to maintain a weather
seal and proper fit between door and door frame.
Cabin Door Handle Removal
Cabin Door Installation
The cabin door installation is the reverse of the removal procedures.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Cabin Door Adjustment
Cabin door adjustment can be made by repositioning
the upper (overhead) door latch striker hook as necessary to provide a snug fit between the door and fuselage skin. To adjust striker hook remove striker
plate and spacer then rotate hook to desired position.
Change 2
To remove the door handle from the door, proceed
as follows:
a.
Remove door upholstery.
b.
Remove outside handle by removing retaining
screws.
c.
Disconnect door handle adjustment cable at the
center of door by removing cotter pin and clevis pin
holding two adjustment cables together.
d.
Remove retaining screw s and pull inside handle
straight out.
2-20A/2-20B
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
ROCKWELL
COMMANDER
112/B/TC/TCA
Cabin Door Handle Installation.
To install door handle, proceed as follows:
Insert cable.
a.
b.
Install inside handle with retaining screws.
c.
Connect door handle adjustment cable and
adjust cable at handle.
d.
Install retaining screws in outside handle.
e.
Insta 11 door upholstery.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Cabin Door Handle Removal - Model 112B (Serial
numbers 545 and Subsequent) and Model 112TCA
(Serial numbers 13250 and Subsequent).
To remove the inside door handle from the door,
proceed as follows:
a.
Remove inside door handle by removing retaining screw.
To remove outside door handle from the door, proceed as follows:
a.
b.
c.
d.
Remove inside door handle
Remove door upholstery.
Remove latch assembly from door.
Drill the rivets out of the outside door handle.
Cabin Door Handle Installation - Model 112B (Serial
numbers 545 and Subsequent) and Model 112TCA
(Serial numbers 13250 and Subsequent).
To install the inside door handle to the door, proceed
as follows:
a.
Install inside door handle with retaining screw.
To install outside door handle to the door, proceed
as follows:
a.
b.
c.
d.
Attach
Install
Install
Install
SECTION n
SERVICING
AND INSPECTION
MAINTENANCE MANUAL
outside door handle to door with rivets.
latch assembly to door with screws.
upholstery.
inside door handle with retaining screw.
a.
b.
c.
Remove interior molding and retaining screws.
Disconnect door stop (see Figure 2-11).
Remove screws from hinges and remove door.
Baggage Door Installation
When fitting a new door minor trimming may be necessary on the door edges to permit a smooth tight fit.
Install the door by reversing the above procedure.
SEATS
FRONT SEATS. Standard individual front seats are
equipped with manually operated reclining seat backs,
and manual fore and aft adjustment control. Four
roller units on each front seat allow fore and aft travel
of the seat after the lock pins have been disengaged
from the seat tracks. Track stops limit seat travel,
and it is of primary importance that the stops be
secured after installing a seat unit.
I
WARNING
I
Ensure that the track stops are properly
installed on both front seat track assemblies to prevent accidental disengagement
during takeoff or landing.
Additional items installed on the front seat assemblies
include inertia-reel shoulder harness and adjustable
head rest. The inertia- reel is mounted on the base
of the seat structure, and the harness strap is routed
vertically to the seat back area to exit through an
opening at shoulder level.
REAR SEATS. The two rear seats are equipped with
individually adjustable seat backs and optional center
arm rest. A single rear seat back may be folded forward to provide an extension to the baggage area.
Consult the Weight and Balance documents for load
placement and baggage area limitations.
Seat Removal and Installation
Cabin Door Latch Removal
To remove the door latch proceed as follows:
a.
Remove door upholstery.
b.
Remove outside latch handle by removing retaining screw (see Figure 2-10).
c.
Remove all retaining screws from door latch
assembly.
d.
Remove latch assembly by pulling straight down.
The front seats may be removed by releasing the engagement pins and by removing stop pins at end of track.
The rear seats may be removed by removing the front
and rear frame attachment bolts that secure the seat
assembly to the cabin structure. Use care when removing seat assemblies to prevent damage to the
surrounding upholstery and paneling. The installation
of the seats is the reverse of the removal procedures.
Seat Belts and Shoulder Harnesses
Cabin Door Latch Installation
The cabin door latch may be installed by reversing
the above procedure.
Baggage Door Removal
Remove baggage door as follows:
Change 2
All seat belts and shoulder harness units should be
inspected periodically and replaced if the straps are
frayed or cut. Check that buckle latches operate
properly and shoulder harness inertia-reels work
smoothly. When installing seat belts, insure that
the buckle-half of the belt is installed on the inboard
side of the seat.
2-21
SECTION II
SERVICING
AND INSPECTION
ROCKWELL
COMMANDER
II2/B/TC/TCA
MAINTENANCE MANUAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
X2212
A
AILERON BALANCE
CABLE BRACKET
NASll06-14 BOLT
AN960-616 WASHER
MS20364-624 NUT
TORQUE 95-110 IN-LBS
FWD
TOP VIEW
.0
•••• 0
CENTER
LINE
FORGING
AN174-12A BOLT
AN960-416 WASHER
MS20365-428 NUT
TORQUE 50-70 IN-LBS
NASI106-13 BOLT
AN960-616 WASHER
MS20364- 624 NUT
TORQUE 95-110 IN-LBS
X22 13
B
c
TAB FITTING
AFT ATTACH MOUNT
INBOARD
FLAP ARM
(f\
~~ ____
SPARASSY
.~
AN175-6A BOLT
AN960-516 WASHER
MS20365-524 NUT
TORQUE 60-85 IN-LBS
X22 14
Figure 2-12. Wing Installation
2-22
X.2.2 15
ROCKWELL
COMMANDER
112/B/TC /TCA
MAINTENANCE MANUAL
UPHOLSTERY
The cabin interior and baggage compartment area
are completely upholstered and paneled with Royal.ite, vinyl and carpet. Fiberglass is utilized to insulate and sound proof the cabin structure.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Royalite and vinyl paneling is held in place by retainer
screws, adhesive and moulding trim. Floor carpets
are retained by cement, metal retainers and screws.
To clean the upholstery see information under Interior
Cleaning paragraph.
WINGS
WING REMOVAL. A wing can be removed easily if
three men are available to handle the wing. Otherwise the wing should be supported with a sling, cradle
or maintenance stand when the fastenings are loosened.
When one wing is being removed, provide balance support for the remaining wing. To remove a wing assembly, refer to Figure 2-12 and proceed with the
following steps:
a.
Defuel aircraft per Defueling procedures in
this section.
b.
Drain hydraulic brake and gear retraction lines.
c.
Remove rubber wing-butt fairing seal, and fully
extend wing flaps to gain access to aft wing attach
mount and wing flap torque tube fitting.
d.
Carefully remove front and rear seat assemblies,
side paneling and carpet as necessary to gain access
to spar and cabin side wall access covers.
e.
Disconnect wing flap from external flap actuator
rods.
f.
Disconnect and cap fuel line through forward
cabin side wall access opening.
g.
Carefully disconnect forward end of flap actuator
and actuator bracket from aft side of wing spar (left
wing spar only).
h.
Disconnect left wing wiring harness connector
plug.
1101.
Securely tape wing-half of wiring harness
to the spar web to prevent damage during
wing removal.
i•
Di sconnect and cap plastic pitot line coupling at
spar (left wing only).
j•
Remove main cabin wiring harness from adhesive-backed fasteners.
k.
Disconnect and cap three landing gear power
pack hydraulic lines at spar web (left wing only).
1.
Disconnect and cap hydraulic brake line at spar.
m. Disconnect fuel tank cross-vent line forward of
spar.
n.
Disconnect aileron control and balance cables at
turnbuckles and tag for reinstallation.
o.
Relieve cable tension on rudder, elevator and
elevator trim control cables at turnbuckles, and remove controls cable pulley mount from spar web.
SECTION n
SERVICING
AND INSPECTION
p.
Remove aileron balance cable support bracket
and pulley from spar web attach point.
q.
Remove bolts securing truss assembly to main
spar and aft cabin mounts and remove assembly.
Use extreme care to prevent notching of forging that
truss assembly attaches to at main spar.
r.
Unbolt and remove forging from spar.
s.
Remove upper and lower spar cap bolts from
left or right wing spar.
t.
Remove bolts from forward, center and aft
wing mounts.
u.
Disconnect ventilation hose and cables at wing
root.
v.
Carefully guide wing spar out of cabin structure
and place wing assembly on suitable support structure.
WING INSTALLATION. Thoroughly vacuum all foreign material from the fuselage, spar carry-through
structure and any other internal area where maintenance has been performed while wing assemblies
were removed. Refer to Figure 2-12 and proceed
with the following steps:
a.
Support fuselage and wing assembly on suitable
supports.
b.
Position wing spar in fuselage, and if new inboard skin panels have been installed, carefully check
fit along fuselage and trim as necessary.
c.
Connect cabin ventilation hose at wing root.
Install and bolt center wing attach shear fitting
d.
through cabin side wall access cover.
e.
Secure forward wing attach point.
Position and bolt centerline forging at spar
f.
centerline.
g.
Install truss assembly.
h.
Install and torque bolts through spar cap and
aileron balance cable bracket.
i.
Secure aft wing attach mount.
j.
Install controls cable pulley assembly at the
spar web.
k.
Connect and tension all control cables per instructions found in Section VII, Flight Controls.
1.
Connect fuel tank cross-vent line at spar.
m. Connect hydraulic brake line and bleed brakes
per Section VI, Landing Gear.
n.
Connect hydraulic power pack lines at spar.
o.
Connect wing wiring harness and secure harness
to wing spar.
p.
Connect pitot line.
q.
Assemble wing flap actuator and spar mounting
bracket.
r.
Rig aircraft in accordance with Section VU.
s.
Refuel wing tank and inspect all connections for
leaks.
t.
Fill hydraulic brake and landing gear systems.
u.
Check operation of fuel tank quantity gage,
wing flap position gage and wing navigation light.
v.
Inspect wing spar area for security of all parts
installed, safety wired components properly safetied
and wiring harnesses properly attached to wing spar
surface. Install all interior components removed
during maintenance and check operation of brakes,
control surfaces and landing gear.
2-23
SECTION n
SERVICING
AND INSPECTION
4
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
6
0-
12
VERTICAL STABILIZER STUD ASSY
DORSAL FAIRING
HORIZONTAL STABILIZER TIP FAIRING
ELEVATOR
VERTICAL STABILIZER ASSY
VERTICAL STABILIZER CAP
RUDDER
ELEVATOR TRIM TAB
HORIZONTAL STABIIJZER
RUBBER GAP SEAL
STINGER ASSY
RUDDER TIP ASSEMBLY
X227
Figure 2-13. Empennage Installation
EMPENNAGE
VERTICAL STABILIZER REMOVAL. To remove the
upper portion of the vertical stabilizer, refer to
Figure 2-13 and proceed as follows:
a.
Remove fiberglass stinger assembly and disconnect tail navigation light wiring.
b.
Disconnect rudder cables at rudder horn.
c.
Remove rudder top fairing and unbolt hinge
mount.
d.
Unbolt lower hinge.
e.
Remove rudder assembly.
f.
Remove lower dorsal fin fairing and disconnect
ventilation hose, anti-collision light wiring and antenna leads.
g.
Unbolt upper attach mount, at horizontal stabilizer, through two upper-most access holes in vertical
stub spar.
h.
Unbolt aft attach mount on rear vertical stub
spar.
i.
Remove upper portion of vertical stabilizer.
VERTICAL STABILIZER INSTALLATION. To install
the vertical stabilizer, reverse the preceding steps
and check rudder control rigging in accordance with
Section vn instructions.
2-24
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
RUDDER. Information on the removal, installation
and rigging of the rudder is contained in Section vn.
HORIZONT AL STABILIZER REMOVAL. To remove
the horizontal stabilizer see Figure 2-13. Remove
the vertical stabilizer and rudder assembly and proceed with the following:
a.
Disconnect upper end of elevator push rod bellcrank and disconnect elevator trim cables.
b.
Remove two forward attach bolts on upper forward surface of horizontal stabilizer and four aft
attach bolts.
c.
Remove horizontal stabilizer assembly.
HORIZONTAL STABIIJZER INSTALLATION. To install the horizontal stabilizer, reverse the preceding
steps and check elevator and trim tab control rigging
in accordance with Section vn.
ELEVATOR. Information on the removal, installation
and rigging of the elevator is contained in Section VII.
AIRFRAME CLEANING
INTERIOR CLEANING. Seats, rugs, upholstery
panels, and instrument should be vacuumed frequently
ROCKWELL
COMMANDER
112/B/TC /TCA
SECTION IT
SERVICING
AND INSPECTION
MAINTENANCE MANUAL
FUEL CELL ACCESS
(4 EACH SIDE)
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
PITOT TUBE/ACCESS
COVER MOUNT
ELEVATOR TRIM ACCESS
(TYPICAL BOTH SIDES)
SP AR MOUNT ACCESS
OVHD. VENTILATION
ELECTRIC WffiING
HARNESS ACCESS
BATTERY/HYD. POWER PACK
ACCESS PANEL
FLOOR-LEVEL
ACCESS PLATES
(3 EACH SIDE)
X22 18
Figure 2-14. Inspection Plates and Access Covers
2-25
SECTION n
SERVICING
AND INSPECTION
MAINTENANCE MANUAL
ROCKWELL
COMMANDER
112/B/TC/TCA
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
X2224
APPLICATION SYMBOL
f
HAND PACK
~
LUBRICATION GUN
SPECIFICATIONS AND TYPE OF LUBRICATION
MIL-G-81322 AIRCRAFT GREASE
MIL-G-23827 AIRCRAFT GREASE (Top of nose gear trunnion only)
MIL-G-81322 AIRCRAFT GREASE
(HF)
CLOTH WIPE
If
OIL CAN
MIL-L-5606 HYDRAULIC FLUID
MIL-L-7870 GENERAL PURPOSE LUBRICATING OIL
Figure 2-15. Lubrication Chart (Sheet 1 of 4)
2-26
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
A SEAT MECHANISM
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
r
C
SECTION II
SERVICING
AND INSPECTION
B CABIN DOOR
50 HOURS
X22 20
rr-
50 HOURS
X22 21
ELEVATOR AND TRIM TAB ASSEMBLY
II
50 HOURS
X2225
Figure 2-15. Lubrication Chart (Sheet 2 of 4)
2-27
SECTION n
SERVICING
AND INSPECTION
D
E FLAP
BAGGAGE DOOR
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
~50 HOURS
F
MAINTENANCE MANUAL
ROCKWELL
COMMANDER
112/B/TC/TCA
AND AILERON ASSEMBLY
. - 50 HOURS
X22 23
X2222
G
MAIN GEAR
MAIN GEAR DOORS
(HF) DAILY
f
100 HOURS
1{50 HOURS
XI67
(50 HOURS
Figure 2-15. Lubrication Chart (Sheet 3 of 4)
2-28
XI68
ROCKWELL
COMMANDER
112/B/TC/TCA
H
I
NOSE GEAR
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
~..l...---_(
RUDDER TRIM AND NOSE WHEEL STEERING
HF)
f
(HF) DAILY
f
SECTION IT
SERVICING
AND INSPECTION
MAINTENANCE MANUAL
100 HOURS
(50 HOURS
- , . 100 HOURS
J
XI65A
rl
HOURS (As Required)
X2238
NOSE GEAR DOOR
MODEL 112/TC
(50 HOURS
MODEL 112B/TCA
XI66
X2239
Figure 2-15. Lubrication Chart (Sheet 4 of 4)
2-29
SECTION n
SERVICING
AND INSPECTION
MAINTENANCE MANUAL
to remove surface dust. Spots and stains should be
removed with products specifically manufactured for
this purpose. Such products can be purchased locally.
Do not use water to clean fabric surfaces, since it will
spot upholstery and remove the flame- resistant chemical impregnated in the cloth.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
EXTERIOR CLEANING. Prior to cleaning the exterior
of the aircraft, cover the wheels, making certain the
brake discs are covered. Securely attach pitot covers
and install plugs or mask off all other openings. Be
particularly careful to mask off all static air sources
before washing or waxing. Do not apply wax or polish
to the exterior surface of the aircraft for a period of
90 days after delivery, as waxes and polishes seal
the paint from the air and prevent curing. If it is
necessary to clean the painted surface before the expiration of the 90-day curing period, use cold or lukewarm water and a mild soap. Never use hot water or
detergents. Any rubbing of the painted surface should
be gentle and held to a minimum to avoid damaging the
paint film. The aircraft should be washed with mild
soap and wate r . Loose dirt should be flushed away
with clean water before soap is applied. Harsh or
abrasive soaps or detergents may cause corrosion
or scratches and should never be used. Soft cleaning cloths or a chamois should be used to prevent
scratches when cleaning and polishing.
ENGINE CLEANING. Engine and cowling may be
cleaned with any standard engine solvent approved for
this purpose. Prior to cleaning engine, cover all
openings to prevent solvent from entering engine. Spray
or brush solvent over engine and wipe dry. Blow excess cleaning solution from engine with compressed
air.
with a clean cloth moistened with MIL-H-5606 hydraulic fluid. To clean tires, rinse with water and scrub
with a brush. Tire surface may be brightened after
washing by rubbing with glycerene or applying a brush
coat of commercial tire paint.
PROPELLER. Check propeller blades and hub periodically for oxidation and corrosion. Brush oxidized
or corroded area with a phosphating agent to remove
superficial corrosion, then remove etched and pitted
area by buffing smooth with an aluminum polish.
When cleaning propeller, take the following precautions:
a.
Check ignition switch off.
b.
Make sure engine has cooled completely.
c.
When moving propeller, do not stand in line of
blades.
d.
Avoid using excessive amounts of liquid cleaner
as it may splatter or run down blade and enter propeller
hub or engine.
After cleaning, check area around propeller hub
e.
to be sure all cleaning solution is removed.
LUBRICATION
Lubrication requirements are shown on the Lubrication Chart (Figure 2-15). Before adding grease to
fittings, wipe off the dirt. Lubricate fittings and wipe
off excess. Lubricate all hinges with squirt can or
brush moistened in oil. Wipe off excess oil to prevent
accumulation of dirt and grit. See Section IV for propeller lubrication.
STORAGE
Do not allow commercial cleaning solvents
to enter magnetos, starter, alternator or
any primary component housing. Protect
engine components by wrapping in suitable
plastic or otherwise covering areas to
prevent solvent contact.
LANDING GEAR AND WHEEL WELLS. Clean landing gear and wheel wells with a compound containing
an emulsifying agent to remove oil, grease, and surface dirt. The emulsion is removed by rinsing with
water or spraying with a petroleum solvent. Cover
the wheel and brake during landing gear and wheel
well cleaning. If a water rinse is used in cold weather, blow all water from wheel well with an air hose,
to prevent freezing. Emulsion type cleaners usually
contain solvents which are injurious to rubber if allowed to remain in contact for any length of time;
therefore, rinse affected area immediately with water.
After cleaning landing gear, wipe exposed strut piston
2-30
ROCKWELL
COMMANDER
112/B/TC/TCA
The aircraft is constructed of corrosion resistant
ale lad aluminum; however, aluminum is subject to
oxidation and must be inspected periodically for signs
of corrosion. The first indication of corrosion is the
formation of white depOSits or spots on unpainted surfaces. Painted surface will discolor or blister. The
aircraft should be stored in a dry hangar for best
preservation during long term storage.
28 DAYS OR LESS. Special preservation measures
are not required for airframe and airframe components when the aircraft is to be stored for 28 days or
less. However, the following procedures should be
accomplished before aircraft is placed in storage.
a.
Service fuel, engine oil and hydraulic systems.
b.
Fuel selector valve - OFF.
c.
Ensure all electrical switches are off.
d.
Install pitot cover, rubber intake plugs, gust
locks and tie-down aircraft if stored outside.
e.
Clean and rotate tires regularly to prevent
flat-spotting.
f.
Remove and store battery during cold weather.
g.
Rotate propeller through several revolutions by
Change 3
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
hand once every seven days after checking ignition
switch is off.
h.
Start engine and run up to operating temperatures each 14 days.
28 DAYS OR MORE. When the aircraft is to be stored
for periods greater than 28 days, the general steps
under the period of 28 Days Or Less, plus cleaning and
polishing of the aircraft, should be followed. In addition, the engine must be prepared and stored in accordance with installation and storage details contained
SECTION IT
SERVICING
AND INSPECTION
RETURNING AIRCRAFT TO SERVICE
If proper procedures have been observed during stor-
age, very little delay will be necessary to reactivate
the aircraft. Install a fully charged battery and perform a thorough inspection and preflight check. If
the engine has been preserved, comply with the procedures for returning the engine to operation as detailed in the Lycoming Operator's Manual.
in the Lycoming Operator's Manual.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Change 3
2-31
SECTION n
SERVlCING
AND INSPECTION
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
STRUCTURAL NUTS - TORQUE IN INCH-POUNDS
FINE THREAD SERIES
BOLT SIZE
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
•
STANDARD TYPE NUTS
(see Note 1)
(See Note 2)
10-32
1/4-28
5/16-24
3/8-24
7/16-20
1/2-20
9/16-18
5/8-18
3/4-16
7/8-14
1-14
1-1/8-12
1-1/4-12
20-25
50-70
100-140
160-190
450-500
480-690
800-1000
1100-1300
2300-2500
2500-3000
3700-5500
5000-7000
9000-11000
Alternate
Values
AN310
(See Note 4)
20-28
50-75
100-150
160-390
450-560
480-730
800-1070
1100-1600
2300-3350
2500-4650
3700-6650
5000-10000
9000-16700
SHEAR TYPE NUTS
MS20364, AN320
AN316, AN7502
12-15
'30-40
60-85
95-110
270-300
290-410
480-600
660-780
1300-1500
1500-1800
2200-3300
3000-4200
5400-6600
Alternate
Values
AN320
(See Note 4)
12-19
30-48
60-106
95-240
270-390
290-500
480-750
660-1060
1300-2200
1500-2900
2200-4400
3000-6300
5400-10000
COARSE THREAD SERIES
BOLT SIZE
STANDARD TYPE NUTS
SHEAR TYPE NUTS
(See Note 1)
(See Note 3)
MS20364, AN320, AN316
8-32
10-24
1/4-20
5/16-18
3/8-16
7/16-14
1/2-13
9/16-12
5/8-11
3/4-10
7/8-9
1-8
1-1/8-8
1-1/4-8
12-15
20-25
40-50
80-90
160-185
234-255
400-480
500-700
700-900
1150-1600
2200-3000
3700-5000
5500-6500
6500-8000
7-9
12-15
25-30
48-55
95-100
140-155
240-290
300-420
420-540
700-950
1300-1800
2200-3000
3300-4000
4000-5000
NOTES:
(1)
AN3, AN23, AN42, AN173, MS20004, NAS334, NAS464 Series Bolts;
AN502, AN503, NAS220 and NAS517 Series Screws.
(2)
AN310, AN315, AN345, AN362, AN363, MS20365, AN366, NAS679, "EB",
"1452", Z1200", UWN" and other self-locking nuts.
(3)
AN310, AN340, MS20365, AN366 and other self-locking anchor nuts.
(4)
When using AN310 and AN320 castellated nuts where alignment between
bolt and cotter pin holes is not reached using normal torque values, use
alternate torque values or replace nut.
These torque values are derived from oil-free cadmium-plated threads, and are recommended for all
installation procedures contained in this book except where noted.
Figure 2-16. Torque Values
2-32
Change 3
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION III
HYDRAULICS
SECTION III
HYDRAULICS
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
TABLE OF CONTENTS
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . ..
GENERAL MAINTENANCE PRACTICES .•...
Functional Test Procedure ...............
HYDRAULIC SYSTEM COMPONENTS ........
Actuating Cylinders .....................
Page
3- 1
3- 2
3.. 6
3- 6
3- 6
GENERAL DESCRIPTION
MODEL 112 (Serial numbers thru 380). The hydraulic
power supply is an integrated unit containing a reversible electric motor-driven hydraulic pump, fluid
reservoir, pressure control valves, thermal relief
valves, and a gear up check valve. The hydraulic
power pack is located in the left forward area of the
aft fuselage section. A landing gear selector switch,
mounted on the instrument panel, electrically actuates
the hydraulic pump in the power pack, to control direction of fluid flow to permit landing gear extension
or retraction. When the landing gear selector switch
is pulled out to clear a detent, and placed in the UP
pOSition, the hydraulic pump is energized and hydraulic
fluid is directed to the up port of each gear actuating
cylinder to retract the gear. Fluid on the opposite side
of each actuating cylinder is returned to the power pack
fluid reservoir. When all three gears are retracted,
a hydraulic actuating switch located adjacent to each
actuating cylinder, de-energizes the hydraulic pump.
Any loss of hydraulic pressure which allows any gear
to partially extend is sensed by the respective gear
uplock position switch, and the hydraulic pump is energized and the gear retracted. When the gear selector switch is placed in the DOWN pOsition, the hydraulic pump is energized and hydraulic fluid is directed
to the down port of each actuating cylinder to extend
the gear. When all three gears are extended and
locked, piston locks on each actuating cylinder engage,
and the hydraulic actuating switches de-energize the
hydraulic pump. The gears are held down and locked
by the piston locks on each actuating cylinder, and the
overtravel in the drag brace assisted by emergency
extension springs. The system is protected from
Change 2
Hydraulic Power Pack ...................
Emergency Extension Valve ..............
Miscellaneous Hydraulic Components ......
TROUBLE SHOOTING ......................
Page
3- 9
3-11
3-11
3-12
excessive pressure by the thermal relief valve which
opens to relieve pressure at 2025 to 2425 pSi. Emer- •
gency gear extension is accomplished by manually
actuating the emergency extension valve, located on
the left side of the console. When actuated, this valve
bypasses fluid from the up Side of each gear actuating
cylinder to the power pack fluid reservoir. The gears
then drop by gravity, assisted by the emergency extension springs. When down and locked over center
three green lights are illuminated when all three
downlock position switches and the three hydraulic
actuating switches indicate a gear safe condition (see
Section VI for Adjustment). With the emergency extension valve in the down pOSition the gear will not
retract because the pressure is being relieved through
the extension valve back to the reservoir and not to the
actuating cylinders. Other hydraulic components using
MIL-H-5606 hydraulic fluid held within self contained
reservoirs are installed in the airc raft and are not
functionally associated with the main hydraulic system.
These components are master brake cylinders, nose
shimmy dampener, nose and main gear struts and
wheel brakes. (see Figure 3-1 and 3-2).
MODEL 112 (Serial numbers 381 and subsequent).
MODELS 112B/TC/TCA. The hydrauliC actuating
switches have been replaced by hydraulic pressure
switches located in the forward fuselage section under
the floor in the area of the left rear seat. These
switches sense hydraulic pressure and cycle the hydraulic pump to maintain system pressure with the
gear in the up or down position as applicable. Refer
to Figure 3-3 for aircraft effectivity of the power
pack, gear pressure switches, and pressure settings
of these components.
3-1
SECTION ITI
HYDRAULICS
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
1.
20
3.
4.
5.
MAINTENANCE MANUAL
SHIMMY DAMPENER
BRAKE CYLINDERS
EMERGENCY EXTENSION VALVE
HYDRAULIC POWER PACK AND MANIFOLD
LANDING GEAR ACTUATING CYLINDERS,
NOSE AND MAIN
ROCKWELL
COMMANDER
112/B/TC/TCA
6. WHEEL BRAKES
7. BRAKE HYDRAULIC RESERVOIR
MODEL 112B/TCA
8. HYDRAULIC PRESSURE SWITCHES
MODEL 112 381andSubsq.).
MODEL 112B/TC/TCA
X235A6
Figure 3-1. Hydraulic Equipment Locator
GENERAL MAINTENANCE PRACTICES
or crocus cloth; rub in lengthwise direction when remOving scratches or nicks.
f.
Replace all O-rings, seals, and scrapers at time
of overhaul and installation of hydraulic components.
Cleanliness is an essential part of hydraulic system
Lubricate component parts and seals with
and component maintenance and repair. Small particles g.
clean hydraulic fluid, MIL-H-5606, prior to reof dirt or other foreign materials are especially damaging to seals and surfaces of hydraulic component
assembly.
moving parts; therefore, every precaution must be
h.
When installing O-rings, make certain the O-ring
employed to prevent contamination of hydraulic fluid.
is evenly stretched around circumference of part and
The hydraulic system must be serviced at prescribed
not twisted in retaining groove.
intervals and storage containers should be kept clean
i.
Never use force to assemble component parts.
and sealed. The following information is generally
j.
When pOSSible, pressure check hydraulic comapplicable for all hydraulic system maintenance.
ponents for leakage prior to installation on aircraft.
k.
Lubricate pipe thread fittings with anti-seize
a.
Cap or plug all openings in hydraulic lines and
compound conforming to Federal Specification TT-A580.
component parts at time of disconnection, to prevent
1.
Lubricate B-nuts with thread lubricant conformforeign materials from entering hydraulic system.
ing to SpeCification JAN-A-669.
b.
Use correct safety wiring technique during rem.
Release pressure from hydrauliC lines prior to
assembly and installation of components.
c.
Clean hydraulic system component parts and
tightening a tube fitting.
connections in cleaning fluid, Federal SpeCification
n.
When replaCing fittings or lines, always start
P. D. 680, and dry with moisture free air.
tube nuts with fingers, and complete tightening with
d.
Inspect component parts for cracks, nicks, burrs, a wrench.
scratches, scoring, and condition of threads on como.
Always bleed hydraulic lines when replaCing
ponent parts and fittings.
hydraulic components.
e.
Clean hydraulic actuator cylinders, pistons, or
p.
Always perform an operational check after rehoned internal surfaces, using light buffing compound
placing hydrauliC system components.
3-2
..... ()::c
()
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~
::s
I
crq
(t)
HYDRAULIC POWER PACK ASSEMBLY
~ ~
l).:)
REVERSIBLE
GEAR PUMP
-
I
(1)
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
"'"
...
I
...ca...
n
THERMAL RELIEF VALVE
(2025- 2425 PSI) ~
~~I
N OlE PRESSURE CONTROL VALVES AND
THERMAL RE LIE F VALVE REMAIN IN
POSITION SHOWN UNLESS PRESSURE
LIMITS ARE EXCEEDED
GEAR-UP CHECK VALVE OPENS AT BEGINNING
OF RETRACTION CYCLE AND THEN CLOSES TO
MAINTAIN RETRACTION PRESSURE.
X2314
LANDING GEAR SELECTOR
SWITCH
V\
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=-
(1)
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2..
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Z
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F······=·····=·····=······:!:··;··!::!···i:-:!I:_ _------.'::::)
o
m
RETRACTED
f0
EMERGENCY
EXTENSION
VALVE
@
I
AND PRESSURE SETTINGS
--+
\
@/
~
I
:
0
/'
»
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c
»
RETRACTED
:: GEAR-UP PRESSURE SWITCH
GEAR
DOWN
o SEE FIGURE 3-3 FOR EFFECTIVITIES
~
::~. .~. ._ _ _ _ _ _•
112B/TC/TCA
I
~
z
m
+- -
~
~
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-4
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LANDING GEAR
c:
~
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::I:
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HIGH PRESSURE CONTROL
~VALVE
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°LOW PRESSURE CONTROL
VALVE
to
c:
~OO
0
~
i
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--0
~ NOSE GEAR
ACTUATOR
RETRACTED
/
E;::::::::::J
RETRACTION PRESSURE
RETURN PRESSURE
::I1
~U)
Otr1
~Q
~O
t:Z
()I-I
U)~
C.:I
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t:dtl.l
~
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HYDRAULIC POWER PACK ASSEMBLY 0HIGH PRESSURE CONTROL
i
VALVE
REVERSIBLE
GEAR PUMP
~:j
c:=~
t'"4
oS
tI.l
THERMAL RELIEF VALVE
(2025-2425 PSI)
°LOW PRESSURE CONTROL
VALVE
."
co
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UP
W
~
I
I'-l
~
J:
"<
DOWN
D..
o
,-,
,
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
...
(I)
NOI. PRESSURE CONTROL VALVES
AND THERMAL RELIEF VALVE REMAIN
IN POSITION SHOWN UNLESS PRESSURE
LIMITS ARE EXCEEDED
LANDING GEAR
C
n
..'"
GEAR-UP CHECK VALVE
OPENS TO ALLOW RETURN
OF RETRACTION PRESSURE
X2314
LANDING GEAR SELECTOR
SWITCH
"<
CIt
(I)
3
'"
n
:r
(I)
3
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::::!'.
n
IT '
o
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+---c:::J
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::::.
D..
-'"
/
LEFT MAIN GEAR
ACTUATOR
!.
I'-l
o
w
"PILOT" CHECK VALVE
MODEL 112 437 AND
SUBS, ALL MODELS
112B/TC/TCA
=-
(JCl
§
I~
('I)
'"
N
.....
t% :
I
/
;;:;1
o AND
SEE FIGURE 3-3 FOR EFFECTlVITIES
PRESSURE SETTINGS
NOSE GEAR
J ACTUATOR
EXTENDED
o
m
I
»
z
c
»
r-
\
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t--~
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c:=J----+
\
@
»z
~
°GEAR DOWN PRESSURE
SWITCH
f
()
RIGHT MAIN GEAR
ACTUATOR
EMERGENCY
EXTENSION
VALVE
EXTENDED
(I)
z
-I
m
Z
I
1--"
:r
=*11
~
»
._
EXTENSION PRESSURE
t···:·:·:·:·:·:·1 RETURN PRESSURE
:;:;()
tir°~
. .,J~O
~s=()
(»~
~8~
()~t""I
>::ot""l
..... (j::tJ
~oO
HYDRAULIC POWER PACK ASSE MBL Y
ta-S=~
"S=:e
(5~t%j
UP
."
cc
tD
W
I
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
6.
T
c...
DOWN
too.)
:z:
::tt:lt"'4
,
(j~t"'4
~:::o
LANDING GEAR
"<
...c..
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X2314
LANDING GEAR SELECTOR
SWITCH
n
VI
~
~
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VI
n
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-
a
n
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m
3
...
tD
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3:
,
J LEFT
MAIN GEAR
ACTUATOR
a
I
!
I
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~
tD
:::J
CII
o
:::J
VI
'7
tD
~
EMERGENCY
EXTENSION
VALVE .
D
GEAR
DOWN
-
t
w
t,
*!
»2
o
~
m
c:::=J---+
»
2
C
»
r-
.1
D
@
o SEE FIGURE 3-3 FOR EFFECTIVITIES
AND PRESSURE SETTINGS
g'
: ~ NOSE GEAR
FREE FALL
(ASSISTED BY SPRINGS)
i
I
I
ACTUATOR
t--@
I
w
I
CJ1
o
EXTEND ~
o
c..::>
RIGHT MAIN GEAR
ACTUATOR
FREE FALL
(ASSISTED BY SPRINGS) ....
w
x
::::
2
-I
m
2
3:
+---CJ
G')
tD
~
o
G
o
FREE FALL
(ASSISTED BY
SPRING)
_
NORMAL RETRACTION PRESSURE
_ . DUMP RETRACTION PRESSURE
!:r.:1J.l
-<~
t:l(j
~~
c:::o
t:Z
(j:::l
1J.l~
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION III
HYDRAULICS
Factory Production
Power Pack Internal
Pressure Settings
UP
DOWN
Remarks
Part No.
112 - 1 THRU 35
48823-1
1600-2000
500-800
112 - 36 THRU 380
48823-3, -5
1600-2000
850-1250
112 - 381 THRU 430
48823-5
1800-2000
850-1250
SPARES - USE 795000-1 POWER PACK
Power Pack Pressures are pre-controlled
EXTERNALL Y with pressure switches
set at:
- 1425-1575 PSIG
GEAR UP
- 450-700 PSIG
GEAR DOWN
112 - 431 THRU 499
112B - 500 THRU 544
112TC - 13000 THRU
13149
112TCA - 13150 THRU
13194
795000-1
1800-2000
600-700
SPARES - USE 795000-1 POWER PACK
Power Pack Pressures are pre-controlled
EXTERNALL Y with pressure switches
set at:
GEAR UP
- 1650 ! 50 PSIG
- 500 i" 50 PSIG
GEAR DOWN
112B - 545 & SUBS
112TCA - 13195 THRU
13999
795000-1
1700-2100
500-800
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Model Effectivity
Figure 3-3.
SPARES - USE 795000-1 POWER PACK
NOTE: Internal Power Pack Pressures
are· set at:
- 1800- 2000 PSIG
GEAR UP
- 600-700 PSIG
GEAR DOWN
SPARES - USE 795000-1 POWER PACK
Power Pack Pressures are pre-controlled
EXT ERNALL Y with pressure switches
set at:
GEAR UP
- 1650 :!- 50 PSIG
GEAR DOWN
- 500 i" 50 PSIG
Hydraulic System Pressure Settings
q.
Always perform landing gear operational check
when replacing landing gear hydraulic components.
r.
Clean hydraulic actuating cylinder piston rods
and landing gear struts with a clean cloth moistened
in hydraulic fluid, at frequent intervals.
FUNCTIONAL TEST PROCEDURE
When maintenance has been performed on the hydraulic
system which necessitates an operational check of the
landing gear, jack aircraft as outlined in Section 11 and
perform landing gear operational check as outlined below. Functional test procedures applicable to speCific
components of the hydraulic system are also incorporated in this section. Procedures contained in the preceding General Maintenance Practices must be accomplished after component repairs.
c.
Add MIL-H-5606 hydraulic fluid to hydraulic
power pack reservoir as necessary to maintain sufficient fluid during test.
d.
Check all electrical switches - OFF.
e.
Check landing gear selector switch - DOWN.
f.
Master battery switch - ON and keep it on for
the duration of test.
g.
Place throttle lever in midposition.
h.
Check for following conditions:
1.
Gear down indicator - ILLUMINATED.
2.
Red gear warning indicator - EXTINGUISHED.
3.
Gear warning bell - SILENT.
HYDRAULIC SYSTEM COMPONENTS
ACTUATING CYLINDERS
a.
Connect an auxiliary dc power supply (50-amp
minimum) to positive terminal on battery relay located on battery box assembly in aft fuselage area.
b.
Apply a 10 pound load to nose gear axle to
simulate an air load condition (see Figure 3-7).
NOTE
Add 10 pounds of weight to the main gear
to simUlate an air load if the hydrauliC lines
have been removed or changed (see Figure 3-7) ..
3-6
The hydraulically operated actuating cylinders are
attached to the drag brace and trunnion on the nose
gear, and side brace and trunnion on the main gears.
One port of each cylinder is connected to the gear up
hydraulic line, and the remaining port to the gear
down line. Hydraulic fluid, under pressure, is directed to the actuator cylinders by the gear selector
switch located on the instrument panel. During the
actuating cycle the gear up and gear down hydraulic
lines act as either pressure or return lines, depending on the gear position selected.
Change 2
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
MAIN GEAR CYLINDER
SECTION III
HYDRAULICS
COVER PLATE
SNAP RING
'>I/z..~_
SPRING
PISTON
~~~~~DETENT
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
LOCKNUT
SET SCREW
X239A
NOSE GEAR CYLINDER
END PLUG
PISTON DETENT
RODE
MODEL 112 - 1 THRU 380
X239A
Figure 3-4. Landing Gear Actuating Cylinders (Sheet 1 of 2)
Change 2
3-7'
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION ill
HYDRAULICS
MAIN GEAR CYLINDER
PLUG
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
ROD
X23 IDA
NOSE GEAR CYLINDER
PISTON
SETSCREW
ROD
MODEL 112 - 381 AND SUBSEQUENT
MODEL 112B/TC/TCA
X23 IDA
Figure 3-4. Landing Gear Actuating Cylinders (Sheet 2 of 2)
3-8
Change 2
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
NOI.
REMOVAL
a.
Jack aircraft as outlined in Section II.
b.
Disconnect hydraulic lines from actuating
cylinders and plug or cap open lines and fittings to
prevent contamination.
c.
Remove attaching bolts from cylinder and
landing gear.
NOTE
Do not disturb the setting of the rod end
on the shaft.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
d.
SECTION III
HYDRAULICS
Remove actuating cylinder.
MODEL 112 (Serial numbers thru 380). DISASSEMBLY
AND REPAIR. Disassembly procedures apply to both
main and nose gear actuating cylinders. Repair is
limited to cleaning and inspection of the parts and replacement of worn or damaged parts and a-rings.
a.
Loosen setscrew s and remove end caps and
end plugs (see Figure 3-4).
b.
Withdraw shaft and piston from actuator housing.
c.
Remove detent cylinder valve body.
d.
Remove snap ring, cover plate, spring and detent from detent cylinder valve body.
e.
Remove and discard aU a-rings.
f.
Inspect and clean all parts in dry cleaning solvent
and dry thoroughly.
g.
Inspect all internal parts and cylinder bore for
\vear and damage. Replace worn or damaged parts.
h.
Wipe new a-rings with MIL-H-5606 hydraulic
fluid prior to installation in actuator housing.
i.
When reassembling cylinders, install detent
cylinder valve body after shaft and piston has been
installed.
MODEL 112 (Serial numbers 381 and subsequent).
MODELS 112B/TC/TCA. Disassembly procedures
apply to both main and nose gear actuating cylinders.
Repair is limited to cleaning and inspection of the
parts and replacement of worn or damaged parts
and 0- rings.
a.
Loosen setscrews and remove end caps and
end plugs (see Figure 3-4).
b.
Withdraw shaft and piston from actuator housing.
c.
Remove and discard all a-rings.
d.
Inspect and clean all parts in dry cleaning solvent and dry thoroughly.
e.
Inspect all internal parts and cylinder bore for
wear and damage. Replace worn or damaged parts.
f.
Wipe new a-rings with MIL-H-5606 hydraulic
fluid prior to installation in actuator housing.
NOI.
When installing O-ring, verify that
a-ring is evenly stretched around
circumference of actuator housing
and is not twisted in retaining groove.
Small end of tapered spacer must
contact actuator cylinder bearing.
b.
Assure swivel fittings are free to rotate.
c.
Connect hydraulic lines to actuators.
d.
Operate hydraulic power pack to purge system
of air as necessary and check fluid level in reservoir.
e.
Fill reservoir as needed.
f.
Pressurize actuator and check for external leakage .
g.
Make preload adjustment as outlined in Section VI.
h.
Perform a functional test on landing gear (see
Functional Test Procedures in this section).
HYDRAULIC POWER PACK
The fully-reversible electrically-driven hydraulic
power pack unit is located in the left side of the aft
fuselage. It contains a reversible electric motordriven hydraulic pump, reservoir, low pressure
control valve, high pressure control valve, thermal
relief valve and a gear-up check valve. The hydraulic high pressure control valve limits system pressure during retraction cycle of the gear. The hydraulic low pressure control valve limits system pressure
during the extend cycle of the gear. The thermal relief valve is set to crack between 2025 and 2425 psi
should the thermal expansion of hydraulic fluid exceed
normal operating pressures. A gear-up check valve
opens to allow retraction pressure to the gear while
the hydraulic pump is running and closes when the
pump is off to hold pressure in the hydraulic lines
when the gear is retracted. Any problem in the proper
operation of the system can be isolated by performing
the Hydraulic Power Pack Check. If any of the hydraulic power pack components are malfunctioning the complete power pack unit must be removed and replaced
as the components are not field adjustable or repairable. Access to the power pack unit is gained by removing the left side baggage compartment panel (see
Figure 3-5). Refer to Figure 3-3 for component parts
pressure settings and effectivity.
HYDRAULIC POWER PACK CHECK
a.
Jack aircraft as outlined in Section II
b.
Connect. external power source regulated to
14.1 (± .1) volts capable of delivering 70 amperes.
c.
Add MIL-H-5606 hydraulic fluid to power pack
fluid reservoir as required.
d.
Clear vent port by backing screw and washer
out to allow a 0.06 inch minimum clearance between
power pack boss and bottom of rubber washer seal.
e.
Disconnect gear actuation lines in left wheel
well at bulkhead fittings in wing rib (see Figure 3-6).
f.
Install 0 to 3000 psi pressure gage at each of the
gear up and gear down hydraulic lines (see Figure 3- 6).
NOTE
Do not disconnect emergency gear down line .
INST ALLATION.
a.
Place actuator in pOSition on landing gear and
install attaching hardware.
Change 4
Do not loosen any line while system
is pressurized.
3-9
I
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION ill
HYDRAULICS
HYDRAULIC
POWER PACK
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
g.
h.
i.
3-10
GEAR DOWN
HYDRAULIC
PRESSURE
SWITCH
X23 GAG
Figure 3-5. Hydraulic Power Pack
Gear selector switch - DOWN .
Master battery switch - ON.
Check for following:
1.
Pressure on gear down pressure gage
should indicate 500-800 psi on Model 112,
aircraft thru Serial number 35, and 850-1250
psi on Serial numbers 36 thru 380. On all aircraft Serial numbers 381 thru 430, the gage
reading shall be 450-700 psi, and at Serial
number 431 and subsequent, the gage reading
shall be 450-550 psi.
NOTE
Model 112 (Serial numbers thru 380).
To obtain above psi, one gear-down
limit switch must be misadjusted to
keep hydraulic power pack unit operating. This can be accomplished
by loosening limit switch attachment
screws or removing limit switch
from gear. Return limit switch to
its original configuration after completion of psi check. During preceding checks, there should be no
external leakage.
Place gear selector switch in UP position.
Check for following:
1.
Gear shall retract in 14 seconds maximum
2.
Pressure on gear up pressure gage shall
indicate 1600-2000 psi on Model 112, Serial
numbers thru 380. On all aircraft 381 thru
430 the gage reading shall be 1425-1575 psi,
and at Serial numbers 431 and SUbsequent,
gage reading should be 1600 to 1700 pSi.
NOTE
Model 112 (Serial numbers thru 380).
Landing gear must be restrained from
retracting, by holding or blocking the
gear, to obtain the above pressure
reading.
j.
Place gear selector switch in DOWN pOSition
while observing pressure on gear up pressure gage.
Gear shall extend in 10 seconds maximum. After
gear is fully extended, pressure on gear up gage shall
drop to zero and remain at zero.
k.
Check to ascertain gears are down and locked,
return aircraft to original configuration.
NOTE
Should tests indicate hydraulic power
pack is not operating correctly, replace
unit.
Change 3
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION III
HYDRAULICS
GEAR RETRACTED
o
I
I
GEAR EXTENDED
~--.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
ATTACH TEST HYDRAULIC
PRESSURE GAGES TO THESE
LINES
VIEW OF HYDRAULIC LINES
LOOKING OUTBOARD IN LEFT
WHEEL WELL
/
X2388
Figure 3-6. Hydraulic Gear Lines
REMOVAL
I
one-half pound weight to ,the axle of the nose landing
gear to simulate an air load (see Figure 3-7).
a.
Master battery switch - OFF.
b.
Disconnect two electrical leads and label for
identification. Tape ends of electrical leads to prevent
shorting.
c.
Disconnect ground wire from airframe.
d.
Screw vent port screw down tight to prevent
hydraulic fluid leakage
e.
Disconnect hydraulic lines from hydraulic power
pack. Cap lines to prevent contaminationo
f.
Remove hydraulic power pack by removing four
attaching bolts, washers, grommets, bushings and nuts.
0
a.
Disconnect hydraulic power pack unit at electrical
quick disconnect.
b.
Landing gear selector switch - DOWN.
c.
Push landing gear emergency valve control knob
DOWN and hold. Valve and control knob is located on
left forward side of center console (see Figure 6-5).
d.
Check for following:
1.
Gear unsafe red indicator light on.
2.
Warning bell should not sound.
INST ALLATION
I
3.
Gear free falls in a positive motion.
4.
Gear safe green indicator lights on within
14 seconds after pushing emergency control knob.
5.
Gear unsafe red indicator light off.
6.
Return emergency control knob to its
normal pOSition.
7.
Master battery switch - OFF.
8.
Reconnect hydraulic power pack to aircraft electrical system.
9.
Master battery switch - ON.
Return aircraft to normal configuration.
a.
Position hydraulic power pack in place and attach
with bolts, washers, grommets, bushings and nuts ~
b.
Connect hydraulic lines to hydraulic power pack.
c.
Connect ground wire to airframe.
d.
Connect two electrical leads.
e.
Clear vent port by backing screw and washer
out to allow a 0.06 inch minimum clearance between
power pack boss and bottom of rubber washer seal.
e.
EMERGENCY EXTENSION VALVE
MISCELLANEOUS HYDRAULIC COMPONENTS
An emergency extension valve is located at the left
forward side of the center console. This valve bypasses hydraulic fluid from the upside of the actuators
(which form the hydraulic uplock) directly to the reservoir. The gears drop by gravity, and the piston locks
mechanically engage. The gears cannot be raised, and
the piston down lock cannot become disengaged.
EMERGENCY EXTENSION FREE- FALL TEST. With
the aircraft on jacks, retract the landing gear and
place the throttle in midposition. Apply a five and
Change 4
Hydraulic fluid (MIL-H-5606) is also used in other
components of the aircraft that are not functionally
tied to the hydraulic power pack. These components
. are the master brake cylinders, nose shimmy dampener, nose and main gear struts and wheel brakes.
All of the components have their own self-contained
reservoirs except the wheel brakes which, on Model
112 are supplied from the master brake cylinders.
On all other Models, the brake cylinders are supplied
fluid from a reservoir located forward of the engine
firewall. Detailed description and servicing is con3-11
SECTION In
HYDRAULICS
MAINTENANCE MANUAL
ROCKWELL
COMMANDER
112/B/TC /TCA
EMERGENCY FREE FALL TEST
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
5 1/2 LB
WEIGHT
LANDING GEAR OPERATIONAL TEST
CABLES ATTACHED
CLOSE TO AXLE
NOTE
INCREASE WEIGHT
ON NOSE WHEEL TO
10 LBS ••
10 LB WEIGHT
X231
Figure 3-7. Hydraulic System Check
tained in Section VI.
TROUBLE-SHOOTING
The trouble- shooting figure in this section discusses
3-12
STAND WITH
2 PULLEYS
symptoms which can be diagnosed and interprets the
results in terms of probable causes and the appropriate corrective remedy to be taken. Review all
probable causes given and check other listings of
troubles with similar symptoms. Items are presented in sequence but not necessarily in order of probability.
Change 1
ROCKWELL
COMMANDER
112/B/TC/TCA
TROUBLE
Gear retraction/
extension system
fails to operate.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Slow gear retraction.
MAINTENANCE MANUAL
PROBABLE CAUSE
SECTION III
HYDRAULICS
REMEDY
Emergency extension valve in down
position.
Check visually.
Reset valve.
Landing gear ACT circuit breaker
open.
Check visually.
breaker.
Reset circuit
Landing gear SEL circuit breaker open.
Check visually. Reset circuit
breaker.
Landing gear ACT circuit wires broken.
Check wiring. Replace defective
wiring. To check switches and
wiring refer to Section X.
Landing gear SEL circuit wires broken.
Check wiring. Replace defective
wiring. To check switches and
wiring refer to Section X.
Ground contact switch out of adjustment
or inoperative.
Check switch. Adjust or replace
switch (see Section VI). If circuit
breakers continue to open, locate
and repair short circuit within
system. To check wiring refer to
Section X.
Battery low or dead.
Check specific gravity.
defective battery.
Gear selector switch ground incomplete.
Check visually. Complete ground.
Gear selector switch inoperative.
Check switch.
switch.
Hydraulic power pack pump retraction
relay inoperative.
Check relay. Replace defective
relay.
Hydraulic power pack pump ground
incomplete.
Check visually.
Hydraulic power pack pump inoperative.
Check pump. Replace defective
power pack unit.
Hydraulic fluid in power pack reservoir
below operating level ..
Check fluid. Fill reservoir with
MIL-H-5606 hydraulic fluid.
Restriction in hydraulic lines.
Isolate and check hydraulic lines.
Clean hydraulic lines.
Gear up pressure switch defective.
Check switch. Replace defective
switch.
Gear down pressure switch defective.
Check switch. Replace defective
switch.
Hydraulic fluid in reservoir below
operating level.
Check fluid. Fill reservoir with
MIL-H- 5606 hydraulic fluid.
Low battery.
Check specific gravity.
defective battery.
Restriction in hydraulic lines.
Isolate and check hydraulic lines.
Clean hydraulic lines.
Replace
Replace defective
Complete ground.
Replace
Figure 3-8. Trouble Shooting Hydraulic System (Sheet 1 of 2)
Change 2
3-13
•
ROCKWELL
COMMANDER
112/B/TC /TCA
MAINTENANCE MANUAL
SECTION m
HYDRAULICS
REMEDY
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
TROUBLE
PROBABLE CAUSE
Hydraulic power pack
pump stops during gear
retrac tion/extension.
Landing gear ACT circuit breaker opens.
Check visually. Reset circuit
breaker.
Landing gear SEL circuit breaker opens.
Check visually. Reset circuit
breaker.
Up gear logic relay defective.
Check relay. Replace defective
relay.
Uplock position switch out of adjustment
and/or hydraulic actuating switches out of
adjustment on model 112 (S/N thru 380).
Check switches individually. Adjust
or replace switch.
Leakage in system.
Check gear actuating cylinders,
hydrauliC power pack pump and
hydraulic lines. Replace or repair
as required.
Uplock position switch and/or hydraulic
actuating switch defective.
Check switch. Replace defective
switch.
Hydraulic pre ssure switch set
incorrectly, or defective (S/N
381 and subsequent).
Check switch. Reset or
replace defective switch.
Pump extension relay sticking.
Check relay. -Replace defective
relay.
Downlock position switch out of adjustment
and/or hydraulic actuating switch out of
adjustment on model 112 (S/N thru 380)
Check switches individually. Adjust
or replace switch. Faulty switch
may be determined by noting which
down light has not lighted.
Hydraulic power pack
pump fails to shut off
after gear retraction.
Hydraulic power pack
pump fails to shut off
after gear extension.
0
Check switch. Replace defective
switch.
Downlock position switch and/or
hydraulic actuating switch defective.
Check switch. Replace defective
switch.
Hydraulic pre ssure switch
set incorrectly, or defective
(SiN 381 and subsequent).
Check switch. Reset, or
replace defective switch.
Leakage in pump.
Check high pressure check valve
and manifold. Replace defective
power pack unit.
Leakage in system.
Check actuating cylinders and hydraulic lines. Replace defective
parts.
Landing gear doesn't
fully retract. Hydraulic
power pack pump continues to run.
Hydraulic power pack pump high pressure relief valve out of adjustment.
Check pump. Replace defective
power pack unit.
Leakage in system.
Check actuating cylinders and hydraulic lines. Replace defective
parts.
Slow gear extension
(normal and emergency).
Gear will not extend.
Hydraulic power pack vent port
restricted.
Verify vent port washer is free to
rotate and has a minimum clearance
of 0.06 inch between power pack boss
and bottom of rubber seal washer.
Intermittent hydraulic
power pack pump operation after gear has
retracted.
Figure 3-8. Trouble Shooting Hydraulic System (Sheet 2 of 2)
3-14
Change 4
I
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION IV
POWER PLANT
AND PROPELLER
SECTION IV
POWER PLANT AND PROPELLER
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
TABLE OF CONTENTS
Page
GENERAL DESCRIPTION .........•.•••.....
IGNITION SYSTEM ..................•..•..
Ignition Switch ........•...••...•.••.....
Ignition System Operation .....•.•••.••...
Magneto .•.••.......•.....•.....•••.•...
Ignition Harness .......•..•..•••...•..•.
Spark Plugs ..•..•..•..•.•.•........•...
INDUCTION AIR SYSTEM ..........••.....•.
Induction Air Filter •........•..........•
FUEL INJECTION SYSTEM ................ .
Servo Regulator .•..•.•.........•....•..
Flow Divider Valve .............•••..••.
Air Bleed Nozzles ......•.....•........•
CARBURETOR SYSTEM .......•......•.....
Carburetor ........................... .
Turbocharger .......................... .
OIL SySTEM ....•.......•.••....••...•..••
Oil Cooler ..•.....•..•....••....•.•••..
Oil Screen and Filter ..•..•..•..•••....•.
Engine Oil ..•..•...•...•.....•.•••.•..•.
EXHAUST SYSTEM .•.•...••••...••..•...•.
Exhaust System Repair .•....•.......•...
COOLING SYSTEM •..••.........•.........
Baffle Removal, Repair and Installation ....
ENGINE CONTROLS •••••......•..•.•••••••
4- 1
4- 3
44444444-
3
3
3
5
6
6
6
8
4- 8
4-10
4-10
4-11
4-11
4-11
4-11
4-12
4-12
4-12
4-13
4-13
4-13
4-13
4-13
GENERAL DESCRIPTION
MODELS 112/B. A direct-drive 200-horsepower Lycoming IO-360-CID6 engine is used to power the aircraft. The engine is a four-cylinder horizontallyopposed air cooled engine which employs a wet sump
oil system and is equipped with fuel injection. The
right bank is numbered one and three and the left bank
two and four. An engine speCification chart is contained in Figure 4-12. The engine for the Model 112
is equipped with a Hartzell HC-E2YR-1BF/F7666A all
metal constant speed propeller, and the engine for the
Model 112B is equipped with a Hartzell HC-E2YR1BF/F8467-7R all metal constant speed propeller.
A separate manual prepared by the engine manufacturer, provides complete information concerning enChange 2
Throttle • . • • • . . . • . . . . • • • . • . • . . . • • . . . . • •.
Mixture Control .••.•••..•........•....•
Propeller Control .•....•.... . . . . . . . . . . .•
Alternate Air Control. . . . . . . . . . . . . . . . . . ..
ENGINE ACCESSORIES .............•......
Starter. . • . • . . . • . . . . • . . . • . . . . . . . • . . . . . ..
Alternator . . . . . . . . . . . . . . . . . . . . . • . . . . . • •.
Fuel Pump ........•.•..................
ENGINE CHANGE . . • . . • . . . . . . . . . . . . . . . . . . ..
Removal ....•........•................•
Buildup ...........•..•....•............
Installation ....••............•..........
ENGINE MOUNT AND COWLING ..•...•.•...
Engine Mount ....•......................
Engine Cowling ......................•..
ENGINE CONDITIONING HINTS .............
Ignition ....•.•..•.............•....•...
Fuel Mixture .........................•.
PROPELLER ..........................••.
Propeller Removal •........•.•..••......
Propeller Installation. . • . . . . • . . . . . . . . . . .•
PROPELLER GOVERNOR ..................
Propeller Governor Removal •..•.......•.
Propeller Governor Installation. . • . . • . . ••.
TROUBLE-SHOOTING ...•..•.....•........
Page
4-17
4-18
4-18
4-18
4-18
4-18
4-19
4-19
4-19
4-19
4-23
4-24
4-26
4-26
4-27
4-27
4-27
4-27
4-28
4-28
4-29
4-29
4-29
4-30
4-30
gine maintenance, and component disassembly, repair, and reassembly. The material contained in
this manual provides information concerning this particular application of the 10-360 series engine, and the
information necessary for routine field maintenance
and servicing (see Figure 4-1) .
MODELS 112TC/TCA. A direct-drive 210-horsepower
Lycoming TO-360-C1A6D engine is used to power the
aircraft. The engine is a four-cylinder horizontallyopposed air cooled turbocharged engine which employs
a wet sump oil system. The right bank is numbered
one and three and the left bank two and four. An engine specification chart is contained in Figure 4-12.
The engine is equipped with a Hartzell HC-E2YR1BF/F8467-7R all metal constant speed propeller.
A separate manual prepared by the engine manufac-
4-1
SECTION IV
POWER PLANT
AND PROPELLER
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
BREATHER
THERMOSTATIC OIL BY-PASS VALVE
TACHOMETER CONNECTION
OIL TEMP. CONNECTION
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
-----!---+--OIL LINE TO
~~~~
MANIFOLD
PRESSURE
CONNECTION
JJ
PROPELLER
FUEL PUMP INLET ·
THROTTLE LEVER
OIL DRAIN
MIXTURE CONTROL LEVER
OIL SUCTION SCREEN
MODELS 112/B
BREATHER
X246
TACHOMETER CONNECTION
OIL FROM COOLER
PRESSURE CONNECTION
THERMOSTATIC
OIL BY-PASS
VALVE
LE LEVER
VENT LINE CONNECTION
MIXTURE CONTROL LEVER
FUEL PUMP INLET
MODELS 112TC/TCA
X2428
Figure 4-1. Engine Assembly
4-2
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
turer, provides complete information concerning engine maintenance, and component disassembly, repair,
and reassembly. The material contained in this manual provides information concerning this particular
application of the TO-360 series engine, and the information necessary for routine field maintenance
and servicing (see Figure 4-1).
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
IGNITION SYSTEM
IGNITION SWITCH
The ignition switch is installed in the left instrument
sub-panel. This spring-loaded switch returns to the
BOTH position automatically when released from the
ST ART position. The ignition switch has five positions:
1-
2.
3.
4.
5.
OFF - Both magnetos are grounded.
R - Right magneto operating - left magneto OFF.
L - Left magneto operating - right magneto OFF.
BOTH - Both magnetos operating.
START - Starter solenoid actuated.
I WARNING
I
Magneto switches must be in OFF position before rotating a propeller by hand.
The magneto(s) will be hot any time the ignition switch
wires are disconnected; therefore, an unintentional
engine start is possible if the propeller is rotated. To
avoid this possibility, remove the high tension outlet
plate from the appropriate magneto before breaking
the ignition circuit.
IGNITION SYSTEM OPERATION
When the ignition switch is held in the ST ART pOSition,
the starter relay closes allowing battery current to
drive the starter. The left impulse magneto generates
electrical impulses to fire the left upper and right
lower spark plugs and automatically retards spark
when starting the engine. As soon as the engine starts,
the ignition switch is released from the START position and returns to the BOTH pOSition, deactivating the
starter relay. The engine is now operating on both
magnetos and ignition occurs in the normal advance
position.
MAGNETO
MODELS 112/B. Bendix S4LN-1227 (left) impulse
coupled magneto and S4LN-1209 (right) high altitude
magneto are installed on the IO-360-CID6 engine (see
Figure 4-2). The shielded ignition wiring is arranged
so that the left magneto fires the bottom plugs in cylinders one and three and the top plugs in cylinders two
and four. The right magneto provides spark for the
SECTION IV
POWER PLANT
AND PROPELLER
opposite spark plugs. The magnetos are driven at 11/2 times engine crankshaft speed. Each magneto contains a two-pole rotating magnet, a transformer coil
and a distributor. A two-lobe cam is secured to the
breaker end of the rotating magnet shaft. The distributor gear is driven at one-third magneto shaft speed.
High tension current, generated in the magneto transformer secondary coil winding, is conducted to the
distributor by means of a spring-loaded carbon brush
and through the finger on the distributor gear to the
distributor block where it is transmitted through high
tension cables to the spark plugs. The left magneto,
through the START position of the ignition switch,
provides retarded ignition for engine starting. Interrupted battery current is permitted to flow through
the primary and secondary transformer windings of
the left magneto and across the spark plug electrodes,
to provide high tension voltage for engine starting.
Release ignition switch if starter does
not engage immediately. Starter circuit is not protected by circuit breakers.
MODELS 112TC/TCA. Bendix D4LN-2021 impulse
coupled high altitude dual magneto is installed on the
TO-360-ClA6D engine (see Figure 4-2). The shielded
ignition wiring is arranged so that the left portion of
the magneto fires the bottom plugs in cylinders one
and three and the top plugs in cylinders two and four.
The right portion of the magneto provides spark for
the opposite spark plugs. The magneto is driven at
engine crankshaft speed. Each magneto contains a
two-pole rotating magnet, and a transformer and distributor for both the right and left portions of the magneto. A two-lobe cam is secured to the breaker end
of the rotating magneto shaft. The distributor gears
are driven at one-half magneto shaft speed. High
tension current, generated in each of the two magneto
transformers, is conducted to each of the distributors
by means of spring-loaded carbon brushes and through
the fingers on the distributor gears to the right and
left distributor blocks where it is transmitted through
high tension cables to the spark plugs. The magneto
provides retarded ignition for engine starting. Interrupted battery current is permitted to flow through the
primary and secondary transformer windings and
across the spark plug electrodes to provide high tension voltage for engine starting.
Release ignition switch if starter does
not engage immediately. Starter circuit is not protected by circuit breakers.
MAGNETO REMOVAL
a.
Remove upper half of cowling.
b.
Remove high tenSion outlet cable plate from
magneto.
4-3
SECTION IV
POWER PLANT
AND PROPELLER
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
P-LEAD
CONNECTIONS
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
MODELS 112/B
X242.
X2427
Figure 4-2. Magneto - Cam End View
c.
Disconnect leads from magneto and tag for
identification when reinstalling.
d.
Remove retaining nuts and washers, and remove
magneto from mounting pad.
NOIE
As the magneto is removed from its
mounting, be sure that drive coupling
bushings do not become dislodged from
the gear hub.
REPAIR AND LUBRICATION. Magneto maintenance
is generally limited to cleaning, inspection, and replacement. For complete magneto maintenance procedures and authorized repair guidelines, refer to
the Bendix Magneto Service Manual.
MODELS 112/B. INSTALLATION AND TIMING. The
magneto must be installed with its timing marks correctly aligned. Rotate the crankshaft in direction of
normal rotation until number one cylinder is on the
compression stroke and approximately 35 degrees before top dead center (BTC).
I
WARNING
I
The magneto is grounded through the
ignition switch, therefore, any time
the primary (switch) lead is disconnected, the magneto is in a switch ON
or hot condition. Before turning the
propeller by hand, remove high tension
cable outlet plate from magneto or disconnect all spark plug cables to prevent
starting engine accidently.
4-4
MODELS 112TC/TCA
Clamp an ignition timing pOinter on the advance timing
mark on the rear of the starter ring gear. The starter
ring gear may be marked at 20 and 25 degrees. Consult engine nameplate for correct advance timing mark
to use. Continue rotating the crankshaft until the timing pointer and the parting flange of the crankcase
align. Leave the crankshaft in this position until the
magneto is installed. In the event that an ignition
timing pointer is not available an alternate method
may be used. Rotate the crankshaft in direction of
normal rotation until number one cylinder is on the
compression stroke and continue rotating the crankshaft until the correct advance timing mark on the
rear of the starter ring gear is in exact alignment
with the small drilled hole located at the two O'clock
position on the front face of the starter housing.
Leave the crankshaft in this position until the magneto
is installed.
NOIE
The advance timing mark is specified
on the engine nameplate.
Remove the inspection plug from the magneto and rotate the drive shaft in direction of normal rotation until the painted chamfered tooth on the distributor gear
is aligned in the center of the inspection window. The
shaft on the impulse coupling magnetos can be turned
by depreSSing the pawl on the coupling. Be sure the
magneto gear does not move from this position and
secure each magneto finger tight. The magnetos are
now ready for final timing.
MODELS 112/B. FINAL TIWNG. USing a battery
powered timing light, attach the positive lead to a
suitable terminal connected to the switch terminal of
the magneto and the negative lead to any unpainted
portion of the engine. Rotate the magneto in its mount-
ROCKWELL
COMMANDER
112/B/TC/TCA
SECTION IV
POWER PLANT
AND PROPELLER
MAINTENANCE MANUAL
ing flange to a point where the light comes on, then
slowly turn it in the opposite direction until the light
goes out. Bring the magneto back slowly until the light
just comes on. Repeat this procedure with the second
magneto.
NO"I
AC timing lights operate in the reverse
manner as described above, the light
goes out when the breaker points open.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
After both magnetos have been timed, check to ascertain that both magnetos are set to fire together. Backoff the crankshaft a few degrees, the timing lights
should go out. Bring the crankshaft slowly back in
direction of normal rotation until the timing marks
are in alignment. At this point, both lights should go
on simultaneously.
MODELS 112TC/TCA. INSTALLATION AND TIMING.
The magneto must be installed with its timing marks
correctly aligned. Rotate the crankshaft in direction
of normal rotation until number one cylinder is on the
compression stroke and approximately 20 degrees before top dead center (BTC).
I
WARNING
I
The magneto is grounded through the
ignition switch, therefore, any time
the primary (switch) lead is disconnected, the magneto is in a switch ON
or hot condition. Before turning the
propeller by hand, remove high tension
cable outlet plate from magneto or disconnect all spark plug cables to prevent
starting engine accidently.
Remove the inspection plug from the most convenient
side of magneto housing and plug from the rotor viewing location in the center of the housing. Rotate magnet drive shaft in normal direction of rotation until
the painted tooth on large distributor gear is centered
in the timing hole. The shaft on the impulse coupling
magneto can be turned by depressing the pawl on the
coupling. Observe that at this time the built in pointer just ahead of the rotor viewing window aligns with
the "L" mark on the rotor. Be sure the magneto
gear does not move from this position and secure
magneto finger tight. The magneto is now ready for
final timing.
MODELS 112TC/TCA. FINAL TIMING. Attach red
lead from the timing light to left switch adapter lead,
green lead of timing light to right switch adapter
lead and the black lead of the timing light to the
magneto housing. Rotate the magneto in its mounting
flange to a point where the red timing light comes on,
then slowly turn it in the opposite direction until the
red light goes out indicating the left main breaker
has opened. Then evenly tighten the magneto mounting clamps. Back the crankshaft up approximately
10 degrees, the timing light should come on. Bring
the crankshaft slowly back in direction of normal rotation until the timing marks are in alignment, the
red light should go out indicating left main breaker
opening. The right main breaker, monitored by the
green light, must open within ~ 2 degrees of the number one firing position.' If the right breaker does not
open within the two degrees tolerance, back the engine
up a few degrees and again bring the crankshaft slowly
back in direction of normal rotation toward number
one cylinder firing position while observing timing
lights. Adjust breakers to open (timing lights out)
when the timing pointer is indicating within the width
of the "L" mark. After adjusting breakers recheck
timing.
NO'l1
Clamp an ignition timing pointer on the advance timing
mark on the rear of the starter ring gear. The starter
ring gear may be marked at 20 and 25 degrees. Consult engine nameplate for correct advance timing mark
to use. Continue rotating the crankshaft until the timing pointer and the parting flange of the crankcase
align. Leave the crankshaft in this position until the
magneto is installed. In the event that an ignition
timing pointer is not available an alternate method
may be used. Rotate the crankshaft in directioJ'l of f
normal rotation until number one cylinder is on the
compression stroke and continue rotating the crankshaft until the correct advance timing mark on the
rear of the starter ring gear is in exact alignment
with the small drilled hole located at the two 0' clock
position on the front face of the starter housing.
Leave the crankshaft in this position until the magneto
is installed.
NOTE
The advance timing mark is specified
on the engine nameplate.
Some timing lights operate in the reverse
manner as described. Check your timing
light instructions.
IGNITION HARNESS
The ignition harness for each engine consists of eight
shielded high tension cable assemblies. Two of the
four cables from the left magneto are routed to the
upper spark plugs on the left bank of cylinders, while
the other two cables from the left magneto are routed
to the lower spark plugs on the right bank of cylinders.
Two of the four cables from the right magneto are
routed to the upper spark plugs on the right bank of
cylinders, and the balance of the cables from the
right magneto are routed to the lower spark plugs on
the left bank of cylinders (see Figure 4- 3).
CABLE REMOVAL AND INSTALLATION. Ignition
cables may be removed individually or the ignition
harness may be replaced as a complete unit.
4-5
SECTION IV
POWER PLANT
AND PROPELLER
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
FIRING ORDER 1-3-2-4
MODELS 112/B
MODELS 112TC/TCA
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
TOP VIEW
LEFT
DISTRIBUTOR
RIGHT
DISTRIBUTOR
NO.4 UPPER
NO.2 UPPER
NO.3 UPPER t-+((l]L((~I)}\--j NO.1 UPPER
NO.1 LOWER
NO.3 LOWER
NO.2 LOWER
TYPICAL BOTH ENGINES
X243A5
Figure 4-3. Ignition Wiring
SPARK PLUGS
Two spark plugs are installed in each cylinder and
thread into heli-coil inserts. The spark plugs are
shielded to prevent ignition interference from entering the radio and have an internal resistor to provide
longer terminal life. An average life of 200 hours
may be expected from these spark plugs; however,
this will vary with operating conditions. Ground
operation of the engine for extended periods or an
excessively rich idle mixture will shorten spark plug
service life. A spark plug that is kept clean and properly gapped will give better and longer service than
one that is allowed to collect lead deposits and is improperly gapped. The spark plug gap should be set
in accordance with Lycoming's latest publication of
Service Instructions Number 1042. The spark plug
torque value is 360 to 420 inch-pounds. When the
engine leaves the factory it is equipped with spark
plugs as specified in Figure 4-12.
INDUCTION AIR SYSTEM
MODELS 112/B. The external scoop on the left side of
the cowling serves as the ram air source for the induction air system (see Figure 4-4). Intake air is directed through an oil-impregnated filter element and
flexible ducts for delivery to the induction air box.
The air box then directs the filtered air to the fuel
4-6
NO.4 LOWER
injector unit for the fuel/air mixing process. A second (heated) air source is connected to the induction
heat outlet of the muffler assembly and routed to the
induction air manifold. This provides an alternate
source of intake air in the event of fuel injector nozzle impact icing, or icing of the external filter element. This heated airflow source is controlled by
the induction air control lever on the engine control
pedestal.
MODELS 112TC/TCA. The external scoop on the right
side of the cowling serves as the ram air source for the
induction air system (see Figure 4-4). Intake air is
directed through an oil-impregnated filter element,
induction air box, and flexible ducts for delivery to the
turbocharger. The air is compressed and delivered
to the carburetor for the fuel/air mixing process. A
second (heated) air source utilizes engine cooling air
drawn from the interior of the lower engine cowl. This
provides an alternate source of intake air in the event
of carburetor icing, or icing of the external filter element. This heated airflow source is controlled by the
induction air control lever on the engine control
pedestal.
INDUCTION AIR FILTER
MODELS 112/B. The induction air system utilizes a
flock-coated induction air filter. The filter element is
installed in the filter housing located on the lower left
side of the cowling near the firewall. Refer to Sec-
ROCKWELL
COMMANDER
112/B/TC /TCA
SECTION IV
POWER PLANT
AND PROPELLER
MAINTENANCE MANUAL
MODEL 112B
I
AIR FILTER
HOUSING
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
AIR FILTER
----AIR FILTER
HOUSING
MUFFLER
ASSEMBLY
(REF)
AIR
FILTER
MODEL 112
X244
t---lll~- AIR
FILTER
/
/
/
AIR FILTER
HOUSING
MODEL 112TC/TCA
X2434
Figure 4-4. Induction Air System
4-7
SECTION IV
POWER PLANT
AND PROPELLER
tion II for cleaning and installation.
MODELS 112TC/TCA. The induction air system
utilizes a flock-coated induction air filter. The filter
element is installed in the filter housing located on
the lower right side of the cowling near the firewall.
Refer to Section II for cleaning and installation.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
FUEL INJECTION SYSTEM
MODELS 112/B. Filtered air is introduced into the
engine through the servo regulator body, then flows
into an air intake riser where it is distributed to each
cylinder by individual intake pipes. The amount of air
entering the engine is controlled by a throttle valve
(butterfly) contained in the body of the fuel injection
servo regulator. Fuel is metered and distributed to
the individual cylinders by the servo regulator and
fuel flow divider valve. The fuel-air ratio is determined by the pOSition of the throttle valve and air
senSing functions of the servo regulator. Fuel and
air are mixed within the cylinder. The fuel injection
system consists of the air flow senSing and fuel control subsystems. Components of the injection system
are: the servo valve, fuel control unit, fuel flow
divider valve, and air bleed nozzles. The servo valve
and fuel control unit are contained within the throttle
body casting, installed on the engine intake manifold
air inlet.
SERVO REGULATOR
MODELS 112/B. The servo regulator is the basic
component of the fuel injection system. Induction air
enters the throttle body, passes through the venturi
and by the throttle valve and into the engine. As
the air passes through the throttle body, air pressure is sensed by impact tubes which lead to one side
of the servo regulator air diaphragm. The other Side
of this diaphragm is exposed to low pressure which
is sensed at the venturi throat of the throttle body
(see Figure 4-5). A ball servo valve and a fuel/air
diaphragm operates on the pressure differential between unmetered and metered fuel pressure. The
air metering force applied to the air diaphragm of
the servo regulator is directly proportional to the
velocity of air flOwing through the venturi to the
engine. Air velocity is controlled by the position of
the throttle valve; therefore, a change in throttle
setting will alter the position of the fuel/air diaphragm.
This causes the position of the ball servo valve to vary.
The pressure differential across the ball servo valve
opposes the action of the air diaphragm and tends to
open or close the ball servo valve. This provides
regulated servo pressure for operation of the fuel
flow divider valve which schedules a fuel flow that is
correctly proportioned to the engine inlet airflow. A
balanced fuel flow condition will exist when servo
pressure on the fuel flow divider valve and ball servo
valve is equal to the air metering force at the air di-
4-8
ROCKWELL
COMMANDER
112/B/TC /TCA
MAINTENANCE MANUAL
aphragm of the servo regulator. The richer fuel
mixture required during engine idle is obtained by
using a constant head spring on the lower side of the
air sensing diaphragm. Fuel pump pressure, which
is recorded on the engine gage unit, is taken from a
port on the forward side of the servo regulator fuel
control unit. Fuel flow readings are obtained from
the metered fuel side of the fuel flow divider valve.
MODELS 112/B. CLEANING AND INSPECTION. The
following procedures apply to cleaning and inspection
of the servo regulator. Remove and clean the fuel
inlet screen at the first 25 hours and each 50 hours
of operation thereafter.
a.
Remove upper cowling.
b.
Inspect servo regulator and all fuel lines for
tightness and evidence of fuel leakage.
NOI.
Slight fuel stains adj acent to the air
bleed nozzles are normal.
c.
Clean screen assembly in cleaning solvent and
dry with filtered compressed air.
d.
Inspect screen assembly to determine serviceability. Replace screen assembly if deformed or
deteriorated.
e.
Place new O-ring on screen assembly and install
screen assembly in servo regulator. Tighten screen
retainer to 35-40 inch-pounds.
f.
Check servo regulator for security of attachment.
g.
Check throttle, mixture, and alternate air control rods, rod ends and levers for security and condition of rod ends.
h.
Lubricate ends of throttle shaft with instrument
oil.
i.
Lightly lubricate rod ends of throttle, mixture,
and alternate air control rods.
j.
Check mixture and throttle controls for freedom
of operation.
MODELS 112/B. ADJUSTMENT. Adjustments to the
servo regulator are confined to idle speed and mixture.
If there is an appreciable amount of wind, locate aircraft in crosswind position before making idle speed
and mixture adjustment., This will prevent false loading of the engine caused by the affect of wind velocity
on the propeller.
a.
Start and warm engine until oil and cylinder head
temperatures are in normal operating range.
b.
Check magneto drop, see Section II. If drop is
normal, proceed with idle adjustment.
c.
Set throttle stop-screw so engine idles at 550650 RPM. If the RPM varies significantly after making
mixture adjustment during following steps, readjust
to desired RPM.
d.
When idling-speed has stabilized, move mixture
control lever toward IDLE CUTOFF position and ob-
ROCKWELL
COMMANDER
112/B/TC/TCA
SECTION IV
POWER PLANT
AND PROPELLER
MAINTENANCE MANUAL
3
2
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
10
FUEL - AIR BLEED
NOZZLE
AIR INLET
IDLE MIXTURE ADJUST
IDLE SPEED ADJUST
1. IDLE VALVE LEVER
(CONNECTED TO THROTTLE)
2. METERING JET
3. FUEL INLET
4. FUEL INLET SCREEN
5. MANUAL MIXTURE/IDLE CUT-OFF
6. FUEL FLOW GAGE (RT. HALF OF DUAL GAGE)
7. FLOW DIVIDER
8. FLOW DIVIDER DIAPHRAGM
9.
10.
11.
12.
13.
14.
15.
16.
17.
FLOW DIVIDER VALVE
NOZZLE (ONE PER CYLINDER)
THROTTLE VALVE
IMPACT TUBE
BALL SERVO VALVE
FUEL DIAPHRAGM
AIR DIAPHRAGM
CONSTANT EFFORT SPRING
CONSTANT HEAD SPRING (IDLE)
MODELS 112/B
X245
Figure 4-5. Fuel Iniection System
4-9
SECTION IV
POWER PLANT
AND PROPE~LER
FUEL
STRAINER
ROCKWELL
COMMANDER
112/B/TC /TCA
MAINTENANCE MANUAL
IDLE ADJUSTING
NEEDLE VALVE
before entering the cylinder. A fuel line is
between the fuel flow divider fuel flow port
flow gage, located in the instrument panel,
an accurate indication of metered fuel flow
engine.
connected
and a fuel
to provide
to the
AIR BLEED NOZZLES
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
LOCK PLATE
MODELS 112TC/TCA
X2431A7
Figure 4-6. Carburetor
serve tachometer for any change during leaning process. Caution must be observed to return mixture
control lever to FULL RICH position before RPM
drops so low engine cuts out. An increase of more
than 10 RPM while leaning indicates an excessively
rich idle mixture. An immediate decrease in RPM
(if not preceded by a momentary increase) indicates
idle mixture is too lean.
e.
If idle adjustment is too rich or too lean, turn
idle mixture adjustment in direction required for correction, and recheck new setting. Each time an adjustment is made, engine should be run up to 2000
RPM to clear engine before making another adjustment. Monitor cylinder head and oil temperature
gages to remain within limits.
f.
In the event the setting above does not remain
stable, check the idle linkage; any looseness in the
linkage will cause erratic idling. In all cases, allowance must be made for the effect of weather conditions
and field density altitude during adjustments.
FLOW DIVIDER VALVE
MODELS 112/B. The fuel flow divider valve, located
on the upper center of the engine, consists of a
spring-loaded diaphragm actuated poppet valve'Action of the diaphragm is controlled by servo pressure from the servo regulator valve. A spring seats
the fuel flow divider valve needle to retain fuel within
the flow divider valve when the engine is stopped. The
sensitivity obtained from fuel flow divider valve operation prevents engine rpm lag during rapid throttle
movement and eliminates the need for an acceleration
pump. The fuel flow divider valve directs fuel to each
cylinder through individual lines connected to ports in
the valve. Fuel passes through the air bleed nozzles
4-10
MODELS 112/B. An air bleed nozzle installed in each
cylinder, directs fuel from the flow divider valve
into the cylinder intake port.
Each nozzle incorporates an air bleed, which aids in vaporizing fuel
at idle rpm by breaking the high vacuum at the intake
manifold, and assures that the fuel lines from the flow
divider valve are full of fuel at all times. The immediate availability of fuel in the fuel lines ensures positive engine acceleration and eliminates the need for an
engine primer during engine starting. Air bleed
nozzles have an identification number or letter stamped
on one of the flats of the no zzle body hexagon head,
which also indicates that the nozzle air bleed hole is
on the opposite flat. To eliminate fuel leakage at the
air bleed hole after engine shutdown, the nozzle must
be installed with the identification mark facing downward. Fuel nozzles should be removed and changed
when an engine is running rough and exhibits poor
acceleration characteristics, not attributed to faulty
ignition. When this is the case all nozzles on the
appropriate engine should be removed and cleaned.
MODELS 112/B. REMOVAL AND CLEANING. Disconnect the fuel inlet line and use a deep socket to
remove the nozzle. Cap the fuel line and plug hole in
cylinder. Clean the air bleed nozzles as follows:
a.
Wash in clean unleaded gasoline or cleaning
solvent. Trichlorethylene may be used to clean nozzles that show signs of carbon buildup.
b.
Apply filtered compressed air at 100 psi to discharge port of nozzle.
Do not use wire or tools to clean nozzle
orifices.
MODELS 112/B. INSTALLATION. Install air bleed
nozzles in cylinders, so that identification number
or letter is located on the lower side of the nozzles
when tightened into engine cylinder.
[~
When replacing fuel lines and fittings,
use only a fuel soluble lubricant, such
as engine oil on thread fittings.
00
NOT USE ANY FORM OF THREAD
COMPOUND.
Change 1
ROCKWELL
COMMANDER
112/B/TC/TCA
SECTION IV
POWER PLANT
AND PROPELLER
MAINTENANCE MANUAL
CARBURETION SYSTEM
When replacing AI0- 5200 carburetor
with another carburetor of the same
number, assure needle valve assembly
retainer is secured to carburetor with
lockplate as shown in Figure 4- 6.
CARBURETOR
a.
Connect fuel injection lines to air bleed nozzles.
b.
Inspect installation for evidence of crimped lines.
c.
Operate auxiliary fuel pump and check fittings
and air bleed nozzles for evidence of leakage.
d.
Turn off auxiliary fuel pump and battery switch
and secure cowling.
d.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
MODELS 112TC/TCA. These models are equipped
with a Marvel Schebler Type HA-6 side draft, single
barrel, float type carburetor equipped with a manual
altitude mixture control and an idle cut-off. The idle
speed aqjustment is a conventional spring-loaded
needle valve.
MODELS 112TC/TCA. IDLE ADJUSTMENT. Idle
adjustment may be accomplished as follows:
a.
Start and warm engine until oil and cylinder
head temperatures are in normal operating range.
b.
Check magneto drop, see Section II. If drop is
normal, proceed with idle adjustment.
c.
Set idle adjusting needle valve (see Figure 4-6)
so engine idles smoothly.
d.
Run up to 2000 RPM to clear engine after each
adjustment before making any additional adjustments.
NOIE
Engine idle speed may vary among
different engines. An engine should
idle smoothly without excessive vibration, and the idle speed should be high
enough to maintain idling oil pressure
and to preclude any possibility of engine
stoppage in flight when throttle is closed.
MODELS 112TC/TCA. CARBURETOR REMOVAL.
The carburetor may be removed as follow s:
a.
Remove lower cowling.
b.
Disconnect throttle and mixture linkage.
c.
Disconnect and cap all fuel lines at carburetor.
d.
Remove bolts from turbocharger adapter and
secure as necessary to allow carburetor removal.
e.
Remove nuts holding carburetor to engine,
remove carburetor and install covers on turbocharger
adapter and mounting pad.
MODELS 112TC/TCA. CARBURETOR INSTALLATION
a.
Remove covers from mounting pad and turbocharger adapter. Install carburetor on mounting
studs and torque as required.
b.
Install turbocharger adapter and torque as
required.
c.
Uncap and install all fuel lines.
Change 1
Connect throttle and mixture control linkage.
NOI.
Check throttle and mixture control
for proper travel.
e.
Install lower cowling.
MODELS 112TC/TCA. CLEANING FUEL STRAINER.
The carburetor fuel strainer should be cleaned at
periodic intervals, to remove strainer, proceed as
follows:
a.
Remove safety and remove strainer from carburetor (see Figure 4-6).
b.
Wash strainer in approved solvent.
c.
Check strainer for deformation or breaks.
d.
Clean strainer chamber of any foreign material.
e.
Reinstall strainer, tighten and safety.
TURBOCHARGER
MODELS 112TC/TCA. A complete turbocharger systern, installed on the aft end of the engine consists of
a turbine and compressor assembly and an overboost
pressure relief valve. The turbocharger is utilized
to increase the power output and efficiency of the engine by supplying compressed air to the engine intake
system. The power to drive the turbocharger is extracted from energy in the exhaust gas. A manually
controlled (interconnected with throttle) exhaust wastegate valve assembly determines the amount of boost
supplied to the engine. When open, the valve allows
exhaust to bypass the turbine and flow directly overboard. In the closed position, the wastegate valve
diverts the exhaust gases through the turbine assembly, increasing its speed and resulting in more output
of induction air from the compressor, since it is connected to the opposite end of the turbine shaft.
OIL SYSTEM
The engine is equipped with a wet sump, pressure
operated oil system. The main bearings, connecting
rod bearings, camshaft bearings, valve tappets, and
push rods, are lubricated by positive pressure. The
pistons, piston pins, cams, cylinder walls, valve
rockers, valve stems and other internal moving parts
are lubricated by oil collectors and oil spray. The
oil pump, located in the accessory housing, draws oil
4-11
SECTION IV
POWER PLANT
AND PROPELLER
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
through a drilled passage leading from the oil filter
located in the sump. Mter passing through the pump,
oil flows through a drilled passage in the engine and
then through a line to the oil cooler. Oil pressure
from the cooler is returned to the accessory housing
where it is directed through the oil filter, contained
in a cast chamber mounted on the accessory housing.
If cold oil or an obstruction should restrict oil flow
through the cooler, an oil cooler bypass valve will
route the oil directly from the oil pump to the oil filter. The oil is then filtered through the oil filter
chamber and fed through a drilled passage to the oil
pressure relief valve, located in the upper right side
of the crankcase forward of the accessory housing.
This relief valve regulates the engine oil pressure by
allowing excess oil to return to the sump, while the
balance of the oil is fed to the main oil gallery in the
right half of the crankcase. Oil is distributed from
the main gallery, by means of separate drilled passages to each main bearing of the crankshaft. The
drilled passages to the bearings are located in such
a manner as to form an inertia type filter, thus ensuring that only the cleanest oil will reach the bearings. Drilled passages from the rear main bearing
supply oil pressure to the crankshaft idler gears.
Angular holes are drilled through the main bearings
to the rod journals where sludge removal tubes are
located. Oil from the main gallery also flows to the
cam and valve gear passages, and is then conducted
through branch passages to the hydraulic tappets and
camshaft bearings. Oil travels out through the hollow
push rods to the valve rocker bearings and valve
stems. Oil from the bearings, accessory drives and
rocker boxes returns to the sump by gravity flow,
passes through the inlet oil screen and is then recirculated through the engine. Refer to Section II
for oil system servicing.
OIL COOLER
MODELS 112/B. The cooler is installed on the right
forward side of engine firewall and receives its
cooling air from the engine nacelle compartment. Oil
under pressure from the engine enters the inboard side
of the cooler, passes through the cooler and back to
the engine. A thermostatically operated oil cooler
bypass valve causes oil to bypass the cooler in the
event of congealed oil or an obstruction in the cooler.
This bypass valve also routes oil directly to the suction
screen until a predetermined oil temperature is reached.
The oil is then routed through the cooler.
MODELS 112TC/TCA. The cooler is installed on the
left forward side of engine firewall and receives its
cooling air from the engine nacelle external scoop.
Oil under pressure from the engine enters the inboard
side of the cooler, passes through the cooler and
back to the engine. A thermostatically operated oil
cooler bypass valve causes oil to bypass the cooler in
the event of congealed oil or an obstruction in the
cooler. This bypass valve also routes oil directly
to the suction screen until a predetermined oil temperature is reached. The oil is then routed through
the cooler.
4-12
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
OIL SCREEN AND FILTER
MODELS ll2/B. Clean engine oil is assured by the
use of one oil suction screen and one oil filter for the
engine. The oil suction screen is located in the right
side of the oil sump and the oil filter is located in a
casting, bolted to the accessory housing between the
magnetos. Use of this screen and filter provides dual
protection for positive screening of damaging foreign
material from the oil. The oil pump draws oil from
the sump through the suction screen and pumps it
through the oil cooler to the engine. Oil screen and
filter must be cleaned each time the oil is changed
or whenever improper oil circulation is suspected.
Servicing instructions are provided in Section II.
MODELS 112TC/TCA. Clean engine oil is assured by
the use of one oil suction sc reen and one oil filter for
the engine. The oil suction screen is located on the
right side of the oil sump and the oil filter is located
in the accessory housing on the right side of the engine. Use of this screen and filter provides dual protection for positive screening of damaging foreign
material from the oil. The oil pump draws oil from
the sump through the suction screen and pumps it
through the oil cooler to the engine. Oil screen and
filter must be cleaned each time the oil is changed or
whenever improper oil circulation is suspected.
Servicing instructions are provided in Section II.
ENGINE OIL
MINERAL
(MIL- L-6082B)
AMBIENT AIR TEMP.
SAE
SAE
SAE
SAE
Above 600 F
300 to gOOF
0 0 to 70 0 F
Below lOoF
50
40
30
20
ASHLESS DISPERSANT
(MIL-L-22851)
AMBIENT AIR TEMP.
SAE
SAE
SAE
SAE
Above 600 F
300 to gOOF
0 0 to 70 0 F
Below lOoF
50 or 60
50
40
30
I
NOTE
To promote faster seating and improved
oil control, the Models 112/B were
delivered from the factory with a mineraltype (non-detergent) oil installed. This
break-in oil should be used for the first
50 hours only, at which time it must be
drained and replaced with detergent oiL
Mter the first 25 hours of operation, drain engine oil,
clean suction and oil filter screens and replace filter
element. Refill the sump with non-detergent oil and
use until the 50 hour mark is reached or oil consumption has stabilized, then change to detergent oil conforming to previous specifications.
Change 3
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION IV
POWER PLANT
AND PROPELLER
EXHAUST SYSTEM
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
MODELS 112/B. The exhaust system consists of four
exhaust stacks. Each exhaust stack is attached to the
exhaust port of each cylinder and extends down and
attached to the muffler assembly. Each exhaust stack
is attached to the muffler by special clamps that allow
for expansion and contraction of the entire installation.
Nuts and lock washers are used to secure each exhaust
stack to the cylinders. Inspect the exhaust stacks at
prescribed intervals for evidence of leakage, cracks
and looseness of mounting nuts (see Figure 4-7).
MODELS 112TC/TCA. The exhaust system for each
engine consists of six segments. These segments attach to the exhaust ports of the right and left banks of
cylinders and extend across and aft to where they attach to the turbine section of the turbocharger. The
segments of the exhaust system utilize slip joints that
allow for expansion and contraction of the entire assembly. Nuts and lockwashers are used to secure the
exhaust system to the exhaust ports of each cylinder.
Inspect the exhaust system at prescribed intervals for
evidence of leakage, cracks and looseness of mounting nuts (see Figure 4-7).
EXHAUST SYSTEM REPAIR
Components of the exhaust system which fail must be
replaced, however, certain components may be repaired in accordance with FAA Advisory Circular
No. AC 43. 13-1. Consult this source for repair
guideline s.
Never use lead pencils, grease pencils,
etc., to mark exhaust system components.
Carbon deposited by these items will
eventually cause cracks due to heat concentration and carbonization of the metal.
Use chalk, prussion blue or India ink
when necessary to mark components.
COOLING SYSTEM
Cooling air enters the engine cowling compartment
through openings located in the center of cowling near
the propeller. Engine baffles (Figure 4-8) direct air
flow around the cooling fins of each cyliriner. Adjustable cowl flaps, located in the lower cowl, are provided to regulate engine temperature. To assure
proper airflow around the engine, baffle seals and
cowling must be maintained in a serviceable condition.
Baffle seals which do not block the airflow at the seal
location cause improper distribution of the cooling air
and may result in hot spots on the cylinders.
Ground ope rate engine with cowl flaps
open to prevent overheating of engine.
BAFFLE REMOVAL, REPAIR AND INSTALLATION
Removal and installation on the various baffles can
be made with the engine cowling removed. Insure
that any replaced baffles and seals are installed correctly and that they seal properly to direct the cooling air in the proper direction. Baffles should be
replaced if damaged or cracked. However, small
plate reinforcements riveted to the baffle will often
prove satisfactory both to the strength and cooling
requirements of the unit.
ENGINE CONTROLS
MODELS 112/B. The engine control levers (Figure
4-9) are located on the engine control quadrant
and control the throttle, propeller pitch, fuel mixture
and alternate air. Cables and push-pull rods connect
the engine control levers to the power plant. Cover
plates on the quadrant pedestal may be removed for
inspection and maintenance of control cables and
other equipment enclosed in the pedestal. Additionally,
the complete pedestal may be removed for maintenance
purposes. A friction lock is installed on the right
side of the quadrant to secure the control levers in
the desired pOSition, or place the desired amount of
friction on the engine control levers. Engine control
cables are routed through the firewall and to the engine. The individual controls are attached to the
servo regulator (throttle and fuel mixture), propeller
governor (propeller pitch) and induction air box (alternate air). Cable adjustments for the engine controls
are made at the ball joints and clevises. Push-pull
rods, ball joints and clevises should be checked for
loose checknuts, nuts, freedom of operation and excessive wear. Routing of the control cables should
be checked to see that cable clamps are in place and
cables do not rub structure or accessories.
MODELS 112TC/TCA. The engine control levers
(Figure 4-9) are located on the engine control quadrant and control the throttle, propeller pitch, fuel
mixblre, turbocharger wastegate, and alternate air.
Cables and push-pull rods connect the engine control
levers to the power plant. Cover plates on the quadrant pedestal may be removed for inspection and
maintenance of control cables and other equipment
enclosed in the pedestal. Additionally, the complete
pedestal may be removed for maintenance purposes.
A friction lock is installed on each side of the quadrant to secure the control levers in the desired position, or place the desired amount of friction on the
engine control levers. Engine control cables are
routed through the firewall to the engine. The indi-
4-13
SECTION IV
POWER PLANT
AND PROPELLER
MAINTENANCE MANUAL
ROCKWELL
COMMANDER
112/B/TC/TCA
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
MUFFLER
MODELS 112/B
X249A6
MODELS 112TC/TCA
X2433
Figure 4-7. Exhaust Stack
4-14
ROCKWELL
COMMANDER
112/B/TC/TCA
SECTION IV
POWER PLANT
AND PROPELLER
MAINTENANCE MANUAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
RIGHT SIDE
AFT BAFFLE
RIGHT
AFT BAFFLE
RIGHT SIDE
FORWARD
BAFF
FRONT--*!BAFFLE
LEFT SIDE
AFT BAFFLE
LEFT SIDE
FORWARD
BAFFLE
RIGHT FRONT
BAFFLE
LEFT FRONT"
BAFFLE
MODELS 112/B
X247
Figure 4-8. Engine Baffle Assembly (Sheet 1 of 2)
4-15
SECTION IV
POWER PLANT
AND PROPELLER
MAINTENANCE MANUAL
RIGHT FORWARD
BAFFLE ASSEMBLY
ROCKWELL
COMMANDER
112/B/TC/TCA
LEFT FORWARD
BAFFLE ASSEMBLY
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
LEFT REAR
BAFFLE
ASSEMBLY
RIGHT SIDE
FORWARD
BAFFLE
RIGHT
LOWER
BAFFLE
BOTTOM
BAFFLE
ASSEMBLY
MODELS 112TC/TCA
X2436
Figure 4-8. Engine Baffle Assembly (Sheet 2 of 2)
4-16
LOWER
BAFFLE
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION IV
POWER PLANT
AND PROPELLER
ON
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
rD 0
5
OFF
C
0
l
D
I
N
D
U
C
T
F
U
l
T
H
It
0
T
T
L
E
I
D
T
E
L
It
I
C
H
L
H
0
HI
P
It
0
M
I
P
X
It
U
to
l
E
A
N
P
M
T
R
E
X24 1
Figure 4-9. Engine Control Quadrant
•
vidual controls are attached to the carburetor
(throttle and fuel mixture), propeller governor
(propeller pitch), turbocharger wastegate (throttle)
and induction air box (alternate air). Cable adjustments for the engine controls are made at the
ball joints, clevises and adapter. Push-pull rods,
ball joints and clevises should be checked for loose
checknuts, nuts, freedom of operation and excessive
wear. Routing of the control cables should be checked
to see that cable clamps are in place and cables do
not rub structure or accessories.
THROTTLE
MODELS 112/B. The throttle lever located on the left
side of the control quadrant is mechanically linked
to the throttle arm of the fuel injection system
servo regulator. A friction lock located on the right
side of the quadrant provides a means of increasing
friction on the throttle lever to prevent creeping.
When the throttle lever is retarded to a position sufficient to actuate the micro switch located inside the
quadrant, a landing gear position warning bell will
sound if all landing gear are not in the down and locked
position. The switch is set to activate the warning
bell circuit when the engine manifold pressure is approximately 14 inches Hg. Procedures for adjusting
the micro switch is provided in Section VI.
Change 1
MODELS 112TC/TCA. The throttle lever located on
the left side of the control quadrant is mechanically
linked to the throttle arm of the carburetor, and control arm of the turbocharger wastegate. A friction
lock located on each side of the quadrant provides a
means of increasing friction on the throttle lever to
prevent creeping. When the throttle lever is retarded
to a poSition sufficient to actuate the micro switch located inside the quadrant, a landing gear position
warning bell will sound if all landing gear are not in
the down and locked poSition. The switch is set to activate the warning bell circuit when the engine manifold
pressure is approximately 14 inches Hg. Procedures
for adjusting the micro switch is provided in Section VI.
MODELS 112/B. RIGGING. The procedure for rigging
the throttle control cable is as follows:
a.
Secure throttle control cable clevis end to servo
regulator on engine.
b.
Secure throttle control cable ball joint to throttle
lever in control quadrant.
c.
Move throttle control lever through full range
of travel. Check lever hits both end stops.
d.
Move throttle control lever to full forward stop
less 0.03 inch clearance.
e.
Adjust ball joint at throttle control lever until
it contacts forward end stop.
f.
Move throttle control lever aft and ascertain
4-17
SECTION IV
POWER PLANT
AND PROPELLER
MAINTENANCE MANUAL
increases engine rpm, and aft movement increases
pitch and decreases rpm. Retarding the control lever
into the LO position reduces oil pressure to the propeller, allowing centrifugal force of the propeller and
compressed springs to reduce propeller pitch.
it reaches opposite end stop.
g.
If required, make minor aqjustments at throttle
control lever until it aligns with other control levers
at full forward position with a 0.03 inch clearance.
MODELS 112TC/TCA. RIGGING. The procedure for
rigging the throttle control cable is as follows:
RIGGING. The procedure for rigging the propeller
control cable is the same as the throttle control cable
rigging.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
a.
Secure throttle control cable clevis ends to
carburetor and turbocharger wastegate on engine.
b.
Secure throttle control cable ball joint to
throttle lever in control quadrant.
c.
Move throttle control lever through full range
of travel. Check lever hits both end stops.
d.
Move throttle control lever to full forward stop
less 0.03 inch clearance.
e.
Adjust clevis ends on throttle and wastegate so
throttle and wastegate contact stops simultaneously.
f.
Adjust ball joint at throttle control lever until it
contacts forward end stop.
g.
Move throttle control lever aft and ascertain
it reaches opposite end stop.
h.
If required make minor adjustments at throttle
control lever until it aligns with other control levers
at full forward pOSition with a 0.03 inch clearance.
ALTERNATE AIR CONTROL
MODELS 112/B. Induction air is controlled by the forward and aft movement of the alternate air control,
located on the engine control quadrant. Placing the
control lever in forward (COLD) position allows
filtered ram air to enter the system. This ram air
is directed to the induction air box and then on into
the servo regulator for the fuel/air mixing process.
Placing the control lever in the aft (HOT) pOSition
closes the ram air source and opens the hot air source.
The hot air is provided in the event of fuel injector
nozzle impact icing or icing of the external filter
element.
MODELS 112TC/TCA. Induction air is controlled by
the forward and aft movement of the alternate air control, located on the engine control quadrant. Placing
the control lever in forward (COLD) pOsition allows
filtered ram air to enter the system. This ram air is
directed to the induction air box and then on into the
turbocharger and carburetor for the fuel/air mixing
process. Placing the control lever in the aft (HOT)
pOSition closes the ram air source and opens the hot
air source. The hot air is provided in the event of
carburetor icing or icing of the external filter element.
MIXTURE CONTROL
MODELS 112/B. The mixture control lever is mounted
on the right side of the engine control quadrant. The
RICH pOSition of the mixture control lever is used
for starting, takeoff, landing, and most ground operations. LEAN is used for stopping the engine. The
range between RICH and LEAN permits manual leaning of the fuel mixture to obtain best power and minimum fuel consumption during flight. A fuel flow
gage registers the amount of metered fuel going to
the engine and aids in determining the proper mixture
control setting.
MODELS 112TC/TCA. The mixture control lever is
mounted on the right side of the engine control quadrant
The RICH position of the mixture control lever is used
for starting, takeoff, landing, and most ground operations. LEAN is used for stopping the engine. The
range between RICH and LEAN permits manual leaning of the fuel mixture to obtain best power and minimum fuel consumption during flight.
RIGGING. The procedure for rigging the mixture
control cable is the same as the throttle control cable
rigging.
PROPELLER CONTROL
The propeller control lever is located between the
throttle and mixture control levers and is distinguished by rectangular grooved knobs. The control lever
is mechanically linked to a propeller governor and
controls engine rpm and propeller pitch by altering
the propeller governor setting. Forward movement
of the control lever decreases propeller pitch and
4-18
ROCKWELL
COMMANDER
112/B/TC /TCA
RIGGING. The procedure for rigging the alternate
air control cable is the same as the throttle control
cable rigging.
0
ENGINE ACCESSORIES
STARTER
A Bendix-type starter is installed on the forward
lower left side of the engine. The starter drive pinion engages the engine flywheel ring gear to provide
direct cranking of the engine. The starter contactor
installed on the battery box in the tailcone, is energized by a key operated, spring-loaded, ignitionstarter switch. When starting the engine, avoid energizing the starter for more than 30 seconds, and
allow several minutes for the starter unit to cool between starting attempts.
INSPECTION AND REPAIR. Before removing any
unit in a starting circuit, it should be first determined
where the fault lies within the circuit. Check that the
battery is fully charged and inspect the wiring for
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
possible damage. Inspect all connections to the starter solenoid, ignition switch, and battery, including
all ground connections. Clean and tighten all connections as required. Connect a jumper lead around any
switch suspected of being defective. If the starting
system functions properly using a jumper, repair or
replace the bypassed switch. If the battery, wiring,
and switches are satisfactory and the engine is known
to be functioning properly, remove the starter and
send to an authorized repair station for repair.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
REMOVAL. To remove the starter from the engine,
proceed as follows:
a.
Remove upper and lower engine cowling.
b.
Disconnect electrical lead from starter terminal.
c.
Remove bolt attaching alternator support strut
to starter.
d.
Remove nuts and washers from studs holding
starter mounting flange.
e.
Remove aft inboard, and forward outboard studs
from starter mounting flange.
SECTION IV
POWER PLANT
AND PROPELLER
c.
Loosen nut attaching alternator mounting flanges
to engine.
d.
Remove bolt and washer from alternator idler
arm.
e.
Rotate alternator to free belt from drive pulley.
f.
Remove nuts, washers and bolts securing alternator to engine and lift alternator from engine.
mST AL LAT ION
a.
Position alternator with drive belt seated in
alternator and starter ring gear pulleys.
b.
Install alternator flange mounting hardware,
but leave alternator free to rotate at flanges.
c.
Install bolt and washer in alternator idler arm
and tighten belt per Lycoming Service Instruction
Number 1129A).
Tighten nuts installed in step b.
d.
e.
Connect electrical wiring.
f.
Install cowling.
FUEL PUMP
mST ALLATION
a.
studs
b.
c.
d.
e.
Align starter mounting flange with engine pad
and install attaching hardware.
Torque bolt and nuts to 150-inch pounds.
Connect electrical wires to starter.
Check starter operation.
Install cowling.
ALTERNATOR
A 14-volt, 70-amp alternator is installed on the forward lower right side of the engine. The alternator
employs a 3- phase stator winding in which the phase
windings are electrically 120 degrees apart. The
rotor consists of a field coil encased between two,
4-poled interleaved sections, producing an 8-pole
magnetic field with alternate North and South poles.
When the rotor rotates inside the stator, an alternating current is induced in the stator windings. This
-ac current is rectified,Le., changed to dc, by silicone.
diode rectifiers and delivered to the output terminal
of the alternator. A ram air blast tube extending
from the slip ring cover of the alternator to the forward engine baffle supplies cooling air to the alternator. A belt from the alternator pulley, to a pulley
which is integral with the aft propeller flange, drives
the alternator at 3.25 times the speed of the engine.
Proper alternator belt tension should be maintained
to provide satisfactory service (see Lycoming Service
Instructions Number 1129A). For additional information concerning the alternator system, refer to Section X.
REMOVAL. To remove the alternator from the engine,
proceed as follows:
a.
Remove upper and lower engine cowling.
b.
Disconnect electrical wires from alternator and
tag for identification.
A diaphragm type, self regulated pressure pump is
installed on the aft lower left side of the engine accessory housing. This engine operated pump provides a
continuous flow of fuel to the engine without pressure
variations. The pump design allows the auxiliary
pump to move fuel through it to the engine in the event
it becomes inoperative and also for the purpose of
initial engine starting. If the pump becomes inoperative, do not attempt to repair it. Remove the pump
and install a new one.
REMOVAL
a.
b.
c.
Remove upper and lower engine cowling.
Remove two capscrews attaching fuel pump.
Remove pump and gasket.
INST ALLATION
a.
Clean engine accessory pad.
b.
Install new pump and gasket on accessory pad.
Assure pump plunger is up to engage push rod or
drive shaft will bend.
c.
Install two capscrews and torque to 300 inchpounds.
d.
Replace cowling.
ENGINE CHANGE
REMOVAL
MODELS 112/B. The engine mount (Figure 4-10) can
be removed with the engine, if deSired. If the engine
is being returned to the manufacturer or will not be
operated within a seven day period comply with storage
instructions contained in Section II. In the following
instructions, the engine is being removed from the
mount.
4-19
SECTION IV
POWER PLANT
AND PROPELLER
ROCKWELL
COMMANDER
1t2/B/TC/TCA
MAINTENANCE MANUAL
MODELS 112/B
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
NUT
WASHER
WASHER
RUBBER SHOCK PAD
DAMPER
RUBBER SHOCK PAD
BOLT
NUT
WASHER
BOLT
ENGINE MOUNT
10
X248
Figure 4-10. Engine Mount (Sheet 1 of 2)
4-20
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION IV
POWER PLANT
AND PROPELLER
MODELS 112TC/TCA
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
1. NUT
2. WASHER
3. WASHER
4 •• RUBBER SHOCK PAD
5. DAMPER
6. RUBBER SHOCK PAD
7. BOLT
8. NUT
9. WASHER
10. BOLT
11. ENGINE MOUNT
X242$
Figure 4-10. Engine Mount (Sheet 2 of 2)
4-21
SECTION IV
POWER PLANT
AND PROPELLER
OIL TILLER
ACCESS DOOR
OIL TILLER
ACCESS DOOR
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
OIL COOLER
AIR INTAKE
INDUCTION
AIR INTAKE
MODELS 112TC/TCA
MODELS 112/B
X241087
Figure 4-11. Engine Cowling
a.
Install fuselage tail stand.
b.
Ignition switch - OFF.
c.
Remove propeller (see Propeller Removal instructions in this section).
d.
Remove engine cowling (see Figure 4-11).
e.
Drain engine oil.
f.
Drain fuel lines at engine.
g.
Disconnect oil lines from oil cooler.
h.
Disconnect following lines from engine and
cap or plug lines and fittings:
1.
Vacuum line.
2.
Fuel supply line.
3.
Manifold pressure and fuel flow pressure
and vent lines.
4.
Oil pressure gage line.
i.
Disconnect induction air system.
j.
Disconnect flexible drive from tachometer.
k.
Disconnect throttle and mixture control cables
from servo regulator.
1.
Disconnect electrical wiring from engine.
m.
Disconnect engine ground wire.
n.
Disconnect propeller control cable from prop
governor.
o.
Secure control cables at firewall to prevent
entanglement in engine when removing engine.
p.
Remove muffler assembly and exhaust stacks
from engine, and cover cylinder exhaust ports.
4-22
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
q.
Attach a one-half ton (minimum) hoist to
engine lifting eye and tighten hoist cable slightly to
relieve weight on engine mount attach bolts.
r.
Disconnect oil and fuel drain lines, enginedriven fuel pump drain line and engine breather line.
Raising engine too high will place a
strain on attach bolts and hinder removal.
s.
Check engine to ensure all items attaching
engine and accessories to airframe are disconnected.
t.
Remove engine mount attach bolts.
u.
Remove engine from airframe.
When lifting engine from mount, use
extreme care to prevent damage to
engine mount and airframe.
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
MODELS 112TC/TCA. The engine mount (Figure 4-10)
can be removed with the engine, if desired. If the engine is being returned to the manufacturer or will not
be operated within a seven day period comply with
storage instructions contained in Section IT. In the
following instructions, the engine is being removed
from the mount.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Install fuselage tail stand.
a.
b.
Ignition switch - OFF.
c.
Remove propeller (see Propeller Removal
instructions in this section).
d.
Remove engine cowling (see Figure 4-11).
e.
Drain engine oil.
f.
Drain fuel lines at engine.
g.
Disconnect oil lines from oil cooler.
h.
Disconnect following lines from engine and
cap or plug lines and fittings:
1.
Vacuum line.
2.
Fuel supply line.
3.
Manifold pressure and fuel pressure and
vent lines.
4.
Oil pressure gage line.
i.
Disconnect oil lines from turbocharger and cap.
j.
Remove turbocharger pressure relief valve
elbow.
k.
Disconnect throttle and mixture control cables
from carburetor.
1.
Remove carburetor.
m.
Remove turbocharger strut braces.
n.
Disconnect flexible tachometer drive from
engine.
o.
Disconnect electrical wiring from engine.
p.
Disconnect engine ground wire.
q.
Disconnect propeller control cable from prop
governor.
r.
Secure control cables at firewall to prevent
entanglement in engine when removing engine.
s.
Attach a one-half ton (minimum) hoist to engine
lifting eye and tighten hoist cable slightly to relieve
weight on engine mount attach bolts.
t.
Disconnect oil and fuel drain lines, engine drive
fuel pump drain line and engine breather line.
Raising engine too high will place a
strain on attach bolts and hinder removal.
u.
gine
v.
w.
Check engine to ensure all items attaching enand accessories to airframe are disconnected.
Remove engine mount attach bolts.
Remove engine from airframe.
When lifting engine from mount, use
extreme care to prevent damage to
engine mount and airframe.
SECTION IV
POWER PLANT
AND PROPELLER
BUILDUP
MODELS 112/B. The basic engine, as received from
the manufacturer, requires the addition of certain accessories, wiring, ducting, and lines 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 according to the sequence provided.
a.
Observe following practices during engine
buildup.
1.
Thoroughly clean and inspect removed
parts for serviceability prior to installation.
2.
Do not disturb accessory pad covers,
plugs, or caps from openings in new engine
prior to installing accessories or making connections.
3.
Use only new gaskets for equipment installation.
4.
Inspect hoses for swelling, chafing, cuts,
or damaged ends.
b.
Install parts and accessories as follows:
1.
Baffles - Secure.
2.
Exhaust manifold segments - Secure.
3.
Alternator - Secure.
4.
Oil drain valve - Secure.
5.
Oil temperature bulb installed.
6.
Cylinder head temperature adapter and
thermocouple on left front cylinder.
7.
Spark plugs· - torque top plugs to 360-420
inch-pounds, bottom plugs finger tight only
(lower spark plugs torqued after engine preoiling procedure).
8.
Induction air box installed at servo regulator.
9.
Fuel pump - Secure.
10.
Vacuum pump - Secure.
11.
Propeller governor - Secure.
12.
Inspect engine assembly for miSSing or
loose nuts and screws.
MODELS 112TC/TCA. The basic engine, as received
from the manufacturer, requires the addition of certain accessories, wiring, ducting, and lines 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 according to the sequence provided.
a.
Observe the following practices during engine
buildup.
1.
Thoroughly clean and inspect removed
parts for serviceability prior to installation.
2.
Do not disturb accessory pad covers,
plugs, or caps from openings in new engine
prior to installing accessories or making connections.
3.
Use only new gaskets for equipment installati on .
4.
Inspect hoses for swelling, chafing, cuts,
or damaged ends.
b.
Install parts and accessories as follows:
1.
Baffles - Secure.
4-23
SECTION IV
POWER PLANT
AND PROPELLER
MAINTENANCE MANUAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
2.
Exhaust manifold segments - Secure.
3.
Alternator - Secure.
4.
Oil drain valve - Secure.
5.
Oil temperature bulb installed.
6.
Cylinder head temperature adapter and
thermocouple on left rear cylinder.
7.
Spark plugs - torque top plugs to 360-420
inch-pounds, bottom plugs finger tight only
(lower spark plugs torqued after engine preoiling procedure) .
8.
Fuel pump - Secure.
9.
Vacuum pump - Secure.
10. Propeller governor - Secure.
11. Inspect engine assembly for missing or
loose nuts and screws.
INSTALLATION
MODELS 112/B. During engine installation coat the
male threads of fuel fitting 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 engine
change. The engine oil cooler must be soaked in
cleaning solvent and cleaned by Circulating solvent
through the cooler. Cooler must be completely
drained before installation. A clean air filter should
also be installed at time of engine installation. To
install an engine, proceed as follows:
a.
Drain preservative oil from engine by turning
crankshaft three or four revolutions by hand. Tilt
engine from side to side to facilitate draining.
b.
With engine hanging from hoist, align engine
to mount pads and install engine mount attach bolts.
Torque engine mount bolts to 450- 500 inch-pounds.
Remove engine hoi st.
Use caution when installing engine to
mount to prevent damage to airframe
and engine mount.
Remove covers from cylinder exhaust ports and
c.
install aft exhaust stack segments.
d.
Connect following lines to engine:
1.
Oil pressure gage line.
2.
ManUold pressure, fuel flow pressure
and vent lines.
3.
Fuel supply line.
4.
Vacuum inlet and outlet lines.
e.
Install induction air box to servo regulator.
f.
Connect tachometer flexible drive to engine and
tachometer.
g.
Connect throttle and mixture control cables to
servo regulator.
h.
Connect electrical wiring to engine.
4-24
ROCKWELL
COMMANDER
112/B/TC /TCA
i.
Attach engine ground wire.
Connect propeller control cable to propeller
governor.
k.
Install oil cooler oil lines.
1.
Install cowling.
m.
Install propeller (see Propeller Installation in
structions in this section).
n.
Install and torque lower spark plugs to 360-420
inch- pounds.
o.
Add engine oil (see Figure 4-12 for approved
weight).
Turn propeller by hand five or six revolutions.
p.
q.
Rig engine controls and check for free movement and full travel range, however do not operationally check engine at this point.
r.
Inspect following items:
1.
Alternator and magnetos in place and
tight.
2.
Fuel flow divider valve, injection lines,
and air bleed nozzles secure.
3.
Engine controls properly connected.
4.
Exhaust system; clamps tight, secure at
outlet port.
5.
Induction air filter clean and induction
air box secure.
6.
Engine baffles secure.
7.
Engine baffle seals free from breaks
and cuts.
8.
Engine compartment for loose objects
(rags, tools, etc.).
9.
Cowling and access doors secure and free
from cracks.
10.
Fuel filter and screens cleaned, installed,
and safetied.
11.
Fuel cells for sufficient fuel and fuel
sumps drained.
j.
A new engine has been carefully run- in and has passed
a rigid final test at the factory; therefore, no further
breakin 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 to assure that all preservative is out of the
oil system.
Never run engines with cowling
removed.
MODELS 112TC/TCA. 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 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
engine change. The engine oil cooler must be soaked
in cleaning solvent and cleaned by circulating solvent
ROCKWELL
COMMANDER
112/B/TC/TCA
SECTION IV
POWER PLANT
AND PROPELLER
MAINTENANCE MANUAL
MODELS 112/B
MODELS 112TC/TCA
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Model
F.A .A. Type Certificate No.
Rated Horsepower
Rated Speed - RPM
Propeller Drive Ratio
Propeller Shaft Rotation
Bore, Inches
Stroke, Inches
Displacement, Cubic Inches
Compression Ratio
IO-360-C1D6
lE10
200
2700
1:1
Clockwise *
5.125
4.375
361.0
8.7:1
TO-360-C1A6D
E26EA
210
2575
1 :1
Clockwise *
5.125
4.375
361.0
7.30:1
Oil-Grade ,Non-detergent, Above 60 0 F.
300 F to 90 0 F
OOF to 700 F
Below 100F
Oil Sump Capacity
Fuel-Aviation Grade, Octane (Minimum)
Injector Type
Carburetor
Magneto Drive, Ratio to Crankshaft
Rotation
Magnetos
SAE 50, SAE 40
SAE 40
SAE 40, SAE 20W30
SAE 20, SAE 20W30
8 U.S. Quarts
100/130
Bendix RSA-5ADl
SAE 50 or 60
SAE 50
SAE 40
SAE 30
8 U.S. Quarts
100/130
Tachometer Drive, Ratio to Crankshaft
Rotation
Starter Drive, Ratio to Crankshaft
Rotation
Alternator Drive, Ratio to Crankshaft
Rotation
Vacuum Pump Drive, Ratio to Crankshaft
Rotation
Propeller Gov. Drive, Ratio to Crankshaft
Rotation
Spark Plug Type,
Spark Occurs (Deg. BTC) both Magnetos
Firing Order
Fuel Pressure (lbs. per. sq. inch)
Maximum
Minimum
Oil Pressure (lbs. per. sq. inch)
Desired
Maximum
Minimum
Idling
Oil Temperature (OF) Using SAE 50 Oil
Desired
Maximum
Cylinder Head Temperature (OF)
Maximum
Recommended
Dry Weight, Lbs - Approx (w/accessories)
Turbocharger
I
Marvel Schebler HA- 6
1.000:1
Clockwise *
D4LN-202l
1. 500:1
Clockwise *
S4LN-1227 (Left)
S4LN -1209 (Right)
0.500:1
Clockwise *
16.556:1
Counter clockwise
3.250:1
Clockwise*
1. 300:1
Counter clockwise *
0.866:1
Clockwise *
See Lycoming
Service Instruction No. 1042.
25 0
1-3-2-4
0.500:1
Clockwise *
16.556:1
Counterclockwise *
3.250:1
Clockwise *
1. 300:1
Counterclockwi se *
0.895:1
Clockwise *
See Lycoming
Service Instruction No. 1042.
200
1-3-2-4
45.0
14.0
8.0
-2.0
75
90
60
25
75
90
60
25
180
245
180
245
475
200
326.00
475
435
374.00
Rajay 301EI0-2
*Direction of rotation as viewed facing drive pad.
Figure 4-12. Detail Engine Specifications
Change 3
4-25
SECTION IV
POWER PLANT
AND PROPELLER
through the cooler.
before installation.
installed at time of
, proceed as
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
Cooler must be completely drained
A clean air filter should also be
engine installation. To install an
follows:
t.
10. Fuel cells for sufficient fuel and fuel
sumps drained.
Install cowling.
A new engine has been carefully run-in and has passed
a rigid final test at the factory; therefore. no further
breakin 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 lO-hours of engine
operation to assure that all preservative is out of the
oil system.
Use caution when installing engine to
mount to prevent damage to airframe
and engine mount.
Never run engines with cowling removed.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
a.
Drain preservative oil from engine by turning
crankshaft three or four revolutions by hand. Tilt
engine from side to side to facilitate draining.
b.
With engine hanging from hoist, align engine
to mount pads and install engine mount attach bolts.
Torque engine mount bolts to 450-500 inch-pounds.
Remove engine hoist.
c.
Install turbocharger strut braces.
d.
Install carburetor.
e.
Install turbocharger pressure relief valve
elbow.
f.
Connect oil lines to turbocharger.
g.
Connect following lines to engine:
1.
Oil pressure gage line.
2.
Manifold pressure, fuel pressure and
vent lines.
3.
Fuel supply line.
4.
Vacuum inlet and outlet lines.
h.
Connect tachometer flexible drive to engine and
tachometer.
i.
Connect throttle and mixture control cables to
carburetor.
j.
Connect electrical Wiring to engine.
k.
Attach engine ground wire.
1.
Connect propeller control cable to propeller
governor.
m.
Install oil cooler oil lines.
n.
Install propeller (see Propeller Installation
instructions in this section).
o.
Install and torque lower spark plugs to 360-420
inch-pounds.
p.
Add engine oil (see Figure 4-12 for approved
weight) .
q.
Turn propeller by hand five or six revolutions.
r.
Rig engine controls and check for free movement and full travel range, however do not operationally check engine at this point.
s.
Inspect following items:
1.
Alternator and magneto in place and tight.
2.
Carburetor and primer lines tight.
3.
Engine controls properly connected.
4.
Exhaust system; secure and free of leaks.
5.
Induction air filter clean.
6.
Engine baffles secure.
7.
Engine baffle seals free from breaks and
cuts.
8.
Engine compartment for loose objects
(rags, tools, etc.).
9.
Fuel filter and screens cleaned, installed,
and safetied.
4-26
INITIAL GROUND RUN. A newly installed engine requires careful observation at the initial ground run.
If an engine instrument fails to operate within its normal range within the prescribed time, the engine
should be shut down immediately and an investigation
made. Special attention must be given to engine oil
pressure. If oil pressure is not within the normal
range immediately after engine start, stop engine
immediately and determine cause 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 shutdown
engine and check for fluid leaks.
b.
Restart engine and perform engine operational
check as outlined in Section II. Check for erratic
fuel pressure or oil pressure instrument readings
which may be caused by air in the instrument line.
ENGINE MOUNT AND COWLING
ENGINE MOUNT
The engine mount (Figure 4-10) is a welded tubular
structure attached to the firewall at five different locations. The structure serves as an engine mount and
nose gear mount. The mount has four points that the
engine attaches to and uses two rubber shockmounts
at each point. The engine mount to firewall bolts and
nuts should be tightened to a torque value of 160-190
inch- pounds.
NOTE
Whenever engine and nose landing gear
mount is removed and reinstalled or replaced Proseal No. 700 or equivalent
must be applied between the attach
washer and the firewall.
ROCKWELL
COMMANDER
112/B/TC /TCA
MAINTENANCE MANUAL
When installing the engine on the rubber shock mounts
and engine mount, the shock mount bolts should be
torqued to a value of 450- 500 inch-pounds. Do not
over tighten the bolts or the rubber shock mount will
be compressed and rendered ineffective. Inspect the
mount for cracks and deteriorated shock mounts at
intervals prescribed in Section II.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
ENGINE SHOCK MOUNTS. The bonded rubber and
metal shock mounts are designed to reduce the transmission of engine vibrations to the airframe. Oil
causes deterioration of the rubber shock mount pads;
therefore, pads should be frequently wiped clean with
a dry cloth.
.0'.
Do not clean the rubber pads with any
type of cleaning solvent.
Inspect the rubber pads for evidence of separation between the pad and metal baCking, swelling, craCking,
or a pronounced set of the pad. Replace worn or
damaged shock mounts.
ENGINE COWLING
The engine cowling (Figure 4-11) consists of two
fiberglass segments that are easily removed for
quick access to all parts of the engine. The lower
segment is attached to the forward fuselage with
machine screws and is removed only when removing
the engine or performing maintenance on the lower
portion of the engine. The lower segment contains
the cowl flap doors, nose gear doors and air scoops.
The upper segment containing the oil access door is
held in place to the lower segment by four Camloc
latches and two studs. Inspect the cowling for evidenc e of holes or cracks and chafing of seals and
repair as required per Section II.
REMOVAL
a.
Unlatch two Camloc stud fasteners and four
latches and remove upper half of cowl.
b.
Disconnect cowl flap control rods.
c.
Disconnect nose gear door control rods.
d.
Disconnect induction air box from inlet scoop.
e.
Remove rubber boot attaching cowl to oil cooler
ducting.
f.
Disconnect landing light wire at plastic connector.
g.
Disconnect flex hose from exhaust shroud to
cowl landing light housing.
h.
Remove screws attaching lower half of cowl to
forward fuselage.
INST ALLATION
To install the cowling, reverse the removal procedures.
SECTION IV
POWER PLANT
AND PROPELLER
ENGINE CONDITIONING HINTS
IGNI'rION
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 cause 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
can 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 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 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 defective spark plugs
should decrease as the engine speed is reduced. An
engine 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 the
ignition cable break-down 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 pressure and
rate of rpm drop when operating on a single magneto.
Low compression is characterized by a variation in
manifold pressure, slower rpm drop during 'magneto
check, and rough idling.
FUEL MIXTURE
MODELS 112/B. The servo regulator fuel mixture
should be maintained in proper adjustment to assure
optimum engine performance and prolong spark plug
life. Instructions for adjusting the servo regulator
idle speed and mixture control are provided elsewhere
in this section.
MODELS 112TC/TCA. The carburetor fuel mixture
should be maintained in proper adjustment to assure
optimum engine performance and prolong spark plug
life. Instructions for adjusing the carburetor idle
speed are provided elsewhere in this section.
4-27
SECTION IV
POWER PLANT
AND PROPELLER
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
PROPELLER
\
\
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
AFT BULKHEAD
ASSEMBLY
PROPELLER
SPINNER
X2411A7
Figure 4-13. Propeller
PROPELLER
The aircraft is equipped with Hartzell, all metal HCE2YR-1BF/F7666A, constant speed, two-blade propeller for the Model 112 and a Hartzell, all metal HCE2YR-IBF/F8467-7R constant speed, two-blade propeller for Models 112B/TC and TCA. The constant
speed propeller is a single-acting type in which oil
pressure from the engine, boosted and regulated by a
governor, is used to increase blade pitch. The natural
centrifugal twisting moment of the rotating blades and
the force of a spring are used to decrease blade pitch.
Any repairs of metal propellers involves evaluating
the damage and determining whether the repair will be
a major or minor one. Federal Aviation Regulations,
Part 43 (FAR 43) defines major and minor repairs
and alterations and who may accomplish them. Federal
Aviation Regulations and the Hartzell manufacturer"s
instructions must be observed.
PROPELLER REMOVAL
a.
Remove screws and washers attaching propeller
spinner to spinner wlkheads (see Figure 4-13).
b.
Remove upper and lower engine cowling to gain
access to propeller attaching nuts.
c.
Break safety wire and back off propeller attaching nuts approximately 1/8 inch and pull prop forward
4-28
until stopped by nuts.
1101.
After the propeller is separated from
the engine, oil will drain from the propeller and engine cavities.
d.
Remove attaching nuts and pull propeller for\\lard to remove from engine.
PROPELLER HUB CLEANING
a.
Remove forward spinner bulkhead.
b.
Remove cylinder retaining screws from propeller hub and remove cylinder.
c.
Use a solution of one part light engine oil and
two parts solvent to clean exposed parts and cylinder
interior. Carefully dry with compressed air and lubricate parts before reassembly.
d.
Install new 0- rings and gaskets.
e.
Reassemble cylinder to hub.
LUBRICATION. Various grease-type lubricants have
been tested by the propeller manufacturer and the
following types are recommended in the order listed.
1.
Hartzell DG Grease
(Low temperature synthetic)
2.
Gulfex A-Gulf Oil Co.
3.
Aero-General Purpose
Socony Mobil Co.
4.
Mobil Aero La-Hi PD-535K
ROCKWELL
COMMANDER
112/B/TC/TCA
Oil Co.
Stroma HT -1 (Z- 801)
Union Oil Co.
gocony
5.
SECTION IV
POWER PLANT
AND PROPELLER
MAINTENANCE MANUAL
PROPELLER INSTALLATION
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
a.
Clean engine flange.
b.
Clean propeller hub mounting flange and inspect
mating surfaces for nicks and scratches.
c.
Install aft spinner bulkhead to propeller using
existing propeller bolts, nuts, washers and spacers.
Torque nuts to 20-24 foot-pounds.
d.
Mate propeller mounting flange to engine flange
and install studs.
e.
Install propeller on engine and torque nuts to
60 to 70 foot-pounds and safety wire.
f.
Temporarily install forward spinner bulkhead
on propeller dome. The four attaching holes in forward bulkhead are slotted for adjustment. Align two
slots as closely as possible with centerline of propeller blades. Choose two holes that allow maximum
adjustment in both directions.
g.
Install attaching bolts to forward spinner bulkhead, snugly, yet allow for movement of bulkhead
for alignment. It may be necessary to use up to three
washers on some bolts as hole depths vary.
h.
Before installing spinner on bulkheads, protect
propeller blades by covering with heavy paper and
wrapping with masking tape. Do not place tape directly on propeller blade finish.
i.
Install spinner on bulkheads. Align holes at
rear of spinne r with holes in aft bulkhead and install
several screws. Rotate forward bulkhead as necessary to align holes with forward holes in spinner. If
necessary, use wooden dowel or similar tool for
ease of alignment.
j.
Carefully remove spinner.
k.
Torque bolts installed in step g. , to 50 to 70
inch-pounds and safety wire.
1.
Install spinner and torque screws to 20 to 25
inch-pounds.
LOW PITCH (HIGH RPM) STOP ADJUSTMENT
a.
Remove spinner from propeller. See procedures under propeller removal.
b.
Remove forward bulkhead assembly. See
Figure 4-13.
c.
Loosen elastic stop nut in the center and on
the front of propeller cylinder.
d.
Rotate blades to
degrees low pitch as
shown in Figure 4-14.
e.
Adjust low pitch setting stop bolt in center of
propeller cylinder to maintain degrees shown in
Figure 4-14 at the 30-inch station on propeller
blade. See Figure 4-15.
f.
Tighten elastic stop nut.
g.
Install spinner bulkhead and spinner in accordance with propeller installation instructions.
b.
Measure 30 inches out from center of propeller
hub and mark each blade.
c.
Set propeller protractor to zero reference
plane by placing it on top center of propeller cylinder
(see Figure 4-15).
d.
Place blades in a low pitch position.
e.
Check the angle of each blade at the 30-inch
station. Blade must be horizontal and protractor
reading taken on aft side of blade.
f.
If the blade angle difference is more than 0.2
degrees between the blades, one of the pitch change
blocks must be rotated to bring the blades into the
0.2 degrees tolerance.
1101.
This means the hub must be disassembled, and therefore, the propeller must
be returned to the manufacturer or
nearest approved overhaul shop.
PROPELLER GOVERNOR
The propeller governor is a single-acting, centrifugal
type, which boosts oil pressure from the engine and
directs it to the propeller where the oil is used to
increase high pitch blade angle (low rpm). High pitch
blade angle is 30 degrees at the 30-inch station on
propeller. A single- acting governor uses oil pressure to effect a pitch change in one direction only; a
pitch change in the opposite direction results from
a combination of centrifugal twisting moment of
rotating blades and compressed springs. Oil pressure
is boosted in the governor by a gear type oil pump. A
pilot valve, flyweights, and a speeder-spring act together to open and close governor oil passages as
required to maintain a constant engine speed. When
trouble shooting the propeller-governor combination,
it is recommended that a governor known to be in
good condition be installed to check whether the propeller or the governor is at fault. Removal and replacement, rigging, high- speed stop adjustment, desludging, and replacement of the governor mounting
gasket are not major repairs and may be accomplished
in the field. Repairs to propeller governors are
classed as propeller major repairs in Federal Aviation Regulations which also define who may accomplish such repairs.
I
NOI.
Outward physical appearance of specific
governors is the same, but internal parts
determine wheter oil pressure is use to
increase or decrease blade pitch. Always
be certain to use the correct governor.
BLADE ANGLE DIFFERENCE CHECK
PROPELLER GOVERNOR REMOVAL
a.
Remove spinner from propeller. See procedures under propeller removal.
a.
Change 3
b.
Remove upper engine cowling.
Disconnect governor control linkage at governor.
4-29
SECTION IV
POWER PLANT
AND PROPELLER
MODEL
LOW PITCH
112
23 0 (::0.1 0 )
HIGH PITCH
28 0
-
300
112B
11. 60 (.:to. 10 )
300
112TC, 112TCA
150 (:!-0.1 0 )
30 0
Figure 4·14.
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
ZERO PROPELLER
PROTRACTOR
(
30-INCH
STATION
Propeller Pitch Settings
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
c.
Remove attaching nuts and washers and remove
governor assembly mounting pad.
d.
Remove gasket between governor and engine pad.
PROPELLER GOVERNOR INSTALLATION
a.
Wipe governor and engine mounting pad clean.
b.
Install new gasket on mounting studs. Install
gasket with raised surface of gasket screen toward
governor.
c.
Position governor on mounting studs, aligning
governor splines and splines in engine, and install
mounting nuts and washers. Do not force spline engagement. Rotate engine crankshaft slightly and
splines will engage smoothly when properly aligned.
d.
Connect governor control to governor and rig.
e.
Reinstall all parts removed for access.
NOIE
It is possible for either the propeller
low pitch (high rpm) stop, or the governor high rpm stop to be the high rpm
limiting factor. It is desirable for the
governor stop to limit the high rpm at
the maximum rated rpm for a particular
aircraft. Due to climatic conditions,
field elevation, low pitch blade angle and
other considerations, an engine may not
reach rated rpm on the ground. It may be
necessary to readjust the governor stop
after test flying to obtain maximum rated
rpm when airborne.
Figure 4·15.
Checking Blade Angle
e.
Re- rig disconnected controls and reinstall
cowling.
f.
Perform propeller and governor operational test.
Check for smoothness and full range of operation.
PROPELLER GOVERNOR CONTROL RIGGING
a.
Disconnect control end from governor.
b.
Place propeller control in cabin full forward,
then pull back approximately 1/8-inch and lock in
position. This will allow a cushion to assure full
contact with governor high rpm stop screw.
c.
Place governor arm against high rpm stop screw.
d.
Loosen jam nut and adjust control rod until attaching holes align while governor arm is against
high rpm stop screw. Be sure to maintain sufficient
thread engagement of the control and the rod end. If
necessary, shift the control in its clamps.
e.
Attach control rod end to governor, tighten
jam nut, and install all safeties.
f.
Inspect propeller control for full travel.
HIGH RPM STOP ADJUSTMENT
a.
Remove upper engine cowling for access to
governor.
b.
Loosen high- speed stop screw jam nut.
c.
Turn stop screw in to decrease maximum rpm
and out to increase maximum rpm. One full revolution of stop screw causes a change of approximately
25 rpm.
d.
Tighten stop screw jam nut and make propeller
control linkage adjustment as necessary to maintain
full travel.
4-30
TROUBLE-SHOOTING
The best method of trouble- shooting is to decide on
the various causes of a given trouble and then to eliminate causes one by one, beginning with the most
probable. The following trouble-shooting figure lists
some of the most common troubles, which may be
encountered in maintaining the power plant system,
its probable causes and remedies. (see Figure 4-16).
Change 2
ROCKWELL
COMMANDER
112/B/TC/TCA
TROUBLE
Engine fails to start.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Engine starts but dies,
or will not idle.
SECTION IV
POWER PLANT
AND PROPELLER
MAINTENANCE MANUAL
PROBABLE CAUSE
REMEDY
Improper starting procedure.
Review starting procedure.
Defective fuel system.
Refer to Section V
Engine flooded.
Clear excess fuel.
Spark plugs fouled or improperly
gapped.
Remove and check.
and regap.
Failure of magneto impulse coupling.
Check by rotating propeller (ignition
switch OFF). Repair or replace
magneto.
Defective magneto switch.
Check continuity.
replace.
Defective ignition system.
Refer to Section X.
Induction air leaks.
Visually inspect.
Vaporized fuel.
Most likely in hot weather, with a
hot engine. Clear engine.
Defective fuel injector (servo regulator).
(Models 112/B)
Refer to Bendix Maintenance Instructions for the RSA- 5AD 1.
Water in fuel system.
Drain fuel samples. Drain fuel
tank sumps, selector valve and
gascolator.
Defective fuel system
Refer to Section V.
Water in fuel system.
Drain fuel samples. Drain fuel
tank sumps, selector valve and
gascolator.
Insufficient fuel pressure.
Adjust.
Improper idle mixture adjustment.
Adjust.
Fouled or improperly gapped spark plugs.
Remove and inspect.
and regap.
Defective ignition system.
Refer to Section X.
Vaporized fuel.
Most likely in hot weather, with a
hot engine. Clear engine.
Defective fuel injector (servo regulator).
(Models 112/B)
Repair or replace fuel injector
(servo regulator).
Defective engine.
Check compression. Listen for
unusual engine noises. Repair
engine as required.
Clean, test
Repair or
Repair any leaks.
Clean, test
Figure 4-16. Trouble Shooting Engine and Propeller (Sheet 1 of 4)
Change 2
4-31
SECTION IV
POWER PLANT
AND PROPELLER
Engine runs roughly or
will not accelerate
properly.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Failure to change
pitch.
Failure to change
pitch fully.
Sluggish response to
propeller control.
REMEDY
PROBABLE CAUSE
TROUBLE
Poor idle cutoff
response
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
Restriction in aircraft fuel system.
Refer to Section V.
Spark plugs fouled or improperly gapped.
Remove and check. Clean and regap. Replace if defective.
Defective ignition System
Refer to Section X.
Defective engine.
Check compression. Listen for
unusual engine noises. Repair
engine as requi red.
Cracked engine mount.
Inspect engine mount. Replace
mount.
Defective mounting bushings.
Inspect visually. Install new mounting bushings.
Worn or improperly rigged throttle
or mixture controls.
Check visually. Rig properly or
replace worn linkage.
Defective fuel injector (servo regulator).
(Models 112/B)
Check mixture adjustments. Readjust if necessary.
Induction filter restricted.
Check visually. Clean filter.
Worn or improperly rigged mixture
control.
Check idle cutoff stop contact. Rig
properly, replace worn linkage.
Fuel contamination.
Check all screens in fuel system.
Drain all fuel and flush out fuel system. Clean all screens, fuel lines,
and servo regulator.
Control disconnected or broken.
Check visually. Connect or replace control.
Governor not correct for propeller.
(sensing wrong).
Install correct prop governor.
Defective prop governor.
Refer to governor information.
Defective pitch changing mechanism
inside propeller or excessive blade
friction.
Check manually. Propeller repair
or replacement is required.
Improper rigging of prop governor
control.
Check that arm on prop governor
has full travel. Rig correctly.
Defective prop governor.
Refer to governor information.
Excessive friction in pitch changing
mechanism inside propeller or excessive blade friction.
Check manually. Propeller repair
or replacement is required.
Figure 4-16. Trouble Shooting Engine and Propeller (Sheet 2 of 4)
4-32
Change 2
ROCKWELL
COMMANDER
SECTION IV
POWER PLANT
AND PROPELLER
MAINTENANCE MANUAL
tt2/B/TC /TCA
TROUBLE
REMEDY
PROBABLE CAUSE
Static rpm too high.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Prop governor high rpm stop set too high.
See note in prop governor installation instructions. Rig correctly.
Defective prop governor.
Refer to governor information.
Incorrect propeller or incorrect low
pitch blade angle.
Check aircraft specifications.
Install correct propeller, with
correct blade angle.
Prop governor high rpm stop set too low.
See note in prop governor installation instructions. Rig correctly.
Defective prop governor.
Refer to governor information.
Incorrect propeller or incorrect low
pitch blade angle.
Check aircraft specifications.
Install correct propeller, with
correct blade angle.
Sludge in prop governor.
Refer to governor information.
Desludge.
Air trapped in propeller actuating
cylinder. This condition may occur
after the propeller has been reinstalled, or has been idle for an extended period.
Trapped air should be purged by exerc ising the propeller several times
prior to takeoff after the propeller
has been reinstalled or has been
idle for an extended period.
Excessive friction in pitch changing
mechanism inside propeller or excessive blade friction.
Check manually. Propeller repair
or replacement is required.
Defective prop governor.
Refer to governor information.
Replace prop governor.
Damage 0- ring seal between engine and
propeller.
Check visually for oil leakage.
Replace O-ring seal.
Foreign material between engine and
propeller mating surfaces or nuts not
tight.
Check visually for oil leakage.
Clean propeller and engine mating
surfaces and tighten nuts properly.
Oil leakage between hub
and cylinder.
Defective gasket or screws not tight.
Check visually for oil leakage. Replace gasket and tighten screws
properly.
Oil leakage at any other
place.
Defective seals, gaskets, threads, etc.,
or incorrect assembly.
Check visually for oil leakage. Propeller repair or replacement is
required.
Static rpm too low.
Engine speed will not
stabilize.
Oil leakage at mounting flange.
Figure 4-16. Trouble Shooting Engine and Propeller (Sheet 3 of 4)
Change 2
4-33
SECTION IV
POWER PLANT
AND PROPELLER
ROCKWELL
COMMANDER
112/B/TC/rCA
MAINTENANCE MANUAL
REMEDY
PROBABLE CAUSE
TROUBLE
Excessi ve noise or
vibration in turbocharger
(Models 112TC /TCA) .
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Engine will not
deli ver rated power
(Models 112TC /TCA) •
Improper bearing lubrication.
Supply required oil pressure.
Clean or replace oil line; clean oil
strainer. If trouble persists, overhaul turbocharger.
Leak in engine intake or exhaust
manifold
Tighten loose connections or replace manifold gaskets as necessary.
Dirty impellor blades.
Disassemble and clean.
Clogged manifold system.
Clean all ducting.
Foreign material lodged in compressor
impellor or turbine.
Disassemble and clean.
Excess dirt buildup in compressor
impellor or turbine.
Thoroughly clean compressor
assembly. Service air cleaner
and check for leakage.
Leak in engine intake or exhaust.
Tighten loose connections or replace manifold gaskets as necessary.
Rotating assembly bearing seizure.
Overhaul turbocharger.
Exhaust bypass butterfly not closing.
Rerig control.
Turbocharger impellor binding,
frozen or fouling housing.
Check bearings. Replace turbocharger.
Exhaust bypass valve sticking.
Clean and free action.
Figure 4-16. Trouble Shooting Engine and Propeller (Sheet 4 of 4)
4-34
Change 2
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION V
FUEL SYSTEM
SECTION V
FUEL SYSTEM
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
TABLE OF CONTENTS
GENERAL DESCRIPTION .•.•........•.••.•.
MAINTENANCE PRECAUTIONS ...........••
SUB- SYSTEMS AND COMPONENTS •.•.•.....
Fuel Quantity Indicating System •..........
Fuel Flow Indicator .....•••.........••.•
Engine Primer System, Models 112TC /TCA
Auxiliary Fuel Pump •..................•
Engine-Driven Fuel Pump •.....•..•.••.••
Page
5-1
5-1
5-3
5-3
5-5
5-5
5-5
5-5
GENERAL DESCRIPTION
Fuel is stored in the integral forward wing structure
(wet wing fuel tank) outboard of wing station 82.50 and
extending to wing station 142.40. Fuel tanks are serviced through filler ports located on top of both wings
(see Figure 5-1). The filler openings of these ports
incorporate an anti-Siphoning flapper valve to prevent
loss of fuel if a cap is inadvertently left off or improperly secured. Fuel quantity is measured by a separate transmitter and indicator for each wing tank.
The transmitters are located in the fuel tank of each
wing and electrically connected to their respective
fuel indicator installed in the instrument panel. An
electric auxiliary fuel pump is installed on the right
forward side of the engine firewall on Models 112/B
and on the left forward side of the engine firewall on
Models 112TC/TCA. This pump provides fuel pressure for engine starting and also provides continuous
fuel pressure to the engine in the event of an enginedriven fuel pump failure. The engine-driven fuel pump
provides fuel pressure to the engine under normal operating conditions. A fuel gascolator upstream of the
auxiliary fuel pump filters the fuel prior to entering
the fuel pumps. Other filters in the system are located at each fuel outlet line of each wing tank and at
the fuel injector inlet fitting on the engine for Models
112/B and at the carburetor inlet fitting on the engine
for Models 112TC/TCA. The fuel tanks are vented to
atmosphere through vents at the lower outboard wing
surfaces and under the fuselage. Fuel drains on the
Change 2
Page
Gascolator ..............•.............. 5-5
Finger Inlet Screens .................... 5-6
Fuel Selector Valve •..•....•............ 5-6A •
FUEL liNE MAINTENANCE................ 5-7
Sealing Compounds ...................... 5-7
Leak Sealing ...•.......•............... 5-7
Resealing After Complete Skin Removal •.. 5-7
TROUBLE-SHOOTING .....•.•............. 5-9
Models 112/TC are located at each wing tank in the
lower wing skin and at the fuel selector valve under
the fuselage. Models 112B/TCA have fuel drains in
the same wing tank locations and a fuel supply line
sump drain located in each wheel well area. Service
the aircraft from fuel facilities that utilize proper
grounding 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 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. Prior to the first flight of
the day the wing tank sumps and fuel selector valve/
or fuel supply line sump drains should be drained to
check for the presence of water or sediment in the
fuel system . There is a possibility that the wing tank
sumps may contain water. Therefore, the wing tank
sumps and fuel selector valve/or fuel supply line
sump drains should be redrained as necessary. For
fuel system servicing information, refer to Section II.
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
5-1
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION V
FUEL SYSTEM
MODELS 112/B
FUEL
FILLER
CAP
RIGHT FUEL TANK
LEFT FUEL TANK
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
FUEL
VENT
FUEL DRAIN
(112 ONLY)
or-!
AUXILIARY FUEL
PUMP SWITCH
OFF
THROTTLE
MIXTURE
O-,r-O
ENGINE -DRIVEN
FUEL PUMP
MANIFOLD
PRESSURE/
FUEL FLOW GAGE
1:::::::::::::::::::::1
FUEL SUPPLY
~
FUEL PRESSURE
c::::::J
FUEL VENT
MECHANICAL
ELECTRICAL
_
CHECK VALVE (112B ONLY)
X253B5
Figure 5-1. Fuel System (Sheet 1 of 2)
5-2
ROCKWELL
COMMANDER
tt2/B/TC/TCA
MAINTENANCE MANUAL
SECTION V
FUEL SYSTEM
MODELS 112TC/TCA
FUEL
FILLER
LEFT FUEL TANK
RIGHT FUEL TANK
FUEL
VENT
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
FUEL DRAIN
(112TC ONLY)
GASCOLATOR
THROTTLE
MIXTURE
O-lr-O
I
I
I
MANIFOLD
))m~~[$1 PRESSURE/
FUEL PRESSURE
GAGE
I
I
I
I
I
I
I I
I
I
I
I
ENGINE -DRIVEN
PRIMER FUEL PUMP
SOLENOID
I
I
I
I
I I
I
I
CARBURETOR
I
I
J:
--~
FUEL PRIMER
SWITCH
~
FUEL Am MIXTURE
t:::::::::;:;::::::::l
FUEL SUPPLY
I!!"'Z"..l:ii FUEL PRESSURE
c::::::::::::J
FUEL VENT
MECHANICAL
ELECTRICAL
_
CHECK VALVE (112TCA ONLY)
X251786
Figure 5-1. Fuel System (Sheet 2 of 2)
5-3
SECTION V
FUEL SYSTEM
MAINTENANCE MANUAL
ROCKWELL
COMMANDER
112/B/TC/TCA
be enforced are enumerated as follows:
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
1.
Perform fuel system maintenance in an approved work area.
2.
Ground aircraft and maintenance stands to a
common ground; ground attaching surfaces must not
be painted.
3.
Remove external power source and disconnect
batteries.
4.
Suspend all maintenance except fuel system
maintenance, unless area is declared safe from explosi ve vapors.
5.
Assure that fire extinguishing equipment is
readily available.
6.
Use air-driven power tools only.
7.
Use explosive-proof electric lights or flashlights.
8.
Wear cotton clothing to avoid possible static
electricity discharge.
9.
Service, defuel, and refuel aircraft as outlined
in Section II.
10. Do not remove components from fuel system
until replacement components or covers are available
for exposed openings.
11. Always replace O-rings, seals, etc., when reinstalling fuel system components.
SUB-SYSTEMS AND COMPONENTS
FUEL QUANTITY INDICATING SYSTEM
The fuel quantity indicating system consists of fuel
quantity indicators installed in the instrument panel
and electrically connected to fuel quantity transmitters
installed to the main spar and the fuel tanks. The fuel
quantity indicating circuit is provided with two dampening resistors within the transmitters. These resistors dampen indicator needle oscillations, caused
by irregular movement of the transmitter float during flight through rough air.
INDICATOR. The fuel quantity indicator, which is
basically a millivoltmeter, receives input Signals
from the fuel quantity transmitter and registers the
amount of fuel contained in the fuel system. Detailed
information on this indicator is contained in Section
VIII.
TRANSMITTER. The fuel quantity transmitter is installed to the main spar and the rear center of fuel
tank as shown in Figures 5-1 and 5-2. Access to
the transmitter is gained by removing the inboard
access cover. The transmitter contains a movable
contact arm that is mechanically linked to the transmitter liquid level float arm. As the fuel level
changes, the float arm repositions the contact arm
on the transmitter resistance coil and varies the
current flow to the fuel quantity indicator. This
causes the indicator needle to deflect and register
the total amount of fuel in the tank.
Removal
Removal of the fuel quantity transmitter can be accomplished through the inboard inspection cover on
5 .. 4
X251A5
Figure 5-2. Transmitter Installation
the lowe r surface of the wing.
a.
Defuel aircraft as outlined in Section II.
b.
Remove inboard access cover.
c.
Disconnect electrical leads at transmitter.
d.
Remove attaching screws 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 mount
or incorrect readings will result. Both transmitter
mount and inspection cover areas must be cleaned
and sealed as outlined in the paragraph on Leak Sealing.
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
requires recalibration, the electrical system should
be carefully checked prior to recalibration. When
necessary the fuel quantity indicating system is calibrated as follows:
a.
Level aircraft as outlined in Section II.
b.
Defuel aircraft as outlined in Section II.
c.
Connect an auxiliary power unit to positive
terminal of battery relay or bus bar.
d.
Turn power supply on and adjust to 14.20
(± O. 25) volts.
e.
Turn on master battery switch. Readjust
auxiliary power unit to 14.20 (± 0.25) volts if necessary.
f.
Add one (1) U. S. gallon of octane fuel to tank.
Check fuel .quantity indicator for correct readg.
ing. Indicator should read empty at 1 gallon (+ 1. 5).
h.
Complete the calibration (see Figure 5-3).
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
i.
After completion of preceding steps, calibration should be correct, if not, check transmitter
float arm for correct down (empty) position as shown
in Figure 5-4, and correct as needed.
j.
If system is still out of calibration, remove and
replace transmitter and/or indicator.
FUEL FLOW INDICATOR
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
MODELS 112/B. A manifold pressuretfuel flow instrument is installed directly in front of the pilot in the
instrument panel. Half of the instrument is a direct
reading pressure gage calibrated to indicate gallons
per hour of fuel flow. The gage is operated by a fuel
pressure line from a fitting on the fuel injector flow
divider. The gage is marked in gallons per hour from
4 to 20.5. A red line at 20.5 gallons per hour and 12
psi indicates the allowable maximum fuel flow range.
Refer to Section VIII for additional information and
maintenance.
I
•
MODELS 112TC/TCA. A manifold pressuretfuel pressure instrument is installed directly in front of the pilot
in the instrument panel. Half of the instrument is a direct reading pressure gage. The gage is operated by
a fuel pressure line from a fitting on the carburetor.
The gage is marked in psi from 0 to 40. A red line
at 30 psi indicates the allowable maximum fuel pressure, and a red line at 15 psi indicate s the allowable
minimum fuel pressure. The green arc between 15
and 30 psi indicates the fuel pressure operating range.
Refer to Section VIII for additional information and
maintenance.
SECTION V
FUEL SYSTEM
The auxiliary fuel pump is used as a boost in starting
and may be used in the event of engine-driven fuel
pump failure. Replacement of the auxiliary fuel
pump is accomplished by disconnecting and capping
the fuel lines and disconnecting the electrical wiring.
Then the pump can be removed by removing the attaching screws. Maintenance and disassembly of this
pump is not authorized; therefore, servicing of this
pump is limited to removal and replacement.
ENGINE-DRIVEN FUEL PUMP
An engine-driven fuel pump is installed on the accessory case of the engine and is provided with a relief
valve. Refer to Section IV of this manual for a detailed description and maintenance procedures for
the fuel pump.
GASCOLATOR
Fuel passes through the fuel selector valve and then
through the gascolator where it is filtered prior to
entering the electric auxiliary fuel pump. The gascolator is mounted on the right side of the engine firewalL The gascolator screen should be removed, inspected and cleaned every 100 hours of operation or
sooner if improper fuel circulation is suspected.
To clean the screen proceed as follows:
GASCOLATOR SCREEN REMOVAL
MODEL 112 (Serial numbers thru 220).
a.
b.
Master battery switch - OFF.
Fuel selector - OFF.
Open gascolator and drain fuel.
Break safety wire on support nut (see Figure
ENGINE PRIMER SYSTEM, MODELS 112TC/TCA
c.
d.
The engine primer system consists of an electrically
operated solenoid valve and tubes to connect the auxiliary fuel pump directly to cylinders numbered 1, 2
and 3 of the engine. Fuel pressure from the auxiliary
fuel pump is utilized to introduce fuel directly into the
cylinders. The solenoid valve is located adjacent to
the auxiliary fuel pump on the left forward side of the
engine firewall, and is controlled by a push button
switch labeled PUSH TO PRIME which is located on
the center console adjacent to the engine controls.
The engine is primed by turning on the auxiliary fuel
pump and momentarily depressing the primer switch.
Replacement of the solenoid valve is accomplished by
disconnecting and capping the fuel lines and disconnecting the electrical wiring. Then the solenoid
valve can be removed by removing the attaching bolt
and clamp. Maintenance and disassembly of this
valve is not authorized; therefore, servicing of this
valve is limited to removal and replacement.
5-5).
e.
Loosen support nut on base of gascolator,
and SWing wire retainer out of way.
Remove base and bowl from cover.
f.
g.
Remove screen and gaskets and discard gaskets.
h.
Clean screen with cleaning solvent and dry with
filtered compressed air.
i.
Inspect screen to determine serviceability and
replace screen if deformed or deteriorated.
AUXILIARY FUEL PUMP
The electric auxiliary fuel pump is located on the
forward side of the firewall, and is controlled by
a two-position rocker switch labeled FUEL PUMP.
Change 2
MODEL 112 (Serial numbers 221 and subsequent)
MODELS 112B/TC/TCA.
Q
a.
Master battery switch - OFF.
b.
Fuel selector - OFF.
c.
Drain fuel from gascolator by pulling tee
handle fuel release.
d.
Break safety wire on end fitting (see Figure
5-5).
e.
Remove end fitting and plug.
L
Remove housing.
go
Remove screen and O-rings.
h.
Clean screen with cleaning solvent and dry with
filtered compressed air.
i.
Inspect screen to determine serviceability and
replace, if deformed or deteriorated.
5-5
EFFECTIVITY
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION V
FUEL SYSTEM
CAPACITY (U.S.GAL.)
EMPTY
1/4 FULL
3/4 FULL
1/2 FULL
FULL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Model 112
(SIN thru 125).
3.0 (+1.5)
UNUSABLE
18.0 (-1.0, +3.0)
35.0 (-2.0, +1.0)
Model 112
(SIN 126 - 155).
1.0 (+1.5)
UNUSABLE
18.0 (-1.0, +3.0)
35.0 (-2.0, +1.0)
Model 112
(SIN 156 and Subs)
Model 112B (SIN
500 thru 544)
Model 112TC
Model 112TCA
(SIN 13150
thru 13249)
1.0 (+1.5)
UNUSABLE
13.0 (-1.0, +3.0)
25.0 (-2.0, +1.0)
Optional
Model 112
(SIN 156 and Subs)
Model 112B (SIN
500 thru 544)
Model 112TC
Model 112TCA
(SIN 13150 thru
13249)
1.0 (+1.5)
UNUSABLE
18.0 (-1.0, +3.0)
35.0 (-2.0, +1.0)
Model 112B (SIN
545 and Subs)
Model 112TCA
(SIN 13250 and
Subs)
1.0 (+1.5)
UNUSABLE
7.0 (-0.7 , +0.7)
13.0 (-1.0, +1.0)
19.0 (-1.5, +1.5)
Optional
Model 112B (SIN
545 and Subs)
Model 112TCA
(SIN 13250 and
Subs)
1.0 (+1.5)
UNUSABLE
9.5 (-1.0, +1.0)
18.0 (-1.5, +1.5)
26.5 (-2.0, +2.0)
Figure 5-3.
25.0 (-2.0, +2.0)
Fuel Calibration Table
GASCOLATOR SCREEN INSTALLATION
MODEL 112 (Serial numbers thru 220).
a.
Replace cleaned screen or install new screen.
b.
Place new gaskets in gascolator.
c.
Swing wire retainer into place and tighten support nut.
d.
Safety wire support nut to wire retainer.
eo
Operate engine, turn fuel selector on and check
for leaks.
FINGER INLET SCREENS
Finger inlet screens are located in each fuel tank outlet line to filter the fuel prior to entering the fuel
selector valve and fuel pump (see Figure 5-6).
The finger inlet screens should be removed, inspected
and cleaned annually unless improper fuel circulation
requires immediate service to the system. To clean
the screens proceed as follows:
Finger Inlet Screen Removal
MODEL 112 (Serial numbers 221 and subsequent).
MODELS 112B/TC/TCA.
ao
b.
c.
d.
e.
Replace cleaned screen or install new screen.
Place new O-rings in gascolator.
Place end plug and stat-o-seal into place.
Install end fitting and tighten
Safety wire end fitting to end plugo
f.
Operate engine, tum fuel selector on and check
for leaks.
5-6
0
a.
Master battery switch - OFF.
b.
Drain fuel system per de fueling procedures in
Section IT.
c.
Remove screws from inboard access plate at
Wing station 82.50 and remove access plate (see
Figure 5-6).
d.
Disconnect fuel outlet tube from finger inlet screen.
e.
Remove finger inlet screen from fuel tank by
unscrewing inlet screen.
Change 2
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION V
FUEL SYSTEM
1101.
1101.
Use care when removing finger inlet to
prevent damage to sealant around fuel
tank wall fitting.
If sealant around the fitting of the fuel
f.
Clean· finger inlet screen with cleaning solvent
and dry with filtered compressed air.
g.
Inspect screen to determine serviceability and
replace screen if deformed or deteriorated.
tank wall is damaged or deteriorated,
replace it with PR-1422 Class B sealant.
b.
c.
d.
e.
Install finger inlet screen in fuel tank.
Connect fuel outlet tube to fuel inlet screen.
Install access plate.
Service aircraft with fuel.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Finger Inlet Screen Installation
FUEL SELECTOR VALVE
a.
Lubricate threads of finger inlet screen with
Parker Sealube or equivalent sealube conforming to
requirements of MIL-L-6032.
Change 2
A five-position fuel selector valve (see Figure 5-7) is
installed in the forward section of the center console.
5-6A/5-6B
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
The valve handle controls selection of: OFF, LEFT
tank, BOTH tanks, RIGHT tank and a second OFF
position. On Models 112/TC the fuel selector valve
handle provides a remote control for draining fuel
samples from the wing tanks individually, or both
tanks simultaneously, through a drain on the bottom
of the fuel selector valve. Placing the valve handle
in either LEFT or RIGHT position, and pulling up on
the valve handle, will drain fuel from that particular
tank only; the BOTH pOSition will provide simultaneous
drain from both tanks. Prior to the first flight of the
day, and after each refueling operation, set the selector valve on BOTH and pull the selector handle up to
drain for approximately four seconds. After draining
place selector in either LEFT, RIGHT or OFF position. Visually check that drain valve closes when the
handle is released. Depress red tab to rear of fuel
selector to select 0 FF .
BEND FLOAT ARM AT THIS POINT
TO HOLD A 3. 5-INCH DIMENSION WITH
FLOAT IN DOWN POSITION. DO NOT BEND
STRAIGHT PORTIONS OF FLOAT ARM.
DO NOT
FLOAT ARM
NOIE
Place fuel selector valve handle in the
RIGHT, LEFT or OFF position while
aircraft is parked to prevent fuel from
flowing out of tank vent line.
FUEL LINE MAINTENANCE
lVllL- L- 6032 may be used as a thread lubricant or to
seal minor connection leaks throughout the fuel system. Apply sparingly to male fittings only, omitting
the first two threads. Always insure that a sealing
compound, or residue from a previously used compound, or any other foreign matter does not enter the
fuel system.
Protect all drain openings and fuel
outlet screens when applying sealants.
Any repair that breaks the fuel tank seal will necessitate resealing of that area of the tank. Repair parts
that need sealing must be installed and riveted during
the sealing operation.
SEALING COMPOUNDS
The tank sealing compounds, conSisting of Product
Research base compound and accelerator should be
carefully mixed in accordance with the instructions
printed on their containers. Thoroughly clean all
surfaces to which sealing compound is to be applied
immediately prior to sealant application. Clean
with small paint brush soaked with methyethylketone
and wipe using clean paper towels. Always clean an
Change 4
SECTION V
FUEL SYSTEM
DOWN (EMPTY) ,POSITION
X252
Figure 5-4. Transmitter Float Arm Adjustment
area larger than the finally applied sealants to provide maximum bonding. Mix accelerator before
using and mix contents o~ both cans together, or use
in a ratio of one part accelerator to 10 parts compound by weight.
LEAK SEALING
Determine the approximate location of the leak by
visual inspection through the inspection openings in
the bottom surface of the wing. After leak area is
determined, drain all fuel from affected tank. See
Section II for defueling procedures.
a.
Remove fuel filler flapper assemblies and inspection covers as required to repair tank leak. Sealing can be accomplished through these openings.
b.
Clean general area of leak with clean paper
towels. Apply an even coating of Products Research
PRC-1422-Al/2 with a stiff clean brush. Catalyst
should be carefully mixed according to instructions
on container.
c.
Allow the sealer to dry overnight.
d.
After drying, check sealer for air bubbles or
thin spots. Apply additional sealer where necessary.
e.
The same procedures used to seal leak area
should now be applied to reseal inspection opening
covers (use PR-1403-G- B2) and filler flapper as•
semblies (use PRC-1422-A 1/2) at points of contact
and reinstall these items.
'
RESEALING AFTER COMPLETE SKIN REMOVAL
To reseal the fuel tanks after remOving or repairing
the wing skin, proceed as follows:
5-7
ROCKWELL
COMMANDER
112/B/TC/ TCA
MAINTENANCE MANUAL
SECTION V
FUEL SYSTEM
MODEL 112 -221 AND SUBSEQUENT
MODELS 112B/TC
MODEL 112 -1 THRU 220
IrJ
WIRE RETAINER
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
•
O-RIN
!----':-l-:---CD
SUPPORT NUT-----:-......~·~~~~- SAFETY WIRE
SKET
--FUEL
GASCOLATOR
I....
~--GASKET
JJ
/AI----BASE
TAT-O-SEAL
SAFETY WIRE
.. ~~t---END FITTING
DRAIN-~·X./Y
X22 GA5
Figure 5-5. Fuel Gascolator
a.
Prior to installing wing tank skin, all surfaces which receive sealant shall be cleaned and
etched.
b.
Apply PRC-1422-A2 mixed compound to all
areas of contact between skin and rib structure.
c.
Rivet wing tank skin in place and allow sealer
to dry until tacky to touch.
d.
After adequate drying, sealer should be
checked for air bubbles or thin spots. Applyadditional sealer as necessary •
e.
Reseal access covers with PR-1403-G-B2,
and fuel quantity transmitter mounting with PRC1422-A2 sealers and bolt in place upon completion
of sealing procedures.
f.
Vacuum tank area thoroughly to remove all
foreign matter.
g.
Allow sealant to cure as directed by manufacturer.
5-8
I_...::;;;",............-TUBE
h.
Inspect and pressure check tank after sealing
compound has cured (approximately 8 to 10 hours)
and check for leaks.
Do not attempt to apply pre ssure to
the tank without first sealing off all
lines and vents, and without an adequate regulator to control pressure.
Do not pressurize the tank in excess
of 1/2 psi (13.8 inches of water-manometer) or structural damage may
occur.
Change 4
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION V
FUEL SYSTEM
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
FUEL OUTLET TUBE
FINGER INLET SCREEN
o
0
0
o
o
o
X22 3
Figure 5-6. Finger Inlet Screen
TROUBLESHOOTING
The troubleshooting figure in this section discusses
symptoms which can be diagnosed and interprets the
results in terms of probable causes and the appropriate corrective remedy to be taken. Review all probable causes given and check other listings of troubles
with similar symptoms. Items are presented in sequence but not necessarily in order of probability.
MODELS 112/TC
MODELS 112B/TCA
MODELS 112/TC
AFTER INCORPORATION
OF SB-112-44A
X1611A6
Figure 5-7. Fuel Selector
Change 3
5-9
SECTION V
FUEL SYSTEM
TROUBLE
No fue 1 flow to
engine-driven fuel
pump.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Fuel starvation
after starting.
No fuel flow when
auxiliary pump is
turned on.
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
REMEDY
PROBABLE CAUSE
Fuel tanks empty.
Check fuel quantity. Service with
proper grade and amount of fueL
Fuel line disconnected or broken.
Inspect fuel lines.
repair fuel lines.
Fuel tank outlet screens plugged.
Disconnect fuel lines from tank
outlets. No fuel indicates plugged
screens. Remove and clean screens
and flush out tanks.
Defective fuel selector valve.
Disconnect inlet and outlet lines
from valve. If fuel flows from inlet line but not through valve, it is
defective. Remove and repair or
replace selector valve.
Gascolator screen.
Inspect screen.
element.
Fuel line plugged.
Starting at fuel pump inlet, disconnect fuel lines successively until
plugged line is located. Clean out
or replace fuel line.
Partial fuel flow from the preceding
causes.
Use the preceding isolation procedures, checking for sufficient rate
of flow. Use the preceding
remedies.
Malfunction of engine-driven fuel pump.
Check pump outlet during cranking.
Replace fuel pump.
Fuel vents plugged.
Pressure check each vent line.
Clean or replace vent line.
Defective auxiliary fuel pump switch.
Check continuity of switch. Replace
defecti ve 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.
Figure 5-8. Trouble Shooting Fuel System (Sheet 1 of 2)
5-10
Connect or
Clean or replace
ROCKWELL
COMMANDER
112/B/TC /TCA
TROUBLE
No fuel quantity
indication.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
No fuel flow indication
(Models 112/B), or no
fuel pressure indication
(Models 112TC /TCA)
MAINTENANCE MANUAL
SECTION V
FUEL SYSTEM
PROBABLE CAUSE
REMEDY
Fuel tanks empty.
Check fuel quantity. Service with
proper grade and amount of fuel.
Engine instrument group 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 the opposite indicator
that is registering. If indicator
does not register, transmitter is
defective. If indicator registers,
the opposite indicator is defective.
Replace defective transmitter or
left engine gage cluster.
Loose connections or open circuit.
Check connections and wiring.
Tighten connections; repair or
replace wiring.
Restricted, broken or leaking line.
Clear and clean line, tighten fittings,
or replace if necessary.
Defecti ve instrument.
Replace instrument.
Vapor in fuel line.
Start and run auxiliary fuel pump
until instrument registers normally.
Faulty relief valve in engine-driven
pump or defective pump.
See Remedy under fuel starvation
after starting in this Figure.
Figure 5-8. Trouble Shooting Fuel System (Sheet 2 of 2)
5-11/5-12
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
ROCKWELL
COMMANDER
112/B/TC /TCA
MAINTENANCE MANUAL
SECTION VI
LANDING GEAR,
WHEELS AND BRAKES
SECTION VI
LANDING GEAR, WHEELS AND BRAKES
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
TABLE OF CONTENTS
GENERAL DESCRIPTION •• . . . . . . . . . . . . . . . .•
Operational Check •....•..•..........•..
MAIN LANDING GEAR •..••..••••......•..•
Removal •.........•..........•........•
Installation •.........••....•.••......••
Removal and Installation of Main Gear Doors
NOSE LANDING GEAR •••••...••••.•...•..•
Removal ••............••...•......••..•
Installation •••..•....•..•.....•.....•..•
Removal and Installation of Nose Gear Doors
Shimmy Dampener •••.......•••••.••••••
Landing Gear Actuating Cylinders. • . . . . . ••
Nose Wheel Steering. . . . . . . . . . • . . . . . . . . ••
Page
6- 1
6- 2
6- 3
6- 3
6- 5
6- 7
6- 7
6- 7
6 -11
6-11
6-11
6-12
6-12
GENERAL DESCRIPTION
MODEL 112 (Serial numbers thru 380). The aircraft
is equipped with a hydraulically operated tricycle landing gear that includes a steerable nose wheel and se1£adjusting disc brakes for the main landing gear wheels.
Nose wheel steering is controlled by a cable-pulley
system attached to the nose gear and rudder pedal and
actuated by depressing the rudder pedals from either
pilot position. The hydraulic disc brakes are operated
by individual master brake cylinders attached to the
rudder-brake pedals. The brakes are actuated by
applying toe pressure to the top of the rudder pedals.
The parking brake operates from the brake master
cylinders and is actuated by a parking brake control
knob. A shimmy dampener, with a self-contained
hydraulic reservoir, is attached to the fixed and moveable portions of the nose gear strut to provide a dampening action of the gear. The emergency gear extension valve, located on the left side of center console,
is used for emergency extension of the gear. This
valve bypasses hydraulic fluid directly to the reservoir, allowing the gear to drop by gravity. Gear extension is also assisted by emergency extension
springs. Piston locks on each actuating cylinder mechanically engage to provide positive downlock. The
emergency gear extension knob is spring-loaded to
prevent accidental operation and must be pulled out
and then pushed down to operate. The main landing
Page
LANDING GEAR POSITION INDICATORS
AND WARNING SySTEM ....................
Position Indicator Lights •......•.•.....•
WHEELS AND BRAKES. . . . . . . . . . . . . . . . . . . ..
General Description ....................•
Main Wheel Removal and Disassembly ..••
Main Wheel Reassembly and Installation ••.
Nose Wheel Removal and Disassembly ...•.
Nose Wheel Reassembly and
Installation . . . . . . . . . . . . . • . . . . . . . . . . . . ..
Main Gear Brake System.... . . •. . . .. •. ..•
TROUBLE SHOOTING ......................
6-13
6-13
6-16
6-16
6-16
6-17
6-17
6-17
6-19
6-24
gear, including self-adjusting disc brakes, retracts
inward and upward into the wheel wells in the lower
side of the wing. The nose landing gear retracts aft
and upward into the wheel well. Mechanicallyoperated doors, connected to the landing gear by link
assemblies, open and close during the extension and
retraction cycle. When the gear is retracted the doors
completely enclose the wheel well. A flat on the fixed
portion of the nose gear keeps the landing gear centered when the gear is retracted. Retraction and extension of the landing gear is controlled by an electrohydraulic power pack actuated by the poSition of the
landing gear selector switch. When the landing gear
selector switch is placed in the UP pOSition, the landing gear retracts. When all three gears are fully
retracted, a hydraulic actuating switch located adjacent to each actuating cylinder de-energizes the hydraulic pump and the gear is held up by hydraulic
pressure lock. Any down movement of the gear will
be sensed by it's respective uplock position switch,
the hydraulic pump will be energized, and the gear
will return to the full UP position. When the landing
gear selector switch is placed in the DOWN pOSition,
the hydraulic fluid lock is released, and hydraulic
fluid is directed to the down Side of the landing gear
actuating cylinders extending the gear. When all
three hydraulic actuating switches and the three downlock position switches are actuated the hydraulic pump
is de-energized, and each gear is held down and locked
by a piston lock which engages the piston of each actu-
6-1
SECTION VI
LANDING GEAR,
WHEELS AND BRAKES
ating cylinder, and by each gear drag brace held over
center by the emergency extension spring. When all
three hydraulic actuating switches, and three downlock position switches are actuated the three green
gear safe lights will illuminate. A red gear unsafe
warning light installed in the face of the glareshield,
indicates a gear intransit, or a gear not down and
locked. A ground contact switch on the right main
gear will prevent landing gear retraction on the ground
by the unintentional positioning of the landing gear
selector switch to the UP position.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
ALL MODELS (Except Model 112 thru 380). The aircraft is equipped with a hydraulically operated tricycle landing gear that includes a steerable nose wheel
and self-adjusting disc brakes for the main landing
gear wheels. Nose wheel steering is controlled by a
cable-pulley system attached to the nose gear and to
a rudder pedal and actuated by depressing the rudder
pedals from either pilot position. The hydraulic disc
brakes are operated by individual master brake cylinders attached to the rudder-brake pedals. The
brakes are actuated by applying toe pressure to the
top of the rudder pedals. The parking brake system
operates from the brake master cylinders and is actuated by a parking brake control knob. A shimmy
dampener, with a self-contained hydraulic reservoir,
is attached to the fixed and moveable portions of the
nose gear strut to provide a dampening action on the
gear. The emergency gear extension valve, located
on the left side of center console, is used for emergency extension of the gear. This valve bypasses
hydraulic fluid directly to the reservoir, allowing the
gear to drop by gravity. Gear extension is also assisted by emergency extension springs. The emergency gear extension knob is spring-loaded to prevent
accidental operation and must be pulled out and then
pushed down to operate. The main landing gear including self-adjusting disc brakes, retracts inward
and upward into the wheel wells in the lower side of
the wing. The nose landing gear retracts aft and upward into the wheel well. Mechanically operated
doors, connected to the landing gear by link assemblies, open and close during the extension and retraction cycle. When the gear is retracted the doors
completely enclose the wheel well. A flat on the
fixed portion of the nose gear keeps the landing gear
centered when the gear is retracted. Retraction and
extension of the landing gear is controlled by an
electro-hydraulic power pack actuated by the pOSition
of the landing gear selector switch. When the landing
gear selector switch is placed in the UP poSition the
landing gear retracts. When all three gears are retracted, the hydraulic pump is de-energized and the
gears are held up by hydraulic lock. The gear-up
hydraulic pressure switch controls the hydraulic pump
by cycling the pump to maintain pressure within preset limits and retain the gear in the full up position.
When the landing gear selector switch is placed in the
DOWN pOSition the hydraulic fluid lock is released,
hydrauliC fluid directed to the down side of each actuating cylinder and the gears are extended to the down
and locked position. When the gears are down and
locked (drag brace over center) the gear down hydraulic pressure switch de-energizes the hydraulic pump.
Hydraulic pressure is maintained by a check valve,
and should pressure reduce below preset limits, the
6-2
ROCKWELL
COMMANDER
112/B/TC /TCA
MAINTENANCE MANUAL
hydraulic pump will be cycled by the gear down hydraulic switch. A ground contact switch, on the right
main landing gear prevents landing gear retraction on
the ground caused by unintentional poSitioning of the
landing gear selector switch to the UP position. Landing gear pOSition indicators and a warning bell or horn •
system are provided to alert the pilot when the landing
gear is in the up, or down and locked position. Position
indicators, both red and green are installed. The
gear down position is indicated by three green lights
above the gear selector switch. The red (gear warning) light on the panel glareshield indicates the gear
is intransit or not down and locked. There is no
electrical indication of gear retraction other than all
indicator lights being extinguished. When the landing
gear extends to the down and locked position, the
three gear poSition switches are actuated caUSing the
three green lights to illuminate.
OPERATIONAL CHECK
A landing gear operational check should be performed,
after an unusually hard landing, after replacement of
a landing gear assembly or if a malfunction occurs in
the landing gear position indicator lights.
a.
Jack aircraft as outlined in Section n.
b.
Connect an auxiliary dc power supply, with an
electrical capacitance of 50 amps minimum, to
positive battery terminal of battery relay.
c.
Set throttle control lever to midposition.
d.
Clear landing gear area.
e.
Place landing gear selector switch in UP position and check the following:
1•
Gear safe green indicator lights - off.
2.
Gear unsafe red indicator light - on.
3.
Landing gear retracts within 12 seconds.
4.
Hydraulic power pack shuts off when
landing gear is fully retracted.
5.
Gear unsafe red indicator light - off.
6.
Gear warning bell or horn - silent.
•
f.
Inspect gear in retracted poSition for clearance
between gear and surrounding structure. Inspect
hoses for clearance and freedom from binding, kinking and hydraulic leaks.
g.
Place landing gear selector switch in DOWN
pOsition and check the following:
1.
Hydraulic power pack operating.
2.
Gear unsafe red indicator light - on.
3.
Hydraulic power pack shuts off when landing gear is fully extended.
4.
Gear unsafe red indicator light - off.
5.
Gear safe green indicator lights - on in
less than 10 seconds.
NOI.
During these checks it is essential to
check that the hydraulic power pack
runs without hesitation until the downlock is engaged and that the nose gear
green safe light does not blink immediately before remaining steadily on.
h.
Place landing gear selector switch in UP pOSition and check the following:
Change 2
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COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
1.
Landing gear retracts within 12 seconds.
2.
Gear safe green indicator lights - off.
3.
Hydraulic power pack - off.
4.
Gear unsafe red indicator light - off when
gear is fully retracted.
5.
.Landing gear should remain retracted
without hydraulic power pack operating or red
warning light coming on for five minutes.
i.
Repeat steps e. and g. , three times.
j.
Perform an emergency free-fall check by disconnecting hydraulic power pack at electrical quick
disconnect.
k.
Place a five and one-half pound weight on axle
of nose landing gear to simulate an air load (see
Figure 3-6).
1.
Place landing gear selector switch in DOWN
position.
m.
Push emergency gear extension knob DOWN
and hold. Control knob is located on left forward
side of center console (see Figure 6- 5).
n.
Check for the following:
1.
Gear unsafe red indicator light - on.
2.
Warning bell or horn should not sound.
3.
Gear free-falls in a positive motion and
locks within 4 seconds.
4.
Gear safe green indicator lights - on.
5.
Gear unsafe red indicator light - off.
6.
Return emergency lever to normal
position.
7.
Master battery switch - OFF.
8.
Reconnect hydraulic power pack to the
aircraft electrical system.
9.
Master battery switch - ON.
10.
Check for hydraulic power pack operation.
11.
Repeat steps 1. through 6., three (3)
times.
12.
Recycle gear through one (1) normal operation.
o.
Return aircraft to normal configuration.
•
SECTION VI
LANDING GEAR,
WHEELS AND BRAKES
and actuating cylinder piston rod, clean them frequently using a suitable dry type cleaning solvent.
Springs that are weak, have excessive wear or corrosion must be replaced. All landing gear hinge
points, bushings and retainer rings should be carefully inspected for wear and damage during each landing gear operational check. Trouble shoot the landing gear by using the charts at the back of this section
along with those found at the back of Section III, and
always place the aircraft on jacks prior to performing any maintenance procedures on the landing gear
system.
REMOVAL
a.
Jack aircraft as outlined in Section II.
b.
Disconnect gear emergency extension spring
(see Figure 6-1).
c.
Disconnect gear down actuating rod at gear
trunnion.
d.
Disconnect brake line at upper end of wheel
well.
e.
Disconnect actuating cylinder rod end from
side brace.
f.
Disconnect actuating cylinder from main
gear assembly.
g.
Disconnect lower end of side brace from
gear assembly.
h.
Remove four bolts attaching inboard side
brace fitting to main spar. Side brace can be removed from airplane and separated from fitting.
i.
Remove four bolts attaching forward gear
fitting to auxiliary spar.
j.
Gear assembly can be pushed back slightly,
providing sufficient clearance to swing forward end
of gear inboard.
k.
Gear assembly is free to slide forward out
of aft fitting and be removed from airplane.
CLEANING, INSPECTION AND REPAIR OF MAIN
GEAR
MAIN LANDING GEAR
Each main landing gear installation consists of a
trunnion body, yoke, side brake assembly, and a
wheel and brake assembly (see Figure 6-1). The
outboard end of the hydraulic actuating cylinder is
attached to the trunnion and the piston rod end is attached to the upper half of the side brace assembly.
During gear extenSion, the actuation cylinder rod is
retracted forCing the side brace assembly to straight
en out and go overcenter for a bracing effect. On
Model 112 (Serial numbers thru 380), each actuation
cylinder has a piston lock, which locks the actuation
cylinder piston to assure a positive gear downlock.
On all models (except Model 112 serial numbers thru
380), the gear is held down and locked by hydraulic
lock maintained by a check valve. A spring attached
to the side brace and upper trunnion forces the gear
down during an emergency extension cycle. All points
of the gear actuating mechanism require lubrication.
Lubrication should be applied sparingly and all parts
wiped clean to prevent collection of dirt (refer to
Lubrication Chart, Section II) . To prevent abrasive
material damage to a-rings, seals, trunnion piston
Change 2
a.
Clean all parts with a suitable dry type cleaning
solvent.
b.
Inspect all bolts, bearings and bushings for excess wear, corrosion and damage.
c.
Inspect gear trunnion and side brace links for
cracks, bends or damage.
d.
Inspect gear emergency extension spring for
excessive wear or corrosion, especially around hook
portion of spring. Clean away all corrosion and repaint. Spring should be rejected if wear or corrosion
exceeds one-quarter diameter of spring.
e.
Check spring for load tension below minimum
allowable tolerance. Minimum tension of spring is
21.1 pounds pull at eight inches. Measurement is
taken from inner side of each hook.
f.
Check general condition of each hydraulic actuating switch (Model 112 thru 380), pOSition switch,
and wiring for fraying, poor connections or conditions
that may lead to failures.
g.
Check side brace overcenter travel by setting
side brace assembly on a surface table, and ascertaining when stop surfaces of two links touch, linkage
is not less than 0.100 or more than 0.160 of an inch
over center. Should distance exceed required over
6-3
SECTION VI
LANDING GEAR,
WHEELS AND BRAKES
MAINTENANCE MANUAL
ROCKWELL
COMMANDER
112/B/TC/TCA
SIDE
FITTING
ASSEMBLY
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
SIDE BRACE
ASSEMBLY
FORWARD---.,~-.......
FITTING
ASSEMBLY
""'--........h-EMERGENCY
EXTENSION
SPruNG
0.00" CLEARANCE
(0.060"/0.090" CLEARANCE
MODEL - 1 THRU 380)
WHEEL AND
BRAKE ASSEMBLY
X26
le
Figure 6-1. Main Landing Gear
6-4
Change 2
ROCKWELL
COMMANDER
112/B/TC/TCA
SECTION VI
LANDING GEAR,
WHEELS AND BRAKES
MAINTENANCE MANUAL
center travel (and bolt and bushings are tight), replace one or both links.
h.
Repair of 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.
DISASSEMBL Y OF MAIN GEAR OLEO. The main
gear oleo assembly may be removed and disassembled with the gear removed or installed on the airplane.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
a.
Remove air and fluid from oleo, by slowly
opening air valve until strut pressure has diminished
(see Figure 6-2). Remove filler plug, and with a
small hose, Siphon as much hydraulic fluid from the
strut as possible.
b.
Disconnect brake line from brake cylinder.
c.
To disconnect piston rod from the yoke, cut
and remove safety wire, remove piston rod pin retaining screw, and remove piston rod pin.
d.
To disconnect yoke from strut, remove kneejoint pin by removing through-bolt.
e.
To remove piston tube, compress piston and
remove retaining ring from annular slot at bottom
of strut. Carefully slide piston tube, and bearing,
out of strut. The components of piston tube and
bearing can then be disassembled.
f.
Orifice can be removed by removing retaining
ring inside upper area of strut.
NOI.
c.
Lubricate all O-rings, inner and outer surfaces of the piston tube, and inside surfaces of strut
with hydraulic fluid (MIL-H-5606).
d.
Slide tube assembly with bearing installed, up
through bottom of strut, and compress sufficiently to
install retaining ring in annular slot at lower end of
strut.
e.
Connect yoke to strut assembly in installing
bushings, knee-joint pin, and through-bolt washer
and nut.
f.
Connect piston rod to yoke by inserting piston
rod pin through yoke and piston rod bearing, and installing piston rod pin retaining screw. Safety wire
screw.
g.
Compress and extend strut several times to
make sure strut will operate freely. The weight of
gear wheel and yoke should allow strut to extend.
INSTALLATION
380).
(MODEL 112, Serial numbers thru
a.
Install landing gear by reversing removal
procedure.
NOI.
When assembling components of the
landing gear, lubricate bearings, bushings and friction surfaces with proper
lubricant as described in Section D.
Do not remove the spherical pressedin bearings in piston rod ends.
Small end of tapered spacer must
contact actuator cylinder bearing.
CLEANING, INSPECTION AND REPAIR OF MAIN
GEAR OLEO
a.
Clean all parts with a suitable dry type cleaning solvent.
Inspect all bearings and bushings for excess
b.
wear, corrosion, scratches and overall damage.
c.
Inspect retaining pins for wear and damage.
d.
Inspect retaining rings for cracks, burrs, etc.
e.
Inspect piston tube for corrosion, scratches,
nicks and excessive wear.
f.
Visually check orifice plate up inside the strut
for orifice restriction.
g.
Inspect air valve for general condition.
Repair of oleo is limited to smoothing out
h.
minor scratches, nicks and dents and replacement
of parts.
REASSEMBLY OF MAIN GEAR OLEO
a.
If orifice plate was removed, first install
the plate with countersunk side exposed (facing down),
and then install retaining ring holding plate in place.
b.
Ascertain that piston tube assembly is properly assembled with all retaining rings, O-rings and
back up rings in place and that bearing is installed
on tube assembly.
Change 2
b.
Check side brace assembly at knuckle area
for clearance of 0.060 to 0.090 inch (see Figure 6-1).
Push up on knuckle to check clearance.
Maximum allowable up load at side
stay knuckle is 20 pounds with springs
removed, and 60 pounds with two springs
installed.
c.
Adjust gear to obtain correct clearance by
loosening jam nut on actuating cylinder rod end.
Assure actuating cylinder lock is engaged and
d.
turn rod to obtain 0.060 to 0.090 inch clearance.
e.
Tighten jam nut on rod end to 95-110 inch•
pounds. Side stay of side brace assembly should be
resting on stop.
f.
Recheck clearance per step b.
g.
After gear has been installed and brake line
connected, bleed brakes per procedures in this
section.
6-5
SECTION VI
LANDING GEt~MKES
WHEELS AN
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
BEA~l
BACK UP
RINGS
~;::O-RING
~4
~~-RING
RETAINER
l~~-SCRAPER
I
RmG
''--J \RETAmER
PffiTON
,
ROD
RING
.
Gear Strut Ass e mbly
Figure 6-2. Main Landing
6-6
Change 3
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
INSTALLATION
ALL MODELS (Except Model 112
serial numbers thru 380).
a.
Install landing gear by reversing removal
procedure.
SECTION VI
LANDING GEAR,
WHEELS AND BRAKES
e.
When connecting door retraction rod to door
attach point, it is necessary that the same amount of
washers be installed on both sides of rod as were
removed to obtain proper clearance.
DOOR RIGGING
NOTI
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
When assembling components of the
landing gear, lubricate bearings, bushings and friction surfaces with proper
lubricant as described in Section II.
•
b.
Check side brace assembly at knuckle area to
assure Side brace is resting on stop (see Figure 6-1).
c.
Install rod end and jam nut all the way down on
threads of actuating cylinder •
d.
Extend actuating cylinder piston 0.30 (:t 0.03)
inches for cushion.
e.
Install actuating cylinder to main gear by rotating rod end for alignment. Assure small end of
tapered spacer contacts actuator bearing.
NOTI
Maintain O. 30 (~O. 03) inche s cushion
as actuating cylinder is installed.
•
f.
Tighten jam nut on rod end to 95-100 inchpounds. Side stay of side brace assembly should be
resting on stop.
g.
After gear has been installed and brake line
connected, bleed brakes per procedures in this
section.
STRUT SERVICING. After strut is assembled, a
check should be made to insure that there is no binding of mating parts. With air valve removed, fully
compress and fill strut with hydraulic fluid (MIL-H5606). It may be necessary to fill under intermittent
line pressure to purge all air because of entrapment
under orifice plate. After purging unit of free air,
install air valve and wipe down entire assembly.
Charge slowly with 60 psi of nitrogen or clean dry
air. Lock-off and observe unit for one minute for
evidence of low pressure leakage. If none occurs,
increase pressure to 500 25) psi. Lock-off supply
and allow 15 minutes for a pressure loss check.
After waiting period, there shall be no evidence of
external oil leakage. If none occurs, bleed pressure
to the proper strut inflation pressure as shown on
Figure 6-9. Torque air valve to 150-170 inch-pounds.
e
a.
Jack airplane as outlined in Section n.
b.
Adjust door retraction rod at door so door
will fit tight when gear is full-up. Over-tightening
may result in door buckling; however, if door is
too loose, it will gap in flight.
c.
Check rod ends for proper tightness of jam
nuts.
NOSE LANDING GEAR
The nose gear consists of an oleo- pneumatic operated
shock strut, drag brace assembly, torque link assembly, fork assembly, shimmy dampener, hydraulic actuator cylinder and a wheel assembly (see Figure 6- 3).
The nose wheel is steerable and is controlled by a
cable- pulley system and actuated by applying pressure
to the rudder-brake pedals. Retraction and extension
of the gear is accomplished by a hydraulic actuating
cylinder attached to the trunnion and connected to the
drag brace assembly as shown in Figure 6-4. The
gear retracts aft into a nose wheel well located under
the engine compartment. Wheel well doors, mechanically linked to the nose gear, enclose the wheel well
when the gear is retracted. The torque link assembly,
connected to the nose gear fork assembly and strut
body, prevents the wheel from castering. The nose
gear drag brace assembly and supporting structure
should be inspected for evidence of damage after each
hard landing and at intervals prescribed in Section II.
To prevent nose gear shimmy, a dampener, with a
self- contained hydraulic reservoir, is installed between the collar and torque tube of the trunnion assembly. Failure to observe nose wheel turning limits,
while ground handling the airplane, may result in
serious damage to the steering system and nose wheel
centering mechanism. An operational check and visual
inspection of the nose wheel steering and retraction
mechanism should be made in the event that nose wheel
is forceably turned beyond the 30 degree limit in either
direction.
REMOVAL
REMOVAL AND INSTALLATION OF MAIN GEAR
DOORS
a.
With landing gear extended, disconnect door
retraction rod from door by removing nut, washers,
and bolt. Note number of washers on each side of
rod end bearing.
b.
Remove screws attaching door hinge to wing
panel.
c.
Door retraction rod may be removed from
gear trunnion by removing a nut and washer.
d.
To install door, reverse above procedure.
Change 3
a.
Remove engine cowling as outlined in Section IV.
b.
Jack airplane as outlined in Section II.
c.
Remove nose gear down springs.
d.
Remove lower drag brace bolt at strut attach
point.
e.
Disconnect nose gear steering cables.
f.
Disconnect rod end of actuating cylinder from
trunnion.
g.
Cut and remove safety wire on bolts through
engine mount to trunnion. Remove bolts, washers,
trunnion pin retainers and roll pins.
6-7
SECTION VI
LANDING GEAR,
WHEELS AND BRAKES
ROCKWELL
COMMANDER
112/B/TC / TCA
MAINTENANCE MANUAL
.-----~
~
\
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
(MODEL 112, 1 THRU 380) WITH
CYLINDER LOCK ENGAGED AND
DRAG BRACE RESTING ON OVERCENTER STOP, IN RELAXED
CONDITION, PUSH UP ON PIVOT
POINT OF DRAG BRACE ASSEMBLY.
CLEARANCE AT KNUCKLE AREA
SHOULD BE 0.40 TO 0.125 INCH.
NITROGEN AND
HYDRAULIC FILL
PORT
HYDRAULIC ACTUATOR
CYLINDER
TORQUE TUBE AND
STEERING CABLE
ATTACHMENT HORNS
DOWN (EXTENSION)
SPRINGS
X265C
Figure 6-3. Nose Landing Gear
6-8
Change 3
ROCKWELL
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112/B/TC /TCA
MAINTENANCE MANUAL
h.
Remove bolts, washers and nuts securing trunnion pins in trunnion.
i.
Remove trunnion pins.
j.
Nose gear is now free for removal.
CLEANING, INSPECTION AND REPAIR OF NOSE
GEAR
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
a.
Clean all parts with a suitable type-dry cleaning solvent.
b.
Inspect all bolts, bearings and bushings for
excessive wear, corrosion and damage.
c.
Inspect body and trunnion assembly, drag links,
torque links and tension spring arm for cracks, bends
or misalignment.
d.
Check for excessive wear or corrOSion, especially around hook portion of springs. A spring should
be rejected and replaced if wear or corrosion exceeds
one-quarter diameter of spring. Clean away all corrosion and repaint.
e.
Check gear tension springs for load tensions
below minimum allowable tolerances. Minimum
allowable tension of inner spring is 24.8 pounds pull
at 7 .69 inches and outer is 23.1 pounds pull at 7 .63
inches. Measurement is taken from inner side of
each hook. If found that either spring should be rejected, replace both springs.
f.
Check general condition of each gear poSition
switch, switch actuator, and wiring for fraying or
poor condition that may lead to failures.
g.
Check drag link through center travel by attaching upper and lower drag linkS, setting them on a
surface table, and ascertaining when stop surfaces
of two links touch, linkage is not less than 0.120 or
• more than 0.160 of an inch through center. Should
distance exceed the required (and bolt and bushing
are tight), replace one or both drag links.
h.
Repair of shimmy dampener is limited to
cleaning and replacement of O-rings. Refer to paragraph on shimmy dampener for disassembly and
servicing.
i.
Repair of landing gear 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 parts.
NOTE
When assembling any units of the landing gear, lubricate bearings, bushings
and friction surfaces with the proper
lubricant as described in Section ll.
DIS ASSEMBL Y OF NOSE GEAR OLEO. The nose
gear oleo assembly may be removed and disassembled with the gear removed, or installed on the airplane.
a.
Remove air and fluid from oleo strut. Depress air valve core pin until all air pressure has
been relieved (see Figure 6-4).
b.
Remove bolts, washers and nuts attaching
Change 3
SECTION VI
LANDING GEAR,
WHEELS AND BRAKES
upper and lower torque links to strut and remove
torque links.
c.
To drain fluid from strut, remove bolt,
washers and nut from collar above fork, remove
plug inside tube, and drain fluid into a container.
d.
Remove lower retaining ring from bottom of
trunnion and body assembly and slide fork tube,
upper bearing and lower bearing out from bottom.
e.
Remove upper retaining ring from top of
trunnion and body assembly, slide orifice tube
assembly out from bottom.
f.
To remove orifice, remove retaining ring
from lower portion of orifice tube.
CLEANING, INSPECTION AND REPAIR OF NOSE
GEAR OLEO
a.
Clean all parts with a suitable dry-type cleaning fluid.
b.
Inspect bearings and bushings for excess wear,
corrosion, scratches and overall damage.
c.
Inspect retaining rings for cracks, burrs, etc.
d.
Inspect cylinder and orifice tube for corrOSion,
scratches, nicks and excess wear.
e.
Check upper and lower cylinder bushings for
looseness or turning in cylinder.
L
Orifice plate for hole restriction.
go
Inspect fork tube for corrosion, scratches,
nicks or dents.
h.
Inspect air valve general conditions.
i.
Repair of oleo is limited to smoothing out
minor scratches, nicks and dents and replacement
of parts.
REASSEMBL Y OF NOSE GEAR OLEO
a.
Ascertain that all parts are cleaned and inspected.
b.
To install fork tube plug, first lubricate
tube plug and O-ring with clean hydraulic fluid and
install O-ring on plug. Lubricate inside wall of
tube, insert plug into top of tube and push it to fork
end. Align bolt holes of fork, tube and plug, and
install bolt assembly.
c.
To assemble components of orifice tube,
insert orifice plate into bottom of tube, with countersunk side of orifice hole exposed. Secure plate with
retaining ring, lubricate and install O-ring on upper
end of tube.
d.
Insert orifice tube up through bottom of cylinder. With tube exposed through top of cylinder,
install retaining ring, locking tube in place.
e.
Assemble components on fork tube in proper
sequence and install retaining ring at top of tube.
Lubricate inner wall of cylinder with hydraulic fluid.
Carefully insert tube assembly into bottom of cylinder, allowing orifice tube to guide itself into fork
tube, until retaining ring can be installed in annular
slot at bottom of cylinder.
f.
Check that bushings are installed in upper
and lower torque links and then install both links.
Torque link bolts should be lubricated. Tighten
bolts only tight enough to prevent side play in
6-9
SECTION VI
LANDING GEAR,
WHEELS AND BRAKES
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
~""'AIR VALVE
CAP
J
1---AIR VALVE
CORE
I-+-AIR VALVE
O...-GASKET
~?;"'-RETAINER RING
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
O--O-RING
~-BACKUP RING
~
TORQUE TUBE
..-
~
C(&
~BODY
'~ -"WASHER
~
~
®-"
~
~~
COLLAR-
0
l)-RETAINER RING
~~~'
~,
~~X
TORQUE TUBE
BEARINGS
&
'_
.
ORIFICE TUBE
ASSEMBLY
If-
·'@.8_UPPERBEARING
~
I'
DRAG BRACE
ASSEMBLY
,
\~
®----ORIFICE PLATE
J
IS'~-RETAINER RING
i 8-..LOWER BEARING
~
I m-..O-RING
I
PISTON TUBE
~--BACKVP RING
O-oE-O-RING
@-oE-BACKUP RING
(j:). . . SCRAPER
~....RETAINER RING
AXLE
r~~--
,AXLESPACER
"'-(OClt_•.;AXLE CUP
~ lfJrWASHER
~~-+-NUT
Figure 6-4. Nose Landing Gear Strut Assembly
6-10
X264B
ROCKWELL
COMMANDER
112/B/TC/TCA
link, yet allowing free rotation.
g.
Service oleo strut with fluid and air per service
instructions below
0
INSTALLATION
SECTION VI
LANDING GEAR,
WHEELS AND BRAKES
MAINTENANCE MANUAL
MODEL 112 (Serial numbers thru
NOIE
Maintain 0.250 (:t . 03) inches cushion
as actuating cylinder is installed.
380) .
f.
Tighten jam nut on rod end. Drag stay of
drag brace assembly should be resting on stop.
a.
Install no se gear by rever sing removal procedure.
STRUT SERVICING
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
NOIE
When assembling components of the
nose gear, lubricate bearings, bushings and friction surfaces with proper
lubricant as described in Section ll.
b.
Push up on pivot point of drag brace assembly
and check for clearance of 0.40 to 0.125 inch at
knuckle area (refer to Figure 6-3). If clearance is
not within tolerances, proceed with steps c. thru h.
Maximum allowable up load at drag
brace knuckle is 20 pounds with
springs removed and 60 pounds with
two springs installed.
c.
Loosen jamb nut on hydraulic actuating cylinder rod end.
d.
Engage hydraulic cylinder lock. Drag brace
assembly should rest on overcenter stop when in
relaxed condition.
e.
Push up on pivot point of drag brace assembly
and obtain a clearance of 0.40 to 0.125 inch at
knuckle area.
f.
Tighten jamb nut on hydraulic actuating cylinder rod end.
g.
When placed in relaxed condition, drag brace
assembly should rest on overcenter stop.
h.
Recheck clearance at knuckle area as outlined
in step b.
ALL MODELS (Except model 112,
Serial numbers thru 380).
a.
After strut is assembled with air valve assembly
removed, cycle strut to check for binding.
b.
With strut in vertical position, compress and
fill to overflowing with MIL-H-5606 hydraulic fluid.
While slowly extending strut, continue to fill until
fully extended. Slowly compress strut to purge
entrapped air from unit. If air bubbles appear in
filler port repeat sequence above until all free air
is purged.
c.
Install air valve as sembly .
d.
Wipe down entire strut and slowly charge with
60 psi air. HoI d pressure for one minute. There
shall be no external leakage. Slowly increase pressure to 240 psi and leave for 15 minutes. (Unit may
be hori zontal.) M ter waiting period, there shall be
no evidence of oil leakage.
NOIE
Charge strut with nitrogen or clean
dry compressed air.
e.
Bleed air pressure back to proper strut inflation pressure. See Figure 6-9.
f.
Torque air valve to 100-150 inch-pounds.
REMOVAL AND INSTALLATION OF NOSE GEAR
DOORS
a.
Disconnect door control rod ends at doors
by removing connecting hardware.
b.
Remove connecting hardware at hinge or
hinge attach points inside cowl.
c.
Remove nose gear doors.
d.
Install nose gear doors by reversing the
above procedure.
INSTALLATION
a
Nose gear may be installed by reversing
removal procedure.
o
NOIE
When assembling components of the
nose gear, lubricate bearings, bushings and friction surfaces with proper
lubricant as described in Section ll.
b.
Check drag brace assembly at knuckle area to
assure drag brace is resting on stop (see Figure 6-3).
c.
Install rod end and jam nut all the way down on
threads of actuating cylinder.
d.
Extend actuating cylinder piston 0.250 (:!.- .03)
inches for cushion.
e.
Install actuating cylinder to nose gear by rotating rod end for alignment.
Change 3
DOOR RIGGING
a.
Jack aircraft as outlined in Section ll.
b.
With lower cowl installed, and nose gear in
the up pOSition, loosen check nuts on door control
rods and adjust both rods. When rods are properly
adjusted, nose gear doors should be flush and with
sufficient preload to assure a tight seal.
c.
Retighten check nuts on door control rods.
SHIMMY DAMPENER
The dampener assembly is attached to the fixed and
moveable portions of the nose gear strut to provide
dampening action. The dampener can work properly
only when completely filled with hydraulic fluid and
all air bled from the cylinder. The bleed screw is
located on the aft end of the dampener assembly.
6-11
SECTION VI
LANDING GEAR,
WHEELS AND BRAKES
MAINTENANCE MANUAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
HYDRAULIC
PRESSURE IN
CONTROL
KNOB
X266A5
Figure 6-5. Emergency Extension Valve Control
REMOVAL AND SERVICING
a.
Remove dampener assembly from nose gear
strut.
b.
Remove bleed screw and force out all drainable
hydraulic fluid (see Figure 6- 6).
c.
Remove end-cap snap ring that retains piston.
Remove piston and inspect 0- ring condition. Replace
O-rings.
d.
Inspect cylinder bore for cleanliness and for
absence of corrosion.
e.
Submerge entire dampener assembly in pan
containing hydraulic fluid (MIL-H-5606 ) and work
actuator rod fore and aft to force out all trapped air.
f.
Reinstall end cap and snap ring retainer while
unit is still submerged. Work actuator rod again
until all trapped air is forced out, reinstall bleed
screw, and remove unit from hydraulic fluid and
wipe dry.
g.
Check dampener action by working actuator rod
fo re and aft. Motion should be smooth, with adequate
resistance, and without binding at any point.
INSTAL LA TION. Install shimmy dampener by
reversing removal procedure.
LANDING GEAR ACTUATING CYLINDERS
The hydraulically operated actuating cylinders are
6-12
ROCKWELL
COMMANDER
112/B/TC/TCA
attached to the drag brace and trunnion on the nose
gear, and side brace and trunnion on the main gears.
One port of each cylinder is connected to the gear up
hydraulic line, and the remaining port to the gear
down line. Hydraulic fluid, under pressure is directed
to the actuator cylinders by the gear selector switch
located on the instrument panel. During the actuating
cycle the gear up and gear down hydraulic lines act
as either pressure or return lines, depending on the
gear position selected. See Section III for additional
info r mation.
NOSE WHEEL STEERING
The nose wheel steering system is tied in with the
rudder trim system and is controlled by movement
of the rudder-brake pedals. A combination of cables,
bungees, bellcranks, turnbuckles and pulleys operate
the nose steering (see Figure 6-7).
REMOVAL
a.
Jack aircraft as outlined in Section n.
b.
Remove upper and lower cowling.
c.
Relieve tension and disconnect steering cables
from turnbuckles.
d.
Disconnect left cable end from bellcrank on
rudder bar and disconnect right cable end from
attaching point.
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION VI
LANDING GEAR,
WHEELS AND BRAKES
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
END CAP AND ~--~~\
BEARING
ACTUATOR
ROD
X267A
Figure 6-6. Nose Gear Shimmy Dampener
e.
Remove pulleys located on rudder pedal shafts.
f.
Remove cable guards from pulley brackets
located on lower portion of firewall and draw cables
through from inside cabin.
g.
To remove forward portion of cables, disconnect cable ends from nose gear, remove pulleys
from pulley brackets and remove cables.
h.
Use Figure 6-7 as a guide to disassemble
bungees.
INSTALLATION. Install steering cables by reversing
removal procedures.
RIGGING OF NOSE WHEEL STEERING SYSTEM
a.
Clamp rudder pedals in neutral position,
align nose wheel to neutral pOSition and set rudder
trim wheel to neutral position.
b.
Adjust turnbuckles until nicropress sleeves
are hard against tube end of bungee, then give one
additional full turn on turnbuckle.
LANDING GEAR POSITION INDICATORS
AND WARNING SYSTEM
POSITION INDICATOR LIGHTS
MODEL 112 (Serial numbers thru 380). The landing
gear position indicator lights are located in the instrument panel and panel glareshield. Position indicator lights consist of an individual gear-safe green
light for each landing gear and one unsafe red (gearwarning) light for the landing gear system. The
green lights are individually controlled by downlock
position switches and hydraulic actuating switches,
installed on each landing gear and will illuminate
only when the corresponding landing gear is down and
locked. The red unsafe (gear-warning) light is illuminated while the gear is intransit between the up and
down positions and will remain illuminated if any
single gear fails to lock in the extended position.
There is no indication for the gear in the retracted
6-13
SECTION VI
LANDING GEAR,
WHEELS AND BRAKES
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
WASHER
SPRING
TUBE
WIRE RETAINER
S·PRlNG TUBE HOUSING
SPRING
CLEVIS
RETAINER
RUDDER TRIM KNOB
RUDDER TRIM BELLCRANK
PULLEY
RUDDER BRAKE PEDAL SUPPORT
TURNBUCKLE
BUNGEE
NOSE GEAR
X2611
Figure 6-7. Nose Wheel Steering System
position. Failure of any gear to fully extend and lock
will be indicated by lack of illumination of its respective gear-safe green light.
ALL MODELS (Except 112 serial numbers thru 380).
The landing gear position indicator lights are located
in the instrument panel and panel glareshield. Position indicator lights consist of an individual gear-safe
green light for each landing gear and one unsafe red
(gear-warning) light for the landing gear system.
The green lights are individually controlled by downlock position switches installed on each landing gear
and will illuminate only when the corresponding landing gear is down and locked. The red unsafe (gearwarning) light is illuminated while the gear is intransit
between the up and down positions and will remain
illuminated if any single gear fails to lock in the extended position. There is no indication for the gear
in the up position. Failure of any gear to fully extend and lock will be indicated by lack of illumination
of its respective green gear-safe light.
SWITCH ADJUSTMENTS. MODEL 112 (Serial numbers thru 380). All adjustments of position switches
should be made with the aircraft on jacks. See
Section II for Jacking Procedures. Handle the position switches with care to avoid damage. Always
check indicator lights before performing switch adjustments as follows:
6-14
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
a.
Master battery switch - ON. Keep it on for
duration of check.
b.
Retract and extend gear through several
cycles.
c.
Observe indicator lights. Check for illumination of all three green gear-safe lights. If a green
gear-safe light fails to illuminate, adjust applicable
position SWitch or hydraulic actuating switch. Gear
must be in the down and locked position prior to adjustment.
d.
Check for illumination of red unsafe (gearwarning) light during intransit gear extend cycle.
Observe- that light extinguishes when gear is down
and locked. If this light fails to function as outlined,
check switches manually and adjust as required to
complete circuit.
SWITCH ADJUSTMENTS. ALL MODELS (Except
model 112 Serial numbers thru 380). All adjustments
of position switches should be made with the aircraft
on jacks. See Section n for JaCking Procedures.
Handle the poSition switches with care to avoid damage.
Always check indicator lights before performing switch
adjustments as follows:
a.
Master battery switch - ON. Keep it on for
duration of check.
b.
Retract and extend gear through several cycles.
c.
Observe indicator lights. Check for illum-
ROCKWELL
COMMANDER
112/B/TC/TCA
ination of all three green gear- safe lights. If a
green gear-safe light fails to illuminate, adjust
applicable position sWitch. Gear must be in the down
and locked position prior to adjustment.
d.
Check for illumination of red unsafe (gearwarning) light during intransit gear extend cycle.
Observe that light extinguishes when gear is down
and locked. If this light fails to function as outlined,
check switches manually and adjust as required to
complete circuit.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
HYDRAULIC ACTUATING SWITCHES. MODEL 112
(Serial numbers thru 380). When adjusting the gear
down hydraulic actuating switches assure the switches
actuate when the gear is down and locked.
•
•
a.
Landing gear selector switch - DOWN.
b.
Open nose gear downlock hydraulic actuating
switch.
c.
Check that hydraulic power pack starts, nose
gear green light is out, gear unsafe red light is illuminated, and gear warning bell or horn sounds.
110'11
Bell or horn will sound only if throttle
is retarded to the idle position or flaps
are extended below 25 degrees.
d.
Repeat this switch operational check by opening gear downlock hydraulic actuating switch on each
main gear actuating cylinder. These switches may
be opened by carefully retracting switch roller arm
from downlock cylinder housing.
e.
Adjust switches by loosening clamp around
locking cylinder, of hydraulic actuating cylinder.
Position switches so the roller on actuator spring
falls into hole in locking cylinder when gear is in
down and locked position. Switches may also be
adjusted by loosening mounting screws and moving
switches as required.
GEAR DOWNLOCK POSITION SWITCHES. ALL
MODELS (Except Mode1112 Serial numbers thru
380). When adjusting the downlock pOSition switches,
assure the switches actuate when the gear is down
and locked. These switches are located at center
of each drag brace.
a.
Loosen attaching sc rew s holding position switch
to mounting bracket, and move switch upward until
deactivated.
b.
Appropriate green gear-safe light will go out,
red unsafe light will illuminate.
c.
Readjust position switch so switch is activated.
d.
Appropriate green gear-safe light will illuminate,
red unsafe light will go out.
110'11
Do not bend or distort switch lever.
e.
f.
Repeat steps a. thru d. for each gear.
Cycle landing gear several times. On retrac-
Change 2
SECTION VI
LANDING GEAR,
WHEELS AND BRAKES
MAINTENANCE MANUAL
tion green gear safe lights must go out, red unsafe
light must illuminate. When gears are fully retracted,
red unsafe light will go out.
g.
With gear retracted, retard throttle to idle
position. Gear warning bell or horn will sound. Advance throttle, bell or horn will turn off.
I
110'1
•
Gear warning bell or horn sounds at
approximately 24 inches Hg. Check
setting in flight.
h.
Advance throttle, extend flaps. Gear warning
bell or horn should sound when flaps are extended 25
degrees or more. Retract flaps. Bell or horn turns
off when flaps reach 25 degrees.
I
GROUND CONTACT SWITCH. The gear down ground
contact (squat) switch, located on the right main gear
trunnion, is adjusted so the switch is actuated within
the last quarter inch of gear extension. Loosen attaching screws and adjust switch while raising or
lowering gear with jack. Check that switch actuates
within the last quarter inch of gear extension. Measurement is taken at base of oleo strut •
GROUND CONTACT SWITCH CHECK. During the
following check, the landing gear ground contact
(squat) switch on the right main landing gear assembly must be closed to prevent the gear from retracting. Tape may be used to hold the switch roller arm
in the closed (ground) position.
a.
Landing gear selector switch - UP.
b.
Hydraulic power pack unit is off. Gear down
position indicator lights illuminated. Gear warning
bell or horn should sound.
c.
Open throttle fully. Red gear- warning li ght
remains illuminated and gear warning bell or horn
continues to sound.
WARNING
•
•
I
Turn master battery switch OFF before
proceeding to next step.
d.
Remove tape securing switch arm in closed
position. Clear area around landing gear before
proceeding.
e.
Master battery switch - ON. Landing gear will
start to retract. Red gear-warning light illuminates.
Gear warning bell or horn stops sounding, and all in- •
dicator lights go out at completion of retraction cycle.
110'11
•
Warning bell or horn will sound only if
throttle is retarded or flaps are extended
below 25 degrees.
6-15
SECTION VI
LANDING GEAR,
WHEELS AND BRAKES
f.
g.
MAINTENANCE MANUAL
Landing gear selector switch - DOWN.
Return throttle to midposition.
GEAR UPLOCK POSITION SWITCHES. To adjust the
gear uplock position switches, loosen the two switch
attaching screw s . Adjust by moving the switch so the
switch actuates when the gear is in the fully retracted
position. Tighten the attaching screws.
NORMAL OPERATION TESTS - RETRACTION AND
EXTENSION.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
•
a.
Jack aircraft as outlined in Section II.
b.
Set throttle to midposition.
c.
Clear landing gear area and position landing
gear selector switch to UP.
d.
Check that green gear- safe lights are out.
Red gear-warning light is on, and hydraulic power
pack shuts off when gear is fully retracted. After
gear has fully retracted, all indicator lights should be
out and gear warning bell or horn should not sound.
e.
Landing gear selector switch - DOWN.
f.
Check hydraulic power pack is operating.
Red gear-warning light is on, and hydraulic power
pack stops after gear has fully extended. After gear
has fully extended, red gear-warning light is out,
and all three green gear-safe lights illuminated.
Ascertain all gear downlocks fully engage.
NOI.
During these checks, it is essential to
check that the hydraulic power pack
runs without hesitation until all three
gears are down and locked.
d.
Cycle landing gear as necessary to verify
proper system operation.
• GEAR WARNING BELL OR HORN THROTTLE
SWITCH CHECK. With the landing gear retracted,
close the throttle and che~k for the following:
a.
Red gear- warning light on and gear warning
• bell or horn sounds.
b.
Open throttle lever to midposition.
c.
Check red gear-warning light out and gear
• warning bell or horn is off.
d.
If system is not operating properly, adjust
switch as follows:
• Gear Warning Bell or Horn Throttle Switch Adjustment.
• The gear warning bell or horn throttle switch is located
within the center console below the throttle control
lever.
a.
Remove quadrant console trim cover.
b.
Flight test airplane, and at a safe altitude,
establish a normal descent with gear up.
c.
Retard throttle to manifold pressure of approximately 14 inches and mark position of throttle lever.
d.
With airplane on ground remove screws
attaching slotted-plate to control quadrant.
6-16
ROCKWELL
COMMANDER
112/B/TC/TCA
e.
Remove screws on forward portion of metal
console cover and lift cover up enough to gain access
to throttle switch.
f.
With a small screwdriver, loosen screws
attaching switch to bracket.
g.
Adjust switch, tighten screws, press metal
console cover down and move throttle lever to check
that switch actuates at marked throttle setting. Repeat until switch actuates at desired throttle setting.
h.
Replace screws attaching metal console and
install slotted plate on control quadrant.
i.
The airplane should be flown to assure light
and bell or horn will actuate when throttle is reduced •
below approximately 14 inches of manifold pressure,
or wing flaps are extended 25 degrees or more, with
landing gear retracted.
j.
Replace quadrant console trim cover.
WHEELS AND BRAKES
GENERAL DESCRIPTION
All landing gear wheels are machined castings, consisting of two sections called wheel halves. The
wheel halves, which are secured together by bolts
and nuts, are not interchangeable; but the complete
wheel assemblies are interchangeable according to
wheel size. The wheels operate on tapered roller
bearings, which rotate in hardened steel races pressed
into each wheel half. A brake disc assembly is bolted
to the wheel and turns with the wheel. The disc
hydraulic brakes attached to the main landing gear,
are individually controlled by applying pressure to
the rudder-brake pedals at either pilot position.
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 refer to Figure 6-1 and proceed as follows:
a.
Jack aircraft as outlined in Section II.
b.
To remove main wheel, remove two cap bolts
joining brake cylinder housing and back plate, from
between brake disc and wheel.
c.
Remove dust cover, cotter pin and axle nut.
Slide wheel from axle.
d"
Wheel halves may be separated by first deflating tire. With tire completely deflated, remove wheel
through-bolts. Pull wheel halves from tire by removing inner half from tire first, and then outer half
(see Figure 6-8).
e.
Wheel bearing assemblies may be removed
from each wheel by first removing snap rings securing grease seal retainers, then retainers, grease
seals, and bearing cone. The bearing cups should be
removed only for replacement.
Change 2
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
INSPECTION OF MAIN WHEEL ASSEMBLY
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
a.
Visually check all parts for cracks, distortion,
defects and excessive wear.
b.
Check internal diameter of felt grease seals.
Replace felt grease seal if surface is hard or
gritty.
c.
Check tires for cuts, internal damage and dete rio rat ion.
do
Check bearing cones and cups for wear and
pitting; relubricate.
e.
Replace any wheel casting having visible cracks.
MAIN WHEEL REASSEMBLY AND INSTALLATION
The main landing gear wheel assemblies and the tires
and tubes are individually balanced at the time of
manufacture. The tire balance mark is a red dot
. placed on the casing sidewall. The tube balance mark
is yellow. Align the red dot with the yellow mark
when mounting tires on wheels.
a.
Assuming bearing cup is installed in each
wheel, install tire with tube on outer half and then
join two wheel halves.
b.
Install wheel through-bolts and brake disc.
Torque nuts to 90 inch-pounds. Inflate tire to seat
beads, then adjust to correct pressure (see Figure
6-9) .
c.
Lubricate bearing cones with MIL-G-S1322
grease. Install bearing cones, grease seals, and
seal retainer rings, and secure with snap rings.
d.
Slide wheel on axle and install axle nut. Lubricate axle nut with MIL-G-81322 grease.
e.
While rotating wheel, torque nut to 50 inchpounds. While rotating wheel back off nut to 0 inchpounds. While rotating wheel retorque nut to 20-25
inch-pounds. If not in locking position, advance nut
to next poSition (not to exceed 300 rotation) while
rotating wheel and install cotter pin and dust cover.
f.
POSition brake lining back plate between wheel
and brake disc and install two cap bolts joining cylinder housing and back plate assemblies.
A tire will lose one pound of pressure for each five
degrees drop in temperature; therefore, tire pressure should be checked frequently and especially
after wide variations in local temperature. Do not
inflate tires in a warm hangar and then move the aircraft outside in the cold, as a significant loss in tire
pressure will occur. Operating an aircraft with
underinflated tires will cause rapid tire wear and may
result in hidden tire damage and internal failure (see
Figure 6-9 for proper tire and strut pressures).
NOSE WHEEL REMOVAL AND DISASSEMBLY
To remove and disassemble a nose landing gear wheel
refer to Figure 6- 3 and proceed as follows:
a.
b.
c.
from
Jack aircraft as outlined in Section II.
Remove self locking nut, washer and axle bolt.
Remove axle cups and axle and drop wheel out
fork. Axle spacers are now free for removal.
SECTION VI
LANDING GEAR,
WHEELS AND BRAKES
d.
Wheel halves may be separated by first completely deflating tire. With tire completely deflated,
remove wheel through-bolts.
e.
Pull wheel halves from tire by removing
wheel half opposite valve stem first and then other
half (see Figure 6-S).
f.
Wheel bearing assemblies may be removed
from each wheel half by first removing snap rings
that secure grease seal retainers.
g.
Remove retainers, grease seals and bearing
cones. Bearing cup may be removed by tapping out
evenly from inside. Bearing cup should not be removed except when replacement is necessary.
INSPECTION OF NOSE WHEEL ASSEMBLY
a.
Visually check all parts for cracks, distortion,
defects and excess wear.
b.
Check internal diameter of felt grease seals •
Replace the felt grease seal if surface is hard or
gritty.
c.
Check tire for cuts, internal damage and deterioration.
d.
Check bearing cones and cups for wear and
pitting; relubricate.
e.
Replace any wheel casting having visible cracks.
NOSE WHEEL REASSEMBLY AND INSTALLATION
Tires, tubes and wheels are individually balanced at
the time of manufacture. The tire balance mark is a
red dot on the outside of casing sidewall. The tube
balance mark is usually white. Always assemble
tire and tube with marks aligned.
a.
Install bearing cup in each wheel half, install tire with tube on wheel half containing valve
stem hole and then join two wheel halves. Install
wheel through-bolts with washers and nuts to valve
stem side. Torque nuts to 90 inch-pounds and inflate
tire. See Figure 6-9.
b.
Lubricate bearing cones and install cones,
grease seals, felt rings and seal retainer rings.
Secure with snap rings.
c.
Position wheel between fork, insert axle and
axle spacers and install axle cups.
d.
Install axle bolt, washer and nut, tighten axle
nut to 50 inch-pounds and back off nut one-half turno
Check axle cups for movement. Ifaxle cups move,
install one AN960D416 washer under bolt head. Check
wheel for free rotation. There should be a O. 000 to
O. 004-inch total clearance between fork and each
axle spacer.
A tire will lose one pound of pressure for each five
degrees drop in temperature; therefore, tire pressure should be checked frequently and especially after
wide variations in local temperature. Do not inflate
tires in a warm hangar and then move the aircraft
outside in the cold, as a significant loss in tire pressure will occur. Operating an aircraft with underinflated tires will cause rapid tire wear and may result in hidden tire damage and inte rnal failure (see
Figure 6-9 for proper tire and strut pressures).
6-17
SECTION VI
LANDING GEAR,
WHEELS AND BRAKES
ROCKWELL
COMMANDER
112/B/TC /TCA
MAINTENANCE MANUAL
8.
9.
10.
11.
12.
13.
14.
15.
16.
SNAP RING
GREASE SEAL
FELT GREASE SEAL
GREASE SEAL
CONE BEARING
INNER WHEEL HALF
INNER TUBE
TffiE
OUTER WHEEL HALF
BRAKE DISC
WHEEL THROUGH-BOLT
CONE BEARING
GREASE SEAL
FELT GREASE SEAL
GREASE SEAL
SNAP RING
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
SNAP RING
GREASE SEAL
FELT GREASE SEAL
GREASE SEAL
CONE BEARING
WHEEL HALF
INNER TUBE
TffiE
WHEEL HALF
WHEEL THROUGH-BOLT
CONE BEARING
GREASE SEAL
FELT GREASE SEAL
GREASE SEAL
SNAP RING
1.
2.
3.
4.
5.
6.
7.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
10
6
LEFT INSTALLATION SHOWN
RIGHT INSTALLATION OPPOSITE
9
8
NOSE WHEEL
6
8
9
15
Figure 6-8. Wheel and Tire Assemblies
6-18
X268
ROCKWELL
COMMANDER
112/B/TC/TCA
SECTION VI
LANDING GEAR,
WHEELS AND BRAKES
MAINTENANCE MANUAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
MAIN GEAR BRAKE SYSTEM
Disassembly and Repair
The two main wheels are equipped with self-adjusting
hydraulic disc brakes which are actuated by individual
master cylinders attached to the rudder pedals. The
brake master cylinders are attached to the pilots
rudder pedals only. On model 112, both master cylinders incorporate reservoirs to supply system fluid
to respective wheel brake cylinders. Since the copilots
master brake cylinders lack reservoirs, they are hydraulically paired to the pilots master brake cylinders.
All other models are supplied fluid from a single fluid
reservoir located on the left forward side of the firewall. The brakes are actuated by applying toe pressure to the tops of the rudder pedals. The parking
brake system uses a panel mounted control knob and
cable connected to the parking brake valve. To apply
the parking brake, depress the tops of the rudder
pedals and pull the control knob (PARK BRAKE)
straight out, then release toe pressure or pull the
control knob out and then apply toe pressure as parking brake valve acts as a check valve and will not allow fluid to return to the master cylinders. To release the parking brake, depress the rudder pedals
and push control knob to the full-in position. Aluminum tubing is used for all hydraulic brake lines except at the brake master cylinders, wheel brake cylinders and main landing gear pivot points at wing spar
where flexible hoses are used.
Figure 6-10 may be used as a guide during disassembly, repair and reassembly. Repair is limited to the
replacement of parts, cleaning and adjustment. Use
clean hydraulic fluid as a lubricant during reassembly
of the cylinders.
REMOVAL OF PILOTS MASTER BRAKE CYLINDERS
a.
Release parking brake.
b.
Reduce brake system pressure to zero.
c.
Disconnect brake master cylinders from top
attaching points.
d.
Disconnect cylinders from bottom attach points.
e.
Disconnect hydraulic hoses from cylinder and
remove cylinders.
f.
Plug or cap hydraulic fittings, lines and hoses
to prevent contamination.
Disassembly and Repair
Figure 6-10 may be used as a guide during disassembly, repair and reassembly. Repair is limited to the
replacement of parts, cleaning and adjustment. Use
clean hydraulic fluid as a lubricant during reassembly of the cylinders.
INST ALLATION
To install the pilots master brake cylinders, reverse
the removal procedures and fill and bleed brakes in
accordance with the brake bleeding procedures.
REMOVAL OF COPILOTS BRAKE CYLINDERS
a.
Release parking brake.
b.
Reduce brake system pressure to zero.
c.
Disconnect brake cylinders from top and bottom
attaching points and remove cylinders.
d.
Disconnect hydraulic hoses from cylinders.
e.
Plug or cap hydraulic fittings, lines and hoses
to prevent contamination.
INST ALL AT ION
To install the copilots brake cylinders, reverse the
removal procedures and fill and bleed brakes in accordance with the brake bleeding procedures.
REMOVAL AND DISASSEMBLY OF BRAKES
a.
Release parking brake.
b.
Reduce brake system pressure to zero.
c.
Disconnect and cap brake line from brake housing (see Figure 6-11).
d.
Remove cap bolts that join brake cylinder and
back plate assembly.
e.
Slide brake cylinder from torque plate.
f.
Remove pressure plate by Sliding it off anchor
bolts.
g.
The piston may be removed by injecting low
air pressure in cylinder fluid inlet to force piston
from housing.
h.
Check anchor bolts for wear. If anchor bolts
are nicked or gouged, they should be replaced to prevent binding with pressure plate or torque plate.
i.
When anchor bolts are replaced they must be
pressed out.
j.
New anchor bolts are replaced by tapping in
place with a soft mallet.
Inspection and Repair of Wheel Brake Assembly
a.
Clean all parts except brake linings and O-rings
in dry cleaning solvent and dry thoroughly.
b.
Replace 0- rings at each overhaul. If their
reuse is necessary, wipe with a clean cloth soaked
in hydraulic fluid and carefully inspect for damage
MOT.
Thorough cleaning is important. Dirt
and chips are the greatest Single cause
of malfunctions in the hydraulic brake
system.
c.
Inspect brake cylinder bore for scoring. A
scored cylinder may leak or cause rapid O-ring wear.
Replace scored cylinder.
d.
Check brake disc for grooves, scratches or pits.
e.
Check brake linings. Replace when worn to
a minimum thickness of 3/32 of an inch. Remove
lining by drilling or punching out old rivets and installing new linings using proper (#561) rivets.
ASSEMBLY AND INSTALLATION OF BRAKES
a.
Lubricate piston O-ring with clean hydraulic
fluid and install on piston. Slide piston in cylinder
housing until flush with surface of housing.
b.
Slide lining pressure plate on anchor bolts of
housing.
6-19
SECTION VI
LANDING GEAR,
WHEELS AND BRAKES
NOSE GEAR
Tire Size
5.00 x 5 (4Ply)
STRUT PRESS.
TIRE PRESS.
(112) -
31 PSI (112) -
90 PSI
(l12B/TC/TCA) (112B/TC/TCA)
- 120 PSI
- 50 PSI
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
(112) - 29 PSI I (112) - 150 PSI
Tire Size
i
6.00 x 6 (6 Ply) i(112B/TC/TCA) '(112B/TC/TCA)
- 38 PSI
395 (':: 10) PSI
i
-
Figure 6-9. Tire and Strut Inflation Pressures
c.
d.
disc.
e.
Slide cylinder assembly on torque plate.
Position back plate between wheel and brake
Install bolts to secure assembly.
Connect brake line to brake cylinder.
f.
Fill and bleed brake system in accordance
wi th brake bleeding procedures.
BRAKE BLEEDING
Bleed Up Procedure.
thru 380).
Connect a transparent line to brake assembly
d.
bleed port.
e.
Connect a manual hydraulic pump to transparent
line and force bleed brake assembly up to bleed tee in
wing wheel well.
NOTE
MAIN GEAR
•
ROCKWELL
COMMANDER
112/B/TC /TCA
MAINTENANCE MANUAL
MODEL 112 (Serial numbers
a.
Place drip pan under pilots master cylinders to
protect airplane interior, wipe off top of master cylinders and then remove left (or right) master cylinder
filler plug.
Loosen cap at bleed tee in left (or right) wing
b.
wheel well.
c.
Remove left brake (or right brake) assembly
from landing gear as follows:
NOTE
Do not disconnect hydraulic hoses
from brake assembly.
1.
Disconnect clamp holding hydraulic hose
on landing gear yoke.
20
Remove screws holding pressure plate
against brake disc.
3.
Remove bolts holding brake housing and
remove brake assembly from wheel.
NOTE
Do not allow brake piston to fall out
of brake housing.
Use MIL-H-5606 hydraulic fluid in
hydraulic pump.
f.
After all air bubbles have been removed from
brake assembly and brake line up to bleed tee in wing
wheel well, retighten cap on tee.
g.
Loosen cap at bleed tee on left (or right) brake
line, at parking brake valve assembly.
h.
Put parking brake control in OFF position.
i.
Using manual hydraulic pump, still connected
to brake assembly, continue to force bleed brake line
up to bleed tee at parking brake valve assembly until
air bubbles are removed.
j.
After air bubbles have been removed up through
parking brake valve, retighten cap on parking brake
valve assembly tee.
k.
Connect another transparent line to filler plug
hole in pilots left (or right) master cylinder, using
a union, and route transparent line to a collector pan.
NOTE
Do not remove drip pan from under
master cylinder.
1.
Using manual hydraulic pump, still connected to
brake assembly, continue to force bleed brake line
from main gear through parking brake valve assembly,
copilot master cylinder and pilot master cylinder to
remove air bubbles.
NOTE
Collector pan will begin to fill with
hydraulic fluid. It is necessary to
keep end of transparent line submerged in fluid to prevent air from
being drawn back into brake line.
m.
Bleed brake line until satisfied that all air
bubbles are removed from system.
NOTE
It may be necessary to actuate pilot
4.
Reinstall pressure plate on brake housing.
5.
Fabricate a 1 inch by 2 inch shim from
1/4 inch plate stock.
6.
Insert fabricated shim in brake assembly
to prevent brake piston from falling out of brake
assembly when actuating brakes.
7.
Allow brake assembly to drop down, on
flex hose, so brake assembly bleed port is
pointing straight down.
6-20
and copilot brake pedals to dislodge
air bubbles.
n.
When assured that all air bubbles are removed from brake line, leave transparent line submerged in collector pan. Remove transparent line
from brake assembly and install cap on brake assembly bleed port.
Change 3
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
COPILOT'S BRAKE
CYLINDER-(DUAL INSTALLATION MODEL 112
SECTION VI
LANDING GEAR,
WHEELS AND BRAKES
PILOT'S BRAKE
MASTER CYLINDER
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
PILOT & COPILOT BRAKE
CYLINDER MODEL 112B/TC/TCA
MODEL 112 ONLY
1.
2.
3.
4.
5.
6.
CLEVIS
LOCKNUT
FILLER PLUG
SNAP RING RETAINER
SQUARE CUT SEAL
O-RINGS
7. THRUST COLLAR
X2610
Figure 6-10. Brake Cylinder Assemblies
6-21
SECTION VI
LANDING GEAR,
WHEELS AND BRAKES
NOI.
If transparent line is not kept
submerged in fluid in collector
pan, at all times, air will be
drawn into brake lines.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
o.
Remove transparent line from pilot master cylinder and install filler cap.
p.
Wrap master cylinder filler port cap with shop
towel to prevent hydraulic fluid from squirting on
aircraft upholstery when pumping brakes.
q.
Pump brakes until pressure builds up.
r.
If brake is still soft, repeat steps a. through q. ,
until all air bubbles are removed from brake lines.
s.
Remove shim installed in step c. 6.
t.
Reinstall left (or right) brake on wheel.
u.
Repeat steps a. through s., for bleeding right
brake lines.
Vo
After both left and right brake lines have been
bled, remove drip pan and collector pan.
w.
Reinstall items removed in steps c. 1. and c. 2.
x.
Functional test brake system.
y.
Functional test landing gears by performing
a gear retraction test to assure brake lines in wheel
wells are clear of gear during operation.
:Mixed Bleed. MODEL 112 (Serial numbers 381 and
subsequent) and MODEL 112TC (Serial numbers thru
13149) .
Connect a transparent line to brake assembly
d.
bleed port.
e.
Connect a· manual hydraulic pump to transparent
line and force bleed brake assembly up to bleed tee in
wing wheel well.
f.
After all air bubbles have been removed from
brake assembly and brake line up to bleed tee in wing
wheel well, retighten cap on tee.
g.
Put parking brake control in OFF position.
h.
USing manual hydraulic pump, still connected
to brake assembly, continue to force bleed brake line
up to bleed tee at firewall. Bleed tee (forward of copilot's master cylinder) until air bubbles are removed.
i.
Pull parking brake valve to ON pOSition captivating hydraulic fluid from brake assembly bleed port
to park brake valve.
j.
Fill pilot's master cylinder reservoir. Use
caution to maintain reservoir "brim full" while
"pumping" master cylinder.
k.
Loosen cap on firewall bleed tee and pump
master cylinder until there are no bubbles at tee.
1.
Retighten cap on firewall bleed tee.
NOI.
Keep master cylinder reservoir full
at all times.
It may be necessary to actuate co-pilot
brake pedal to dislodge air bubbles.
a.
Place drip pan under pilot's master cylinders
to protect aircraft interior, wipe off top of master
cylinders and remove left (or right) master cylinder
filler plug.
b.
Loosen cap on bleed tee in left (or right) wing
wheel well.
c.
Remove left brake (or right brake) assembly
from landing gear as follows:
NOI.
Do not disconnect hydraulic hoses
from brake assembly.
1.
Disconnect clamp holding hydraulic hose
on landing gear yoke.
2.
Remove screws holding pressure plate
against brake disc.
3.
Remove bolts holding brake housing and
remove brake assembly from wheel.
NOI.
Do not allow brake piston to fall out of
brake housing.
Reinstall pressure plate on brake housing.
Fabricate a 1 inch by 2 inch shim from
1/4 inch plate stock.
6.
Insert fabricated shim in brake assembly
to prevent brake piston from falling out of brake
assembly when actuating brake.
7.
Allow brake assembly to drop down, on flex
hose, so brake assembly bleed port is pointing
straight down.
4.
5.
6-22
ROCKWELL
COMMANDER
112/B/TC /TCA
MAINTENANCE MANUAL
m.
When assured that all air bubbles are removed
from brake line, remove transparent line from brake
assembly and install cap on brake assembly bleed port.
n.
Place parking brake control in OFF pOSition.
o.
Wrap master cylinder filler port cap with shop
towel to prevent hydraulic fluid from squirting on
aircraft upholstery when pumping brakes.
p.
Pump brakes until pressure builds up.
q.
If brake is still soft, repeat steps a. thru p.
until air bubbles are removed from brake lines.
r.
Reinstall left (or right) brake on wheel.
s.
Repeat steps a. thru r. for bleeding right
brake lines.
t.
After both left and right brake lines have been
bled, remove drip pan.
u.
Reinstall items removed from main gear.
v.
Functional test brake system.
w.
Functional test landing gear by performing
a gear retraction test to assure brake lines in wheel
wells clear gear during retraction and extension.
Brake Bleeding Procedure. MODEL 112B. MODEL
112TC (Serial numbers 13150 and Subsequent)
MODEL 112TCA.
a.
Use a manual pump and MIL-H-5606 hydraulic
fluid.
b.
Install return line for manual system to top of
hydraulic reservoir.
c•
Install supply line to bleed tee at Wing Station
66.00 left side (see Figure 1-2 for station locations.
d.
Parking brake - OFF.
e.
Using manual pump, bleed brake system to
ROCKWELL
COMMANDER
112/B/TC/TCA
SECTION VI
LANDING GEAR,
WHEELS AND BRAKES
MAINTENANCE MANUAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
8
1.
2.
3.
4.
5.
BLEEDER CAP
BLEEDER SCREW
O-RING
PISTON
RIVET (#561)
6.
7.
8.
9.
10.
PRESSURE PLATE
LININGS
BACK PLATE
ANCHOR BOLT
TORQUE PLATE
7
10
MODEL 112
)(4226
7
8
1. BLEEDER CAP
2.
3.
4.
5.
BLEEDER SCREW
O-RING
PISTON
RIVET (#561)
6. PRESSURE PLATE
10
7. LININGS
8. BACK PLATE
9. ANCHOR BOLT
10. TORQUE PLATE
112B/TC/TCA
)(42281
Figure 6-11. Brake Assembly
6-23
SECTION VI
LANDING GEAR,
WHEELS AND BRAKES
MAINTENANCE MANUAL
reservoir until air bubbles are no longer evident at
return line from top of reservoir.
f.
Parking brake - ON.
g.
Open bleed port at bottom of brake and bleed
system until air bubbles are removed at bleed port.
h.
Tighten bleed port and remove supply line and
cap bleed tee at W . S. 66.00 left side.
i.
Repeat steps b. thru h. for right side.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
6-24
ROCKWELL
COMMANDER
112/B/TC/TCA
TROUBLE·SHOOTING
The best method of trouble-shooting is to decide on
the various causes of a given trouble and then to eliminate causes one by one, beginning with the most
probable. The following trouble-shooting figure lists
some of the most common troubles, which may be
encountered in maintaining the landing gear system,
its probable causes and remedies.
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
PROBABLE CAUSE
TROUBLE
SECTION VI
LANDING GEAR,
WHEELS AND BRAKES
REMEDY
Worn or loose wheel bearings.
Inspect bearing and replace with
new lubricated bearing if necessary:
Tire imbalance.
Remove tire for balance check.
Rebalance.
Worn torque link bolts or bushings.
Check for play, overcenter
tolerance. Replace worn bolts
or bushings.
Loose shimmy dampener mounting.
Remove assembly and test. Service
or replace if necessary.
Incorrect tire pressure.
Check tire pressure. Inflate
to proper PSI (see Figure 6-9).
Wear caused by shimmy dampener.
Inspect shimmy dampener. Service
or replace if necessary.
Spring cylinder operation.
Check for binding or broken spring.
Replace cylinder assembly if necessary. Check adjustment of cable
to tighten spring cylinder.
Cable off guide pulleys.
Inspect cable routing. Reinstall
cable and check pulley guards.
Main wheel brake dragging.
Jack aircraft and check freedom of
rotation. Remove brake line restriction.
Shimmy dampener binding.
Inspect shimmy dampener. Replace
defective part of unit.
Tire imbalance.
Remove tire for balance check.
Rebalance.
Worn or loose wheel bearings.
Check main wheels for play.
Replace with lubricated bearings.
Excessive/uneven
main tire wear.
Incorrect tire pressure.
Check tire pre ssure. Inflate to
proper PSI. (see Figure 6-9).
Main gear strut
botto ms on landing.
Improper strut inflation.
Check strut inflation. Inflate
with zero load on strut. (See
Figure 6-9).
Inspect for leaks. Replace defective parts.
Nose wheel shimmy.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Excessive/uneven
nose wheel wear.
Nose gear fails to
steer properly.
Main landing gear
shimmy.
Defective internal strut parts.
Dragging brakes.
Parking brake valve holding.
Check parking brake valve. Check
and adjust properly.
Figure 6-12. Trouble Shooting The landing Gear System (Sheet 1 of 2)
6-25
SECTION VI
LANDING GEAR,
WHEELS AND BRAKES
PROBABLE CAUSE
TROUBLE
Dragging brakes
(continued)
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Brakes fail to operate.
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
REMEDY
Worn or broken piston return spring.
(in master cylinder)
If brake pedal fails to return after
Restriction in hydraulic lines or restriction in parking brake valve.
Jack up wheel to be checked.
Apply and release brakes, wheel
should rotate freely as soon as
brakes are released. If wheel
fails to rotate freely, loosen
brake line at brake housing to relieve any pre ssure trapped in the
line. If wheel now turns freely,
the brake line is restricted or
there is a restriction in the brake
master cylinder. Drain brake
lines and clear the inside of the
brake line with filtered compressed
air. Fill and bleed brakes. If
cleaning the line fails to give satisfactory results, the master cylinder
or parldng brake valve may be faulty
and should be repaired.
Worn, scored or warped brake discs.
Visually check discs. Replace
brake discs and linings.
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.
Leak in system.
Check entire system for leaks. If
brake master cylinders, parking
brake valve, or wheel brake assemblies are leaking, repair or replace
as necessary.
Air in system.
Bleed system.
Lack of fluid in master cylinders.
Check fluid level. Fill and bleed if
necessary.
Master cylinder defective.
Repair or replace master cylinder.
release and linkage is not binding,
the master cylinder is faulty. Repair or replace master cylinder.
Figure 6·12. Trouble Shooting The Landing Gear System (Sheet 2 of 2)
6-26
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION vn
FLIGHT CONTROLS
SECTION VII
FLIGHT CONTROLS
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
TABLE OF CONTENTS
GENERAL DESCRIPTION ••....•..........••
MAINTENANCE OF FLIGHT CONTROLS ••••.
FLIGHT CONTROL SYSTEMS •.•..••••.••..•
Control Column •.•...•..........••.•..•
Ailerons •.•.•.•........•..••.•.......••
Aileron Trim Tab •..............•......•
Wing Flaps ........................... .
Page
7-1
7-3
7-3
7-3
7-3
7-8
7-8
GENERAL DESCRIPTION
MODEL 112 (Serial numbers thru 380). The aircraft
is equipped with all-metal flight control surfaces consisting of the ailerons, elevators, rudder, and wing
flaps. Dual controls are provided for the ailerons,
rudder and elevators. A switch on the lower right side
of the instrument panel controls the electrically actuated wing flaps. Movable trim tabs installed on the
elevators, are operated by a trim control wheel. The
rudder trim control knob is located just to the left of
the console while the elevator trim control wheel is in
the center of the console. The position of the rudder
trim is indicated by an indicator concentric to the
control knob. The position of the elevator trim is
indicated by an indicator strip viewed through a slot
in the console. A fixed, ground adjustable trim tab
is installed on the left aileron. The control column,
control wheel, and rudder-brake pedals at the pilots
and copilots position are mechanically interconnected
to the push-pull rods, bellcranks, and cables which
actuate the primary flight controls. All primary control surfaces are balanced to prevent surface :flutter
and provide the best possible aircraft control characteristics throughout the complete range of normal
flight speeds. Control cable pulley brackets are provided with guards to prevent the cable from jumping
the pulley groove. The all-metal, 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.
Aileron and Flap Rigging (Alternate Method)
Rudder ...•...•...•.....•..•.•.....•...
Elevators ••••••.......•...••..•.•••.•••
Elevator Trim Tabs •......•.•.......•...
Aileron-Rudder Interconnect ..............
Control Surface Balancing. . • . . . . . • . . . • . .•
TROUBLE SHOOTING ...................
Page
7-10
7-11
7-14
7-17
7-18
7 :...20
7-21
MODEL 112 (Serial numbers 381 and subsequent).
MODELS 112B/TC/TCA. The aircraft is equipped
with all-metal flight control surfaces consisting of
the ailerons, elevators, rudder, and wing flaps.
Dual controls are provided for the ailerons, rudder,
and elevators. A switch on the lower right side of
the instrument panel controls the electrically actuated wing flaps.
Movable trim tabs installed on
the elevators, are operated by a trim control wheel.
The rudder trim control knob is located just to the
left of the console while the elevator trim control
wheel is in the center of the console. The position
of the rudder trim is indicated by a gage in the lower
instrument sub panel on the pilot's side of the aircraft. The position of the elevator trim is indicated
by an indicator strip viewed through a slot in the console. A fixed, ground adjustable trim tab is installed
on the left aileron. The control column, control wheel,
and rudder-brake pedals at the pilots and copilots
pOSition are mechanically interconnected to the p1lshpull rods, bell crank s , and cables which actuate the
primary flight controls. All primary control surfaces
are balanced to prevent surface :flutter and provide the
best possible aircraft control characteristics throughout the complete range of normal flight speeds. Control cable pulley brackets are provided with guards
to prevent to prevent the cable from jumping the
pulley groove. The all-metal, 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.
7-1
SECTION VII
FLIGHT CONTROLS
MAINTENANCE MANUAL
ROCKWELL
COMMANDER
112/B/TC/TCA
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
1. SPACER
2.
3.
4.
5.
6.
7.
8.
IDLER SPROCKET ASSEMBLY
PILOT INPUT SPROCKET ASSEMBLY
FLANGE BEARING
UNIVE RSAL JOINT
O-RING
CONTROL WHEEL SHAFT
CONTROL WHEEL
9.
10.
11.
12.
13.
14.
15.
16.
RETAINER RING
MOUNTING
ELEVATOR ARM
CONTROL YOKE PIVOT BUSHING
AILERON CABLE PULLEY
CONTROL YOKE
CENTER SPROCKETS
CONTROL LOCK
X274
Figure 7-1. Control Column
7-2
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
MAINTENANCE OF FLIGHT CONTROLS
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Special care must be exercised when performing c"ntrol system maintenance. Emphasis shall be given to
security of attachment, correct alignment of rod ends,
use of correct hardware, and proper safetying. Control cables must be free of kinks, pulleys must be
aligned with the cables, and guards must be installed
in the pulley brackets. Position cable pulleys and
route cables to avoid contact with the aircraft structure. Inspect work areas for mislaid tools or parts,
which could foul the 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 ope ration when a control system component
has been replaced or aircraft rigging has been altered.
Rerigging the control systems will seldom be necessary if correct maintenance technique is 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 this is necessary, record the
amount of change required so that fittings may be returned to original position when maintenance or repair is completed. When control system 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. Complete rigging instructions are
provided in succeeding paragraphs, for 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. Cable tensions and control surface
travel measurements are contained in Figure 7 -13.
Ambient temperature and temperature buildup within
the airframe structure affect cable tension and must
be given proper consideration when rigging control
surfaces (see Figure 7 -15). The following procedures
should be followed when rigging control cables.
a.
Rigging should be accomplished in a hangar.
When necessary to rig aircraft in the open it should
be accomplished during coolest part of day with tail
of aircraft pointing toward sun. H aircraft is moved
into a hangar for rigging, allow 90 minutes for control cables to adjust to hangar temperature.
b.
Control cable tension readings should be taken
near the midpoint of cable and never closer than six
inches to a cable terminal or within 18 inches of a
pulley or fairlead. All control surfaces must be in the
streamlined position when cable tension is taken.
FLIGHT CONTROL SYSTEMS
SECTION VII
FLIGHT CONTROLS
control yoke (see Figure 7-1). Chains are wrapped
around the end sprockets, under the center idler sprocket and around the double sprocket on the control yoke.
Direct cables connect to chain-ends through a series
of pulleys to the aileron bellcranks. The elevator
control cables connect to elevator arms on the control
column and route through a series of pulleys to the
elevator bellcrank. Aileron control wheels may be
removed from the control shafts by removing attaching bolts and nuts.
INST ALL AT ION OF CONT ROL COLUMN PIVOT
BUSHINGS AND BEARINGS. Remove the rear seat
and floorboard assembly, front seats, Royalite and
metal console covers from the airplane. Use the
following procedure to replace the two bearings and
bushings (see Figure 7 -1).
a.
Relieve tension from aileron cables at turnbuckles aft of main spar.
b.
Relieve tension from elevator cables at turnbuckles in tailcone.
c.
Remove screw, nut and three washers from
each side of control column pivot. (Note the position
of the three washers so they can be reinstalled in the
same position).
d.
Bottom of control column can now be positioned forward or aft to allow pivot bushings and
bearings to be removed and replaced from inside of
console.
e.
After bushings and bearings have been replaced, align pivot points of control column with
screw holes in console and replace screws, washers
and nuts.
f.
Tighten aileron and elevator turnbuckles,
check tension and rerig as necessary. (Refer to
paragraphs on aileron and elevator control rigging).
g.
Reassemble console covers and install seats.
h.
Be sure all turnbuckle safety clips are properly installed.
INST ALLATION OF O-RING IN CONTROL TUBE
COLLAR.
a.
Remove hardware that attaches control tube
to universal joint and remove tube (see Figure 7-1).
b.
Remove snap ring securing collar in mounting. Slide collar and O-ring out.
c.
Lubricate and install new O-ring on collar.
Use clean MIL-H-5606 hydraulic fluid.
d.
Inspect inside surface of mounting for burrs
or nicks.
e.
Lubricate inside surface of mounting, carefully insert collar with O-ring installed and secure
with snap ring.
£.
Insert control tube through collar and connect
to universal joint.
AILERONS
CONTROL COLUMN
The control column which is supported by bushings and
bearings is attached to the mounting yoke plate located
at the forward end of the console tunnel. Control
wheels are connected to control shafts that are connected to end sprockets on each end of the horizontal
An all- metal aileron is installed outboard of each wing
flap. Each aileron operates on hinges, attached to the
aft wing spar. The aileron control wheels are mechanically interconnected through a series of control
chains, sprockets and cables. Control cables extend
aft from the control column passing under the floor
7-3
SECTION vn
FLIGHT CONTROLS
structure and through idler pulleys to a bracket assembly. The cables are then routed through the bracket assembly and out through the wing to the aileron
bellcranks. Adjustable push-pull rods connect the
aileron bellcranks to the ailerons.
outboard) from wing.
b.
Remove screws attaching aileron stop-bracket
and remove bracket (Model 112, Serial numbers thru 50).
c.
Disconnect aileron push- pull rod from bellcrank.
d.
Identify and disconnect aileron cables from bellcrank.
REMOVAL AND INST ALL AT ION OF AILERONS
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
a.
Disconnect aileron push-pull rod at aileron.
Do not change position of rod end on push- pull rod.
b.
Remove aileron hinge screws.
c.
Remove aileron from aircraft.
Installation of the aileron is the reverse of the removal
procedure. In the event push-pull rod length has been
altered, streamline trailing edge of opposite aileron
with trailing edge of wing and flap and secure with a
temporary lock. Adjust push-pull rod length to align
attaching bolt hole with hole in aileron hinge fitting,
when aileron is in neutral position. Recheck aileron
rigging.
REMOVAL AND INSTALLATION OF AILERON CONT ROL CABLES. Remove the rear seat and floorboard
assembly, front seats, Royalite and metal console
covers from the airplane. Use the following procedure to remove the aileron cables (see Figure 7-2).
NOI.
To help when reinstalling aileron
cables, tag each cable to identify
and attach a wire to each cable end
before drawing it through wing or
fuselage.
a.
Remove aileron bellcrank access plate (furthest outboard) from each wing.
b.
Disconnect aileron cables from turnbuckles
aft of main spar.
c.
Disconnect cable ends from aileron bellcrank
in Wings.
d.
Draw cables from wings into fuselage.
e.
To remove cables from fuselage, disconnect
cables from chains at control column and very carefully feed cable ends between cable guards and pulleys mounted on control column.
f.
Remove cable guard from under pulleys in
console. Also remove cable guards at pulleys aft
of main spar.
g.
Cables may be drawn from console through
spar and removed from airplane.
h.
To replace aileron cables, reverse above
procedure.
i.
Check tenSion and re-rig per Rigging Procedures.
j.
Be sure all turnbuckle safety clips are installed, all cables and cable guards are properly
installed, all jam nuts tightened, then replace all
parts removed for access.
REMOVAL AND INSTALLATION OF AILERON BELLCRANK.
a.
7-4
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
Remove aileron bellcrank access plate (furthest
NOI.
Cables will have to be loosened to
disconnect them from the bellcrank.
e.
Remove bellcrank by removing attaching hardware from top and bottom attaching points.
f.
Replace bellcrank by reversing preceding
instructions.
g.
Recheck cable tension and re-rig as necessary.
RIGGING
NOI.
Flaps must be rigged before the ailerons.
Rigging procedures are typical for both
ailerons.
a.
Remove rear seat and floorboard assembly
to gain access to aileron turnbuckles aft of main
spar. Remove bellcrank access plates on underside
of Wing.
b.
Insert control wheel lock in control column.
c.
Set aileron bellcrank to neutral pOSition with
alignment tool (see Figure 7-2). Alignment tool
number RF 42003 for Model 112 (Serial numbers
thru 50) is available from the factory. On Model 112
(Serial numbers 51 and subsequent) and Models 112B/
TC/TCA, set aileron bellcrank to neutral pOSition
with rig pin. Place rig pin through hole in bellcrank
support and bellcrank.
NOI.
Use the alternate method rigging procedures if alignment tool RF42003 is not
available, or difficulty is encountered
in rigging either with the tool or rig pins.
d.
Assure control chain is located as depicted
in Figure 7-3.
e.
Adjust turnbuckle, located aft of main spar
to obtain correct tension on each cable. (Refer to
Figure 7-13 for correct tenSion).
f.
Adjust push rod to bring trailing edge of aileron O. 16 (± O. 12) inch above outboard end of flap.
Trailing edge is now at zero position. Tighten push
rod check nuts.
g.
Remove bellcrank alignment tool or rig pin
from both ailerons and remove control wheel lock
from control column.
h.
Rotate control wheels clockwise to deflect
right aileron up and left aileron down. Adjust right
aileron stop to pOSition right aileron at 25 (:: 2) degrees up for Model 112 with Serial numbers through
222 and 20 to 27 degrees up position for aircraft with
Serial numbers 223 and subsequent. Left aileron
should be at 9 (::!: 2) degrees down position. Tighten
aileron- stop checknut.
Change 2
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION vn
FLIGHT CONTROLS
MODEL 112 {l THRU 50}
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
ALIGNMENT
TOOL (RF 42003)
\
PUSH-PULL
ROD
/
TURNBUCKLE
CONTROL
X27 12
Figure 7-2. Aileron Controls (Sheet 1 of 3)
7-5
SECTION vn
FLIGHT CONT ROLS
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
MODEL 112·51 THRU 470
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
TURNBUCKLE
X27 12 AS
Figure 7-2. Aileron Controls (Sheet 2 of 3)
7-6
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION vn
FLIGHT CONTROLS
MODEL 112 - 471 AND SUBSEQUENT
MODELS 112B/TC/TCA
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
TURNBUCKLE
,,~/
CONTROL
YOKE
~"t
X27 1285
Figure 7-2. Aileron Controls (Sheet 3 of 3)
7-7
SECTION VII
FLIGHT CONTROLS
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
ing tab, and do not bend more than O. 50-inch tab deflection in either direction.
WING FLAPS
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
CONTROL CHAIN
CONTROL YOKE
AILERON CABLE PULLEY
X271
REMOV AL AND INST ALLATION OF WING FLAPS
Figure 7-3. Aileron Control Chain Location
i.
Rotate control wheels counterclockwise to deflect left aileron up and right aileron down. Adjust
left aileron stop to .obtain a 25 (2- 2) degrees up position for Model 112 with Serial numbers through 222
and 20 to 27 degrees up for aircraft with Serial numbers 223 and subsequent. Right aileron should be at
9 (2- 2) degrees down position. Tighten aileron- stop
checknut.
j.
Check difference between left and right ailerons
in the up position. There shall not be more than four
degrees difference.
k.
Adjust aileron down stops to contact bellcrank
while up stop on opposite side of aircraft is in contact with bellcrank. Tighten aileron-stop check nut
on Model 112 (Serial numbers 471 and subsequent)
and Models 112B/TC/TCA.
1.
Be sure all turnbuckle safety clips are installed,
all cables and cable guards are properly installed
and all jam nuts are tightened, then replace all parts
removed for access.
m.
Check aileron system for friction. If friction
is apparent, check for following:
1.
Frozen, defective or dry bearings.
2.
Control surfaces improperly aligned
with matching surfaces.
3.
Pulleys frozen or cables rubbing.
n.
Check aileron trailing edge free play at inboard end of aileron with aileron in zero degree
rigging position. Check free play does not exceed
0.l2-inch.
NOTE
Do not apply more than one pound
pressure to trailing edge when
measuring free play.
o.
Test fly aircraft and correct one wing low
condition by adjusting ground adjustable trim tab.
See information under Aileron Trim Tab.
AILERON TRIM TAB
A fixed-position trim tab is attached to the left aileron.
A left wing high attitude may be corrected by bending
the trim tab down. Bending the tab up will correct a
left wing low attitude. Use forming block when bend-
7-8
An all-metal wing flap installed on each wing is attached to the aft wing spar and extends outboard from
the fuselage to the ailerons. These wing flaps are
electrically operated and controlled by a switch located on the lower right side of the instrument panel.
Power from the electric motor is transmitted to the
flaps through a jackscrew connected to a torque tube,
and from the torque tube to the flaps with push-pull
rods.
a.
Disconnect flap push- pull rod at flap. Do not
change position of rod end on push-pull rod.
b.
Remove flap hinge bolts.
c.
Remove flap from aircraft.
Installation of the flap is the reverse of the removal
procedure. In the event push- pull rod length has been
altered, the flap will have to be completely re- rigged.
REMOV AL AND INST ALLATION OF FLAP MOTOR
ASSEMBLY
a.
Remove rear seat and floorboard assembly to
gain access to flap motor located aft of main spar.
b.
Separate two connector plugs on flap assembly wire harness and disconnect ground wires.
c.
Remove hardware attaching flap motor jackscrew housing to torque tube (see Figure 7-4).
d.
Remove hardware attaChing forward end of
flap motor assembly to spar mount bracket.
e.
Remove flap motor assembly. To install,
reverse this procedure.
RIGGING. Remove the rear seat and floorboard assembly, and the inboard access plate located between
the wings and fuselage on the under side of the wings.
110'.
Left and right flaps to be rigged at the
same time. Aircraft to be on jacks with
landing gear clear of the ground.
a.
Place a propeller protractor 12 inches aft of
firewall on bottom surface of aircraft at centerline.
Zero protractor.
b.
Position propeller protractor on flap as
shown in Figure 7-11, at 1.50 inches in from outboard edge normal to flap trailing edge. Adjust
push-pull rods to obtain a reading of 11-1/2 (± l)
degrees.
c.
Note three limit switches on flap motor support rod. Refer to forward SWitch as number one,
center switch as number two and aft switch as number three (see Figure 7-5).
d.
Adjust switch number one so jackscrew
collar has just actuated switch lever. Tighten setscrew.
Change 2
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
FLIGHi~COTION
vn
iNTROLS
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
1. PUSH P
2.
3.
4.
5.
6.
7.
TORQ~EULL ROD
SUPPOR TUBE
LIMIT S T BEARING
CH
NUMBER 3
LIMIT
LIMIT SWIT CH NUMBER 2
FLAP MOTO~H NUMBER 1
s:i
.
Figure 7-4 . FI ap Controls Inst a II atlon
7-9
SECTION VII
FLIGHT CONTROLS
while rigging by the standard method. The ailerons
and flaps will have to be rigged simultaneously when
using this procedure.
35 DEGREE WING FLAP/
GEAR WARNING SWITCH
(LIMIT SWITCH NUMBER 3)
25 DEGREE WING FLAP/
GEAR WARNING SWITCH
(LIMIT SWITCH NUMBER 2)
o DEGREE WING FLAP /
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
GEAR WARNING SWITCH
(LIMIT SWITCH NUMBER 1)'
WING FLAP MOTOR
X 27 2
Figure 7-5. Wing Flap Warning Switch
e.
Lower flaps to fully extended position using
propeller protractor, 35 (:t 2) degrees.
f.
Adjust switch number three so jackscrew
collar has just actuated switch lever. Tighten setscrew.
g.
Position flaps 10 (± 2) degrees down using
protractor.
h.
Adjust flap position sender to obtain a reading
on flap pOSition indicator in instrument panel. Reading should be within two degrees of true flap pOSition.
i.
Position flaps at 22-1/2 (± 2-1/2) degrees
using flap pOSition indicator.
j.
Retract landing gear.
k.
Adjust switch number two so jackscrew
collar has just actuated switch lever (gear warning
bell or horn sounds). Tighten setscrew.
1.
Position flaps to 35 degrees. Allow actuator
to shutoff flap motor. Check gear warning bell or'
horn continues to sound through flap range of 22-1/2
(:t 2-1/2) degrees to full down position.
m.
Check flap position indicator reading. Indicator should read 35 (:t 2) degrees.
n.
Position flaps to zero degree. Check gear
warning bell or horn stops sounding at pOSition indicator readings between 25 degrees and 20 degrees.
o.
Recheck indicator zero degree reading.
p.
Recheck 22-1/2 (:I; 2-1/2) degrees indicator
readings.
q.
Lower landing gear.
r·
Make sure all jam nuts are tightened and all
switches are secure, then replace all parts removed
for access.
I
•
AILERON AND FLAP RIGGING(ALTERNATE METHOD)
This alternate method of rigging ailerons and flaps
is provided in the event problems are encountered
7-10
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
a.
Place propeller protractor 12 inches aft of
firewall on bottom surface of aircraft at centerline
(see Figure 7-11). Adjust protractor to zero degrees.
Be certain protractor is not rotated 180 degrees.
b.
Set flaps in fully retracted position and adjust
push-pull rods to obtain a reading of 11-1/2 (± 1)
degrees.
c.
Set protractor on outboard edge of flap and
reset index to zero. This Will also be zero or neutral position for ailerons.
d.
Place protractor on aileron surface 1.50
inches out from inboard edge of aileron normal to
trailing edge.
e.
Loosen aileron control cables and place
ground adjustable aileron tabes) in center position.
f.
Set aileron bellcrank so aileron push-pull
rod is directly under bellcrank pivot point, see
Figure 7-11. Clamp or hold bellcrank in this position.
Adjust aileron push-pull rod to pOSition ailg.
eron 9 (± 2) degrees down from neutral.
h.
Adjust aileron stop to obtain 25 (1" 2) degrees
up position on aileron for Model 112 with Serial num-I
bers through 222 and 20 to 27 degrees up pOSition for
aircraft with Serial numbers 223 and subsequent.
i.
Repeat steps f. thru h. for opposite aileron.
j.
Clamp a rigging bar to aileron control wheels
to neutralize control wheels.
k.
Clamp ailerons to flaps.
NO'.
Use spacer blocks on flaps if needed.
1.
Assure control column chain is located as
depicted in Figure 7-4.
m.
Adjust turnbuckle, located aft of main spar,
to obtain correct tension on each cable (refer to
Figure 7-14 for correct tension).
m. Adjust turnbuckle, located aft of the main spar,
to obtain correct tension on each cable (refer to
Figure 7-14 for correct tension).
All cables should be tensiomid evenly
to prevent damage at clamping pOints.
Cables should be tensioned within five
pounds of each other.
n.
Remove any clamps, holding fixtures or rigging
bars.
o.
Assure all turnbuckle safety clips are installed,
all cables and cable guards are properly installed
and all checknuts are tightened.
p.
Turn control wheels clockWise to deflect right
aileron up and left aileron down. Check right aileron
Change 2
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
I
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
for 25 (:!- 2) degrees up position on aileron for Model
112 with Serial numbers through 222 and 20 to 27
degrees up position for aircraft with Serial numbers
223 and subsequent. Check left aileron for 9 (:!- 2)
degrees down position.
q.
Adjust aileron down stops to contact bellcrank
while up stop on opposite side of aircraft is in contact with be1.lcrank. Tighten aileron stop checknut
on Model 112 (Serial numbers 471 and subsequent)
and Models 112B/TC/TCA.
r.
Replace all parts removed for access.
s.
Check aileron and flap systems for friction.
If friction is apparent, check for following:
1.
Frozen, defective or dry bearings.
2.
Control surfaces improperly aligned
with matching surfaces.
3.
Pulleys frozen or cables rubbing.
4.
Check universal joints for wear or
binding.
t.
Test fly aircraft and check for one wing low
condition.
NO'.
Do not attempt to re-rig the ailerons to
correct a wing low condition. A ground
adjustable trim tab installed on the left
aileron can be used for a fine adjustment.
Some aircraft left the factory without the
tabs. These tabs are available from the
factory and can be installed per Service
Letter No. SL-112-7.
RUDDER
Dual rudder-brake control pedals enable the pilot or
copilot to control the rudder, brakes, and nose wheel
steering. The rudder control system consists of mechanical linkage and cables connecting the rudder
pedals to the rudder. The rudder pedals are connected
to rudder bars, which in turn are connected to the
rudder bellcrank with push-pull rods. Cables are attached to the bellcrank and are routed aft through a
series of pulleys to the rudder horn. When force is
applied to one rudder pedal, the cables move in opposite directions, turning the rudder horn and rudder.
The pedals are connected to the nose wheel steering
with cables and bungee assemblies which act as return
springs for the rudder pedals.
REMOV AL AND INSTALLATION OF RUDDER
PEDALS. Use Figure 7-6 as a guide when removing
and installing rudder pedals.
REMOVAL AND INSTALLATION OF RUDDER.
a.
Remove aft baggage curtain and stinger from
airplane.
b.
Relieve tension and disconnect cables from
rudder.
c.
Remove bolts from hinge s.
d.
To install rudder, reverse procedure.
e.
Set cable tension and check rigging and adjustment per rigging procedures.
f.
Be sure all turnbuckle safety clips and properly
installed, then replace all parts removed for access.
Change 2
SECTION VII
FLIGHT CONTROLS
REMOVAL AND INSTALLATION OF CONTROL
CABLES
a.
Remove rear seat and floorboard assembly,
front seats, Royalite and metal console covers and
stinger assembly from airplane.
b.
Remove aft baggage curtain to gain access to
tail cone.
c.
Relieve tension and disconnect cables at turnbuckles (see Figure 7-7).
d.
Remove all cable guards from rudder cable
pulley and disconnect cables from rudder horn.
Cables, from turnbuckle aft, are free for removal.
e.
DiscOlmect cables from rudder bellcrank in
tunnel area and cable s from turnbuckle s forward
are free for removal.
f.
To replace rudder cables, reverse procedure.
g.
Set cable tension and check rigging and adjustment per rigging instructions.
h.
Be sure all turnbuckle safety clips, and al1
cables and cable guards are properly installed. Be
sure all jam nuts are tightened, then replace all parts
removed for access.
RIGGING
a.
Remove baggage compartment curtain to gain
access to turnbuckles in tailcone and remove stinger
to gain access to rudder stops.
b.
Clamp all left and right rudder pedals in neutral
position. The lower forward surface of pedals will
accommodate a metal strai ght edge.
c.
Disconnect turnbuckles and position rudder
surface three degrees to right of zero position (see
Figure 7-13).
Set protractor at waterline 92.70. Set rudder
d.
at three degrees right of zero pOSition and reconnect
control cables at turnbuckles.
e.
Rig control cables to a cable tension of 45
(± 5) pounds.
f.
Check rudder for 3 degree neutral position.
Adjust turnbuckles on nose gear steering cables to
"bottom tf internal stops in spring cartridges, then
tighten turnbuckle past "bottom" 5 (± 3) turns. Maintain 3 degree neutral position. Safety turnbuckles
on Model 112 (Serial numbers 381 and subsequent)
and Models 112B/TC/TCA.
g.
Remove straight edge from rudder pedals.
h.
Push right rudder pedal to stop.
i.
Adjust right rudder travel stop to limit deflection of rudder surface at 28 (t 2) degrees right
of aircraft centerline, 25 (t 2) degrees right of 3
degrees neutral position as shown in Figure 7-13.
Rudder travel shall be 25 (:!- 2) degrees left and right
of neutral position. Tighten checknut on stop. Model
112B right rudder surface deflection is 28 (: 1) degrees right of aircraft centerline. Travel shall be
26
2) degrees left of neutral position and 25 (t 2)
degrees right of neutral position.
e
NO'.
The rudder travel stops are installed
on the empennage forward of the rudder
bellcrank.
j.
k.
Push left rudder pedal to stop.
Adjust left rudder travel stop to limit deflec7 -11
SECTION vn
FLIGHT CONTROLS
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
MODEL 112-1 THRU 380
5
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
8
r
G
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
X 27 6
Figure 7-6. Rudder Pedal Installation
tion of rudder surface as shown in Figure 7-13.
Tighten checknut on stop.
1.
With aircraft on jacks, retract \landing gear
and check rudder system for friction. If friction is
evident, check for following:
1.
Frozen, defective or dry bearings.
2.
Control surface improperly aligned
with matching surface.
3.
Pulleys frozen or cables rubbing.
m.
Check turnbuckles for safety clips and make
sure jam nuts are tight on rudder stops, then replace aft baggage curtain and install stinger.
RIGGING AND ADJUSTMENT OF RUDDER TRIM.
MODEL 112 (Serial numbers thru 380). The rudder
control system must be rigged before rigging the
trim. The aircraft must be on jacks, gear clear of
the ground, and nose gear steering cables slack.
7-12
L. H. PEDAL SUPPORT
R. H. PUSHROD
L. H. PUSHROD
R. H. PEDAL SUPPORT AND SHAFT
RUDDER PEDAL
RUDDER BELLCRANK
RUDDER TRIM BELLCRANK
NOSE GEAR STEERING PULLEY
R. H. PEDAL SUPPORT
L. H. PEDAL SUPPORT AND SHAFT
(Sheet 1 of 2)
a.
Rotate rudder trim knob counterclockwise to
stop_ Rotate knob clockwise four full turns.
b.
Loosen indicator disc on knob and adjust
pointer to horizontal. Tighten in position. This
pOSition is zero degree rudder trim (3 degrees
right of rudder).
c.
Check rudder for zero degree rigging position.
Adjust turnbuckles on nose gear steering cables
(located forward of the firewall) to bottom internal
stops on forward cable against nose wheel steering bungee tube Tighten turnbuckles past bottom
one-half turn minimum to three turns maximum to
maintain zero degree position. Safety wire turnbuckles.
d.
Rotate trim knob counterclockwise to stop.
Check rudder for left movement. Return knob to
zero degree.
eo
Rotate trim knob clockwise to stop. Check
0
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION vn
FLIGHT CONTROLS
MODEL 112 - 381 AND SUBSEQUENT
MODELS 112B/TC/TCA.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
1.
2.
3.
4.
5.
6.
.,-7.
8.
9.
10.
11.
L. H. PEDAL SUPPORT
R. H. PUSHROD
L. H. PUSHROD
R. H. PEDAL SUPPORT AND SHAFT
RUDDER PEDAL
RUDDER BELLCRANK
NOSE GEAR STEERING LINK
R. H. PEDAL SUPPORT
L. H. PEDAL SUPPORT AND SHAFT
RUDDER TRIM BUNGEE
RUDDER TRIM INDICATION CABLE
X276A7
Figure 7-6. Rudder Pedal Installation (She.t 2 of 2)
rudder for right movement. Return knob to zero
degree.
f
Retract gear and check left and right trim
movement.
g.
Check free fall of nose gear to determine no
friction or binding is evident.
0
RIGGmG AND ADJUSTMENT OF RUDDER TRIM.
MODEL 112 (Serial numbers 381 and subsequent)
and MODELS 112B/TC/TCA. The rudder and nose
wheel steering system must be rigged before connecting rudder trim to rudder pedal torque tube arm.
Aircraft must be on jacks, gear extended and clear
of ground.
a.
Clamp all left and right rudder pedals in neutral position. Lower forward surface of pedal will
accommodate a metal straight edge.
b.
With rudder trim bungee disconnected rotate
rudder trim knob right or left until hole in rudder
Change 1
trim clevis is aligned with hole in rudder trim arm
on rudder pedal bar, and install hardware (see Figure 7-6).
c.
Remove straight edge from rudder pedals.
d.
Rotate trim knob clockwise to stop. With
indicator at right index, connect indicator cable to
rudder trim barrel nut, then tighten clamp holding
indicator cable to rudder trim bracket.
e.
Retract landing gear. Rotate trim knob
counterclockwise to stop, and check rudder for right
and left movement.
IIOTE
If position of indicator is not within
one needle width from left index, rerig indicator cable so extreme indicator positions will be equal distance
from right and left indexes.
7-13
SECTION VII
FLIGHT CONTROLS
ROCKWELL
COMMANDER
112/B/TC /TCA
MAINTENANCE MANUAL
5---....
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
179.98
1.
2.
3.
4.
5.
6.
RUDDER BELLCRANK
PULLEY
R.H.RUDDER CABLE
L. H. RUDDER CABLE
RUDDER TURNBUCKLES
RUDDER HORN
X 27 5
Figure 7-7. Rudder Controls
f.
Rotate trim knob clockwise to stop. Check
rudder for right movement. Return knob to neutral.
g.
Check rudder pedal for freedom of movement
as follows: Push right pedal to stop then return pedals
to neutral. Push left pedal to stop then return rudder
pedals to neutral.
h.
Extend landing gear.
i.
Rotate trim knob counterclockwise to stop,
then return knob to neutral.
j.
Rotate trim knob clockwise to stop then return
knob to neutral.
k.
Recheck freedom of movement per step g. above.
vators to move up or down. Two turnbuckles, installed
in the elevator control system between fuselage stations
205.00 and 230.50, permit control cable tension adjustment.
REMOV AL AND INSTALLATION OF ELEVATORS
a.
Disconnect actuator rod.
b.
Remove bolts at hinge.
c.
Remove six screws and two bolts at inboard
end of elevator and remove elevator.
Installation of the elevator is the reverse of the removal procedure •.
ELEVATORS
Each elevator is hinged at three places and attached to
the aft spar of the horizontal stabilizer. The elevators
are operated by the fore and aft movement of the control column. Elevator arms, attached to the control
column in the console tunnel, are connected to control
cables which are routed through a series of pulleys
to the elevator bellcrank. The bellcrank is connected
to the elevator horn with a push- pull rod. When the
control wheel is moved forward or aft, the cables move
in opposite directions, turning the bellcrank, which in
turn pushes or pulls the control rod, causing the ele-
7-14
.
REMOV AL AND INST ALLATION OF ELEVATOR
CONTROL CABLES
a.
Remove front seats, rear seat and floorboard
assembly, console covers, aft baggage curtain and
stinger from airplane.
b.
Relieve tension and disconnect cables at turnbuckles (see Figure 7-8).
c.
Remove cable guards from pulleys and disconnect cables at both ends. Bolts attaching cables
to elevator bellcrank are accessible through holes
in aft fuselage bulkhead.
ROCKWELL
COMMANDER
112/B/TC/TCA
SECTION vn
FLIGHT CONTROLS
MAINTENANCE MANUAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
4
1.
2.
3.
4.
5.
6.
7.
8.
9.
STA. 92.67
ELEVATOR
PULLEY
ELEVATOR
ELEVATOR
BULKHEAD
ELEVATOR
BULKHEAD
ELEVATOR
ELEVATOR
ARM
OOWN CABLE
UP CABLE
- STATION 205
TURNBUCKLES
- STATION 230.50
BELLCRANK
HORN
X 27 8
Figure 7 -8. Elevator Controls
d.
Rubber grommets will have to be pushed out
of holes in fuselage bulkheads so cable ends can be
drawn through holes.
e.
To replace elevator cables, reverse this
procedure.
f.
Set cable tension and check rigging and adjustment per rigging procedures.
g.
Be sure all turnbuckle safety clips and all cable
and cable guards are properly installed. Be sure all
jam nuts are tightened, then replace all parts removed
for access.
RIGGING
a.
With control cables slack, adjust cortrol column
and insert control lock (see Figure 7-1).
b.
Set elevators in zero degree rigging position by
aligning elevator balance horn with horizontal stabilizer. Clamp left and right elevator in position. If
both elevator balance horns do not align with the horizontal stabilizer, clamp both elevators in average
position. This average position shall be the zero
rigging position. Leading edge of elevator must
align with leading edge of horizontal stabilizer within O. 35-inch or :!: 2 degrees.
c.
Adjust control cables to a tension of 65 (-::: 5)
pounds.
d.
Remove control column control lock and remove
clamps from elevator surfaces.
e.
Check angular difference between left and
right elevator does not exceed two degrees.
f.
Remove control lock from control column.
Pull control wheel full aft to stop. Elevator
g.
stops are in aft end of tailcone at pOSition where
cables connect to bellcrank (see Figure 7-11). Adjust up elevator stop cam for 30 (:!: 2) degrees up
elevator. Tighten bolt and nut on up stop cam.
h.
Push control wheel full forward to stop. Adjust
down elevator stop cam for 13 (+2, -1) degrees down
elevator. Tighten bolt and nut on down stop cam.
i.
Assure all turnbuckle safety clips are installed, all cables and cable guards are properly in-
7-15
SECTION VII
FLIGHT CONTROLS
ROCKWELL
COMMANDER
112/B/TC /TCA
MAINTENANCE MANUAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
3
STA. 262.75
'" STA. 179.98
1.
2.
3.
4.
5.
6.
7.
ELEVATOR TRIM PUSHROD
JACKSCREW ASSEMBLY
ELEVATOR TRIM CHAIN
PULLEYS
ELEVATOR TRIM TURNBUCKLES
LEFT ELEVATOR TRIM CABLE
RIGHT ELEVATOR TRIM CABLE
8.
9.
10.
110
12.
13.
14.
15.
COTTER PIN
SPRING
ELEVATOR TRIM INDICATOR STRIP
TRIM WHEEL SUPPORT
ELEVATOR TRIM WHEEL
PULLEYS
AILERON PULLEY BRACKETS
PHENOLIC GUIDE BLOCKS
X279
Figure 7-9. Elevator Trim Controls
7-16
ROCKWELL
COMMANDER
112/B/TC /TCA
MAINTENANCE MANUAL
stalled and all jam nuts are tightened. Replace all
parts removed for access.
ELEVATOR TRIM TABS
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Controllable trim tabs, located on the inboard trailing
edge of each elevator, are operated by an elevator
trim tab control wheel installed in the center console
(see Figure 7-10). A portion of the trim tab control
wheel extends through the center console, and when
rotated, actuates the trim tab through a mechanical
linkage conSisting of cables, chains, jackscrew assembly and push rods that attach to the trim tab.
Turnbuckles between fuselage stations 179. 98 and
262.75 are utilized for rigging and adjusting cable
tensions. An indicator strip, visible through a slot
in the console, indicates neutral, nose up or nose
down positions.
REMOVAL OF ELEVATOR TRIM CONTROL WHEEL
AND CABLES.
a.
Remove front seats, rear seat and floorboard
assembly, console covers and aft baggage curtain
from airplane.
b.
Relieve tension and disconnect cables at turnbuckles (see Figure 7-9).
c.
Remove cable guards from elevator trim
pulleys located in aft part of fuselage.
d.
Pull left, or nose down cable, down far
enough to gain access to point where cable end is
attached to elevator trim control chain and disconnect
cable. Repeat for right, or nose up cable.
e.
Remove cable guard from pulley cluster located at station 179.98.
f.
Remove screws, nuts and washers attaching
phenolic guide blocks to aileron pulley bracket, located aft of main spar. Remove guide blocks.
g.
Remove cable guard from pulley cluster located beneath trim wheel.
h.
Remove trim wheels by disconnecting elevator trim indicating strip and removing cotter pins
from trim wheel supports.
i.
Lift trim wheel up, draw cables out through
console, unwrap cable s from trim wheel drum and
pull cable swage pin out of drum.
INST ALL AT ION OF ELEVATOR TRIM CONTROL
WHEEL AND CABLES.
a.
Determine which of two elevator trim cable
ends has right hand threads. This portion of cable
must be used as right elevator trim cable.
b.
Find center of cable, (where swage pin is
installed) and insert swage pin into hole in trim
wheel drum (see Figure 7-10).
c.
Hold trim wheel up and wrap right portion
of cable clockwise, four wraps, around drum (see
Figure 7-10. Wrap tape around cables to temporarily hold in plac e.
d.
Wrap left portion of cable, counterclockwise,
four wraps around drum (see Figure 7-10). Wrap
tape around cables to temporarily hold in place.
SECTION VII
FLIGHT CONTROLS
e.
Install trim wheel and insert cotter pins
through supports.
f.
Route cables around trim cable pulleys as
depicted in Figure 7-10 and back through console.
g.
Feed cables between aileron pulley bracket
and install phenolic guide blocks.
h.
Route cables under baggage compartment
floor and through pulleys at station 179.98.
L
With elevator trim tab neutralized, ends of
trim chain should be even. Connect two rear trim
cable s to trim chain. Be sure that right rear cable
has left hand threads on end that screws into turnbuckle.
j.
Be sure cables are not crossed and are in
proper pulley grooves, then clamp trim wheel in
neutral position. (Neutral position is with swage
pin straight up, and four cable wraps on each side).
With elevator trim tab in neutral pOSition, connect
cables at turnbuckles. Adjust turnbuckles to obtain
correct tension on each cable. (Refer to Figure
7-13 for correct tenSion).
k.
If elevator trim indicator strip has been removed, wrap end around trim wheel shaft, counterclockwise, three wraps, and install ring to secure.
Hook other end of strip to spring. Assure that trim
wheel is in neutral pOSition; indicator strip should
indicate neutral.
L
Check rigging and adjustment per paragraph on
Rigging and Adjustment of Elevator T rim Controls.
m.
Be sure turnbuckle safety clips and cable and
cable guards are properly installed; then replace all
parts removed for access.
REMOVAL AND INST ALL AT ION OF ELEVATOR
TRIM JACKSCREW COMPONENTS
a.
Remove aft baggage curtain from airplane.
b.
Relieve tension on elevator trim cables by
loosening turnbuckles located in tailcone. (Apply
tape to cable on trim wheel).
c.
Remove jackscrew access plates located on
bottom of stabilizer.
d.
Disconnect chain from cable by removing
master link and pull chain from around sprocket.
e.
Remove stop guard bracket by removing retaining bolts.
f.
Drive out roll pin, then remove sprocket by
unscrewing.
g.
Disconnect push rod from elevator and remove
elevator.
h.
Remove internal components of jackscrew by
pulling push rod aft.
i.
Clean parts thoroughly with cleaning solvent.
j.
After parts have dried, install existing jaCkscrews in existing elevator trim actuator housing
and operate jackscrews through their entire range of
travel.
k.
If any roughness is noted, inspect jackscrews
for nicks or burrs.
1.
If nicks or burrs are found on jaCkscrews, remove with crocus cloth or if necessary, replace
jackscrews.
m.
Before reassembling elevator trim actuator
assemblies, lubricate jackscrew threads with molyb-
7-17
SECTION VII
FLIGHT CONTROLS
MAINTENANCE MANUAL
ROCKWELL
COMMANDER
112/B/TC/TCA
move trim tab 3.30 f degree s. Check that angular
difference between left and right elevator trim tab
does not exceed, 1 degree.
i.
Reconnect turnbuckles. Adjust cable tension
to 12-15 pounds.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
After the turnbuckles have been adjusted,
recheck the cable tension.
1. ELEVATOR TRIM WHEEL
2. SWAGE PIN
3. ELEVATOR TRIM CABLES
e
X 27 3
Figure 7-10. Elevator Trim Wheel
dentlm disulphide type lubricant (MIL-G-~1164) such
as Aero Shell #17.
n.
Assemble and install jackscrew assembly
by reversing removal steps.
o.
Check rigging and adjustment per paragraph
on Rigging and Adjustment of Elevator Trim Controls.
p.
Be sure turnbuckle safety clips are properly
installed, then replace all parts removed for access.
RIGGING AND ADJUSTMENT OF ELEVATOR TRIM
CONTROLS
a.
Install control wheel lock in con~rol column.
b.
Rotate elevator trim wheel until zero degree
pOSition is reached. At zero degree position swage
pin (Figures 7-9 and 7-10) will be at 12 o'clock position and three cable wraps will be visible on each side
of swage pin.
c. "', Separate control cables at turnbuckles.
d.
Disconnect elevator trim tab push rod at actuator
jackscrew.
e.
Adjust actuator jackscrew to obtain a dimension
of 2.05 inches between actuator housing and centerline
of hole in end of jackscrew.
f.
Connect elevator trim tab push rod to actuator
jackscrew.
g.
Align elevator trim tab trailing edge with elevator trailing edge at zero degree. Clamp elevator
trim tabs in zero position.
h.
Relocate chain on actuator sprocket as required.
Moving chain one tooth on sprocket will move tab
0.30' degree. 1/2 turn of actuator jackscrew will
7-18
j.
Be sure turnbuckle safety clips, cotter pins
and .cables and cable guards are properly installed,
then replace all parts removed for access.
k.
Remove clamps from control surfaces.
1.
Turn elevator trim wheel aft until elevator trim
tab is 26 (: 1) degrees down relative to elevator.
m.
Check pOSition of chain on left actuator sprocket
and back off chain by turning trim wheel as required to
install chain position stop. Recheck that stop limits
tab travel to 26 (: 1) degrees down.
n.
Turn elevator trim wheel forward until tab is
15 2) degrees up relative to elevator.
o.
Check position of chain on left actuator sprocket
and back, off chain by turning trim wheel as required
to install chain position stop. Recheck that stop limits
tab travel to 15 (: 2) degrees up.
p.
Check that both left and right trim tabs angular
difference does not exceed one degree.
q.
Check trim tabs free play with elevators full
down and full nose down trim. Trailing edge of trim
tabs should not exceed a maximum
of .045.
r.
Remove control wheel lock
column.
AILERON-RUDDER INTERCONNECT
AILERON-RUDDER INTERCONNECT RIGGING.
MODELS 112B/TC/TCA. The aileron and rudder
systems must be properly rigged before rigging
aileron-rudder interconnect.
a.
Remove rear seat and floor boards.
b.
Install control wheel lock in control column.
c.
Clamp all right and le~t rudder pedals in
neutral position. Lower forward surface of pedals
will accommodate a metal
. ht edge.
d.
Attach clamp and pia
right (left) rudder
control cable 0.65 inches forWard of flap torque tube
(see Figure 7-12).
e.
Install right (left) spring and cable assembly
(see Figure 7-12).
f.
Preload interconnect spring O. 50 inches, and
clamp cable end to aileron balance cable.
g.
Install cable guards on pulley.
h.
Repeat steps d. through g. to install left (right)
interconnect cable assembly.
i.
Remove straight edge from rudder pedals, and
control lock from control column.
j.
Check aileron and rudder systems for freedom
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION vn
FLIGHT CONTROLS
STOP
~ ADJUSTMENT
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
I-'-PANEL
I
I
FIREWALL-I
I
.....-ct
-.-~
0°
RUDDER .
VERT STAB.
-12'OO"~
\
PROPELLER
/PROTRACTOR
~______________~~~______~t
WRP
11_1/2° (!1 0 )
~t FLAP
0°
POSITION
X27 13
Figure 7-11. Control Surfaces Rigging (Sheet 1 of 2)
7-19
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION VII
FLIGHT CONTROLS
AILERON
PUSH-PULL ROD
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
FUSELAGE
STATION
144.26
c~~l,
"
~~
FLAP MOTOR
ASSEMBLY
X27 13 A5
Figure 7-11. Control Surfaces Rigging (Sheet 2 of 2)
of movement and full travel.
k.
Be sure all clamps are tight and cable guards
are installed, then replace all parts removed for
access.
CONTROL SURFACE BALANCING
All flight control surfaces are balanced to provide the
best possible aircraft control characteristics throughout the full range of normal flight speeds. Control surface balance should be checked after painting, repair,
or other maintenance actions which would alter its
weight and weight distribution. Balancing articles
similar to those shown in Figure 7-14, should be used
for control surface balancing. Balancing should be
accomplished in a draft free area. Changes to control surface balance, which exceeds specified tolerances, can be avoided by employing correct maintenance technique when painting or repairing a surface.
When repainting a control surface carefully remove
existing paint and primer. Suspend surface from its
leading edge and apply new primer and paint evenly
to all surfaces. When sheet metal repairs are required, weigh the material removed from the surface
in preparation for repair. The weight of material
used to accomplish a repair should be as near as
7-20
BELLCRANK POSITION FOR
ALTERNATE RIGGING OF
AILERON
possible to the weight of material removed during
repair preparation. To balance a control surface the
entire assembly must be painted and balanced. All
counterweights and rudder and elevator tips must be
inslalled, and all push rods must be connected to
trim tabs and all tabs must be taped in neutral position. To determine if control surfaces are in balance
proceed as follows.
AILERON
a.
Make two balance blocks by nailing together
blocks of wood (lx4x7 and 4x4x4) (see Figure 7-14).
b.
Secure the balance blocks to a flat surface 60
inches apart allowing a 3-inch overhang (see Figure
7-14).
c.
Clamp hinges to top of blocks.
d.
Make a balance beam by marking a 36-inch
1 x 2 board at its midpoint. Attach a stiff wire hook
on beam so it strikes trailing edge of unit, and counter balancing hook by nailing washers on other end
of beam.
e.
Set midpoint of balance beam on hinge line at
mid span of aileron.
f.
Slip wire hook under trailing edge. Vertical
distance between trailing edge and balance beam
should be 2.25 inches.
ROCKWELL
COMMANDER
112/B/TC/TCA
SECTION vn
FLIGHT CONTROLS
MAINTENANCE MANUAL
MODELS 112B/TC/TCA
AILERON-RUDDER
INTERCONNECT
CABLE ASSEMBL!Y.!iS~~?/
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
WING TRUSS
ASSEMBLY
RUDDER
CONTROL CABLES
X'27 Jfi
Figure 7-12. Aileron-Rudder Interconnect Rigging
I
g.
Hang a one pound weight on balance beam fourinches forward of hinge line. Aileron should balance
or trailing edge should rotate up.
h.
Increase or decrease balance weight assembly
as required to balance aileron.
should rotate up.
h.
Increase or decrease balance weight as required
to balance elevator.
ELEVATOR
a.
Attach rods as described in elevator section.
b.
Slide 1/4-inch bolts through upper and lower
hinges. Tighten with jam nuts.
c.
POSition rudder over rods so bolts rest on
rods (see Figure 7-14). Rudder should balance or
trailing edge should rotate up.
d.
Increase or decrease balance weight as required
to balance rudder.
a.
On a flat surface secure two 3/8-inch diameter, 6-inch long rods 45.5 inches apart (see Figure 7-14). Allow rods to hang over edge approximately 3 inches. (A bolt may be mounted in rod
ends to prevent elevator from Slipping off).
Slide 1/4- inch bolts through center and outboard
b.
hinges of elevator.
c.
Position elevator over rods such that bolts rest
RUDDER
on rods.
TROUBLE SHOOTING
d.
Make balance beam as directed in aileron section.
e.
Place midpoint of balance beam over hinge
line of elevator at inboard edge of tip.
f.
Slip wire hook under trailing edge of elevator.
Vertical distance between trailing edge and balance
beam should be 1. 25 inches.
go
Hang a I-pound weight 12.5 inches forward of
hinge line. Elevator should balance or trailing edge
The trouble-shooting figure in this section discusses
symptoms which can be diagnosed and interprets the
results in terms of probable causes and the appropriate corrective remedy to be taken. Review all probable causes given and check other listings of troubles
with similar symptoms. Items are presented in sequence but not necessarily in order of probability.
Change 1
I
7-21
I
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION VII
FLIGHT CONT ROLS
AILERON
UP 250 (:: 20)
DOWN go (~ 20)
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
CABLE TENSION 30 (:t 5) POUNDS
FLAP
ELEVATOR
UP 30° (2" 2°)
DOWN 13° (+2°, -10)
-c
-f~
CABLE TENSION 65 (1" 5) POUNDS
ELEVATOR
TRIM TAB
UP 15° (~ 2°)
DOWN 260 (~ 1°)
~
-E~--==--I~~
-:::~
......
.......
AIRCRAFT
CABLE TENSION:
15 POUNDS MAXIMUM
12 POUNDS MINIMUM
<L
- - - ..?- ~LIFT
CABLE TENSION 45 (± 5) POUNDS
X2711
Figure 7-13. Control Surface Travel and Cable Tensions
7-22
Change 2
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION vn
FLIGHT CONTROLS
FLAT SURFACE
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
AILERON BALANCING
RUDDER BALANCING
A
BALANCE BEAM
~~-WIRE
HOOK
ELEVATOR BALANCING
X27 lOA5
Figure 7-14. Control Surface Balancing
100
~O~~
~~~V
~vy
80
U'J.
~
...:I
Z
01-4
60
U'J.
,.
Z
~
~
~
~
~
~
40
...:I
p:)
~
,. V
u
20
..-V
o
V V
",
V
V
~
~V
V V
V
V
V
~O/
LPf'1
~O~~
~~
40
~
~
~
-
V
V
~
-
V
CABLES TO BE RIGGED _
RUDDER
~ 5.0 LBS
ELEVATOR .± 5.0 LBS _
.±5.0LBS
AILERON
I
20
~
V
60
80
I
100
I
I
120
I
140
TEMPERATURE _ of
Figure 7-15. Cable Tensions Temperature Conversion Chart
7-23
'rROUBLE
AILERON SYSTEM
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION VII
FLIGHT CONTROLS
PROBABLE CAUSE
REMEDY
I
Cable tension too low.
Adjust cable tension as shown in
Figure 7 -13.
Broken pulley.
Replac e pulley.
Cables not in place on pulleys.
Install cables correctly. Check
cable guards.
Pulleys binding or rubbing.
Replace binding pulleys. Allow for
clearance if rubbing pulley brackets
or cable guards.
Control column chains too tight.
Recheck cable tension as shown in
Figure 7-13. Check chain for lubrication, excessive wear and cleanliness.
Cables not in place on pulleys.
Install cables correctly.
Bent aileron.
Repair or replace aileron.
Cable tension too tight.
Adjust cable tension in accordance
with rigging procedures.
Control wheels not
synchroni zed.
Incorrect control column rigging.
Rig in accordance with aileron
rigging procedures.
Control wheels not
horizontal when
ailerons are neutral.
Incorrect aileron system rigging.
Rig in accordance with aileron
ri g'ging procedures.
Incorrect aileron
travel.
Aileron push-pull rods out of rig.
Rig in accordance with aileron
rigging procedures.
Aileron bellcrank stops incorrectly
adjusted.
Rig in accordance with aileron
rigging procedures.
Incorrect rigging of control cables
and/or push-pull rods.
Rig in accordance with aileron
rigging procedures.
Incorrect rigging of bellcranks.
Rig in accordance with aileron
rigging procedures.
Master battery switch OFF.
Turn switch ON.
Circuit breaker out.
Reset circuit breaker.
Defecti ve flap switch.
Replace flap switch.
Defecti ve flap motor.
Replace flap motor.
Defective electrical circuit.
Replace defective wires.
Lost motion between
control wheel and
aileron.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Resistance to control
wheel rotation.
Correct aileron travel
cannot be obtained by
adjusting bellcrank stops.
FLAP SYSTEM
I
Flaps do not extend
or retract.
Stripped or broken jackscrew on
Replace jackscrew assembly.
flap motor.
Figure 7-16. Trouble Shooting Flight Control System (Sheet 1 of 4)
7-24
ROCKWELL
COMMANDER
112/B/TC /TCA
SECTION vn
FLIGlIT CONTROLS
MAINTENANCE MANUAL
TROUBLE
PROBABLE CAUSE
Flaps fail to retract
completely.
. REMEDY
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Up limit switch incorrectly adjusted.
Adjust in accordance with rigging
procedures.
Incorrect rigging of torque tube and/or
incorrect adjustment of push-pull rods.
Rig in accordance with rigging
procedures.
Down limit switch incorrectly adjusted.
Adjust in accordance with rigging
procedures.
Incorrect rigging of torque tube and/or
incorrect adjustment of push-pull rods.
Rig in accordance with rigging
procedures.
Incorrect adjustment of push-pull rods.
Adjust in accordance with rigging
procedures.
Bent push-pull rods.
Straighten or replace.
Bent flap.
Repair or replace flap.
Broken arm assembly on torque tube
or broken push-pull rod.
Replace broken parts.
Disconnected push-pull rod.
Connect push-pull rod, and
recheck rigging procedures.
Cable tension too low.
Adjust in accordance with rigging
proceQures.
Broken pulley.
Replace pulley.
Bolts attaching rudder horn weldment
to rudder arm assembly loose.
Tighten bolts.
Cable tension too high.
Adjust cables in accordance with
rigging procedures.
Pulleys binding or rubbing.
Replace binding pulleys. Provide
clearance if rubbing pulley brackets
or cable guards.
Rudder binding caused by faulty bushing
or bent rudder arm assembly.
Replace bushings or rudder arm
assembly.
Rudder pedal bushings misaligned or
needs lubrication.
Loosen bushings, lubricate and
retighten.
Cables not in place on pulleys.
Install cables correctly.
Bent rudder.
Repair or replace rudder.
Rudder pedals not
neutral when rudder
is streamlined.
Rudder cables incorrectly rigged.
Rig in accordance with rigging
procedures.
Incorrect rudder travel.
Rudder horn assembly stops incorrectly
acljusted.
Adjust in accordance with rudder
rigging procedures.
Flaps fail to extend
completely.
Flaps not synchroni zed
or fail to fit evenly
when retracted.
Flaps on one side
fail to operate.
RUDDER SYSTEM
I
Lost motion between
rudder pedals and rudder.
Excessive resistance to
rudder pedal movement.
Figure 7-16. Trouble Shooting Flight Control System (Sheet 2 of 4)
7-25
SECTION vn
FLIGHT CONTROLS
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
TROUBLE
PROBABLE CAUSE
REMEDY
Insufficient tension on rudder centering
bungees.
Check rigging of rudder centering
bungees.
Trim control knob moves
with excessive resistance.
Friction or binding in system.
Check nose steering system for
broken pulleys and/or proper
lubrication.
Trim indicator fails to
indicate correct trim
position.
Indicator disc out of position on
control knob.
See procedures on rudder trim
rigging.
Continuous undamped
directional oscillation
in flight (feet off
rudder pedals).
RUDDER TRIM SYSTEM
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
ELEVATOR CONTROL SYSTEM
Lost motion between
control wheel and
elevators.
I
Cable tension too low.
Adjust cable tension in accordance
with rigging procedures.
Broken pulley.
Replace pulley.
Cables not in place on pulleys.
Install cables correctly. Check
cable guards.
Cable tension too high.
Adjust cable tension in accordance
with rigging procedures.
Pulleys binding or rubbing.
Replace binding pulleys. Provide
clearance if rubbing pulley guards.
Cables not in place on pulleys.
Install cables correctly. Check
cable guards.
Binding control column pivot bushings.
Lubricate pivot bushing.
Bent elevator fittings.
Repair or replace elevator fittings.
Bushings in elevator fittings needs
lubrication.
Lubricate fittings as required to
gi ve free movement.
Incorrect elevator
travel.
Elevator bellcrank stops incorrectly
adjusted.
Adjust in accordance with rigging
procedures.
Correct elevator travel
cannot be obtained by
adjusting bell crank stops.
Elevator cables incorrectly rigged.
Rig cables in accordance with
rigging procedures.
Resistance to elevator
control movement.
ELEVATOR TRIM CONTROL SYSTEM
Trim control wheel
moves with excessive
resistance.
I
Cable tension too hi gh .
Adjust cable tension in accordance
with trim control rigging procedures.
Pulleys binding or rubbing.
Replace binding pulleys. Provide
clearance if rubbing pulley brackets
or cable guards.
Figure 7-16. Trouble Shooting Flight Control System (Sheet 3 of 4)
7-26
ROCKWELL
COMMANDER
112/B/TC/TCA
TROUBLE
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Lost motion between
tri m control wheel
and trim tab.
Trim indicator fails
to indicate correct
trim position.
MAINTENANCE MANUAL
PROBABLE CAUSE
SECTION vn
FLIGHT CONTROLS
.'
REMEDY
Cables not in place on pulleys.
Install cables correctly.
Trim tab hinge binding.
Lubricate hinge. If necessary
replace hinge.
Defecti ve trim tab jackscrew actuator.
Repair or replace jackscrew
actuator.
Cable tension too low.
Adjust tension in accordance with
procedures.
Broken pulley.
Replace pulley.
Cables not in place on pulleys,
Install cables correctly. Check
cable guards and brackets.
Worn trim tab jackscrew actuator.
Repair or replace jackscrew
actuator.
Indicator incorrectly attached to the
trim wheel shaft.
Attach indicator in accordance
with rigging procedures.
..
,/I
Figure 7-16. Trouble Shooting Flight Control System (Sheet 4 of 4)
7-27/7-28
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION vm
INSTRUMENTS
SECTION VIII
INSTRUMENTS
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
TABLE OF CONTENTS
GENERAL DESCRIPTION ...•...........•. ..
INSTRUMENT SYSTEM MAINTENANCE ......
FLIGHT INSTRUMENTS ....................
Pitot-Static System .... • • . . .. . .. • . . . .. .•
Instrument Vacuum System.. .....•.. .. .•.
Directional Gyro (Optional) .•••.....•...••
Attitude Gyro (Optional) .••...•............
Turn Coordinator (Optional).. . . . . . . . . • • . ..
Altimeter Gage ............•..•.......•.
Airspeed Indicator . . . . . • . . . . . . . . . . . . . . . .•
Rate-of-Climb Indicator (Optional) .•......
Magnetic Compass .•..........••......•.
8-Day Clock (Optional) .•.......•.......•.
Electric Clock (Optional) .••.••...•••.•.••
POWER PLANT INSTRUMENTS .••.•.....•...
Page
8- 1
8- 1
8- 2
8- 2
8- 3
8- 7
8- 7
8- 7
8- 7
8- 7
8- 8
8- 8
8- 8
8- 8
8- 8
GENERAL DESCRIPTION
The standard equipment instrument installation (Figure 8-1) provides all instruments necessary for safe
and efficient operation of the aircraft. With the exception of the magnetic compass and outside air temperature gage, all instruments are installed in the
main instrument panel and sub- panel areas, and are
grouped according to function and ease of surveillance.
Instruments are divided into three groups: Flight
Instruments, Engine Instruments and Miscellaneous
Instruments. All primary flight and gyro instruments
are installed in the left side of the main instrument
panel. Carburetor air temperature indicator, manifold pressure and tachometer gages are mounted in
the lower area of the main panel and the remaining
engine instruments are grouped horizontally across
the left instrument sub-panel. Optional navigation
and communications equipment is located in the center
and right side of the main instrument panel. The
lower right instrument sub-panel contains electrical
system circuit breakers and heating/ventilation control knobs. The manifold pressure and tachometer
gages and the flap indicator and directional gyro are
individually lighted by post lights and visible from
Change 1
Engine Cluster Units ...•.•..............
Manifold Pressure/Fuel Flow Gage ...•....
Manifold Pressure/Fuel Pressure Gage .••.
Tachometer Indicator ...••......•.....•..
Exhaust Gas Temperature Indicator .•..••••
Carburetor Air Temperature Indicator .•.••
MISCELLANEOUS INSTRUMENTS .....•.•.•.•
Suction Gage (Optional) .•.........•.•••...
Ammeter ••....•.•.•..•.•..•............
Voltmeter .....•.•....•.....•......•....
Fuel Quantity Indicators ................. .
Flap Position Indicator ........•..........
Rudder Trim Position Gage ............•..
STALL WARNING SYSTEM ................ .
Page
8- 8
8- 9
8- 9
8- 9
8- 9
8- 9
8- 9
8- 9
14
8-14
8_
8-14A
8-14A
8-14A
8-14A
1
either pilots position. A dditional lighting of the instrument and sub-panel is furnished by flood lights.
Instrument and flood light brilliance can be controlled
by a rheostat control in the instrument panel.
INSTRUMENT SYSTEM MAINTENANCE
Unless otherwise specified, field maintenance of instrument systems is limited to removal and replacement of defective instruments, transmitters, and
probes; authorized in- service adjustment of transmitters and instruments; replacement of indicator
lamps; and repair of instrument systems between
the instrument and signal source. Reliability of the
various instruments and related systems can be maintained 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. Instrument ports and
lines disconnected during system maintenance must
be capped or plugged immediately, to prevent the entrance of foreign material and consequent instrument
8-1
SECTION vm
INSTRUMENTS
ROCKWELL
COMMANDER
l12/B/TC/TCA
MAINTENANCE MANUAL
3
5
4
2
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
0000
7
19
13
8
1.
2.
3.
4.
5.
6.
7.
8.
SUCTION GAGE (OPTIONAL)
CLOCK (OPTIONAL)
AIRSPEED INDICATOR
ATTI'l"UDE GYRO (OPTIONAL)
ALTIMETER
MAGNETIC COMPASS
FLAP POSITION INDICA TOR
EXHAUST GAS TEMPERATURE INDICATOR
(Model 112, 226 and Subsq.)
(Models 112B/TC/TCA)
9. TACHOMETER
10. OIL TEMPERATURE INDICATOR
11. OIL PRESSURE GAGE
12. RATE-OF-CUMB INDICATOR (OPTIONAL)
13. CYLINDER HEAD TEMPERATURE
14. MANIFOLD PRESSURE/FUEL FLOW GAGE
MANIFOLD PRESSURE/FUEL PRESS GAGE
(Models 112TC/TCA)
15. DIRECTIONAL GYRO (OPTIONAL)
16. RIGHT FUEL QUANTITY INDICATOR
17. TURN COORDINA TOR (OPTIONAL)
18. CARBURETOR AIR TEMPERATURE INDICA TOR
(Models 112TC/TCA)
19. LEFT FUEL QUANTITY INDICATOR
20. VOLTMETER
21. AMMETER
22. RUDDER TRIM GAGE
Figure 8-1. Instrument Panel
malfunction. Maintenance procedures pertaining to
a specific instrument or system are contained in subsequent paragraphs. As a general rule it is recommended that the instrument signal source and means
of transmission to the instrument be rung out before
changing an instrument. In cases where dual instruments are installed it may be expedient to exchange
instruments or instrument signal sources as a means
of determining if the malfunction is in the instrument,
signal source, or connecting system.
driven turn coordinator is available. A vertical speed
indicator is also available as part of the pitot- static
instrument system. Refer to Figure 8-1. The pitotstatic system provides pitot (impact) and static (atmospheric) air pressure to the airspeed indicator, and
static air pressure to the altimeter and vertical speed
indicator. The vacuum system gyros are driven by
ambient air drawn into the instrument case to replace
the air evacuated by the vacuum pump. The inlet air
for the gyro instruments is filtered through the instrument vacuum air filter. Refer to the end of this section for vacuum system trouble- shooting procedures.
FLIGHT INSTRUMENTS
PfTOT-STATIC SYSTEM
Flight instruments consist of the magnetic compass,
airspeed indicator, altimeter and, optional vacuumdriven attitude and directional gyro. An electrically8-2
Pitot pressure is provided by the pitot tube installed
near the center of the left wing lower surface. Pitot
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
system tubing is routed from the pitot head, aft to
the rear spar and then inboard to the wing root (see
Figure 8- 2) . From the wing root, the tubing routes
through the center console area, firewall, and then
the pitot pressure line is coupled to the airspeed indicator and static pressure line connected to the airspeed, altimeter and vertical speed indicator. The
static pressure ports are located on both sides of the
aft fuselage at station 205.00.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
MAINTENANCE. flight instruments utilizing pitot
static pressure are highly sensitive to pressure variations. Therefore, all tubing and line connections
must be absolutely air tight to prevent erratic indications. The static system is drained by removing the
sump tube located as shown in Figure 8-2, just below
the alternate static valve. If required, drain the
static system sump tube frequently when operating
the aircraft in humid conditions. Moisture drains
for the pitot system are unnecessary because of the
pitot tube design and location. However, if moisture
should accidentally accumulate within the lines, the
static line may be purged by disconnecting the static
line at the altimeter and applying 2 to 4 psi air pressure to the static line. The pitot pressure line may
be purged by disconnecting the line from the airspeed
indicator and applying 2 to 4 psi pressure to the line.
WARNING
SECTION VIn
INSTRUMENTS
e.
Cut off suction source to maintain a closed
system for one minute. Leakage shall not exceed
tOO-feet of altitude loss as indicated on altimeter.
f.
If leakage rate is within tolerance, slowly release suction 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.
g.
Disconnect static pressure lines from airspeed
indicator and vertical speed indicator, and use suitable fittings to connect lines so altimeter is the only
instrument still connected to static pressure system.
h.
Repeat leakage test to check whether static
pressure system or removed instruments are cause
of leakage. If instruments are at fault, they mu st be
repaired by an appropriately rated repair station or
replaced. If static pressure system is at fault, use
the following procedure to locate leakage.
i.
Attach a source of positive pressure to static
source opening.
I
Be sure that air pressure is directed
toward the pitot head or static ports
and not toward the instruments when
purging the pitot or static system.
INSPECTION AND LEAKAGE TEST. The following
procedure outlines inspection and testing of the static
pressure system, assuming that the altimeter has been
tested and inspected in accordance with current Federal Aviation Regulations.
a.
Ensure that the static system is free from entrapped moisture and restrictions.
b.
Fnsure that no alterations or deformations of
airframe surface have been made that would affect
relationship between air pressure in static pressure
system and true ambient static air pressure for any
flight configuration.
c.
Attach a source of suction to static pressure
source opening. Figure 8- 3 shows one method of
obtaining suction.
d.
Slowly apply suction until altimeter indicates a
1000-foot increase in altitude.
When applying or releasing suction,
do not exceed the range of the vertical
speed indicator or airspeed indicator.
Do not apply positive pressure with
the airspeed indicator or vertical
speed indicator connected to the static
pressure system.
j.
Slowly apply positive pressure until altimeter
indicates a 1000-foot decrease in altitude, and maintain this altimeter indication while checking for leaks.
Coat line connections, static pressure fittings, and
static source external port opening with solution of
mild soap and water, watching for bubbles to locate
leaks.
k.
Tighten leaking connections. Repair or replace any parts found defective.
1.
Reconnect airspeed indicator and vertical speed
indicator to static pressure system and repeat leakage test per steps c. through g.
INSTRUMENT VACUUM SYSTEM
Suction to operate directional and attitude gyro instruments is provided by an engine-driven vacuum pump.
The vacuum pump installed on the engine accessory
housing is gear-driven through a spline-type coupling.
A vacuum regulator valve is used to control system
pressure and is connected between the pump inlet and
the instruments (see Figure 8-4). A central air filter,
filters incoming air to the instruments. A suction
gage, installed as part of the optional vacuum system
8-3
SECTION VIII
INSTRUMENTS
MAINTENANCE MANUAL
ROCKWELL
COMMANDER
112/B/TC/TCA
MODEl 112
MODEL 112TC .....
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
1. EXTERNAL STATIC PORTS
(AFT FUSELAGE)
2. OVERHEAD TEE-COUPLING
3. MAIN SPAR CARRY-THROUGH AREA
4. PITOT MAST MOUNTING COVER
5.
6.
7.
8.
9.
10.
PITOT MAST (LEFT WING)
AIRSPEED INDICATOR
ALTERNATE STATIC SOURCE VALVE
VERTICAL SPEED INDICATOR
ALTIMETER
SUMP TUBE
X28 lAS
Figure 8-2. Pitot.Static System (Sheet 1 of 2)
8-4
Change 2
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION vm
INSTRUMENTS
MODEL 1128
MODEL 112TCA
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
1
1. EXTERNAL STATIC PORTS
(AFT FUSELAGE)
2. OVERHEAD TEE-COUPLING
3. MAIN SPAR CARRY -THROUGH AREA
4. PITOT MAST MOUNTING COVER
5.
6.
7.
8.
9.
PITOT MAST (LEFT WING)
AIRSPEED INDICATOR
ALTERNATE STATIC SOURCE VALVE
VERTICAL SPEED INDICATOR
ALTIMETER
Figure 8-2. Pitot-Static System (Sheet 2 of2)
Change 2
8-4A/8-4B
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
ROCKWELL
COMMANDER
112/B/TC/TCA
SECTION vm
INSTRUMENTS
MAINTENANCE MANUAL
AN Am BULB SIMILAR TO THAT ILLUSTRATED
MAY BE OBTAINED LOCALLY FROM A SURGICAL
SUPPLY COMPANY. THIS IS THE TYPE USED
IN MEASURING BLOOD PRESSURE.
PRESSURE
•
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
.
~--
~CLAMP
THICK-WALL
SURGICAL HOSE
PRESSURE
BLEED-OFF SCREW
~~
<:J
"
AIR BULB WITH
CHECK VALVES
""CLAMP
SUCTION
00 NOT APPLY POSITIVE PRESSURE WITH THE AIRSPEED
AND VERTICAL SPEED INDICATOR. CONNECTED TO THE
STATIC SYSTEM OR DAMAGE WILL RESULT.
X282
Figure 8-3. Pitot-Static Test Bulb
monitors the system for indication of correct suction
pressure. The gage indicates difference in suction
before and after air passes through a gyro. This
differential pressure will gradually decrease as the
central filter becomes dirty, causing a lower reading
on the suction gage. The various components of the
vacuum system are secured by conventional clamps,
mounting screws and nuts. When removing a component, remove the mounting screws and disconnect the
inlet and discharge lines. When installing a vacuum
system component, make sure connections are made
correctly. Use thread lubricant sparingly and only on
male threads. Avoid overtightening connections. Before reinstalling a vacuum pump, coat the pump drive
splines lightly with a high temperature grease such as
Dow Silicone Number 30 (Dow-Corning Co., Midland,
Mich. ).
VACUUM REGULATOR VALVE. A vacuum regulator
valve is installed in the line between the instruments
and the pump. Since the pump is capable of creating
more vacuum than needed, the regulator valve varies
the degree of vacuum placed on the instrument system
as well as protecting the system from too much vacuum.
The regulator valve opens to admit air to the vacuum
pump line when the desired degree of vacuum is attained.
VACUUM FILTER. A dry-element type vacuum system filter cartridge protects the vacuum-driven gyro
instruments from dust and other impurities. The
filter element should be changed every 500 hours or
sooner if the suction gage reading drops below 4. 5
inches of mercury.
Cleaning
The vacuum system regulator valve is adjusted to
maintain 4.5 to 5.2 inches Hg. as indicated on the
suction gage and cannot function properly if the air
filters are dirty. The dry-type filter cartridge and
the regulator valve filter should be changed and the
system cleaned every 500 hours or sooner if the system requires it. In general, low-pressure, dry compressed air should be used in cleaning the system
components removed from the aircraft. Components
that are exposed to engine oil and dirt should be washed
with Stoddard solvent, then dried with a low-pressure
air blast. Check hoses for collapsed inner liners as
well as external damage.
8-5
SECTION VIII
INSTRUMENTS
MAINTENANCE MANUAL
ROCKWELL
COMMANDER
112/B/TC/TCA
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
PUMP DRIVE SPLINE
PUMP DRIVE COUPLING
PUMP GASKET
ENGINE-DRIVEN VACUUM PUMP
VACUUM PUMP EXHAUST
FIREWALL
VACUUM REGULATOR AND FILTER
ARTIFICIAL HORIZON
DIRECTIONAL GYRO
SUCTION GAGE
VACUUM FILTER CARTRIDGE
WASHER
X283
Figure 8-4. Vacuum System Installation
8-6
ROCKWELL
COMMANDER
112/B/TC/TCA
SECTION vm
INSTRUMENTS
MAINTENANCE MANUAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Never apply compressed air to lines
or components installed in the airplane.
The excessive pressures will damage
the gyro instruments. If an obstructed
line is to be blown out, disconnect it at
both ends and blow from the instrument
panel out.
an electrically-driven gyro which is connected to the
white airplane on the face of the indicator. The airplane, which deflects proportionally to the rate of
turn, indicates that the aircraft is turning in the direction (left or right) shown by the airplane. The
bank indicator is a curved, fluid-filled tube containing a ball. Gravitational and centrifugal forces position the ball within the tube to indicate correct lateral
attitude for the rate of turn.
ALTIMETER
Vacuum Regulator Valve Adjustment
When a vacuum regulator valve adjustment is necessary, it is suggested that a suction test gage be installed as a means of verifying the accuracy of the
aircraft suction gage.
a.
Remove vacuum regulator filter.
b.
Install suction test gage in place of aircraft
suction gage.
c.
Loosen adjusting screw checknut on regulator
valve.
d.
With engine operating at 1800 rpm adjust regulator setting to obtain 5.1 .1)inches of mercury.
e.
Tighten adjusting screw checknut on regulator
val ve, do not alter regulator valve setting.
f.
Check filter and be sure it is clean before installation.
g.
Operate engine at 1800 rpm and check for a
gage reading of 4.5 to 5.2 inches of mercury.
h.
Remove test gage and connect vacuum line to
aircraft suction gage and repeat step g., to check
accuracy of gage.
c:
DIRECTIONAL GYRO (OPTIONAL)
The directional gyro is operated from the instrument
vacuum system.
The air-driven gyro rotates with
its spin axis horizontal. Due to gyroscopic inertia,
the spin axis of the gyro remains constant even
though the aircraft direction is changed; therefore,
the relative motion between gyro and instrument case
is indicated on the face of the instrument in degrees.
A knob extending from the instrument is used for directional heading adjustments and caging the gyro.
ATTITUDE GYRO (OPTIONAL)
The attitude gyro indicator provides a visual reference of the aircraft attitude relative to the pitch and
roll axis of the gyro. The gyro, which is air-driven
and operated by the vacuum system, is installed in
the left side of the instrument panel. Correct setting
of the instrument vacuum system and periodic replacement of the instrument air filter are essential
to accurate operation of the instrument.
TURN COORDINATOR (OP'rIONAL)
The turn coordinator consists of two instruments
within one case. The turn coordinator is operated by
The altimeter is an absolute pressure instrument that
converts atmospheric pressure to altitude using sea
level as a reference base (see Figure 8- 5). As atmospheric pressure varies with changes in altitude the
change in pressure is expressed on the instrument
dial in feet above sea level. The altimeter has a fixed dial and is equipped with three concentrically arranged pointers with a range of 20,000 feet. The long
pointer registers in 100-foot increments, the short
pointer registers in 10, ODD-foot increments, and the
remaining pointer registers in 1, ODD-foot increments.
A movable barometric scale, visible through a small
window in the main dial, indicates the barometric
pressure in inches of Hg. An adjusting knob provides
a means of adjusting the three pointe rs and barometric scale simultaneously to correct for changes in
atmospheric pressure and to establish the proper
reference to sea level. . Barometric pressure is
sensed through the instrument static system.
AIRSPEED INDICATOR
MODEL 112. The airspeed indicator registers airspeed in both knots and miles-per-hour (see Figure
8-5). The indicator is operated by the pressure differential between impact air pressure from the pitot
tube and barometric pressure sensed through the static
system. A white arc from 54 to 109 knots (62 to 125
mph) indicates the wing flap operating range. A green
arc from 61 to 143 knots (70 to 164 mph) indicates the
normal operating speed. A yellow arc from 143 to
180 knots (164 to 207 mph) indicates the caution range
in which all operations must be conducted with care
and then only in smooth air. A red radial line at 180
knots (207 mph) indicates the maximum speed at which
the aircraft may be safely flown.
MODELS 112B/TC. The airspeed indicator registers
airspeed in both knots and miles-per-hour (see Figure
8-5). The indicator is operated by the pressure differential between impact air pressure from the pitot
tube and barometric pressure sensed through the
static system. A white arc from 51 to 109 knots (59
to 125 mph) indicates the wing flap operating range.
A green arc from 56 to 143 knots (64 to 164 mph) indicates the normal operating speed. A yellow arc
from 143 to 180 knots (164 to 207 mph) indicates the
caution range in which all operations must be conducted with care and then only in smooth air. A red
radial line at 180 knots (207 mph) indicates the maximum speed at which the aircraft may be safely flown.
MODEL 112TCA.
The airspeed indicator registers
8-7
SECTION VIII
INSTRUMENTS
MAINTENANCE MANUAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
airspeed in both knots and miles-per-hour (see Figure
8-5). The indicator is operated by the pressure differential between impact air pressure from the pitot
tube and barometric pressure sensed through the static
system. A white arc from 52 to 109 knots (60 to 125
mph) indicates the wing flap operating range. A green
arc from 57 to 143 knots (66 to 164 mph) indicates the
normal operating speed. A yellow arc from 143 to
180 knots (164 to 207 mph) indicates the caution range
in which all operations must be conducted with care
and then only in smooth air. A red radial line at 180
knots (207 mph) indicates the maximum speed at which
the aircraft may be safely flown.
ROCKWELL
COMMANDER
112/B/TC/TCA
c.
Position airc raft in a magnetically east direction. Adjust east-west adjustment screw until compass reads exactly east.
d.
Position airc raft in a magnetically south direction. Notice resulting south error. Adjust northsouth adjustment screw so one-half of error is removed.
e.
Position aircraft in a magnetically west direction. Notice resulting west error. Adjust eastwest adjustment screw so one-half of the error is
removed.
f.
Position aircraft in successive magnetically
30-degree directions and record all errors on deviation card furnished with compass.
RATE-Of-CLIMB INDICATOR (OPTIONAL)
The rate-of-climb indicator converts changes in barometric pressure to a rate of aircraft ascent or descent in feet-per-minute. Barometric pressure is
sensed through the instrument static system. The
indicator has a single needle and two adjoining scales,
ranging from zero to 2,000 feet-per-minute to indicate rate of climb or descent from a common zero
point. The 2,000 feet scales are divided into 100foot increments. A recessed slotted screw in the lower
left corner is used to zero the indicator when the aircraft is on the ground.
MAGNETIC COMPASS
The magnetic compass is a semi-floating cylinder encased in a liquid filled case with expansion provisions
to compensate for temperature changes. It is mounted at eye level on the glare shield to afford better
visibility and lessen the effect of vibration and magnetic influences, which cause compass deviation.
It is equipped with compensating magnets that are
adjustable from the front of the case. The compass
should be air- swung and compensated at regular intervals and at any time equipment installations are made
which may cause compass deviation. The compass
is individually lighted by a small bulb which may be
removed and replaced. Pivot covers on the compass
allow access to adjust the compensating magnets and
for the installation of the compass light.
MAGNETIC COMPASS COMPENSATION
Put airc raft in a simulated level flight attitude, see
Leveling in Section no Close doors and place flaps
in a retracted position. Set throttles at cruise position with engines operating.. Place all electrical
switches, alternator, radio and other equipment in a
mode normally used for navigational flight and proceed with the following:
8-DAY CLOCK (OPTIONAL)
A conventional, spring-powered 8-day aircraft clock
with a sweep second hand is installed in the left instrument panel. A pair of red- tipped dummy hands
may be set to indicate takeoff time, estimated time of
arrival, or other uses. The adjustment and winding
knob is in the left lower corner of the instrument.
ELECTRIC CLOCK {OPTIONAL}
An alternate 12 volt quartz crystal clock may be installed in the same location as the 8-day clock. The
clock has a second, minute and hour hand. An adjustment knob, located in the lower left corner of the instrument, adjusts the clock to the proper time of day.
A pair of dummy hands may be set to indicate takeoff
time, estimated time of arrival, and other uses. The
knobs that set these hands are in the center of the
clock. The clock is operational only when the battery
switch is on. The clock must be reset to the proper
time prior to each flight.
POWER PLANT INSTRUMENTS
Power plant instruments provide the means for monitoring the operation and condition of the engine and
include the tachometer indicator, manifold pressure
and fuel flow gage and the engine cluster units: cylinder head temperature and oil temperature indicators
and oil pressure gage. These instruments are operated by fluid pressure; variations in electrical resistance created by temperature sensing probes; or,
in the case of the tachometer, by a drive shaft connected to the engine accessory housing.
ENGINE CLUSTER UNITS
a.
Set adjustment screw s on compensating magnets
to zero. Zero position is when dot on screw is lined
up with dot on compass frame.
b.
Position aircraft in a magnetically north direction. Adjust north-south adjustment screw until compass reads exactly north.
8-8
The engine cluster units installed in the instrument
sub-panel indicate cylinder head temperature and oil
temperature in degrees Fahrenheit and oil pressure
in pounds per square inch (see Figure 8-5). The oil
pressure unit is a direct read instrument that is con-
ROCKWELL
COMMANDER
112/B/TC/TCA
SECTION vm
INSTRUMENTS
MAINTENANCE MANUAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
nected to the oil pressure outlet housing on the engine
accessory case by a small oil line. Minimum and
maximum allowable operating oil pressures are marked
by red radial lines. A yellow arc indicates the caution
range and a green arc indicates the normal operating
range. The oil temperature indicator is electrically
connected t6 a temperature senSing bulb installed on
the oil pressure/oil cooler bypass valve. Changes in
oil temperature are sensed by the bulb and transmitted
to the oil temperature indicator. Temperature variations are registered as changes in electrical current
flow to the indicator. Normal temperature range is
indicated by yellow and green arcs. A red radial line
marks the maximum allowable oil temperature. The
cylinder head temperature unit is also electrically
connected to a temperature sensing bulb installed in
the number four cylinder (number two cylinder on
Model 112B). As the cylinder head temperature increases, the resistance of the temperature bulb decreases which allows the current through the indicator
to increase, which in turn causes the instrument
pointer to indicate a higher temperature reading. The
indicator has a green arc for the normal temperature
range and has a red line to indicate the maximum
operating temperature.
inches, and no bend within three inches of either
terminal. If a tachometer is noisy or the pointer
oscillates, check the cable housing for kinks, sharp
bends and damage. Disconnect the cable at the tachometer and pull it out of the housing. Check the cable
for worn spots, breaks and kinks.
NOI.
A kink may be detected by holding the
cable vertically by one end and slowly
rotating it between the fingers to feel
for binding and jumpy motion.
Before replacing a tachometer cable in the housing,
coat the lower two thirds with AC Type ST - 640 Speedometer cable grease or Lubriplate No. 110. Insert
the cable in the housing as far as possible, then slowly rotate it to make sure it is seated in the engine fitting. Insert the cable in the tachometer, making sure
it is seated in the drive shaft, reconnect the housing
and torque to 50 inch-pounds.
EXHAUST GAS TEMPERATURE INDICATOR
MANIFOLD PRESSURE/FUEL FLOW GAGE
MODELS 112/B. The manifold pressure/fuel flow gage
is a dual indicating instrument. The instrument provides the means to indicate the manifold pressure of
the induction air manifold and monitors the metered
fuel flow rate to the engine (see Figure 8- 5). The left
half of the instrument is used to indicate the manifold
pressure of the induction air manifold in inches of
mercury. The right half indicates gallons/hour of
fuel flow. The fuel flow portion of the instrument is
operated by a pressure line from a fitting on the fuel
flow divider and a vent line sensing ambient pressure
in the engine compartment.
MANIFOLD PRESSURE/FUEL PRESSURE GAGE
MODELS 112TC/TCA. The manifold pressure/fuel
pressure gage is a dual indicating instrument. The
instrument provides the means to indicate the manifold pressure of the induction air manifold and monitors the fuel pressure to the engine (see Figure 8-5).
The left half of the instrument is used to indicate the
manifold pressure of the induction air manifold in
inches of mercurYe The right half indicates psid of
fuel pressure. The fuel pressure portion of the instrument is operated by a pressure line from a fitting
on the fuel flow divider and a vent line sensing ambient
pressure in the engine compartment.
MODEL 112 (Serial numbers 226 and subsequent),
MODELS 112B/TC/TCA. An EGT indicator is installed in the instrument sub-panel, directly above
the engine control levers. The indicator is used to
aid the pilot in selecting various fuel-air mixtures
for cruising flight at less than 75 percent power.
Temperature indications for the EGT indicator are
provided by a temperature probe installed in the exhaust manifold.
CARBURETOR AIR TEMPERATURE INDICATOR
MODELS 112TC/TCA. A carburetor air temperature
indicator, installed in the left side of the instrument
panel, is connected to a sensitive resistance bulb.
This resistance bulb is installed in the induction air
duct between the turbo charger and the carburetor.
As the temperature of the incoming air in the induction air duct varies, the resistance in the bulb varies
and the resulting variations in current are expre ssed
by the indicator in terms of temperature change.
The indicator range is from 0 degrees Fahrenheit to
350 degrees Fahrenheit. A red radial line at 325
degrees Fahrenheit indicates the maximum permissible operating temperature.
MISCELLANEOUS INSTRUMENTS
TACHOMETER INDICATOR
SUCTION GAGE (OPTIONAL)
The tachometer is a mechanical indicator driven at
half crankshaft speed by a flexible shaft (see Figure
8-5). Most tachometer difficulties will be found in
the driveshaft. To function properly, the shaft housing must be free of kinks, dents and sharp bends.
There should be no bend on a radius shorter than six
Change 1
The suction gage, installed as part of the optional
vacuum system, is mounted to the extreme left side
of the main instrument panel (Figure 8- 5). The gage
indicates suction available for operation of the attitude
and directional gyros.
8-9
ROCKWELL
COMMANDER
112/B/TC /TCA
MAINTENANCE MANUAL
SECTION VIII
INSTRUMENTS
ENGINE TACHOMETER
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
2700 RPM
2575 RPM
Red Line
Red Line
MAXIMUM (MODEL 112/B)
MAXIMUM (MODELSl12TC/TCA)
MANIFOLD PRESSURE/FUEL FLOW
12 PSI
At 20.5 GPH
Red Line
MAXIMUM
MODELS 112/B
MANIFOLD PRESSURE/FUEL PRESSURE
Red Line
Green Arc
Red Line
.,.. 42. 0 IN. Hg
15 To SO PSrD
30 PSID
MAXIMUM
NORMAL
MAXIMUM
MODELS 112TC/TCA
X2821
AIRSPEED
*54 (VSO) To 109 KTS
White Arc
**61 (VSL) To 143 KTS
143 To 180 KTS
Green Arc
Yellow Arc
180 KTS
Red Line
FLAP EXTENSION
- 35 Deg.
NORMAL OPERATION
CAUTION (Smooth
Air Only)
NEVER EXCEED
o Deg.
*VSO is power off stall speed; Gear Down, Flaps 35 Deg.
**VSL ~s power off stall speed; Gear Up, Flaps 0 Deg.
MODEL 112
X2822
Figure 8·5. Instrument Markings (Sheet 1 of 5)
8-10
ROCKWELL
COMMANDER
112/B/TC/TCA
SECTION vm
rnSTRUMENTS
MAINTENANCE MANUAL
AIRSPEED
*54 (VSO) To 109 KTS
White Arc
**56 (VSL) To 143 KTS
143 To 180 KTS
Green Arc
Yellow Arc
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
180 KTS
Red Line
FLAP EXTENSION
o Deg. - 35 Deg.
NORMAL OPERATION
CAUTION (Smooth
Air Only)
NEVER EXCEED
*VSO is power off stall speed; Gear Down, Flaps 35 Deg.
**VSL is power off stall speed; Gear Up, Flaps 0 Deg.
MODELS 112B/TC
X2822
AIRSPEED
*52 (VSO) To 109 KTS
White Arc
FLAP EXTENSION
- 35 Deg.
**57 (VSL) To 143 KTS Green Arc
NORMAL OPERATION
143 To 180 KTS
Yellow Arc
CAUTION (Smooth
Air Only)
180 KTS
Red Line
NEVER EXCEED
*VSO is power off stall speed; Gear Down, Flaps 35 Deg.
**VSL is power off stall speed; Gear Up, Flaps 0 Deg.
o Deg.
MODEL 112TCA
X2822
CARBURETOR AIR TEMPERATURE
Red Line
MAXIMUM
MODELS 112TC/TCA
X2827
SUCTION (Optional)
4.5IN.Hg.
4 • 5 - 5. 2 IN. Hg .
5.2IN.Hg.
Red Line
Green Arc
Red Line
MINIMUM
NORMAL
MAXIMUM
XU (;
Figure 8·5. Inst~ument Markings (Sheet 2 of 5)
Change 1
8-11
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION VIII
INSTRUMENTS
OIL TEMPERATURE
l
t
'1
100
a
80
I~
245 280
TEMP
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
XU 7
1000
1600
-
1600 F
245°F
245°F
CAUTION
NORMAL
MAXIMUM
Yellow Arc
Green Arc
Red Line
MODEL 112, 112B (THRU 544), 112TC
AND 112TCA (13000 THRU 13249)
OIL TEMPERATURE
100° - 160°F
160 0 - 245°F
245 0 F
Yellow Arc
Green Arc
Red Line
CAUTION
NORMAL
MAXIMUM
MODEL 112B (545 AND SUBS) AND
112TCA (13250 AND SUBS)
X2829
OIL PRESSU RE
,
, I
'~5 60
90'/
100
a ~ PRESS
25
25 - 60
60 - 90
90
PSI
PSI
PSI
PSI
Red Line
Yellow Arc
Green Arc
Red Line
MINIMUM
CAUTION
NORMAL
MAXIMUM
MODEL 112
Xll 8
OIL PRESSURE
\~I~
•
25
5
60
90rq
100
25
25 - 60
60 - 90
90
PSI
PSI
PSI
PSI
Red Line
Yellow Arc
Green Arc
Red Line
MINIM:UM
CAUTION
NORMAL
MAXIMUM
PRESS
MODEL 112B (500 THRU 544)
X282486
OIL PRESSU RE
)~.
o
0
01
I
25 PSI
Red Line
MINIMUM
25 - 60 pSl
Yellow Arc
CAUTION
Green Arc
NORMAL
60 - 90 PSI
90 - 100 PSI
Yellow Arc
CA UTION
100 PSI
Red Line
MAXIMUM
MODEL 112B (545 AND SUBS)
X2830
OIL PRESSURE
,~
a
100
PRESS
25 PSI
Red Line
MINIMUM
25 - 55 PSI
Yellow Arc
CAUTION
55 - 90 PSI
Green Arc
NORMAL
Yellow Arc
CAUTION
90 - 100 PSI
100 PSI
Red Line
MAXIMUM
MODEL 112TC AND 112TCA (13150 THRU 13249)
X2824
Figure 8-5. Instrument Markings (Sheet 3 of 5)
8-12
Change 1
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION VITI
INSTRUMENTS
OIL PRESSURE
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
X2824
25 PSI
Red Line
MINIMUM
CAUTION
25 - 50 PSI
Yellow Arc
50 - 90 PSI
Green Arc
NORMAL
90 - 115 PSI
Yellow Arc
CAUTION
115 PSI
Red Line
MAXIMUM
MODEL 112TCA (13250 AND SUBS)
MODEL 112TC AND TCA (13150 THRU 13249)
AFTER INCORPORATION OF SL-112-43.
CYLINDER HEAD TEMPERATURE
Green Arc
Red Line
I
/d275~
,
200CYlHEAO~EMP500
Xll 9
NORMAL
MAXIMUM
MODEL 112 AND 112B (500 THRU 544)
CYLINDER HEAD TEMPERATURE
~~'I
•200
Green Arc
Red Line
0°475
TEMP. of
CYL H
X283l
NORMAL
MAXIMUM
MODEL 112B (545 AND SUBS) AND 112TCA
VOLTMETER
10.0 11.3 Volts
11.3 - 12.0 Volts
12.0 - 15.3 Volts
15.3 - 16.0 Volts
Red Arc
Yellow Arc
Green Arc
Red Arc
MINIMUM
CAUTION
NORMAL
MAXIMUM
MODEL 112, THRU 470
XII 10
VOLTMETER
16.0 Volts
X2825
Red Line
MAXIMUM
MODEL 112, 471 AND SUBS.
MODELS 112B/TC/TCA (13150 THRU 13249)
VOLTMETER
,
.10
'
~
"t
•
Q
14 16
TS
X2832
16.0 Volts
Red Line
MAXIMUM
MODEL 112TCA (13250 AND SUBS)
Figure 8-5. Instrument Markings (Sheet 4 of 5)
Change 3
8-13
ROCKWELL
COMMANDER
112/B/TC /TCA
MAINTENANCE MANUAL
SECTION VIn
INSTRUMENTS
I
\
I
,
14
I
.',
E
' F
(I,,"'
,
24,,,,,
0
70
FUEL HIGHT rANK
xu
-
\
'--
70
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
AMMETER
MODELS 112/112TC
MODEL 112B· THRU 544
MODEL 112TCA· THRU 13249
~
I.
o~ (,,41
"
").
F
Af' 14 uAl
FUEl lEFT TANK
XlI llA
RIGHT FUEL QUANTITY
MODELS 1121112TC
MODEL 112B· THRU 544
MODEL 112TCA . THRU 13249
Xll12
,/~,
.~
E
J4v"..,tll u!it;Ab.!
L.t
I;'
llA
LEFT FUEL QUANTITY
-E
4
t
+
A
,
II
E
LAuGtAiH I
I
I
Y.
y,
l
j4 U!':i t;At lJ!)tA81t
II uiJ liAl GAuGtAIH t.
FUEL LEFT TANK
FUEL RIGHT TANK
X2443
X2443
LEFT FUEL QUANTITY
RIGHT FUEL QUANTITY
MODEL 112B· 545 AND SUBSEQUENT
MODEL 112TCA ·13250 AND SUBSEQUENT
MODEL 112B· 645 AND SUBSEUUENT
MODEL 112TCA ·13250 AND SUBSEQUENT
ALTIMETER
Figure 8-5. Instrument Markings (Sheet 5 of 5)
AMMETER
VOLTMETER
The sub-panel mounted ammeter indicates current
flow, in amperes, from the alternator to the battery,
or from the battery to the electrical system (Figure
8-5). With the engine operating, and both halves of
the split master switch ON, the ammeter indicates
the rate of charge being applied to the battery. In
the event of. an alternator malfunction, or if the electricalload demand exceeds the alternator output the
am mete r will indicate the discharge rate of the
battery.
A voltmeter, located in the instrument sub-panel,
allows the pilot to monitor bus bar voltage (Figure
8- 5). When the voltmeter is used in combination
with the ammeter; alternator output, battery charge
or discharge rate and accurate bus bar voltage can
be determined. Normal voltmeter readings should
be within the green arc (12 - 15 volts). Refer to
Section X for details concerning overcharging or insufficient voltage problems (as indicated by two red
arcs on the voltmeter scale).
8-14
Change 2
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
FUEL QUANTITY INDICATORS
The fuel quantity indicators are used in conjunction
with a float-operated variable- resistance transmitter
in each fuel tank. The full tank position of the transmitter float produces a minimum resistance through
the transmitter, permitting maximum current flow
through quantity indicator and maximum pOinter deflection. The fuel quantity indicators, located in the
sub-panel, are marked in quarter increments from
empty through full (Figure 8-5).
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
FLAP POSITION INDICATOR
Wing flap position is electrically indicated by a gage
mounted directly to the right of the flap switch. Posi.tion indications are transmitted by a sending unit
which is actuated by the flap motor jackscrew in the
fuselage.
RUDDER TRIM POSrnON GAGE
Rudder trim position is mechanically indicated on a
dual reading gage installed directly to the right of the
oil temperature indicator in the instrument cluster
unit. The gage indicates both the trim position of the
rudder and nose wheel. This gage is connected by a
cable assembly to the rudder trim control assembly.
Rudder trim indication left or right is proportionately
to the movement of the rudder trim control assembly.
STALL WARNING SYSTEM
A stall warning lift detector switch is located in the
leading edge of the left wing at Station 80.77. The
lift detector switch is slightly spring-loaded to the
open position and is closed while approaching aircraft
stall speed when the air flow stagnation point moves
forward enough to cause a positive pressure on the
aft side of the vane, moving it forward. The lift detector switch is set to close the circuit and sound the
stall warning horn at 5 to 10 knots above air craft stall
speed. The horn is located on the firewall in the cabin
area. External mounting screws located on each side
of the switch cutout, enables the lift detector switch
Change 1
SECTION vm
ffiSTRUMENTS
to be adjusted. Loosening the lift detector switch
mounting screws allow s slight fore and aft movement
of the lift detector. MOving the lift detector forward
extends the stall speed indication away from stall
speed. Moving the lift detector slightly aft moves the
switch setting nearer the stall speed of the aircraft.
Operationally check stall warning system during flight
to assure warning horn sounds at 5 to 10 knots above
aircraft stall speed. The stall warning circuit is
supplied electrical power through a 5-amp circuit
breaker on the sub-panel.
NOTE
Lift detector switch replacement is
similar to the following steps; however,
battery cables must be disconnected
before removing detector switch.
a.
Trace a light pencil mark on switch, along
edge of cutout in detector switch mounting plate.
This mark will be used to align detector switch during reinstallation.
b.
Remove screws securing detector and switch
plate, and Withdraw detector switch from wing.
c.
Disconnect wiring and slip defective detector
switch out.
d.
Install new detector switch and switch plate,
assuring pencil marks on switch align with cutout in
switch plate.
e.
Operationally check stall warning system in
flight to assure warning horn sounds at 5 to 10 knots
above actual stall speed. Adjust lift detector switch
if system fails to operate properly (this step applies
to Model 112 aircraft with Serial Numbers 188 through
334, 336 through 371 and 373 through 380).
f.
A ground check may be accomplished on Model
112 Serial numbers 335, 372, 381 and subsequent
and Models 112B/TC/TCA.
1.
Place master battery switch ON .
2.
Move stall circuit test switch from
normal to test pOsition (test switch is located
in left wheel well).
3.
Hold test switch in test position and gently
move lift detector switch forward and up. This
completes electrical circuit and stall warning
horn will sound.
8-14A/8-14B
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
TROUBLE
PROBABLE CAUSE
SECTION VIII
INSTRUMENTS
REMEDY
T ROUBLE SHOOTING THE AIRSPEED INDICATOR I
Hand fails to respond.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Incorrect indication or
hand oscillates.
Hand vibrates.
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.
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.
Leaking diaphragm.
Substitute known-good instrument
and check reading. Replace instrument.
Excessive vibration.
Check instrument mounting screws.
Tighten mounting screws.
Excessive tubing vibration.
Check clamps and line connections
for security. Tighten clamps and
connections.
TROUBLE SHOOTING THE VERTICAL SPEED INDICATOR
Instrument fails to operate.
Incorrecy indication.
Pointer oscillates.
I
Static line plugged.
Check line for obstructions. Check
static source. Blowout lines.
Clean static source.
Static line broken.
Check line for damage, connections
for security. Repair or replace
damaged line, tighten connections.
Partially plugged static line.
Check line for obstructions. Check
static source. Blowout lines.
Clean static source.
Ruptured diaphragm.
Substitute known-good indicator and
check reading. Replace instrument.
Pointer off zero.
Reset painter to zero.
Partially plugged static line.
Check line for obstructions. Check
static source. Blowout lines.
Clean static source.
Leak in static line.
Test lines and connections for leaks.
Repair or replace damaged lines,
tighten connections.
Leak in instrument case.
Substitute known-good indicator and
check reading. Replace instrument.
figure 8-6. Trouble Shooting Instruments and Vacuum System (Sheet 1 of 7)
8-15
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION VIII
INSTRUMENTS
TROUBLE
REMEDY
PROBABLE CAUSE
TROUBLE SHOOTING THE VERTICAL SPEED INDICATOR (CONTINUED)
Hand vibrates.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Excessive vibration.
Check mounting screws. Tighten
mounting screws.
Defective diaphragm.
Substitute known-good indicator and
check for vibration. Replace instrument.
TROUBLE SHOOTING THE ALTIMETER
Instrument fails to
operate.
Incorrect indication.
Hands oscillates.
I
Static line plugged.
Check line for obstructions. Check
static source. Blowout lines.
Clean static source.
Defective mechanism.
Substitute known-good altimeter and
check reading. Replace instrument.
Hands not carefully set.
Reset hands with knob.
Leaking diaphragm.
Substitute known-good altimeter and
check reading. Replace instrument.
Pointers out of calibration.
Compare reading with known- good
altimeter. Replace instrument.
Static pressure irregular.
Check lines for obstructions or
leaks. Check static source. Blow
out lines, tighten connections, clean
static source.
Leak in airspeed or vertical speed
indicator installations.
Check other instruments and system
plumbing for leaks and obstructions.
Blowout lines, tighten connections.
TROUBLE SHOOTING THE HEATED PITOT HEAD
Tube does not heat
or clear ice.
Figure 8-6.
8-16
I
I
Switch turned off.
Turn on switch.
Popped circuit breaker.
Check circuit breaker. Reset circuit breaker.
Break in wiring.
Test for open circuit. Repair
wiring.
Heating element burned out.
Check resistance of heating element.
Replace element.
Trouble Shooting Instruments and Vacuum System (Sheet 2 of 7)
ROCKWELL
COMMANDER
tt2/B/TC/TCA
SECTION vm
INSTRUMENTS
MAINTENANCE MANUAL
TROUBLE
TROUBLE SHOOTING THE ATTITUDE AND DIRECTIONAL GYROS
Horizon bar fails to
respond. Horizon bar
does not settle. Horizon bar oscillates or
vibrates excessively.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Excessive drift in
either direction.
Dial spins in one direction continuously.
I
Central air filter dirty.
Check filter, clean or replace.
Suction relief valve improperly adjusted.
Adjust or replace relief valve.
Faulty suction gage.
Substitute known-good suction gage
and check gyro response. Replace
suction gage.
Vacuum pump failure.
Check pump. Replace pump.
Vacuum hose pinched or leaking.
Check hoses for damage and leaks.
Repair or replace damaged hoses,
tighten connections.
Defective mechanism.
Substitute known- good gyro and
check indication. Replace instrument.
Insufficient vacuum.
Adjust or replace a relief valve.
Excessive vibration.
Check instrument mounting.
Low vacuum relief valve improperly
adjusted.
Adjust or replace relief valve.
Faulty suction gage.
Substitute known-good suction gage
and check gyro indication. Replace
suction gage.
Vacuum pump failure.
Check pump. Replace pump.
Vacuum hose pinched or leaking.
Check hoses for damage and leaks.
Repair or replace damaged hoses,
tighten connections.
Operating limits have been exceeded.
Cage and reset when airplane is
level.
Defective mechanism.
Substitute known-good gyro and
check indication. Replace instrument.
TROUBLE SHOOTING THE OIL PRESSURE GAGE
Gage has erratic operation.
REMEDY
PROBABLE CAUSE
j
Worn or bent movement.
Replace instrument.
Foreign matter in Bourdon tube.
Replace instrument.
Dirty or corroded movement.
Replace instrument.
Pointer bent and rubbing on dial,
dial screw or glass.
Replace instrument.
Leak in pressure line.
Check line for leaks and damage.
Repair or replace damaged line.
Figure 8-6. Trouble Shooting Instruments and Vacuum System (Sheet 3 of 7)
8-17
SECTION vm
INSTRUMENTS
ROCKWELL
COMMANDER
112/B/TC /TCA
MAINTENANCE MANUAL
TROUBLE
TROUBLE SHOOTING THE OIL PRESSURE GAGE (CONTINUED)
Gage does not register.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Gage pointer fails to
return to zero.
Gage does not register
properly.
Pointer fails to return
to zero.
Incorrect or erratic
reading.
I
Pressure line clogged.
Check line for obstructions. Clean
line.
Pressure line broken.
Check line for leaks and damage.
Repair or replace damaged line.
Fractured Bourdon tube.
Replace instrument.
Gage pointer loose on staff.
Replace instrument.
Damaged gage movement.
Replace instrument.
Foreign matter in line.
Check line for obstructions. Clean
line.
Foreign matter in Bourdon tube.
Replace instrument.
Bourdon tube stretched.
Replace instrument.
Faulty mechanism.
Replace instrument.
TROUBLE SHOOTING THE FUEL FLOW INDICATOR
Doe s not registe r.
REMEDY
PROBABLE CAUSE
I
Pressure line clogged.
Check line for obstructions. Blow
out line.
Pressure line broken.
Check line for leaks and damage.
Repair or replace damaged line.
Fractured bellows or damaged
mechanism.
Replace instrument.
Clogged snubber orifice.
Replace instrument.
Pointer loose on staff.
Replace instrument.
Foreign matter in line.
Check line for obstructions. Clean
line.
Clogged snubber orifice at fuel flow
divider fitting.
Replace fitting.
Damaged bellows or mechanism.
Replace instrument.
Damaged or dirty mechanism.
Replace instrument.
Pointer bent, rubbing on dial or glass.
Replace instrument.
Leak or partial obstruction in pressure
line.
Check line for obstructions or leaks.
Blowout dirty line, repair or
tighten loose connections.
Figure 8-6. Trouble Shooting Instruments and Vacuum System (Sheet 4 of 7)
8-18
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
TROUILE
Failure to indicate.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Off calibration.
Sticky or sluggish
indicator operation.
Erratic readings.
I
Fuel tanks empty.
Check fuel quantity. Service with
proper grade and amount of fuel.
No power to indicator or transmitter.
(POinter stays below E.)
Check circuit breaker, inspect for
open circuit. Reset breaker, repair or replace defective wire or
component.
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.
Defective indicator.
Substitute known-good indicator.
Replace indicator.
Defective transmitter.
Substitute known-good transmitter.
Recalibrate or replace.
Low or high voltage.
Check voltage at indicator. Correct
voltage.
Defective indicator.
Substitute known-good indicator.
Replace indicator.
Low voltage.
Check voltage at indicator. Correct
voltage.
Loose or broken wiring on indicator
or transmitter.
Inspect circuit wiring. Repair or
replace defective wire.
Defective indicator or transmitter.
Substitute known-good indicator or
transmitter. Replace indicator or
transmitter.
Defective master switch.
Replace switch.
TROUBLE SHooTlNGTHE TURN COORDINATOR
Airplane portion of
indicator fails to
respond.
REMEDY
PROBABLE CAUSE
TROUBLE SHOOTING THE FUEL QUANTITY INDICATORS
SECTION VITI
INSTRUMENTS
I
Circuit breaker popped.
Check visually. Reset breaker.
Master switch OFF or switch defective.
Check switch ON. Replace defective
switch.
Broken or grounded lead to indicator.
Check circuit wiring. Repair or
replace defective wiring.
Indicator not grounded.
Check ground wire. Repair or replace defective wire.
Defective mechanism.
Replace instrument.
Figure 8-6. Trouble Shooting Instruments and Vacuum System (Sheet 5 of 7)
8-19
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION VIII
INSTRUMENTS
TROUBLE
TROUBLE SHOOTING THE TURN COORDINATOR (CONTINUED)
Hand sluggish in
returning to zero.
REMEDY
PROBABLE CAUSE
I
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Defective mechanism.
Replace instrument.
Low voltage.
Check voltage to instrument. Correct voltage.
Pointer does not indicate
proper turn.
Defective mechanism.
Replace instrument.
Hand does not sit on zero.
Gimbal and rotor out of balance.
Replace instrument.
Hand incorrectly sits on rod.
Replace instrument.
Sensitivity spring adjustment pulls
hand off zero.
Replace instrument.
Oil in indicator becomes too thick.
Replace instrument.
Insufficient bearing end play.
Replace instrument.
Low voltage.
Check voltage at instrument.
Correct voltage.
High voltage.
Check voltage to instrument.
Correct voltage.
Loose or defective rotor bearings.
Replace instrument.
In cold temperatures,
hand fails to respond
or is sluggish.
Noisy gyro.
TROUBLE SHOOTING THE SUCTION GAGE f
High suction gage
readings.
Gyro function normally - relief valve
filter clogged, relief valve malfunction.
Check valve filter, then valve.
Compare gage readings with new
gage. Clean valve filter, reset
valve. Replace gage.
Low suction gage readings.
Leaks or restriction between instruments and relief valve, relief valve
out of adjustment, defective pump,
restriction in pump discharge line.
Check lines for leaks, check pump
discharge volume, disconnect and
test pump. Repair or replace lines,
adjust or replace relief valve, repair or replace pump. Clean discharge line.
Central air filter dirty.
Check operation with filter removed.
Clean or replace filter.
Defective gage or stiCking relief valve.
Check suction with test gage. Replace gage. Clean sticking valve
with Stoddard solvent. Blow dry
and test. H valve sticks after
cleaning, replace it.
Suction gage fluctuates.
Figure 8-6. Trouble Shooting Instruments and Vacuum System (Sheet 6 of 7)
8-20
ROCKWELL
MAINTENANCE MANUAL
COMMANDER
112/B/TC/TCA
TROUBLE
SECTION VIII
INSTRUMENTS
PROBABLE CAUSE
TROUBLE SHOOTING THE VACUUM PUMP
REMEDY
I
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
High suction.
Suction relief valve filter clogged.
Check filter for obstructions. Clean
or replace filter.
Low suction.
Relief valve leaking.
Replace relief valve.
Vacuum pump failure.
Substitute known-good pump and
check pump suction. Replace
vacuum pump.
Safety valve leaking.
Replace safety valve.
Vacuum pump failure.
Substitute known- good pump and
check pump pressure. Replace
vacuum pump.
Low pressure.
TROUBLE SHOOTING THE TACHOMETER INDICATOR
Instrument registers
low, erratically, or
no reading.
I
Tachometer generator defective.
Test generator for output. Overhaul or replace as necessary.
Tachometer generator flexible
drive shaft sheared.
Replace flexible shaft.
Instrument defective.
Replace instrument.
TROUBLE SHOOTING THE CARBURETOR AIR TEMPERA TURE INDICATOR
Pointer on instrument
does not function.
Resistance bulb defective.
Replace bulb. Check wiring connections for looseness and damage.
Defective instrument.
Replace instrument.
TROUBLESHOOTING THE MANIFOLD PRESSURE GAGE
Sticky or sluggish
indicator operation.
Figure 8-6.
Change 3
I
I
Dampener screw in manifold
pressure port causes restriction.
Remove and discard Phillipshead dampener screw inside
manifold pressure port.
Trouble Shooting Instruments and Vacuum System (Sheet 7 of 7)
8-21/8-22
I
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION IX
CABIN
ENVIRONMENT AL
SECTION IX
HEATING AND VENTILATION
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
TABLE OF CONTENTS
GENERAL DESCRIPTION •.................
Heater Operation .•.....•................
VENTILATION SYSTEM •..•................
Page
9-1
9-1
9-1
GENERAL DESCRIPTION
Cabin heating and defrosting are provided by an exhaust manifold heat exchanger, air ducts and valves,
controls, and outlets. The only moving parts of the
system are the valves and their controls, hence
there is little mechanical wear involved. Normally,
the only maintenance check required on the heating
and defrosting system is careful examination to insure that the exhaust manifold and heat exchanger
have no burned spots or cracks which could allow
exhaust fumes to enter the system, and a check of
hoses and ducting to make sure that air passages are
unobstructed. Heater and defroster controls and
valves should be checked periodically to insure proper operation. Refer to Figure 9-1 for heat and defrosting system details.
HEATER OPERATION
MODEL 112 (Serial Numbers 1 thru 380). The cabin
heating system consists of an intake within the nose
cowl landing light housing, an exchanger shroud
around the exhaust muffler, and a takeoff valve assembly (Figure 9- 2) containing four separate outlet
ports to direct heated air to two windshield defroster
outlets or four cabin floor side outlets for interior
heating. Four individual control knobs regulate the
routing of the heated air. Two, labeled LEFT or
RIGHT DEFROSTER, control the air to the right and
left defroster ducts which are mounted on the upper
surface of the instrument panel cowl deck. Two remaining control knobs, labeled LEFT or RIGHT
CABIN HEAT control the amount of heated air delivered to the right and left cabin floor heater outlets.
Page
Trouble Shooting The Systems ..••...•..... 9-5
Repair and Replacement of Components... .. 9-5
These control knobs are located on the right instrument sub-panel assembly. Pulling the control knobs
fully out will provide the maximum amount of heated
airflow while intermediate settings provide an adjustment in air temperature for individual pre,ferences.
MODEL 112 (Serial Numbers 381 and Subsequent).
MODELS 112B/TC/TCA. The cabin heating system
consists of an intake within the nose cowl landing
light housing, an exchanger shroud around the exhaust muffler, a defroster valve assembly, and two
cabin heat valve assemblies. Heated air is directed
to two windshield defroster outlets or four cabin floor
side outlets for interior heating. Two individual control knobs regulate the routing of the heated air. One
labeled DEFROSTER, controls the flow of heated air
to the right and left defroster ducts which are mounted
on the upper surface of the instrument panel cowl deck.
The remaining control knob, labeled CABIN HEAT
controls the amount of heated air delivered to the
right and left cabin floor heater outlets. These knobs
are located on the right instrument sub-panel assembly. Pulling the control knobs fully out will provide
the maximum amount of heated airflow, while intermediate settings provide an adjustment in air temperature for individual preferences.
VENTILATION SYSTEM
Two individual systems provide maximum cool air
intake for in- flight cabin ventilation. A ram air intake, recessed into the center of the vertical stabilizer, serves four adjustable air vents installed in
the overhead console. These vents are adjusted by
9-1
SECTION IX
CABIN
ENVIRONMENT AL
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
MODEL 112, 1 THRU 380.
II 00 ~7
(9
Q
PULL ON
LEFT
RIGHT
\
\ DEFROSTER
DEFROSTER
_ _ CABIN
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
z'--_ _
7
10
7
2
8
AMBIENT AIR INTAKE, FWD COWL
EXHAUST SHROUD
RIGHT DE FROSTER OUTLET
RIGHT AND LEFT DEFROSTER
GATE ASSEMBLIES
5. LE FT DE FROSTER OUTLET
6. DISTRIBUTION BOX AND
TAKEOFF VALVE
1.
2.
3.
4.
7. CABIN FLOOR SIDE DUCT
8. AMBIENT AIR INTAKE
FROM WING
9. RIGHT AND LEFT CABIN HEAT
GATE ASSEMBLIES
10. CONTROL PANEL
X291
Figure 9-1. Heating and Defrosting System Installation (Sheet 1 of 2)
9-2
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION IX
CABIN
ENVIRONMENT AL
MODEL 112, 381 AND SUBSEQUENT.
MODELS 112B/TC/TCA
(r-PUllON
I
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
'000
)
CABIN VENT
CABIN HEAT
f
8
1.
2.
3.
4.
AMBIENT AIR INTAKE, FWD COWL
EXHAUST SHROUD
RIGHT CABIN HEAT VALVE
RIGHT DEFROSTER OUTLET
5.
6.
7.
8.
DEFROSTER CONTROL GATE ASSEMBLY
LEFT DEFROSTER OUTLET
LEFT CABIN HEAT VALVE
CONTROL PANEL
X42260
Figure 9-1. Heating and Defrosting System Installation (She.t 2 of 2)
9-3
SECTION IX
CABIN
ENVIRONMENTAL
MAINTENANCE MANUAL
ROCKWELL
COMMANDER
112/B/TC/TCA
MODEL 112, 1 THRU 380.
6
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
9
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
GATE ASSEMBLY, CABIN HEAT
GATE ASSEMBLY, CABIN HEAT
BAFFLES, CABIN HEAT
SEPARATORS
BAFFLES, DEFROSTER
TAKEOFF ASSEMBLY
RIGHT DEFROSTER OUTLET ASSEMBLY
LEFT DEFROSTER OUTLET ASSEMBLY
GATE ASSEMBLY, DEFROSTER
GATE ASSEMBLY, DEFROSTER
LEFT CABIN HEAT OUTLET ASSEMBLY
RIGHT SIDE NOT SHOWN
X29 2 A5
Figure 9-2. Valve Assembly (Sheet 1 of 2)
9-4
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION IX
CABIN
ENVIRONMENT AL
MODEL 112, 381 AND SUBSEQUENT •
MODELS 112B/TC/TCA
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
1.
2.
3.
4.
INLET ASSEMBLY
SEPARATOR
GATE ASSEMBLY
TAKEOFF ASSEMBLY
X42261
Figure 9-2. Valve Assembly (Sheet 2 of 2)
a knurled position wheel on each outlet unit. The
second ventilation system utilizes two intakes, one
in each inboard wing leading edge to supply fresh air
to four floor-level adjustable outlets. Refer to
Figure 9-3 for ventilation system components.
TROUBLE SHOOTING THE SYSTEMS
Most of the operational troubles in the heating, defrosting, and ventilating systems are caused by
sticking or binding air valves and their controls,
damaged air ducting, or defects in the exhaust muffler. In most cases, air valves or controls can be
freed by proper lubrication. Damaged or broken
parts should be repaired or replaced. When checking rigging of controls, be sure valves respond freely to control movement, and that they move through
Change 1
their full range of travel and seal properly. Check
that heater hoses are properly secured and replace
hoses that are burned, frayed, or crushed. If fumes
are detected in the cabin, a very thorough inspection
of the exhaust muffler should be accomplished. Since
any holes or cracks may permit exhaust fumes to enter the cabin, replacement of defective parts is imperative because fumes constitute an extreme danger.
REPAIR AND REPLACEMENT OF COMPONENTS
Figures 9-1 through 9- 3 show the components of the
heating, defrosting and ventilating systems, and may
be used as a reference during replacement of parts.
Burned, frayed, or crushed hose should be replaced •
with new hose. Cut to length and install in the original routing. Check for proper operation and correct
rigging of the valves after repair or replacement.
9-5
SECTION IX
CABIN
ENVIRONMENT AL
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
MODEL 112, 126 THRU 380.
4
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
------".
~---/:
I
/"
/'
~"'--
10
1.
2.
3.
4.
5.
6.
7.
OVERHEAD VENTS
OVERHEAD VENTILATION DUCT
DORSAL FIN INTAKE
PLATE
SLIDE ASSEMBLY
SPACER
PLATE
9
8.
9.
10.
11.
12.
SEAL
WING AIR INTAKE OPENING
CABIN AIR VALVE
HEAT AND VENTILATION DUCT
HEATER AND CABIN AIR
INTERCONNECTING CABLE
13. AIR VENTS
X293A5
Figure 9-3. Cabin Ventilation System Installation (Sheet 1 of 3)
9-6
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION IX
CABIN
ENVIRONMENTAL
MODEL 112, 381 AND SUBSEQUENT.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
/'
/'
6
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
OVERHEAD VENTS
OVERHEAD VENTILATION DUCT
DORSAL TIN INTAKE
PLATE
SLIDE ASSEMBLY
SPACER
PLATE
SEAL
WING AIR INTAKE OPENING
CABIN AIR VALVE
HEAT AND VENTILATION DUCT
VENTILATION CONTROL CABLE
HEATER CONTROL CABLE
AIR VENTS
8
X29385
Figure 9-3. Cabin Ventilation System Installation! (Sheet 2 of 3)
9-7
SECTION IX
CABIN
ENVIRONMENT AL
MAINTENANCE MANUAL
ROCKWELL
COMMANDER
112/B/TC /TCA
MODELS 112B/TC/TCA
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
6
1.
2.
3.
4.
5.
6.
7.
S.
9.
10.
11.
12.
13.
14.
OVERHEAD VENTS
OVERHEAD VENTILATION DUCT
DORSAL TIN INTAKE
PLATE
SLIDE ASSEMBLY
SPACER
PLATE
SEAL
WING AIR INTAKE OPENING
CABIN AIR VALVE
HEAT AND VENTILATION DUCT
VENTILATION CONTROL CABLE
HEATER CONTROL CABLE
AIR VENTS
8
X29385
Figure 9-3. Cabin Ventilation System Installation (Sheet 3 of 3)
9-8
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION X
ELECTRICAL
•
SECTION X
ELECTRICAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
TABLE OF CONTENTS
Page
GENERAL DESCRIPTION .........•.•.••.... 10-1
POWER DISTRlBUTION ................•..•. 10-1
Battery and External Power ...•......•.•• 10-1
GENERAL DESCRIPTION
Page
Alternator System ......•......•..•...... 10-3
Diagrams .....•..............•.....•.•. 10-4
required for operation of the aircraft electrical system,
are installed in the instrument sub-panel.
POWER DISTRIBUTION
The aircraft 14-volt de electrical system is designed
to provide the utmost in reliability. The 12-volt storage battery provides electric current for engine starting and a reserve source of electrical power in the
event of alternator failure. A dc power receptacle,
located aft of the battery on the left side of fuselage,
provides a means for connecting external power to
the aircraft electrical system. Aircraft Without an
external power receptacle should use a spare battery
for servicing purposes. To conserve the battery always use external power for starting engines when
temperature is below 400 F or when performing maintenance requiring electrical power. A three-phase,
70-ampere alternator with internal diodes is installed on the engine and supplies the primary source of
electrical power to the main bus. The internal diodes
rectify ac current to dc current. The electrical By stem is protected by a voltage regulator, overvoltage
relay, and 70-ampere circuit breaker. The electrical power system is protected from overload or short
circuits by trip-free circuit breakers. If alternator
output voltage is below bus voltage, the diodes are
reversed biased and all bus loads are supplied by the
battery. The dc ammeter, installed in the sub-panel,
indicates the output of the alternator. All electricallyoperated motors, lighting systems, and other electrical component circuits are protected by trip-free pushto-reset circuit breakers. Each electrical system
component circuit is wired so a failure within a particular circuit will not be detrimental to the operation of
other electrical components. Switches and instruments
The l4-volt dc electrical system depends upon electrical power from three different sources: battery,
external powe'r and the alternator. With the e:ngine
operating and the altel"Ilator on the line, electric power from the alternator is channeled through a 70-ampere circuit breaker to the main bus. The battery
and external power are connected to the circuit breaker bus through a shunt. Electrical power from the
circuit breaker bus is routed to the switch bus in the
instrument panel.
BATTERY AND EXTERNAL POWER
One l2-volt storage battery provides power to the
circuit breaker bus through a battery contactor. The
battery contactor is controlled by a two-position
(BAT MASTER-OFF -ON) switch located at the extreme left of the sub-panel. PlaCing the master
switch in the ON position closes the battery contactor
to supply power to the circuit breaker bus from the
battery or external power for Model 112, Serial numbers 188 thru 470. On Model 112, Serial numbers
471 and subsequent, Models 112B/TC/TCA, the
power is supplied to the main bus from the battery or
external power. Placing the master battery switch
in the OFF pOSition de-energizes the battery contactor
and terminates the supply of power to the electrical
system.
10-1
ROCKWELL
COMMANDER
ll2/B/TC/TCA
MAINTENANCE MANUAL
SECTION X
ELECTRlCAL
Check voltage and polarity of external
power source before connecting power
source to aircraft.
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
BATTERY SERVICING. Initial servicing of a dry
charge battery is as follows:
a.
Remove filler plugs and fill each cell with
diluted sulphuric acid (1. 250 to 1. 265 specific gravity), to the bottom of the filling tubes in the battery.
Use only glass, rubber or plastiC materials for containing battery electrolyte fluid during servicing,
TYPE (Rebat)
AMPERES
S-25
R-35
2
3
ELECTROLYTE
VOLUME (QTS.)
2. 1
2.5
Figure 10-1. Battery Charge Rates
and wear protective clothing and rubber gloves when
handling electrolyte to prevent personal injury. Use
a solution of baking soda and water t9 neutralize any
acid spilled on clothing, skin or any damageable surface.
b.
Locate battery and charging equipment in a
well ventilated area before initiating charge. Connect battery charger to the battery, and observe
proper polarity (connect battery positive terminal
to charger positive circuit).
c. .' Charge battery at rate shown'in Figure 10-1.
Do not exe eed this rate or electrolyte gassing will
occur.
d.
Check battery with a hydrometer when it will
no longer accept a charge. Hydrometer reading
should be 1.265 to 1. 285 at room temperature of 70
to 80 degrees F. Battery voltage should be 14. 4
v.olts with zero load on battery. Check security of
terminal connections, and battery charger output
voltage if hydrometer check indicates a level below
1. 265.
e.
All cells must have a specifiC gravity reading
between 1. 265 to 1. 285 with electrolyte level at bottom of filling tubes (see Figure 10-3). If hydrometer
indicates a high gravity reading, remove a small
amount of electrolyte and add distilled water. Repeat
as necessary to achieve proper specific gravity level.
If individual cell reading is low, add higher gravity
electrolyte instead of distilled water.
SERVICING BATTERY INST ALLED IN AIRCRAFT.
The l2-volt battery is installed in the left side of the
tailcone, and is accessible through the baggage compartment (see Figure 10-3). Loosen and remove the
battery box cover for battery inspection and electrolyte level checks.. A built- in plastic carry strap is
provided fo r cOllvenience in handling the battery if it
becomes necessary to remove it from the battery box.
Check the battery electrolyte level frequently, especially during hot weather. If visual check shows low
cell level, and no electrolyte is available at this time,
add distilled water to bring the cell(s) up to proper
level. However, addition of water may result in as
much as a 15 point difference in specific gravity
reading. between cells not serviced and those receiving water in place of electrolyte.
5
Gasses given off by a battery under
charging conditions are flammable.
SPECIFIC GRAVITY
CHARGED
RECHARGE
1.265 - 1.285
1. 250 - Less
1. ELECTROLYTE LEVEL INDICATOR
2.
3.
4.
5.
NEGATIVE TERMINAL
VENTED FILLER CAP
CARRY STRAP
POSITIVE TERMINAL
X 210 1
Figure 10-2. Hydrometer Readings
10-2
Figure 10-3. Battery
ROCKWELL
MAINTENANCE MANUAL
COMMANDER
112/B/TC/TCA
FIELD TERMINAL F 1
FIELD TERMINAL F2
~-~_j'A
o
SECTION X
ELECTRICAL
MODELS 112/B. ALTERNATOR. A 14-volt, 70ampere belt-driven alternator is mounted on the forward lower right side, of the engine. This alternator
utilizes a sealed ball bearing at the drive end and
two piece roller bearing at the slip ring end. Intake
ventilation air is routed through a hose connection
at the Slip ring end. Intake ventilation air is routed
through a hose connection at the Slip ring end cover
from the ram air pick-up on the forward engine
baffling (see Figure 10-4).
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
MODELS 112TC/TCA. ALTERNATOR. A 14-volt,
70-ampere belt-driven alternator is mounted on the
forward lower right side of the engine. This alternator utilizes a sealed ball bearing at the drive end
and two piece roller bearing at the slip ring end. Intake ventilation air is drawn from the engine cooling
airstream (see Figure 10-4).
BLAST
TUBE
CONNECTION
1101.
X 2102
Figure 10-4. Alternator
ALTERNATOR SYSTEM
The alternator system consists of one 14-volt, 70amp alternator, one voltage regulator, one overvoltage relay and one 70 ampere circuit breaker. The
alternator is connected to the circuit breaker bus at
all times and will supply current demands when output voltage exceeds battery voltageo Alternator output may vary from O-amps to 70-amps, depending
upon circuit load and engine rpm. The alternator will
produce a minimum of 10-amps at engine idle speed.
Alternator must not be operated on
open circuit with the field winding
energized. Any attempt to do so may
result in damage to the alternator,
regulator, or circuits.
This alternator is ventilated by air pressure. Do
not operate an alternator at full output for more than
30 seconds unless adequate pressure for cooling is
used. Alternators can be damaged from over heating. In general, if an alternator fails or battery
voltage exceeds alternator voltage, the diodes in the
alternator prevent battery or bus from motoring failed
alternator and creating excessive current drain on the
electrical system. If the alternator failure consists
of a shorted diode, the alternator can draw excessive
reverse current when its field is de-energized, and
power remains on the main bus. Under this circumstance, the failed alternator might attempt to draw
more than 70-amps of reverse current. If this occurs,
the battery will furnish sufficient current to open the
alternator circuit breaker and clear the alternator
from the system.
To maintain proper cooling, the slip
ring cover should be removed when
bench testing the alternator.
For additional information concerning the removal and
installation of the alternator, refer to Section IV .
MODEL 112 (Serial numbers thru 470). VOLTAGE
REGULATOR. The voltage regulator used in this
aircraft is of a Simplified trouble free design. The
regulator, mounted on the engine firewall, is used
in conjunction with the alternator and is initially
adjusted to set voltage at 14.1 (:!: .1) volts. Proper
operation of the voltage regulator during initial adjustment must be determined by reading a calibrated
preci sion voltmeter. Check the bus bar voltage by
connecting the positive terminal of the voltmeter test
lead to the bus bar and the negative terminal of the
voltmeter test lead to one of the grounding screws on
the instrument panel. Place the alternator switch to
ON. Turn on navigation lights, rotating beacon and
other equipment to obtain a load of 10 to 15 amperes.
With engine running increase engine speed to 1550
rpm and run for a minimum of one minute before
reading voltmeter. Monitor main bus bar voltage and
adjust screw on voltage regulator until voltage reads
14.1 (:!: .1) volts. The adjustment screw is located
under the pi a sti c plug on the regulator. If the regu1ator can not be adjusted to the above setting, check
the alternator, overvoltage relay, master switch,
circuit breaker and battery. Assure these components
are in good condition prior to replacing the regulator.
After proper adjustment, with the engine running at
2700 rpm, the system will maintain voltage at 14.2
(2: .25) volts as read on the airplane voltmeter.
Do not interchange regulator leads and
do not momentarily connect the two
voltage regulator terminals together.
Any attempt to do so will destroy the
regulator.
10-3
SECTION X
ELECTRICAL
MAINTENANCE MANUAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
MODEL 112 (Serial numbers 471 and subsequent), and
MODELS 112B/TC/TCA. VOLTAGE REGULATOR.
The voltage regulator used in this aircraft is of a
simplified trouble free design. The regulator,
mounted on the left side of the fuselage just aft of the
firewall, is used in conjunction with the alternator
and is initially adjusted to set voltage at 14. 1 (:!:" .1)
volts. Proper operation of the voltage regulator during initial adjustment must be determined by reading
a calibrated precision voltmeter. Check the bus bar
voltage by connecting the positive terminal of the voltmeter test lead to the bus bar and the negative terminal of the voltmeter test lead to one of the grounding
screws on the instrument panel. Place the alternator
switch to ON. Turn on navigation lights, rotating
beacon and other equipment to obtain a load of 10 to
15 amperes. With engine running increase engine
speed to 1550 rpm and run for a minimum of one minute before reading voltmeter. Monitor main bus bar
voltage and adjust screw on voltage regulator until
voltage reads 14.1 (:!:" .1) volts. The adjustment screw
is located under the plastic plug on the regulator. If
the regulator can not be adjusted to the above setting,
check the alternator, overvoltage relay, master switch,
circuit breaker and battery. Assure these components
are in good condition prior to replacing the regulator.
After proper adjustment, with the engine running at
2700 rpm, the system will maintain voltage at 14.2
(~ .25) volts as read on the airplane voltmeter.
10-4
ROCKWELL
COMMANDER
112/B/TC/TCA
Do not interchange regulator leads
and do not momentarily connect the
two voltage regulator terminals.
Any attempt to do so will de stroy
the regulator.
DIAGRAMS
The electrical diagrams are divided into four parts.
Part I, page 10-9 applies to Model 112 (Serial numbers 6 thru 187). Part II, page 10-31 covers Model
112 (Serial numbers 188 thru 380). Part III, page
10-45 is applicable to Model 112 (Serial numbers 381
and subsequent) and Model 112TC (Serial numbers
13000 thru 13149). Part IV, page 10-59 covers Model
112B, Model 112TC (Serial numbers 13150 and subsequent) and Model 112TCA. A Wiring Diagram Index
in front of each part provides the title and number of
the circuit desired. Minor changes in a system are
shown within the diagram by symbols, effectivity or
a "NOTE".
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
EQUIPMENT
QUANTITY
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Starter
Starter Solenoid
Master Solenoid
Logic Solenoid
Gear- Up Solenoid
Gear-Down Solenoid
Wing Nav. Lights
Tail Nav. Light
Gear OW ARN" Warning Light
Gear-Down Indicator Lights
Anti-Collision Light
Landing Light
Sub Panel Lights
Glareshield Lights
Magnetic Compass Light
Engine Cluster Gages
Alternator Field Current
Auxiliary Fuel Pump
Heated Pitot Tube
Landing Gear Motor
Wing Flap Motor
Alternator Capacity
Battery Capacity
SECTION X
ELECTRICAL
RUNNING LOAD (AMPERES)
1
150.00
5.00
0.50
0.50
0.50
0.50
3.00
1. 04
0.04
0.24
7.50
7.10
0.40
0.40
0.08
0.50
3. 15
0.65
12.50
25.00
10.00
70.00
25.00/hr
1
1
1
1
1
2
1
1
3
1
1
4
5
1
4
1
1
1
1
1
1
1
Figure 10-5. Electrical Load Chart
MANUFACTURER LAMP NUMBER
LOCATION
Glove Compartment Light
Wing Tip Navigation Lights
Tail Cone Navigation Light
Landing Light
Overhead Interior Courtesy Lights
Exterior Courtesy Lights
Magnetic Compass Light
Beacon Strobe Light (Red)
Landing crear Position Lights
Instrument Lights - Eyebrow
Instrument Lights - Sub- Panel
Gear Up Warning Light *
Control Wheel Map Light *
NOTES
G. E. No. 1813
Grimes No. A-7512
Grimes G. E. No. 93
G. E. No. 4509
G. E. No. 1414
"Ind. Device No. 2690A
G.E. No. 330
Aeroflash No. 40-3A
G.E. No. 330
G. E. No. 1813
G. E. No. 1813
Lee Craft No. 31JG - 2111-6
Lee Craft No. 51-G3-1135T
I
Lamp numbers specified are based on original equipment.
* Denotes disposable sealed light units.
Figure 10-6. Bulb Replacement Guide
10-5
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION X
ELECTRICAL
MODEL 112 (4 THRU 187)
FUEL
PIlOT
BEACON
*OPTIONAL
EQUIPMENT
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
LANDING
GEAR
ALTERNATOR
*
I~@:j
(W)
..::::::::;/
ACT
LITE
*
I
r
,~)@(W@@@
~
OUTPUT FIELD
LAND
AVIONICS
n n
I~
INST
LITES
i i* iiii* *
II"'I~---------
.................
NAY
LITES
SEL
ENG
GP
&HORN
MB
GS
FLAPS TURN STALL START NAY
NAY
ADF
COORD WARN &Ace COMM 1 COMM 2
DME XPNDR AUDIO FLAP
INO
I
1 I t i l t 17
2
1
4
3
5
8
6
4. WING FLAP MOTOR
L LNDG GEAR UP-DOWN RELAYS
HYDRAULIC POWER PACK
2. GEAR POSITION IND. LIGHTS
GEAR WARN LIGHT & BELL
LNDG GEAR POSITION SWITCH
THROTTLE & SQUAT SWITCH
FLAP ACTUATED GEAR WARN SWITCH
3. AMMETER
OIL TEMPERATURE IND.
FUEL QUANTITY IND.
CYL. HEAD TEMPERATURE
5. TURN COORDINATOR OR TURN &
BANK IND.
6. ST ALL WARNING HORN
7. STARTER
COURTESY & OVERHEAD LIGHTS (opt. )
8. FLAP POSITION fimICATOR
XIS 12
MODEL 112 (188 THRU 380)
FUEL
PUMP
-
.................
ALT
*PITCH
TRIM
Iii
ENG
GP
"Ii
LANDING
-,\
~
t
'--SEl FLAP
&HORN INO
r
2
3
.;~
/~
(W
5
I I
6
7
1. AMMETE R
OIL TEMPERATURE IND.
FUEL QUANTITY IND.
CYL. HEAD TEMPE RATURE
2. LNDG GEAR ACTUATION RELAYS
HYDRAULIC POWER PACK
3. GEAR POSITION IND. LIGHTS
GEAR WARN LIGHT & BELL
LNDG GEAR POSITION SWITCH
THROTTLE & SQUAT SWITCH
FLAP ACTUATED GEAR WARN SWITCH
*
r
LANO
LIH
* *
ALT
In
'@"
GS
MB
"~)
OME XPNDR AUDIO OUTPUT
1
8
. .
4. FLAP POSITION INDICATOR
5. WING FLAP MOTOR
6. TURN COORDINATOR OR TURN &
BANK IND.
7. STALL WARNING HORN
8. STARTER
COURTESY & OVERHEAD LIGHTS (opt.)
Figure 10-7. Circuit Breakers (Sheet 1 of 2)
10-6
INST
LITES
II
*
''-~
FLAPS TURN STALL START NAY
NAY
ADF
MOTOR COORD WARN &ACC COMM 1 COMM 2
t t
4
* C®
I~®
NAY
LITES
BEACON
AYJONICS
I
r
~
'W) ,®)
ACT
HfAT
FLAPS
GEAR
n n
FIELD
*OPTIONAL
EQUIPMENT
PHOT
X1S 12
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION X
ELECTRICAL
N
iiBi i i
*
* * *
MODEL 112 (381 AND SUBSEQUENT) AND MODEL 112TC
IUfcL
PITOT
NAV
LITES
INST
LITES
* ©* ©* ©
* (Q)
* (g)-.ol
*
©
©
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
*PITCH
TRIM
DME
1
CDMM
2
NAV
GIS
XPNDR
ADF
fWs
*
AUDIO
LAND RADIO
LITE MASTER
OPTIONAL
EQUIPMENT
iiiiiiiiiiiiii
2
1
3
4
5
6
8
7
1. CARB AIR TEMP.IND. (MODEL 112TC ONLY)
2. LEFT FUEL QUANTITY IND.
VOLTMETER
3. RIGHT FUEL QUANTITY IND.
4. CYL. HEAD TEMPERATURE
5. OIL TEMPERATURE IND.
6. TURN COORDINATOR OR TURN &
BANK IND.
7 < STALL WARNING HORN
8. STARTER
COURTESY & OVERHEAD LIGHTS (opt)
10
9
11
12
14
13
9 FLAP POSITION INDICATOR
10. WING FLAP MOTOR
11. GEAR POSITION IND. LIGHTS
GEAR WARN LIGHT & BELL
HYDRAULIC PRE SS SWITCHES
12. LNDG GEAR UP-DOWN RELAYS
HYDRAULIC POWER PACK
13. ALTERNATOR FIELD
14. ALTERNATOR OUTPUT
0
X210 6
MODELS 112B/TCA
FUEL
PUMP
*
PITOT
HEAT
ANTI-COL NAV
INST
LOG STROBE
LlTES-----
iifli i i*
OPTIONAL
EQUIPMENT
5
6
t t
::Fli
00000
0 0 000
DME
RADIO
MASTE R
XPNDR
GIS
fWD
1
1
COMM - NAV
AUDIO
~@)
7
1
(i)
MKR
2
2
CDMM - NAV
RADIO CIRCUIT BREAKER PANEl
1. COURTESY & OVERHEAD LIGHTS
CARB AIR TEMP IND (MODEL 112TCA)
2. STALL WARNING HORN
3. CYLINDER HEAD TEMPERATURE
4. OIL TEMPERATURE IND.
5. STARTER
6. ALTERNATOR FIELD
7. ALTERNATOR OUTPUT
8. LEFT FUEL QUANTITY IND. AND VOLTMETER
@)@) @@ @) @)
1 1
1
1 131
9
8
10
11
12
@)
I
1
14
9. RIGHT FUEL QUANTITY IND.
10. TURN COORDINATOR
11. FLAP POSITION INDICA TOR
12. WING FLAP MOTOR
13. LANDING GEAR SELECTOR
LANDING GEAR WARNING HORN
14. LANDING GEAR ACTUATOR
HYDRAULIC POWER PACK
HYDRAULIC PRESS SWITCHES
X210 10
Figure 10-7. Circuit Breakers (Sheet 2 of 2)
Change 2
10-7/10-8
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION X
ELECTRICAL
PART I DIAGRAMS
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
APPLICABLE TO:
MODEL 112 AIRCRAFT WITH
SERIAL NUMBERS 6 THRU 187.
SCHEMATIC ABBREVIATION CODES
BW
C
NC
NO
GL
OVHD
RL
SW
TS
109
Light (Blue-White)
Common
Normally Closed
Normally Open
Indicator Light (green)
Overhead Light
Light (red)
Switch
Terminal Strip
Wire Number
10-9
MAINTENANCE MANUAL
SECTION X
ELECTRICAL
ROCKWELL
COMMANDER
112/B/TC/TCA
WIRING DIAGRAMS INDEX
PART I
APPLICABLE TO:
MODEL 112 AIRCRAFT WITH SERIAL
NUMBERS 6 TIffiU 187.
Title
Page
.Alternator •.••.......•...•..••.............•..••.••..•.......•...•.•......••
.Alternator, Internal Wiring ••.•.•.•.•.••.•..•.••....•••.....•.••.....••...•••
External Power Receptacle (Optional) ••••..•......••..••••.•...•.••....•....••
Starter •......•••....•••...••..•.••.••.•.....•••....••.•...•••••••.•.•.....
10-11
10-12
10-13
10-14
Navigation Lights •.••••..•••.••••••••....••••.•.•.•••.•.•.•••.....•.•.....••
Landing Light. . . . • . • . . . . . . . • • . . • . . . . . . . . . . • • . • . . . . . . . . • . • • • • . • . . . • • . • . . . . . .•
Strobe Lights •••....•.••••...••.•...•..••.•...•••..•••••••..•..•.•.•.......•
Exterior Courtesy Lights •.•.••.......••.••..••....••.••...•.•..••.•.....•..•
Interior Courtesy Lights •.•...•••••••••••.••..••••.••••.•••••...•••..•..•.•..
Instrument Lights •.••.....•..•••••.•....•••.•••.••...•.••.•..••••......••..•
10-15
10-16
10-17
10-18
10-19
10-20
Figure
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
D.C. POWER IGNITION
10- 8
10- 9
10-10
10-11
LIGHTING
10-12
10-13
10-14
10-15
10-16
10-17
FUEL SYSTEM
10-18
Auxiliary Fuel Pump •.••....•.•.•.......•.....•...•••.••.•••.•...•.....•..•• 10-21
LANDING GEAR
10-19
Landing Gear Actuation and Warning System ••..••.•••..•..•••••.•.•.••..•.•••• 10-22
FLIGHT CONTROL SURFACES
10-20
10-21
Wing Flap Actuation ...........•.••.•••...•.••......•••....••.•••.•.••..•..•• 10-23
Elevator Trim Actuation ••••..••••..••.•.•.••..••..•.••••••.••.••...••.•...•. 10-24
INSTRUMENTS
10-22
10-23
10-24
Engine and Fuel Gages •..•.••.....••..••••••.•..•.••.•••••••.•.•.•••••.••••• 10-25
Turn Coordinator Indicator •.•...•.•.••••.•....•......•.....•.••....•..•••.•.. 10-26
Ammeter .................................................................. 10-27
WARNING SYS'rEMS
10-25
Stall Warning Transmitter •••••..•.•••••.•••...•.•••••••...•••.••.•.•••.•••••• 10-28
MISCELLANEOUS
10-26
10-27
10-10
Cigar Lighter •••••.••••.•...•••••.•••••••.•••..••.•••••••..••.•.•.•.......• 10-29
Pitot Heate r ••••••...•....•... . . • • • . • . • . • . • . • . • . • • . . • • • . • . . • . • . • • • . • . . • . . • .• 10 - 30
ROCKWELL
COMMANDER
MAINTENANCE MANUAL
112/B/TC/TCA
SECTION X
ELECTRICAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
ALT
FIELD
239
ALT
17
REGULATOR
F
1
OVER VOLTAGE 1----+--+-~ TS-1
RELAY
20
REG
18
0---1--111
19
ALTERNATOR
E
Figure 10-8. Alternator
10-11
MAINTENANCE MANUAL
SECTION X
ELECTRICAL
ROCKWELL
COMMANDER
112/B/TC/TCA
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
r-
+ OUTPUT
AUX
I
r~ L -_ _~_~===-r_-~
- GROUND
E
Figure 10-9. Alternator, Internal Wiring
10-12
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
TO
STARTER
RELAY 3
SECTION X
ELECTRICAL
BATTERY
RELAY
2
166
O------l
TO CABIN AND
BAGGAGE LIGHT
271
10
BAT
MASTER
SWITCH
E
Figure 10-10. External Power Receptacle (Optional)
10-13
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION X
ELECTRICAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
TO AMMETER ----..;;..----,
CIRCUIT
2 166 TO COURTESY
LIGHTS
STARTER
111-----(']
14
2S
-=-BATTERY
t
START SW.
13
2S
10
TOALT
LEFT
MAG
RIGHI
MAG
FLD-~
TO OVER-VOLTAGE RELAY_~ I C"J-+"""-----III
THRU TS-l
-.l
MASTER
SWITCH
E
Figure 10-11. Starter
10-14
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION X
ELECTRICAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
NAV
LIGHTS
E
Figure 10-12. Navigation Lights
10-15
SECTION X
ELECTRICAL
MAINTENANCE MANUAL
ROCKWELL
COMMANDER
112/B/TC/TCA
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
LAND
LIGHT
E
Figure 10-13. Landing Light
10-16
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
AERO FLASH CKT
SECTION X
ELECTRICAL
WHE LEN CKT
363
363
359
POW SUPPLY
350
349
POW SUPPLY
":"
343
345 344
E
Figure 10-14. Strobe Lights
10-17
I-"
trim
o
t"'ItrI
trI()
I
I-"
()~
CO
~O
~Z
()~
>
t"'I
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
TO AUX. POWER
RECEPTACLE CIRCUIT
::!!
CO
C
~
II
o
!.
U'I
m
....
)(
II
~
cr
~
n
o
c
....
II
~
lilt
'<
!:':
CO
:r
....
lilt
TO INTERIOR
COURTESY
LIGHTS CIRCUIT
SA
166
8
J
~
I
286
86
s:
I
l~ATTERY
112
»
z
-I
m
Z
»
z
I
HOLDING
_
_ ---1
307
118
(")
RELAY
TIME
DELAY
CIRCUIT
m
s:
»
z
c:
»
I""'"
BAGGAGE LIGHT
283
I-"
I-"()
"'0
~~~
~~()
(»~
m
~~trI
()trlt"'I
>::ct"'l
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION X
ELECTRICAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
START
& ACC
335
'--_ _ _ 14(ref. )
29
60
100
'----~1~01~---....I
TO EXTERIOR
COURTESY LIGHTS
CIRCUIT
E
Figure 10-16. Interior Courtesy Lights
10-19
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION X
ELECTRICAL
213
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
369
INST DIM
83
91
371
DIMMER CKT
RELAY
r-Ju--:---.
374
I
I
L~
368
TO LANDING
GEAR CIRCUIT
372
E
Figure 10-17. Instrument Lights
10-20
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION X
ELECTRICAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
FUEL
PUMP
E
Figure 10-18. Auxiliary Fuel Pump
10-21
......
o
I
GEA~
~
~
I:%JtI.l
GEAR
t""4trl
trl(")
ACT SEL
("}t-1
t-10
ClZ
~~
t""4
TO 'TLAPS
IIOHN"
CmClll1 BREAK EH
63
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
"'n
if
.
c
-
CD
o
.!..
:0
r-
Q
:::s
eo:
63
FLAPSW.
CLOSES AT 2S'
EXTENSION
I'
T..~
-T
-T
'T
~T S/S-4
250
s:
»
DOWN LOCK
MICRO SWS.
GEAR WARNING
:::s
co
Z
r-,.........rII--+-------'
I
Q
CD
o
,...
64
1151
II
t\
..C,.
Co
7st
RL
82;
Q
:::s
a..
~
o
.
:!.
:::s
co
..
\It
'<
(II
CD
3
124
I
I
I
L_-.JL:~J
:::s
m
145
II
I BELL II
IS'2( II
\ 1531 II
-t
Z
»
z
1154
n
TO "INST"
DIMMER
CONTROL
155
.10
,130
m
s:
»
z
c
»
r-
214
257
~TS-5
125
GEAR
POSITION SW,
140
144
......
257
~(")
",-0::0
145
ttlS::O
::rs::("}
154
m
("»~
::r~trl
(,,}trlt""4
>::ot""4
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION X
ELECTRICAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
FLAPS
24
NC
c
LIMIT
SWITCH
FLAP MOTOR
E
Figure 10-20. Wing Flap Actuation
10-23
SECTION X
ELECTRICAL
MAINTENANCE MANUAL
ROCKWELL
COMMANDER
112/B/TC/TCA
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
E
Figure 10-21. Elevator Trim Actuation
10-24
ROCKWELL
MAINTENANCE MANUAL
COMMANDER
112/B/TC/TCA
SECTION X
ELECTRICAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
ENGINE
GROUP
t--+----+~
TS-l
48
36
eYL HD
TEMP
SENDER
UNIT
OIL TEMP
SENDER
UNIT
FUEL QUANTITY
TRANSMITTERS
E
Figure 10-22. Engine and Fuel Gages
10-25
SECTION X
ELECTRlCAL
MAINTENANCE MANUAL
ROCKWELL
COMMANDER
112/B/TC/TCA
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
TURN
COORD
E
Figure 10-23.
10-26
Turn Coordinator Indicator
ROCKWELL
MAINTENANCE MANUAL
COMMANDER
112/B/TC/TCA
SECTION X
ELECTRICAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
START
&ACC
4
TO MAGNETO
STARTER
SWITCH
STARTER
CIRCUIT
166 TO EXTERIOR
LIGHTS
CIRCUIT
-=-BATTERY
14
EXTERNAL
SHUNT TO STARTER
B
S
t
r - - - r E - - - - - - - - ' 277
START SW.
TO AL T
13
10
FLD--+-l"l
TO OVER-VOLTAGE RELAY
THRU TS-l
I
-L
II
MASTER
SWITCH
E
Figure 10-24. Ammeter
10-27
SECTION X
ELECTRICAL
MAINTENANCE MANUAL
ROCKWELL
COMMANDER
112/B/TC/TCA
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
STALL
WARN
----i/1 I
_17_3
E
Figure 10-25. Stall Warning Transmitter
10-28
ROCKWELL
COMMANDER
112/B/TC /TCA
MAINTENANCE MANUAL
SECTION X
ELECTRICAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
START
StACe
56
r=-
I
I
I
I
I
.
I
1
E
Figure 10-26. Cigar Lighter
10-29
SECTION X
ELECTRICAL
MAINTENANCE MANUAL
ROCKWELL
COMMANDER
112/B/TC /TCA
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
PITOT
HEAT
E
Figure 10-27. Pitot Heater
10-30
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION X
ELECTRICAL
PART II DIAGRAMS
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
APPLICABLE TO:
MODEL 112 AIRCRAFT WITH
SERIAL NUMBERS 188 THRU 380.
10-31
SECTION X
ELECTIUCAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
L
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
MAINTENANCE MANUAL
ROCKWELL
COMMANDER
112/B/TC/TCA
FWD T-STRIP "A"
SUB PANEL/FWD (FW & ENG)
AVIONICS POWER
INSTR. PANEL/GLARESHIELD
MAIN HARNESS/RIGHT WING
MAIN HARNESS/LEFT WING
STEP LIGHT RELAY
MAIN HARNESS/BATTERY COVER
AFT T-STRIP "B"
SUB PANEL/INSTR PANEL
SUB PANEL/AFT (WING & FUS)
INSTR. PANEL/AFT
INSTR. PANEL/FWD
X210 (\
Figure 10-28. Connector and T-Strip Locator
10-32
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION X
ELECTRICAL
WIRING DIAGRAMS INDEX
PART II
APPLICABLE TO:
MODEL 112 AmCRAFT WITH SERIAL
NUMBERS 188 THRU 380.
Title
Figure
Page
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
ELECTRICAL SYMBOLS
10-29
Electrical Symbols •••••••...•.••••...••...•.•••.••.•.••..•••..•......•..•••• 10-34
D.C. POWER DISTRIBUTION
10-30
Power Distribution
••• . . . • • • . . . • • . . • • •• . . • • • . • • • • • • . . . . • . • . • . • . . • . • •• . . . . • .• 10-35
LIGHTING
10-31
10-32
Interior Lighting •....••••.•••.•••.•••...•.•.....•....•..•.......•.•••.•••••• 10-37
Exterior Lighting •••••.••••••...••.•••.•••••.••....•.••.••..•.......••....•• 10-38
FUEL SYSTEM
10-33
Auxiliary Fuel Pump. • • • . • • • . • • . • . . . • . • . . . • . • . • • . . . . • . . . . . . • • . . . . • • . • . • • • • • •• 10-39
LANDING GEAR
10-34
Landing Gear Actuation, Position Indication and Warning System
• • . • • . . • • • • . . • •• 10-40
FLIGHT CONTROLS
10-35
Wing Flap •••••••..•.•••..•••••••••••.••••..••••.•••••.••••.•••••.•••••••••• 10-41
INSTRUMENTS
10-36
Turn Coordinator Indicator •.•.••••.•.•.•••.•••.•••••.•••••.•••.•..•.•....••• 10-42
WARNING SYSTEMS
10-37
Stall Warning
• • • • • • • • • . • • • • • • • . • • . • • • • • • • • • • • . • • • • • . . • • • • • . • • . • . • • • • • . • • . •• 10-43
MISCELLANEOUS
10-38
Cigar Lighter, Pitot Heater, Hourmeter and Avionics. • . •. • • . • • • • • . • . • • • . • . • • • •• 10-44
10-33
SYMBOL
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION X
ELECTRICAL
CODE
LTR
DESCR
DESCR
SYMBOL
DESCR
BUTT SPLCE
-MULT I CONDUCTOR
SHIELDED
I I
BC
LAMP
CABLE- SINGLE CONDUCTOR
SHIELDED
CIRCUIT BREAKER
CtRCUI T BREAKER SWITCH
CONNECTOR- PLUG
-RECPTACLE
CB
CBS
P
J
FUSE
F
T BOARD
T
RELAY
BUTT SPLICE
KNIFE DISCONNECT
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
CONNECTOR
POWER
•
TERMINAL-SOLDER TYPE
MOMENTARY
[>
o
-SOLDERLESS
MOMENTARY
•
-SOLDER TYPE
MAINTAINED
0
- SOLDERLESS
MAINTAI NED
?-c:>--
GENERAL NOTES:
E.I'''''MPLE OF W/R£ COLJE:
MOTOR
GENERATOR
ALTERNATO R
D
-T-STRIP OR
T-BOARD
SOLDER TYPE
RELAY J CONTACTOR
fEPZ~2~~Jf//RE
GA.
L - WIRE SEGME,VT
LETTER
WIRE NUMBER
C'/Rt:'U/T FUNCTION LETTER
UNIT II/UMBER-II/UMBER I
LJEAlOTEJ' lEFT AAlO A/UA./SER
2 lJEA/OTES .e'GIiT WII&V
/OEII/TICAL WIRE A/L/MI3'ER
.4PPE/U'J' /11/ DL/.4L (L/R)
t'IRL'L/IT
ELECTRICAL EQUIPMENT
(OTHER THAN MOTOR,
GEN J ETC.)
-T-STRIP
SOLDERLESS
SWITCH -S PS T
• C'/Rt:'L/IT FUlI/eTIOII/ LETTER
AJ'SIGAlMEAlTJ' ARE AS' FOLLOWS:
FUSE
-SP
3POS
C' -
EF-
CIRCU IT BREAKER - PUSH PULL
S N-
-SPDT
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G ROU NO-AIRFRAME
o
~~-~-1
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0
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-PUSH BUTTON
PUSH TO MAKE
d'---_ _--'P
q
p
RESISTO R - FI XED
-PUSH TO BREAK
- ADJUSTABLE
_PUSH BUTTON
2 CI RCUIT
CAPACITOR
DIODE
Figure 10-29. Electrical Symbols
10-34
c/ K L MpQ W-
-SW TYPE
COII/TROL
SL/RFACE
D- IAlJ'TRL/MEII/T (OTHER TH.4/l/
FL/GHT OR EIIIGIIIIE)
Eli/GIlliE //l/S'TRL/MEII/T
FIIGIIT IAlS'TRL/,MEII/T
SEAr L'OAITPOL
NE""TII//G .17M? OE·IL'IIVG
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EA/GIIVE C'OIl/TROL.
LIGHTI/VG
MIS'L'EL.LAAlEOL/S EL.Ee.
DC POWER
FUEt:. ""IVO Oft:.
WARM. AAlL? EMERGEII/CY
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION X
ELECTRICAL
MODEL 112
188 THRU 225 .
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
~
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Figure 10-30. Power Distribution (Sheet 1 of 2)
10-35
SECTION X
ELECTRICAL
MAINTENANCE MANUAL
ROCKWELL
COMMANDER
112/B/TC/TCA
MODEL 112
226 THRU 380
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
~
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£tIC/N'£ GROUND
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TO INTEIlIOR
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10-36
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ROCKWELL
COMMANDER
MAINTENANCE MANUAL
SECTION X
ELECTRICAL
112/B/TC/TCA
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
LLijr"c-U"R
PURl"
t"PS/
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U(11)
Figure 10-33. Auxiliary Fuel Pump
10-39
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**unofficial copy**
W
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ROCKWELL
COMMANDER
112/S/TC/TCA
MAINTENANCE MANUAL
Ljr
SECTION X
ELECTRICAL
Rd'r"
/#,lJ
t:'8/9'
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
.P.?t7",,/B
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U(8)
Figure 10-:35. Wing Flap
10-41
SECTION X
ELECTRICAL
MAINTENANCE MANUAL
ROCKWELL
COMMANDER
112/B/TC/TCA
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
U(8)
Figure 10-36. Turn Coordinator Indicator
10-42
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
MODEL 112
4, 188 THRU 334,
AND 336 THRU 380.
SECTION X
ELECTRICAL
MODEL 112
335
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
WI1320
5TALL
WARNING
HORN
STALL
WARNING
HORN
W2A'20
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WARNING
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mr
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STALL
WAP.NIIIG
SWITCH
7
U(8)
Figure 10-37. Stall Warning
10-43
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION X
ELECTRICAL
L
r
O
F28/8
+0
;:3818
~
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
;'
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Figure 10-38. Cigar Lighter, Pitot Heater, Hourmeter and Avionics
10-44
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION X
ELECTRICAL
PART III DIAGRAMS
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
APPLICABLE TO:
MODEL 112 AIRCRAFT WITH SERIAL
NUMBERS 381 AND SUBSEQUENT AND MODEL 112TC.
10-45
SECTION X
ELECTRICAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
1.
2.
3.
40
5.
6.
7.
8.
90
10.
11.
12.
13.
MAINTENANCE MANUAL
ROCKWELL
COMMANDER
112/B/TC/TCA
FWD T-STRIP "A"
SUB PANEL/FWD (FW & ENG)
AVIONICS POWER
INSTR. PANEL/GLARESHIEW
MAIN HARNESS/RIGHT WING
MAIN HARNESS/LEFT WING
STEP LIGHT RELAY
MAIN HARNESS/BATTERY COVER
AFT T-STRIP "B"
SUB PANEL/INSTR. PANEL
SUB PANEL/AFT (WING & FUS)
INSTR. PANEL/AFT
INSTR. PANEL/FWD
X2108
Figure 10-39. Connector and T-Strip Locator
10-46
ROCKWELL
COMMANDER
112/B/TC /TCA
MAINTENANCE MANUAL
SECTION X
ELECTRICAL
WIRING DIAGRAMS INDEX
PART III
APPLICABLE TO:
MODEL 112 SERIAL NUMBERS 381 AND
SUBSEQUENT, AND MODEL 112TC
Figure
Title
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
Page
ELECTRICAL SYMBOLS
10-40
Electrical Symbols ••.•.••.••...••....•....•..••....•.••..•..•.•...•.•••••••• 10-48
D.C. POWER DISTRIBUTION
10-41
Power Distribution
• . • . . . . . . . . . • . . . . . . • . . . . . . . • • . . . . . . . • . . . . . • • . . . . . . . . . . • •• 10-49
LIGHTING
10-42
10-43
Interior Lighting •.••....•.•.•.•••••••....•••..•.•••.....•..••......•.••...•. 10-51
Exterior Lighting •••.••••..••.•••••.••••••••••••••••••..•••••.......••....•• 10-52
FUEL SYSTEM
10-44
Auxiliary Fuel Pump. • • . . . • • • • . . • • • . • . • . • . . . • . • • • • . . • • • • • . • . • . • . • • • . • . • • • • • •. 10-53
LAN DING GEAR
10-45
Landing Gear Actuation, Position Indication and Warning System
•..••••••••••.•• 10-54
FLIGHT CONTROLS
10-46
Wing Flap ••.•.•••••.••...••..••.•..••...•..••...•.•••.....•.•.•...•.•...•.. 10-55
INSTRUMENTS
10-47
Turn Coordinator Indicator •....••••....•.•........ . . . . . • . . • . . . . . . . • . . . . . . . •• 10-56
WARNING SYSTEMS
10-48
Stall Warning
• • • • • • . • . . . • . • . . • . • • • • • • • . . •• . • . . . . . . . . . . . . . . . • • . • . . • . . • . • . . .• 10-57
MISCELLANEOUS
10-49
Cigar Lighter, Pitot Heater, Hourmeter and Avionics •.....•.••••....•••....•••• 10-58
10-47
SECTION X
ELECTRICAL
SYMBOL
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
DESCR
OESCR
SYMBOL
DESCR
BUTT SPLICE
Be
LAMP
CABLE- SINGLE CONDUCTOR
SHIELDED
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SHIELDED
1 I
CODE
LTR
CIRCUIT BREAKER
CIRCUI T BREAKER SWITCH
CONNECTOR- PLUG
RECPTACLE
CB
CBS
P
J
FUSE
F
T BOARD
T
RELAY
BUTT SPLICE
KNIFE DISCONNECT
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
CONNECTOR
POWER RELAY J CONTACTOR
.
TERMINAL- SOLDER TYPE
MOMENTARY
o
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GENERAL NOTES:
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10-48
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MAINTENANCE MANUAL
SECTION X
ELECTRICAL
ROCKWELL
COMMANDER
112/B/TC/TCA
MODEL 112, 471 AND SUBSEQUENT
MODEL 112TC
MODEL 112B, 477 ONLY
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
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COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION X
ELECTmCAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
MODEL 112TC
MODEL 112/B
PR/ME
rw-
U(11.1)
Figure 10-44. Auxiliary Fuel Pump
10-53
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COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION X
ELECTRICAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
y y
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10-55
SECTION X
ELECTRICAL
MAINTENANCE MANUAL
ROCKWELL
COMMANDER
112/B/TC/TCA
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
V(8.1)
Figure 10-47. Turn Coordinator Indicator
10-56
ROCKWELL
COMMANDER
112/B/TC/TCA
SECTION X
MAINTENANCE MANUAL
ELECTRICAL
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
STALL
WARNING
HORN
P7
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10-57
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ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION X
ELECTRICAL
PART IV DIAGRAMS
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
APPLICABLE TO:
MODEL 112B AIRCRAFT WITH SERIAL NUMBERS
477,500 AND SUBSEQUENT AND MODEL 112TCA
10·~59
MAINTENANCE MANUAL
SECTION X
ELECTRICAL
ROCKWELL
COMMANDER
112/B/TC /TCA
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
13 1110
12
1. FWD T-STRlP "B"
2.
3.
4.
5.
6.
7.
SUB PANEL/FWD (FW & ENG)
AVIONICS POWER
INSTR. PANEL/GLARESHIELD
MAIN HARNESS/RIGHT WING
MAIN HARNESS/LE FT WING
STEP UGHT RELAY
8.
9.
10.
11.
12.
13.
14.
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INSTR. PANEL/AFT
INSTR. PANEL/FWD
FWD T-STRIP "C" (S/N 13150 & Subs)
X210 886
Figure 10-50. 'Connector and T-Strip Locator
10-60
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION X
ELECTRlCAL
WIRING DIAGRAMS INDEX
PART IV
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
APPLICABLE TO:
MODEL 112B SERIAL NUMBERS 477, 500
AND SUBSEQUENT, AND MODEL 112TCA
Figure
Title
Page
ELECTRICAL SYMBOLS
10-51
Electrical Symbols •.....•..•.....•.....••••....••••...•.•••••.•.••••••••
10-62
D.C. POWER DISTRIBUTION
10-52
Power Distribution
10-63
LIGHTING
10-53
10-54
Interior Lighting
Exterior Lighting
......................................................
10-65
10-67
FUEL SYSTEM
Fuel System Circuit ..•. • •• • . • • • • . . . . . . • • . • • . . . • • • • • • • . • • • • • • • • • • •• • • • •
Fuel Pump (see Figure 10-57)
Fuel Pump and Primer (see Figure 10-57)
10-73
Landing Gear Actuation, Position Indication and Warning System... •••••••••
10-69
Flight Control Circuits . . . • . . . • . •• •• . . • . •• •• . .• . • • . • . • . • • • • • • •• • • • • • • ••
Wing Flap, Stall Warning and Turn Coordinator
10-71
Turn Coordinator Indicator (see Figure 10-56)
10-71
Stall Warning (see Figure 10-56)
10-71
Miscellaneous Circuits . . • . . . . . . . . • . • . . . • • • . . . • . . • • . • . • • • • . . • • • . . . • • • • •
Cigar Lighter, Pitot Heater, Hourmeter, Fuel Pump,
Fuel Pump and Primer, Carburetor Air Temperature
and Electric Clock
10-73
LANDING GEAR
10-55
FLIGHT CONTROLS
10-56
INSTRUMENTS
WARNING SYSTEMS
MISCELLANEOUS
10-57
10-61
ROCKWELL
COMMANDER
112/B/TC/TCA
MAINTENANCE MANUAL
SECTION X
ELECTRICAL
CODE
SYMBOL
OESCR
DESCR
SYMBOL
DESCR
LTR
BUTT SPL~E
Be
CIRCUIT BREAKER
CIRCUI T BREAKER SWITCH
CONNECTOR- PLUG
- REC PTACL E
CBS
P
J
FUSE
F
T BOARD
T
LAMP
CABLE- SINGLE CONDUCTOR
~HIELDED
--~
I I
-MULTI CONDUCTOR
SHIELDED
CB
RELAY
BUTT SPliCE
Copyright Commander Owners Group 2013 All Rights Reserved
**unofficial copy**
KNIFE DISCONNECT
CONNECTOR
POWER RELAY I CONTACTOR
.
TERMINAL- SOLDER TYPE
MOMENTARY
[>
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MOMENTARY
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0
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GENERATOR
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TYPE
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(£77£,((
ELECTRICAL EQUIPMENT
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;-0--/
o
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-PUSH BUTTON
PUSH TO MAKE
--,P
d~_ _
RESISTOR - Fl XED
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q
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2 CI RCUIT
CAPAC ITO R
DIODE
Figure 10-51. Electrical Symbols
10-62
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**unofficial copy**
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ROCKWELL
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SECTION X
ELECTRICAL
MODEL 112
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ROCKWELL
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112/B/TC/TCA
MAINTENANCE MANUAL
SECTION X
ELECTRICAL
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