ATP
INDEX
COPYRIGHT
2002
COPYRIGHT IS NOT CLAIMED AS TO ANY PART OF AN ORIGINAL WORK
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ATP Grid Index to Manufacturer’s Publications:
Beech Aircraft
Corp.
36; A36; A36TC
Bonanza 36 Series
Shop
Section
General
Manual
Topic
Information
Title Page
Record of Revisions
Record of
Revisions
Temporary
Record of Amendments
List of Effective
Alphabetical
1
General
Pages
Index
Information
Introduction
Supplementary Publications
Vendor Publication
Supplementary
Beechcraft
Publications
Three View
Power Plant
Fuel System
Miscellaneous
Table of
Torques
Torque Wrenches
Torquing Fine Thread Series Bolts Loaded In Shear
Torquing Coarse Thread Series Bolts Loaded In Shear
Special Tools
2
Ground Handling
Towing
Jacking
Main Wheel
Jacking
Anchoring and Mooring Provisions
Parking Brake
09/27/2001
Copyright
Aircraft Technical
BC
0250
MM)
Publishers
Page
1
of
5
Section
ToDic
Control Lock
Hoisting
Leveling
External Power
Servicing
Tires
Brakes
Servicing Shock Struts
Lubrication of Landing Gear Uplock Rollers
Fuel System
Oil System
Battery
Induction Air Filter
Lubrication
Conditioning System
Checking Compressor Oil Level
Approved Engine Oils
Oxygen System
Cleaning and Care of Airplane Finish
Engine Cleaning
Cleaning Plastic Windows
Cleaning Interior Cabin Trim
Air
Rubber Seals
Shimmy Dampener
Instrument Wedge Lighting
Roton Locks
Propeller
Blade Maintenance
Static Ground Cable and
Adjustment
Table of Thread Lubricants
Consumable Materials Chart
Lubrication Chart
Lubrication Diagram
Servicing Chart
Sealing Chart
3
Airframe
Stations Diagram
Access
Openings
Wings
Stabilizers
Seats
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Aircraft Technical Publishers
BC
0250
MM)
Page
2
of
5
Section
ToDic
Cabin Door
Windows
Engine Intruments
Fiberglass
4
Flight Controls and Surfaces
Temporary Revision No. 4-3
Aileron System
Elevator System
Rudder System
Balancing Control Surfaces
Flaps
Temporary Revision No. 4-2
5
Brake System
Landing Gear System
Troubleshooting Landing Gear Electrical System
Troubleshooting Brake System
6
Power Plant
Magnetos
Turbocharger
Troubleshooting Engine
Troubleshooting Turbocharger System
7
Propeller
8
Fuel System
9
Pressurization (Not
10
Heating and Cooling System
Cabin Heating
Applicable
to Bonanza 36)
Cabin Ventilation
Cooling
Conditioning System
Troubleshooting Air Conditioning System
Cabin
Air
11
09/27/2001
Utility Systems
Oxygen System
Oxygen System Purging
Copyright
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Publishers
Page
3
of
5
Section
TopiC
Oxygen Cylinder Replacement
Propeller Deicer, Goodrich
Electric Propeller Deicer, Goodrich
Troubleshooting Propeller Electrical
Electric
Deicer
System
System
Pitot System
Stall Warning System
Stall Warning System
Pressure System
Static Air
Autopilot
Autopilot Troubleshooting Guide
Beechcraft New-Matic
12 Aircraft Finishes
Painting Aluminum
Exterior and Interior Finishes
Exterior Paint
Touch-Up Repair
Cleaning and Waxing the Aircraft Finish
13 Electrical
System
Battery
Alternator
Standby Generator System
Starter
Cabin
Lights
Strobe Light
Grimes Strobe
Light System
Light Bulb Replacement Guide
Electrical Utilization Load Chart (14 Volt)
Electrical Utilization Load Chart (28 Volt)
Troubleshooting
Troubleshooting
Troubleshooting
Troubleshooting
Troubleshooting
Troubleshooting
Troubleshooting
Troubleshooting
Troubleshooting
Troubleshooting
Troubleshooting
Troubleshooting
09/27/2001
Battery
Starter System
Alternator System
Ignition System
Landing Gear Position Indic Circuit
Warning Horn Circuit
Flap
Control
and Indicator Circuit
Stall Warning Indicator Circuit
Landing Light Circuit
Navigation Light Circuit
Fuel Quantity Indicator Circuit
Standby Generator
Copyright
Aircraft Technical
BC
0250
MM
Publishers
Page
4
of
5
Section
Topic
14 Wiring Diagrams
Wiring Diagrams
15 Overhaul And
Temporary
16 100 Hour
Replacement
Schedule
Revision No.
Inspection Guide
End of Index
09/27/2001
Copyright
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Page
5
of
5
IVIFGI
INTRO
SHOP MANUAL
36
E-l THRU L-184
A36
E -1 8 S T H R U E-l 2 40 E XC E PT E -11 11
A36TC
EA-I THRU EA -)O
CO PYRIGHT
P/N 36-590001-38
Reissued: April, 1970
O
BEECH 1987
P/N 35-590001-3015
Revised:
August 28,
1987
PUBLISHEI~ BY
COhlMERCIAL PUBL;ICATIONS
BEECR AIRCRAFT CORPORATION
WICIE~A, RANSAS 67201
U. S. a
aeechcraft
At3ynsrCarpany
M´•mb´•rofC~M*
~.I
~I
C´•n´•rol*ridpn
ManvfoaunnAllodaion
RECORD OF REVISIONS
MFG REV
NO
B15
DESCRIPTION
See List of Effective
Pages
ISSUEDATE
8/28/87
ATPREVDA‘
11/17/37
INSERTED BY
ATP/RLL
RECORD OF TEMPORARY REVISIONS
REV NO
DESCRIPTION
ISSUE DATE
ATP REV
INSERT
DATE
REV
REMOVE
DATE
BY
REMOVED
INCOR
BY
11/17/97
ATP/RLL
11/17/97
TR 4-2
ATP/RLL
4-1
Section 4 pg 4-148
4-2
Section 4 pg 4-148
11/15/93
11/17/97
ATP/RLL
4-3
Section 4 no 4-1
10/31/97
2/9/98
ATP/IM
Section 15
10/31/97
2/9/98
ATP/IM
15-1
pg‘15-2
Qeechcraft
BONANZA 36 SERIES
SHOP MANUAL
RECORD OF TEMPORARY REVISIONS
REVISION
NUMBER
DATE
INSERTED
DATE
REMOVED
REASON
REMOVED
PAGE
NUMBER
4-1
Dec 11/92
Nov 15/93
Temporary
4-148
Revision
4-2
4-2
Nov 15/93
4-3
2/9/98
2/9/98
NOTE: Insert this Record of
Temporary
4-1 48
15-2
Revisions after the Section 4 divider tab.
Page
1
Nov 15/93
RECORD OF AMENDMENTS
AMDMT
DESCRIPTION
NO
3B11
pgs 8-4,8-5,8-6
3B/2
SUPERSEDED
35/3
pgs 1 1-11,12-1,1 2-2,12-2A,
ISSUE DATE
ATP REV
INSERT
DATE
REV
REMOVE
DATE
BY
REMOVED
INCOR
BY
6no
11/17/97
ATP/RLL
snl
11/17/97
ATP/RLL
12n2
11/17/97
ATP/RLL
12-2B,14-6,14-6,1P8,14-10,
14-1 OA,1 4-1 4,1 4-26A,1 4-28,
1 4-30,1436A,1 4-38A,1 4-42A,
14-42B
3B14
SUPERSEDED
3B15
pgs 14-6A,14-8A,14-8B,
14-8C,1P1 65,1 4-1 6A,1 4-1 6B,
14-1 8A,14-1 8B,1 4-27,1 4-28A,
14-33,1 4-44,1 4-45,1 4-46,
1 4-46A,14-46B
SHOP MANUAL
AMENDMENT RECORD
This page provides a record of:he amendments issued since the latest revision of ~our
manual and should be incorporated into the Shop SIanual as soon as it is received. Insert the Amendment Record immediatel~ foliowin_e the List of Effcctt~t P3_ecS(X Pqcl.
Retain tfiis page until the information has become a part of the manual at the 1ICS1
amendment or revision. Eighteen months from the date of publication. tile amendment
will be deleted from nock and will
IVU~UIBER
36-590001-55/1
I
ISSUE DATE
no
longer
be available.
I
June, 1970
SUBJECT
installation of Velcro
fuel Cells
Tape uith
Replacement
56-590001-55/2
March,
Troub~eshooting
1971
and Maintenance
of Bullock Strobe
56-590001-35/5
Seg’teplber, 19711r~ncnl Chanp,es
35-590001- 55/4
November,
36~590001- fB/5
Ilece~er. 1972
Light
Cfianees
and 1972
Ir’ina .4ttach Fit.ting Chan~es and
Flapper Valve Inspection
1972
1
Wiring
(hanges
Llodel
~hanee
LIST OF EFFECTIVE
REVISIONSI
Always destroy superseded
pages when you insert revised pages.
LOG OF REVISIONS´•
B Reissue.,...,...,...,....,.,...,......,........................April,
81 Revision....,..................,....,....................November
62 Revision............,...........,.........,.............December
83 Revision.....,.....,........,................................June
84 Revision..-,.-.....,,....,..........,....................October
85 Revision..,.,...................,..,.......................April
86 Revision.,,....,............,...................,...........3une
87 Revision.,,...,......,..,..,.,.,..........,.,............October
88 Revision.,.........,.....,....,.......,..........,.......,3anuary
89 Revision...................................,......,..........May
810 Revis~on......,,.’.
811 Revision,.,...,,................,........................August
812 Revision.......,.......,....,......,...........,...........June
813 Revision..,...,,...........,............................,,.3une
814 Revision,.....-.............................................May
815 Revision..,..,........,...........................,......August
1,
31,
5,
17;
20,
18,
12,
7,
12,
.,April 19,
24,
18,
30,
31,
28,
1970
1973
1973
1975
1975
1976
1976
1976
1977
1978
1979
1979
1980
1983
1985
1987
LIST OF EFFECTIVE PAGES
Title
815
Page
togo Page
A Page
8 Page
i thru ix
1-2
1-2A
1-3 thru 1-4
1-4A
1-48
1-40
1-5 thru 1-6
1-7
1-8
1-9 thru 1-10
2-1 thru 2-2
2-2A thru 2-28
2-3 thru 2-4
2-4A thru 2-48
2-5
2-6 thru 2-6A
2-7 thru 2-8
2-8A
Aug 28/87
815
815
815
813
810
811
82
810
811
B11
813
Aug 28/87
Aug 28/87
Aug 28/87
Jun 30/83
Apr 19/79
Aug 24/79
Dec 31~73
Apr 19/79
Aug 24/79
Aug 24/79
Jun 30/83
Apr 1970
Orig
85
813
815
815
815
89
810
85
85
Apr 20/76
Jun 30/83
Aug 28/87
Aug 28/87
Aug 28/87
May 12/78
Apr 19/79
Apr 20/76
Apr 20/76
Apr 1970
Orig
2-9 thru 2-10A
2-11
2-12 thru 2-14
2-15 thru 816
3-1 thru 3-3
3-4 thru 3-24
4-1 thru 4-2
4-2A thru 4-28
4-3 thru 4-4
4-4A thru 4-4E
4-5
4-6
4-7 thru 4-12A
4-13
4-14 thru 4-148
4-15
4-16
4-17
5-1
5-2
5-3 thru 5-4
5-4A
5-5
5-6
Bll
Aug 24/79
813
811
Jun 30/83
Orig
Orig
813
Orig
814
Orig
814
85
Orig
83
83
811
811
89
Orig
811
82
Orig
82
82
89
NOTE: A fist of the effective pages will be found in the front of each chapter.
~I
Basic
Aug 24/79
Apr 1970
Apr 1970
Jun 30/83
Apr 1970
May 31/85
Apr 1970
May 31/85
Apr 20/76
Apr 1970
Jun 5/75
Jun 5/75
Aug 24/79
Aug 24/79
May 12/78
Apr 1970
Aug 24/79
Dec 31/73
Apr 1970
Dec 31/73
Dec 31/73
May 12/78
B15
a~isianed a part number which appears on the title page with the date of the issue. Subsequent
by the addition of a revision code after the part number. Al after a part number denotes the first
revision to the basic publication. A2 the second. etc. Occasionally. it is necessary to completely reissue and reprint a
publication for the purpose of obsoleting a previous issue and outstanding revisions thereto. As these replacement reissues
publications
revisions
are
are
are
identified
made. the code will also
reissue.
When
change
to the next successive leneiof the
alphabet
at each issue. For
example. B for the first
C for the second reissue. etc.
ordering
a
handbook. give the basKcnumber. and the reissue code when applicable. if a complete up-to-date publication
only revision pages be required. give the basic number and revision code for the particular set of revision
is desired. Should
pages you desire.
LIST OF EFFECTIVE
5-J
5-8
5-8A
5-9 thru 5-10A
5-11 thru 5-12
5-13
5-14 thru 5-14A
5-15 thru 5-16A
5-17 thru 5-21
6-1 thru 6-5
6-6 thru 6-8A
6-9 thru 6-19
7-1 thru 7-2
8-1 thru 8-2
8-2A thru 8-20
8-3
8-4 thru 8-6
9-1
10-1 thru 10-2
I0-2A
10-3
10-4 thru 10-4A
10-5 thru 10-6
10-7
10-8 thru 10-11
1~-1
11-2 thru 11-10
11-11
12-12 thru ll-12A
11-13 thru 11-14
ll-14A
11-15 thru 11-22
12-1 thru 12-28
12-3
13-1 thru 13-2
13-3 thru 13-4
13-5
13-6 thru 13-7
13-8 thru 13-9
13-10 thru 13-23
14-1
14-2
14-3 thru 14-5
14-6
14-6A
14-68
14-7
14-8
9
14-8A thru
14-80 thru
14-9
14-10 thru
14-108
14-11 thru
14-14
14-14A
14-148
14-80
14-8E
REVISIONSI
Orig
89
B11
82
Orig
82
Orig
Orig
Drig
B10
B11
810
Orig
815
815
82
B"1
Orig
812
810
Orig
812
812
89
85
B11
Always destroy superseded pages when
Apr 1970
May 12/78
Aug 24/79
Dec 31/73
Apr 1970
Dec 31/73
Apr 1970
Apr 1970
Apr 1970
Apr 19/79
Aug 24/79
Apr 19/79
Apr 1970
Aug 28/87
Aug 28/87
Dec 31/73
Jun 1970
Apr 1970
Jun 18/80
Apr 19/79
Apr 1970
Jun 18/80
Jun 18/80
8/3
May 12/78
Apr 20/76
Aug 24/79
Apr r970
Sep 1971
82
815
815
Dec31/73
Aug 28/87
Aug 28/87
Orig
Apr 1970
Sep 1971
Apr 1970
May 12/78
Aug 24/79
Orig
8/3
Orig
89
831
812
89
810
B9
89
84
Orig
8/3
8/5
88
Orig
8/3
8/5
88
Orig
14-10A
8/3
8/5
14-13
Orig
8/3
81
84
Jun 18/80
May
Apr
May
May
12/79
19/79
32/78
12/78
Oct 17/75
Apr 1970
Sep 1971
Dec 1972
Jan 7/77
Apr 1970
Sep 1971
Dec 1972
Jan 7/77
Apr 1970
Sep 1971
Dec 1972
Apr 1970
Sep 1971
Nov 1/73
Oct 17/75
you insert revised pages.
14-140
B8
14-15 thru 14-16
Orig
14-16A thru 14-16B 8/5
14-160
B1
14-160
B10
14-16E
B1
14-17
B1D
14-18
88
14-18A thru 14-188 8/5
14-19 thru 14-22
B8
14-23
Orig
14-24
B1
14-24A
88
14-25 thru 14-26
Orig
14-26A
14-268
14-260
14-27
14-28
14-28A
14-288
14-280
14-288
14-28E thru 14-28F
14-286
14-29
14-30
14-30A
14-308
14-31
14-32
14-32A thru 14-328
14-33
14-34 thru 14-35
14-36
14-36A
14-368
14-37
14-38
14-38A
14-388
14-39
14-40
14-40A
14-41
14-42
14-42A thru 14-428
14-43
14;44
14-44A
14-45 thru 14-468
14-47 thru 14-57
14-58
15-1
15-2 thru 15-3
16-1 thru 16-7
8/3
81
88
8/5
8/3
8/5
81
88
81
88
B1
88
B/3
81
88
64
88
84
8/5
88
Orig
8/3
84
88
Orig
8/3
84
88
Orig
84
88
Orig
8/3
88
8/5
88
8/5
88
812
82
B11
B11
Jan 7/77
Apr 1970
Dec 1972
Nov 1/73
Apr 19/79
Nov 1/73
Apr 19/79
Jan 7/77
Dec 1972
Jan 7/77
Apr 1970
Nov 1/73
Jan 7/77
Apr 1970
Sep 1971
Nov 1/73
Jan 7/77
Dec 1972
Sep 1971
Dec 1972
Eiov 1/73
7/77
1/73
7/77
1/73
7/77
Sep 1971
Nov 1/73
Jan 7/77
Oct 17/75
Jan 7/77
Oct 17/75
Jan
Nov
Jan
Nov
Jan
Dec 1972
Jan 7/77
Apr 1970
Sep 1971
Oct 17/75
Jan 7/77
Apr 1970
Sep 1971
Oct 17/75
Jan 7/77
Apr 1970
Oct 17/75
Jan 7/77
Apr 1970
Sep 1971
Jan 7/77
Dec 1972
Jan 7/77
Dec 1972
Jan 7/77
Jun 18/80
Dec 31/73
Aug 24/79
Aug 24/79
B15
ALPHABETICAL
INDEX
BEECHCRAFT
BONANZA 36 SERIES
SHOP MANUAL
ALPHABETICAL INDEX
Access Openings
Actuator
3-2,3-3
Assembly, Landing Gear,
Removing And Installing
Flap
Disassembly
5-16A
4-148
4-16,Illus.4-17
Elevator Trim Tab Overhaul
4-2A
Landing Gear Overhaul 5-16A,I71us.5-18
Adjusting
Brake Master Cylinder Linkage
Cabin Door
Flap Limit Switch
Fuel Pressure
Fuel System
Idle Speed and Mixture
Landi ng Gear System
Magneto Breaker Point
Micro Switch
Oil Pressure
5-2
3-19
4-14,Il1us.4-15
1-48
Illus.6-3,6-4
6-2,Illus.6-3
5-6
6-6
5-8
6-4,Illus.6-5
13-3
5-2
1-4A
5-8
11-13
Overvoltage Relay
Parking Brake
Pressure Relief Valve
Pressure Switch
Pressure System
propeller Governor
Seat Back Adjustment
Stall Warning
Throttle Warning Horn
Utility Door
Aft Half
Forward Half
7-1,Illus.7-1
3-16
11-11
6-5
3-19
3-20
13-3
3-9
Voltage Regulator
Wings
Ai7eron
Balancing
4-2
4-2
4-2
4-2,Illus.4-3
4-2,I1lus.4-3
Tabs
Air Conditioning
4-2
2-4A,10-5,11~us.10-6
2-4A
Charging,System
10-9
Compressor, Removaf,Installation
Compressor Belt
10-7
Removal, Installation
System
Tension Adjustment
Evaporator
Filter Replacement
Removal, Installation
Functional Test
Maintenance
precautionary Service Measures
B75
10-7
10-10
Ventilation Blower
Installation, Removal
10-9
2-4A
Servicing
2-4A
Charging
2-48
Checking Compressor Oil
8-2A
Airplane Defueling
1-3,1-4,1-4A
Airplane Dimensions
2-4A
Air Filter, Induction
...r........
6-5
Air Induction System. Engine
Air Pressure Pump
6-8A
Air System, Static
Air System Static, Cleaning
11-11
Care
2-6
Airplane Finish, Cleaning
12-3
Aluminum Finish, Cleaning
Waxing
Airplane Alum. Exterior
12-1
Preparation for Paint
6-19
11-5
AlcalCalibration Unit
Alignment, Slip Ring
13-1,13-2
Alternator
Overhaul
Removal
Installati~n
System Troubleshooting
Anchoring
Mooring Provisions
Application of Ext, Paint
on
Aluminum Skins
Approved Eng. Oils, Chart
Assembly of Landing Gear
13-3
13-2
13-2
13-16
2-2
12-1
2-5
5-11,5-13,Illus.5-14
Shock Struts
Autopilot
Troubleshooting
Auxiliary Fuel Pump
11-18
8-28
4-7,Illus.4-8
Control Trimmer
Insta7lation
Removal
Rigging
System
System Leak Detection.
Troubleshooting
10-7
10-9
10-9
10-7
10-5
10-5
B
Baking Enamel
Balancing
Aileron
Control Surfaces
Elevator
Rudder
Battery
14 Volt System
28 Volt System
Charging
Maintenance
2-2A
4-7,I11us.4-8
4-7
4-9,Illus.4-11
4-12,I7lus.4-13
2-4, 13-1
2-4
2-4A
13-1
2-4A
13-16
Troubleshooting
11-14A
BEECHCRAFT New-Matic A/P
BEECHCRAFT Supplemental
1-2A
Publications
2-8
Blade Maintenance, Propeller
Blade Repair, Propeller
7-2,Illus.7-2
BEECHCRAFT
BONANZA 36 SERIES
SHOP MANUAL
Bolts, Wing
Brakes, Assembly
Removal
3-10
Wheel
installation
5-1
Bleeding
Dual System
5-1,I11us.5-4
Gravity
5-1
Pressure
Fluid Reservoir
Master Cylinder
5-1,I~lus.5-3
’2-28,1-40
5-2
Linkage Adjustment
5-2,111us.5-4A,5-5
Overhaul
Removal
Installation
5-2
2-2
5-4A
Parking
Adjustment
Valve Overhaul
5-4A,Illus.5-5
5-2
Valve Removal
Instal~ation
5-2
Relining
2-2B
Servicing
System
Troubleshooting
Wear Limits
Breaker Point
Brush Block
5-1,Il1us.5-3
5-20
1-4C,5-1
Adjustment, Magneto
Replacement
Brush B7ock Resistance Check
6-6
1-4B
11-5
Brush, Replacement,
Deicer
Brushes, Starter
13-5
Bu13ock Strobe Unit
13-6,111us.13-7
C
Cabin Cooling
Cabin Door
Adjustment
Lock
Installation
Removal
Teleflex Cable Removal
and Installation
Installation
Window Removal
Cabin
Heating
Cabin Ventilation
Installation
Air Conditioning System
1-48
1-4B
8-4
8-2A
2-4A
2-5
Consumable Materials
2-9 thru 2-11
Electrical Utilization Load
14 Volt
13-10, 13-11
28 Volt
13-12, 13-13, 13-14, 13-15
Flare Fitting Torque
8-6,Il1us.8-6
12-2A
Lacquer Paint
Lubrication
2-12,2-13,Illus.2-14
2-16
Sealing
Approved Engine Oi7s
ii
Maintenance
Program
2-15
12-2A
11-5
11-5
11-4
5-8
13-1
2-6
2-6A
2-6
11-11
2-6
Interior Cab7n Trim
Plastic Windows
Static Air System
Care of Airplane Finish
Cleaning
12-3
Cleaning
Waxing Airplane Finish
Parts Replacement
Cleaning, Repair
5-16A
Shimmy Dampener
1-7
Coarse Thread Series Bolts, Torqu~ng
12-2A
Colors, Interior
13-1
Component Replacement Electrical
3-24
Component, Repair of
~iberglass
Compressor
10-7
2-48
10-9
Removal,Installation
Illus.2-4B
Servicing
10-7
Condenser Removal, Installat7on
13-5
Console Light Bulb Replacement
2-9 thru 2-1-1
ConsumableMaterials Chart
11-4
Continuity Test, Deicer
4-1
Control Column, Single
Installation
4-1
Removal
4-1
Rigging
2-2
Control Lock
Controls, Surface
Flight
4-2
Aileron
Belt
Oil Level
4-7,111us.4-8
Control Trimmer
Installation
Removal
4-2
4-2A
4-10,Illus.4-1l
Balancing
Removal
4-2
4-2
4-2,Illus.4-3
Rigging
Tabs
Elevator
Installation
Rigging
Trim Tab
Actuator
Rigging
flaps
Actuator
Chart
Servicing
Cleaning
Battery
Engine
Balancing
3-17
3-20
10-1,111us.10-2A
10-3,10-4,10-4A
10-1,1llus.10-2A
10-3,10-4,10-4A
Fuel Grade
Capacity,
Capacity, Oil
Case
Repair of Fuel Cells
Cells, Fuel, Removal
Charging
10-2
3-16
3-19
3-18
3-17
Vinyl Paint
Check
Brush Block Resistance
Deicer Resistance
Deicer Timer
Landing Gear System W/Safety
Switch in Test Position
Disassembly
4-2A
4-2A,Illus.4-4
4-2A
4-2A
4-2A
4-14,Illus.4-15
4-14B,I11us.4-17
4-16
4-14
Installation cf Removal
Limit Switch
4-14,I11us.4-15
Installation
4-14A
Motor Removal
Gearbox Assembly
Motor
and Disassembly
4-16
Overhaul
Replacement Schedule 15-2
4-14A
Position Indicator Adjustment
Installation
4-148
Shaft Removal
4-14
Track Wear Limits
B15
BEECHCRAFT
BONANZA 36 SERIES
SHOP MANUAL
Rudder
Balancina
4-12,Illus.4-13
Removal
Insta7lation
4-5
Rigging
4-5
1-40
6-8A
10-1
6-1
Control Surface Travel
Cooler, Oil
Cooling, Cabin
Cowl Flaps
Cowling Removal
Cylinder, Brake,
6-1
Master
Electric Wiring Diagrams
Elevator
14-1
4-2A,Illus.4-4
4-9,Illus.4-l1
Balancing
Check Tab Free Play
Removal
Installation
4-40
4-2A
Rigging
4-2A,Illus.4-4A
Trim Tab
Actuator
free Play
4-2
4-2B,4-2A,Illus.4-4
4-4C,Illus.4-4E
Rigging
Overhaul
5-2,I71us.5-5
Cylinder, Oxygen
Cylinder, Oxygen Replacement
Cyl inder Head Temperature
1-40
11-1
1-48
4-2A
Electric
Enamel Baking
4-4B,Illus.4-4D
12-2A
Engine
Air Induction
System
6-5
6-1
2-6
6-3
8-5
3-23
2-5
6-2
6-2
6-4
6-13
Baffles
D
Cleaning
Dampener, Shimmy
Defueling Airplane
Electric, Propeller
2-6A,5-15
8-2A
11-1,16-1
Boot
Brush Block Replacement
Brush Replacement
Heat Test
Resistance Check
1-48
11-4
11-5
11-7
11-4
3-1
System Troubleshooting
Timer Check
Diagram, Stations
Dimensions, Airplane
Disassembly of the Main
Gear Shock Strut
1-3,1-4,1-4A
5-10A,Zllus.5-12
Door
Cabin
Adjustment
Utility
Adjustment
3-19
3-19
Aft Half
3-19
3-20
Forward Half
Dual Brake System,
Bleeding
5-1,1llus.5-3
E
EGT Indicator
Electric Elevator Trim
Electric Propeller Deicer
50-Hour Inspection
Electric Propeller Deicer
100-Hour Inspection
Electric Propeller Deicing
Goodri~h
Electric Symbols
Electrical System
Battery
Elevator Trim, Electric
Component Replacement
6-18
4-48
16-6
Oils, Approved
Installation (EA-I
aft)
Removal (EA-I
Aft)
Removal
Installation
Troubleshooting
Evaporator
Filter Replacement
10-9
10-9
6-18
Removal
Installation
Exhaust Temperature Indicator
Exterior, Airplane Aluminum,
Preparation for Paint
12-1
12-1
12-2A
Exterior
Interior Finish
Exterior
Interior Primer
Exterior Paint on Aluminum
Skins, Application
Touchup Repairs
12-1
12-28
2-2A
Exterior Paint
External Power
F
Fiberglass Components, Repair of
3-24
Fifth
Sixth Seat Removal
Installation
3-15
Fifth gr Sixth Seat Stowage
3-15
2-4A
Filter, Air Induction
1l-14A
Filters, Pressure System
Fine Thread Series Bolts, Torquing
1-7
1-48
Firing Order
Flaps
4-14,Il~us.4-15
4-148,Illus.4-17
16-6
Actuator
11-1
14-3
13-1
13-1
4-48
13-1
15-3
Installation
Removal
Limit Switch
Motor Removal
Installation
Motor Gearbox
DisassembSy
Overhaul
Replacement Schedule
Electric Utilization Load Chart
14 Volt
13-10,13-11
28 Volt
13-12,13-13,13-14,13-15
815
Fuel System
Fuel Pump Adjustment
Instruments
Assembly
4-16
4-14
4-14,I17us.4-15
4-14A,4-148
Disassembly
Overhaul
Replacement Schedule
Position Indicator Adjustment
Track Wear Limits
Flap Control &-Indicator
4-16
15-2
4-14A
4-14
iii
BEECHCRAFT
BONANZA 36 SERIES
SHOP MANUAL
Circuit, Troubleshooting
flap Fitting Torque Chart
Flared
13-20
8-6,I1ius.8-6
Fittings, Installation
Flight
Contro-ls
Aileron
Surfaces
Controller Trimmer
Instal7ation
Removal
4-2
4-2A,Illus.4-4
4-9,I17us.4-11
Balancing
4-2A
Installation
4-2A,Illus,4-4
Rigging
4-2A
4-2A
4-2A
Trim Tab
Actuator
Rigging
Flaps
4-14,Il1us.4-15
4-148,I11us.4-17
Actuator
4-16
Disassembly
4-14A
Removal
Installation
Limit Switch
4-14,111us.4-15
4-14A
Installation
MOtor Removal
Motor Gearbox Assembly
4-16
Disassembly
Overhaul
Replacement
Schedule
Position Indicater Adjustment
Installation
Shaft Removal
Track Wear Limits
Rudder
4-148
4-14
4-12,1llus.4-13
Balancing
Removal
15-2
4-14A
Installation
Rigging
Single Control Column
4-5
4-5
4-1
4-1
4-1
Control Column Arm Installation
control Column Arm Removal
Effect of Temperature Upon
4-2
Cable Tension
Control
the
Rigging
4-1
Column Chain
Forward LH Window Removal
and Installation
3-20,3-21
3-15
Installation
Front Seat Removal
fuel
8-20
Boost Pump
Cells
8-4
Care 8! Repair
8-4
teak Testing
8-2A
Installation
Removal
6-3
System Adjustment
8-5
Driven
Pump Adjustment
Engine
1-48
Grade
Capacity
8-2
Inspect Flapper Valve
15-2
Overhaul
Replacement
1-48
Pressure Adjustment
8-5
Sel ector Valve
Circuit
Indicator
Quantity
13-21
Troubleshooting
8-5
Installation
Removal
iv
6-3
8-1.111us.8-3
Inspection
G
4-2
4-2
4-2,Il1us.4-3
Rigging
Trim Tabs
Elevator
1-4A,8-1.Illus.8-2C
Tank Vent Line
4-2,711us.4-3
4-7,I~lus.4-8
Balancing
Removal
8-5
4-1
2-3
Servicing
System
System Adjustment
Landing, Electrical System,
5-20
Troubleshooting
Gear, Landing, Overhaul
15-2
Replacement
5-8A
Gear, Landing, Rigging
5-6
Gear, Landing, Safety System
5-6,Illus.5-7
Gear, Landing System
Installation
5-13
Gear, Main, Removal
5-11
Gear, Main, Tolerances
Installation
5-13
Gear, Nose, Removal
5-11
Tolerances
Nose,
Gear,
5-13
Gear, Nose Shock Strut Assembly
Gear, Nose Shimmy
5-15,Illus.5-16
Dampener Assembly
Gearbox, Flap Motor
Overhaul
4-16,Illus.4-17
Gear
General Information
Generator System, Standby
Installation
Glareshield Removal
Governor, Propeller
Adjustment
Gravity Bleed Brakes
1-4A
13-3
3-23
7-1,Illus.7-1
Grimes Strobe Unit
Ground Cable Static Adjustment
Ground Checks, Electric
Elevator Trim
Ground Handling
Warm Up
Ground Run
Guide, Inspection
Guide, Motor Brush Replacement
Guide, Replacement,
Light Bulb
5-1
13-8
2-8
4-48
2-1
6-1
16-1
1-40
13-9
H
Heating Cabin
High Oii Temp
Hoisting
2-1
11-4
10-1
10-1
10-2
10-1
6-4
2-2A
Horizontal Stabilizer Removal
Installation
3-15
Handling, Ground
Heat Test, Deicer
Heater Muff, Removal
Installation
Testing
Vent System Inspection
Heater Muff Pressure
Heating
Idle Speed
Mixture
Adjustment
Ignition Troubleshooting
Index, Wiring Diagrams
6-2,1llus.6-3
13-17
14-2
B15
BEECHCRAFT
BONANZA 36 SERIES
SHOP MANUAL
Induction Air Filter
Information, General
Inside Patch, F~fel Cells
Parts Replacement,
Inspection
Main Gear
2-4A
1-4
8-4
Parts Replacement,
Nose Gear Shock Strut
5-13
Inspection of Fuel Tank
Vent Lines
8-1,Illus.8-3
16-1
Inspection Guide
Vent System
10-2
Inspection of Heat
4-2
Installation, Aileron
3-15
Instal7ation, Front Seat
2-7
Instal~ation, Light Tray
11-5
Instal7ation, Propeller Deice Boot
Installation of Flared Fittings
8-5
Installation of Velcro Tape
8-3
W/Replacement Cells
Installation of L.E.
Main Spar
3-4
installation of Magnetos
6-7
3-4
Installation, Wing
Instrument, Engine, Removal
Installation
3-23
Instruments, Overhaul
Replacement 15-3
Instrument Wedge Lighting
2-7
Interior
Exterior Finishes
12-1
Interior Colors
12-1
Introduction
1-1
J
2-1
2-2
Main Wheel
L
Lacquer
Lacquer Paint Chart
Landing Gear
12-2A
12-2A
Actuator Overhaul
5-10A,Illus.5-18
Adjustment, System
Assembly of Main Shock
Strut
Safety System
System
System Check. w/Safety
5-6,I71us.5-7
Switch in Test Position
System Maintenance
Adjustment
Uplock Rollers, Lubricate
Landing Light Circuit
Troubleshooting
Latch Pin Adjustment, Utility
L.E.
Main Spar Installation
2-3
13-21
Door
L.E. 6 Main spar Removal
Leather Panels
Leveling
Light Bulb Replacement Guide
Light, Strobe
Light Tray
3-20
3-4
3-4
12-2A
212A
13-9
13-6
Installation
2-7
Removal
2-7
Limit Switch Adjustment
4-14,Illus.4-15
Limit, Wear, Brake
1-40,5-1
4-14
Limit, Wear, Track
Linkage, Brake Master Cylinder
5-2
Adjustment
Load Chart, Electrical Utilization
14 Volt
13-10,13-13
28 Volt
13-12,13-13,13-14,13-15
2-2
Lock, Control
Locks, Roton
2-7,Illus.2-7
2-8A
Lubrication, Thread
Lubrication
2-4A
Airplane
Chart
2-12,2-13,Illus.2-14
Uplock Rollers
2-3,5-13
Starter
13-5
M
5-II,I~lus.5-12
5-13,I~lus.5-14
11-5
Machining, Slip Ring
6-5
Magnetos
Point Gap
6-6
Timing
Drop Off Check .1................ 6-5
Disassembly of Main
Instal~ation
Shock Strut
5-10A,I11us.5-12
Disassembly of Nose Gear
Shock Strut
5-13
Electrical System Troubleshooting
5-20
..I
5-10
Installation
Main, Removal
Main, Retract Rod
5-19
Removal
Insta77ation
5-8
Maintenance, Systems
5-8
Microswitch Adjustment
5-19
Motor Removal
Installation
5-13
fnstallation
Nose, Removal
5-19
Nose Wheel Steering Mechanism
15-2
Overhaul
Replacement
L.G. Positionlndicator Circuit
Preparation for Installation
B75
5-8
5-8
5-8
Assembly of Nose Gear
Shock Strut
13-19
5-8A
5-8
5-8A
5-6
Rigging
5-11
Inspection
Jacking
Jacking,
Troubleshooting
Position Light Adjustment
Pressure Switch Adjustment
Removal
6-6
Timing
Installation
Timing
Main Gear Removal
Installation
Main Gear Shock Strut
Disassembly
6-7
6-6
1-4B
6-7
5-10
5-10A,Illus,5-12
Main Gear Tolerances
Main L.G. Retract Rod
Installation
Removal
Main L.G. Shock Strut Assembly
L.E. Installation
Main Spar
Main Spar
L.E. Removal
Main Wheel Jacking
5-11
5-19
5-11
3-4
3-4
2-1
v
BEECHCRAFT
BONANZA 36 SERIES
SHOP MANUAL
Maintenance
Battery
L.G. System
Prop. Blade
2-4
5-8
2-8
5-19
Wheel.
Tire
Master Cylinder, Brake
Overhaul
5-2,Illus.5-4A,5-5
Master Cylinder, Brake
Installation
Removal
5-2
Microswitch Adjustment
5-8
Minor Propeller Blade
Repair
7-1,I77us.7-2
Miscellaneous
Miscellaneous Overhaul
Replacement
Mixture
1-40
15-3
Overhaul
15-1
Replacement Schedule
Overhaul of L.G.
Actuator
5-16A,Illus.5-18
Overhaul. Parking Brake
.......I........
Valve
5-4A,Zllus.5-5
13-5
Overhaul, Starter
Overhaul Elevator Trim Tab
Actuator
4-2A
13-3
Overvoltage Relay, Adjusting
Oxygen
Cylinder
Replacement
System
Purging
Servicing
1-40
11-1
11-1
2-6
Idle Speed
Adjustment
6-2,Zllus.6-3
2-2
Anchoring Provisions
Motor Brush Replacement Guide
1-40
Motor, Flap, Removal
Tnsta~lation
4-14A,4-148
Motes Gearbox, Flap, Assembly
Disassembly
4-16,1llus.4-17
Installation
5-19
Motor, L.G- Removal
10-1
Muff, Heater, Testing
Muff, Heater, Removal
P
Mooring
Installation
10-1
N
Navigation Light Circuit
Troubleshooting
Nose Gear
Removal
Installation
13-21
5-13
Shimmy Dampener
Disassemb7y
5-15,171us.5-16
Table of Manufacturing
Tolerances
Disassembly
Tolerances
Nose Wheel Travel
5-19
O
Oil
Cooler
High Temperature
Pressure
Adjustment
System Servicing
Opening
Order,
Access
~iring
Outside Patch, Fuel Cells
Overhaul, Alternator
vi
Plant, Power
Plant, Power, Overhaul
Replacement
Plastic Windows,
Cleaning
2-5
1-48
2-48
6-8A
6-4
1-48
6-4,171us.6-5
2-3
1llus.3-2,3-3
1-48
8-4
13-3
5-13
1-48, 6-1
15-2
2-6
1-48
Plugs, Spark
Adjustment
Power, External
5-15
Approved, Engine
Capacity
Compressor, Level
Parts Replacement
Inspect~on,
Nose Gear Shock Strut
Pitot System
5-13
Stop
Adjustment
Overhaul
5-4A,Illus.5-5
Brake Valve
Installation
Removal
5-2
Parts Replacement
Inspection,
Main Gear
5-11
Position Indicator,
5-13,1llus.5-14
12-1
12-2A
12-2A
2-2
5-4A
Parking
5-15
Shock Strut
Assembly
Painting, Aluminum
Panels,Leather
Panels, Vinyl
Parking Brake
Adjustment
Parking Brake Valve
Flap
4-14A
2-2A
Power Plant
Power Plant, Overhaul
1-48,6-1
15-2
Replacement
Power Supply Unit, Strobe
Installation
13-8
Light Removal
Preparation of Airplane Aluminum
Exterior for Paint
12-1
Pressure
Bleed Brakes
5-1,Il7us.5-3
Fuel Pressure Adjustment
1-48
Oil
1-48
Adjustment
6-4,Illus.6-5
Relief Valve Adjust
Switch Adjustment
1-40
5-8
System
Adjusting
11-13
Filters
Primers, Exterior
Propeller
Adjustment
Interior
12-2A
1-48,7-1
7-1
B15
BEECHCRAFT
BONANZA 36 SERIES
SHOP MANUAL
Blade Maintenance
Blade Repair
2-8
7-1,Illus.7-1
Deicer
Boot Removal
Installation
Electric, Propeller
11-1
Governor
7-1,Illus.7-1
Adjusting
Removal
Installation
Inspection
Troubleshooting
Publications, Supplementary
BEECHCRAFT
Vendor
Pump, Air Pressure
7-1
16-6
11-7
1-2A
Pump, Engine Driven, Fuel
Purging, Oxygen System
1-2
6-8A
6-9
11-1
Rigging Elevator
Control System
Rigging Elevator Trim Tab
Rigging Landing Gear
Rigging Rudder
Control System
Ring, Slip, Aligning
Ring, Slip, Machining
4-2A,Illus.4-4
4-2A
5-8A
4-5,Illus.4-6
Roton Locks
2-7,Illus.3-7
Rubber Seals
2-6A
Rudder Pedal Rig Tool
4-5
Rudder Balancing
4-12,Illus.4-13
Rudder Control System, Rigging
4-5
Rudder Installation
....11.........
4-5
Rudder Removal
4-5
Rudder System
4-5,Illus.4-6
Safety System, L.G.
Reassembly of Shimmy
5-16A,Illus.5-16
Dampener
13-3
Regulator, Voltage Adjustment
13-3
Relay, Overvoltage Adjusting
Schedule, Overhaul
Replacement
Sealing Chart
Seals, Rubber
Rel i n i ng
Seats
Back Adjustment
Third
Fourth, Removal
Installation
Fifth
Sixth Removal
Installation
Installation
Front, Removal
Second Window Removal
Installation
Selector Valve, Fuel,
Installation
Removal
Bra ke s
5-2
4-2
Removal, Aileron
Removal
Installation of
fuel Cells
Installation of
Removal
Glareshield
Installation of
Removal
Horizontal Stabilizer
Removal
Installation of
Utility Door
Removal
Installation of
Vertical Instruments
Removal
Installation of
Vertical Stabilizer
Removal 8~ Installation L.G.
Actuator Assembly
Removal, Cowling
Removal, Front Seat
Removal, Light Tray
Removal, Propeller Deicer Boot
Removal of L,E.
Main Spar
Removal of Magnetos
Removal, Wing Tip
Repair of fiberglass Components
Repairs, Exterior Paint Touch-up
Replacement, Brush Block, Deice
Replacement, Deicer
......,...1-...
8-2
3-23
3-15
3_19
3-23
Servicing
Battery
3-15
Brakes
Chart
Fuel System
Information
Oil System
Shock Struts
Tires
Shaft, Flap, Removal
5-16A
6-1
3-15
2-7
11-15
3-4
6-6
3-4
3-24
12-28
1-48
Brush
13-1
Replacement, Electrical Component
Bulb
13-9
Replacement Guide, Light
11-1
Replacement, Oxygen Cylinder
1-4C
Reservoir, BrakeFluid
11-5
Resistance Check, Brush Block
Resistance Check, Deicer
Rigging Aileron
Control System
4-2,171us.4-3
B15
11-5
11-5
Installation
5-6
15-1
2-16
2-6A
3-15
3-16
3-16
3-15
3-15
3-23
8-5
2-28
2-4
2-28
2-15
2-4
1-4C
2-4
2-28
2-28
4-148
2-6
Shimmy Dampener
Shimmy Dampener
Nose Gear, DiZassembly
5-15,Illus.5-16
Shimmy Dampener,
Reassembly
5-16A,Illus.5-16
Shock Strut, Main L.G.
5-11
Assembly
5-12,5-10
Disassembly
Shock Strut, Nose L.G,
5-13,111us.5-14
Assembly
Disassembly
5-13,171us.5-14
Shock Strut Servi~ing
Single Control Column
Installation
Removal
2-28
4-1
4-1
vii
BEECHCRAFT
BONANZA 36 SERIES
SHOP MANUAL
Rigging
Slip Ring Alignment
51ip Ring Machining
Spark Plugs
Special Tools
4-1
11-5
11-5
1-48
1-8,1-9
Stabilirers
Stall Warning indicator Circuit
Troubleshooting
Stall Warning Switch
Sta71 Warning System
Standby Generator System
3-15
Balancing
13-20
1-40
13-3
13-5
13-5
13-5
13-5
13-5
13-5
Installation
3-16
System Troubleshooting
Static Air System, Cleaning
11-11
Static ir System, Testing For Leaks 11-11
STatic Ground Cable
2-8
Adjustment
Stations Diagram
3-1
13-6
Strobe Light
13-6
13-8
Grimes
Strobe Light, Tail,
Removal
Instal7ation
13-8
Strobe Light Wing,
13-9
Installation
Removal
Storm Window,
Removal
Installation
3-20
Sixth Seats
3-15
Stowage, Fifth
Supplementary BEECHCRAFT
1-2A
publications
1-2
Supplementary Vendor publications
1-2
Publications
Surfaces
Flight
4-1
Controls
Aileron
4-2,111us.4-3
Starter
Brush Replacement
Lubrication
Overhaul
Removal
4-2,I71us.4-8
Balancing
Control Trimmer
Installation
Removal
4-2
4-2A,Illus.4-4
4-9,1llus.4-11
Balancing
Removal
Installation
Rigging
Trim Tabs
Actuator
Disassemb’ly
Assembly
flaps
Actuator
4-2
4-2
4-2,I17us.4-3
Rigging
Tabs
Elevates
4-2A
4-2A,I71us.4-4
4-2A
4-2A
Removal
Installation
4-12,Illus.4-13
4-5
4-5,Illus.4-6
Rigging
1-4C
Switch, Stall Warning
14-3
Symbols, Electrical
8-2B
1-4A,8-1,Illus.8-2A
System, Fuel
Adjustment,
System Maintenance
5-6
Landing Gear
T
Tables
Finishes
12-1
Manufacturing Tolerances, Nose
Gear Shimmy Dampener
Thread Lubricants
Torques
Tabs, Aileron
femperature, High Oil
Tests
Deicer Continuity
Deicer Heat
Fuel Cells Leaks
Static Air System Leaks
Third
Fourth Window
Installation
Removal
Thread Lubricants, Table
Three View
Throttle Warning Horn
Switch Adjustment
Timer Check, Deicer
Timing Magneto
Timing the Magnetos
to the
Tire
Wheel Maintenance
Tires
TIT Indicator
Tolerances, Main Gear
Tolerances, Nose Gear
5-15
2-8A
1-5
4-2
6-4
11-4
11-4
8-4
11-11
3-23
2-8A
1-3,1-4,1-4A
Engine
6-5
11-4
1-48
6-7
5-19
2-28
6-18
5-11
5-15
1-8,1-9
Tools, Special
1-6
Torque Wrenches
1-5
Torques, Table Of
1-7
Torq~uing Coarse Thread Series Bolts
1-7
Torquing Fine Thread Series Bolts
2-1
Towing
Track-Wear Limits
4-2A,4-28,Il~us.4-4A
4-14,1l1us.4-15
4-148,111us.4-17
4-16
Disassembly
4-148
Removal
Installation
Limit Switch
4-14,Z1lus.4-15
4-14A
Motor Removal Br Installation
Motor Gearbox Assembly
4-16
Disassembly
viii
Overhaul
Replacement
15-2
Schedule
Position Indicator Adjustment
14-4A
Installation
Shaft Removal
4-14B
4-14
Track Wear Limits
Rudder
4-5,Illus.4-6
4-14
1-46
Travel, Control Surface
Travel Stop Adjustment, Nose Wheel
5-19
Trim Tab, Elevator Actuator Assembly
Disassembly
4-2B,Illus.4-28,4-4A
Trim Tab, Elevator
Free Play
4-4C,Iilus.4-4E
4-2A
Rigging
Trim Tab, Elevator, Electric
4-48
4-2
Trimmer, Aileron Control
B15
BEECHCRAFT
BONANZA 36 SERIES
SHOP MANUAL
Troubfeshooting
Velcro
Alternator System
Autopilot
Battery
Brake System
Engine
Flap Control h Indicator Circuit
Fuel Quantity Indicator Circuit
Ignition System
L.G. Electrical System
L,G.
Position Indicator Circuit
Landing Light Circuit
Navigation Light Circuit
Propeller Electric Deicer System
StandbSt Generator
Starter System
Stall Warning Indicator Circuit
Warning Horn Circuit
Turbocharger System
13-16
11-18
13-16
5-20
6-13
13-20
13-21
13-17
5-20
13-19
13-21
13-21
11-7
13-22
13-16
13-20
13-19
6-16
Turbine Inlet
Temperature
1-4B,6-18,171us.6-19
Calibration
6-19
Turbocharger
Adjustment
6-9,Illus.6-10
Test
Leak Test
Controller
Freeing Turbocharger Shaft
Removal
Installation
Controller Removal
Controller Installation
Troubleshooting
6-9
6-10
Illus.6-ll
6-12
6-12
6-12
6-13
6-13
6-13
Tape Installation
Replacement Cells
with
Vender Publications
Ventilation Blower
Ventilation
Heater System,
Inspection
Ventilation,
10-2
Cabin
10-1,Illus.10-2A
Vertical Instruments
Vertical Stabilizer Removal
Installation
Vinyl Paint Chart
Vinyl Panels
Voltage Regulator Adjustments
L’plock Rollers, Lubricate
Utility Door
Adjustment
Aft Half Adjustment
2-3,5-13
3-19
3-19
3-19
3-20
Latch Pin Adjustment
Removal
Installation
3-20
3-19
11-1
Utility Systems
Utilization Load Chart, Electrical
14 Volt
13-10,13-11
28 Volt
13-12,13-13,13-14,13-15
V
Valve, Adjustment, Pressure Relief
Valve, Fuel Selector,
Installation
1-4A
8-5
Valve, Parking Brake
Overhaul
B15
3-15
12-2
12-2
13-3
Ground Run
Warm-up
Warning Horn, Circuit
Troubleshooting
Warning Horn, Throttle Switch
Adjustment
Warning Switch, Stall
Warning System, Stall
Wear Limits, Brake
Wear Limits, Track
Wedge Lighting, ´•Installation
Wheel
Brake Assembly, Removal
6-1
13-19
6-5
1-40
1-40 5-1
4 14
2-7
Installation
Wheel
Tire Maintenance
5-1
5-19
Wheel, Main, Jacking
Wheel, Nose, Travel Stop
Adjustment
2-1
5-19
3-20
Cabin Door
Fwd. Ha7 f Adjustment
Removal
3-23
W
Windows
U
8-3
1-2
10-9
5-4A,Illus.5-5
Removal
Installation
Forward Left Hand
Removal
Installation
Second
Removal
Installation
Storm
Removal
Installation
Third h Fourth
Removal
Installation
Windshield ~nstallation
Windshield Removal
Wings
Adjusting
Bolts
Installation
Removal
Tip Removal
Wiring Diagrams, Electrical
Wiring Diagram Index
Wrenches, Torque
3-16,3-17
3-20,3-21
3-23
3-20
3-23
3-21
3-21
3-4
3-9
3-10
3-4
3-4
3-4
14-1
14-2
1-6
ix
have had the required tests and inspections
performed, may be different in fabrication
techniques and materials, and may be
dangerous when installed in an airplane.
not
The Bonanza 36
Shop
Manual
provides
the
factory
recommended
procedure for maintaining the Bonanza 36,
A36 and A36TC in an easy to follow, easy to locate
manner.
Information in the
helping
the
Shop Manual
is directed toward
experienced mechanic with specialized and
more complex maintenance, while simple and repetitive
procedures are given less emphasis. When necessary, an
illustration supplements the text for further clarification.
Salvaged airplane parts, reworked parts
obtained from non-BEECHCRAFT approved
unknown
been
In all instances where
serial
designations
parts, components,
or
sources,
or
structural
assemblies, the service history of which is
or
cannot be
subjected
authenticated, may have
unacceptable
to
stresses
or
information applies
temperatures or have other hidden damage; not
discernible through routine visual or usual
where E-r85
nondestructive
no
are
made the
to the 36, A36, and A36TC. In areas
later "E" serials appear, the information
to both the A36 and A36TC,
except when the
will
or
apply
same subject
is also covered by "EA" serial designations.
In the latter instance the serialized information
applies only
to its respective model.
The
Shop Manual is divided into sixteen sections, with each
to a specific system or major component,
pertinent information will be found in one place.
section devoted
AH
As
shop procedures and aircraft modifications
to the Shop Manual may be issued.
testing techniques.
render the part,
component
or
This may
structural
assembly, even though originally manufactured
by BEECHCRAFT, unsuitable and unsafe for
airplane use.
BEECHCRAFT expressly disclaims any
responsibility for malfunctions, failures,
damage or injury caused by use of nonBEECHCRAFT approved parts.
warrant,
revisions
Complete operating instructions
for the BEECHCRAFT
Bonanza 36, A36 and A36TC may be found in the
applicable Model Owner’s Manual.
NOTICE
Corporation expressly reserves
supersede, cancel andlor declare
Beech Aircraft
the
right
to
To aid you in locating the information you need, an
alphabetical index contains multiple entries for each
publication
subject.
manual without
The
thru
wiring diagrams for
obsolete any part, part numbers, kits or
that may be referenced in this
prior
notice.
the Model 36 and A36, serials E-l
E-709, and E-711 thru E-762
are
CORRESPONDENCE
contained within
Section 14 of this Shop Manual.
question should arise concerning the care
airplane, it is important to include the
airplane serial number in any correspondence.
If
Refer
the BEECHCRAFT Bonanza
Wiring Diagram
Manual P/N 35-590102-7 for the wiring diagrams pertaining
to the Bonanza Model A36 airplane serials E-710, E-763
through E-1240 except E-ilrl. On Bonanza Model A36
to
serials E-l 111, E-1241 and after and Model A36TC serials
EA-I and after, refer to the BEECHCRAFT Wiring
Diagram
a
of your
The serial number appears on the model
designation placard, located inboard of the right
nap
on
the
fuselage.
Manual P~N 35-590102-9.
NOTE
WARNING
Service Publications reissues
not
automatically provided
Use only genuine BEECHCRAFT or
BEECHCRAFT approved parts obtained from
BEECHCRAFT approved sources, in
this manual. For information
connection with the maintenance and
Beech airplanes.
No. 0250-010, Rev. IV
repair
of
reissues
refer
or
to
revisions
revisions
or
to
on
applicable
are
the holders of
how to obtain
to
this manual,
BEECHCRAFI~ Service Instructions
Genuine BEECHCRAFI~ parts are produced
inspected under rigorous procedures to
insure airworthiness and suitability for use in
This manual
Beech
standard
or
subsequent revisions.
NOTE
and
from
airplane applications. Parts purchased
sources
other than BEECHCRA~,
though outwardly identical in
B13
even
appearance, may
or
covers
data
standard
systems which are
options as of the
on
publication of this manual, however not all
standard options may be designated as such.
1-1
I
SUPPLUIEHTARY PUBUCATIONS
PROPELLER
Following is a lisr of publications providing servicing,
overhaul and parts information on van~ous
components of
the BEECHCRAFT Bonanza 36, A36 and
A361~C which
McCauley Industrial Corporation, Dayton, Ohio.
you may obtain to
supplement the Shop Manual. in most
publications directlyfrom
the manufacturer or his distnbutor. Only a few, vendor
manuals and Beech supplementary publications,
are
II availabie from Commercial Products Support, Beech
instances,
Aircraft
you should obtain the
Hartteli
Propeller,
Catalog Manual
Propeller Owner’s Manual,
Inc. Pigua, Ohio.
No. 720415
1ISB. Hartzell
Corporation. Those
which are available are listed
Publications Price List. Since a wide variety
of radio equipment is available and because radio
manufacturers normally supply parts and servicing manual
in the
Overhaul Manual and Parts
current
v;ith each set, radio
the fist.
publications have
not
been included in
As publications on additional components become
available, they will be added to this Iist of publications.
PROPELLER GOVERNOR
Overhaul Manual with Parts List Bulletin No. 33017 for the
35-380088 Propeller Governor. Woodward Governor
Company, Rockford, Illinois.
Overhaul Manual with Parts List Bulletin No. 33080 for the
35-38008&1
PropelIer.Governor. Woodward Governor
Company, Rockford, Illinois.
YENDOR PUBLlCATIONS
ENGINE
MRGNET23S
Service Parts Catalog Form X-30040. Teiedyne Continental
Motors Aircraft Products Division, Post Office Box 90
Mobile, Alabama 36601.
Overhaul Instructions for Bendix S-1200 Series
Magnetos
Form L-609.
Corporation,
Scintilia Division, Bendix Aviation
Sidney, New York.
Maintenance and Overhaul Manual Form X-30039.
Teled~ne Continental Motors Aircraft Products Division,
Service Parts List for Bendix S-1200 Series
Post Office Box 90 Mobile, Alabama 36601,
Form L-608.
Magnetos,
Scintilla Division, Bendix Aviation
Corporation, Sidney, New York.
Operaten Handbook Form X-30041, Teledyne Continental
Motors Aircraft Products Division, Post Office Box 90
Mobile, Alabama 36601.
Parts
Catalog and Service Manual for Slick 400 and 600
Magnetos, Form l(n0, Stick Elecuo Inc., 530
Series
Blackhawk Park Ave., Rockford, r~ois 61101.
Overhaul Manual for ISIa520 Series Aircraft Engines
Form No. X-3001Z, Teledyne Continental Moron Aircraft
Products Division, Post Office Box 90 Mobile, Alabama
36601.
Operators
Manual for TSIO-n0-U and -UB
Engines
Form
No. X-M044, Teledyne Continental Motors Aircraft
Products Division, Post Office Box 90 Mobile Alabama
Installation, Maintenance and Operation Instructions,
S6RN-201 and S6RN-205 Magnetos, Form L-526. Scintilla
Division, Bendix Aviation Corporation, Sidney, New York.
Overhaul Instructions, S-600 Series Magnetos, Form L-551.
Scintilla Division, Bendix Aviation Corporation, Sidney,
New York.
36601.
Service Parts List, S-600 Series Magnetos, Form L-552-1.
Scintilla Division, Bendix Aviation Corporation, Sidney,
NRBOCHARGER
New York.
Overhaul Manual and Parts
Teledyne
Catalog
Form No. X-30055,
Continental Motors Aircraft Products Division,
Post Office Box 90 Mobile, Alabama 36601.
STARTING MOTOR
FUEL IU/EC770N
Maintenance Instructions Service Bulletin No. 1M-125 and
Overhaul Manual and Parts
Catalog Form No. X-30052.
?iledyne Continental Motors Corporation, Aircraft
Products Division, Post Office Box 90, Mobile, Alabama
Service Test Specifications Bulletin No. rM-186, DelcoRemy, Anderson, Indiana
36601.
Parts List
~-2
Group 55A. Delco-Remy, Anderson, Indiana.
B~O
ALTBMrATOR
A/R CONDITIONER COMPRESSOR
Test and Maintenance Bulletin No. 3(3-262 and Service
Specifican~ons B;Uctin
Anderson, Indiana.
Test
Parts List
Group 8S-J
and
No.
IG-187, Deko-Remy,
Group 8&T(, Delco-Remy,
Model 508
3n
Compressor,
Abacus International, P.O. Box
Daltas, ~exas 75W1.
FLIGKT CON~ROLS
Anderson, Indiana
ELECTRIC ELR~ATOR TRIM TAB
Equipment List,
Service Parts and Technical Dam OE-AI,
Prestolite Service Department, Parts and
Section, Toledo, Ohio 93601.
Service and
Equipment
Overhaul Instructions for Continental
Edo-Aire Mitchell, Automatic Flight Control Systems,
AW63 Bulletin No. 686 or AK669 Bullerin No. 798
EDO-AIRE MITCHELL, P.O. Box 610 Mineral Wells,
Texas 76067.
642056A1 Alternator. Publication No.X-30531, Teledyne
Continental Motors, Aircraft Products Division, Post
Office Box 90 Mobile, Alabama 36601.
EATIERY
ELECTRIC PROPELLER DE/CER
Service Manual, Publication Number: GSM-12TI, Teledyne
Battery Products. P.O. Box 431, 840 W. Brockton Ave.,
Installation of Deicer Boots, Report 6~707 (two blade
propeller), Report 6604-716A (three blade propeller). B~ E;.
Goodrich Company, Akron, Ohio.
Redlands, CA 92373.
AUTOPILOT
B-5
Flight Control System Ground
and
Plight Check
Procedures, Publication Number 3952, Brittain Industries,
P.O. Box 51370 ~ulsa, Oklahoma 74151.
B-S Automatic
Plight Control System Maintenance Manual,
SUPPLEMENTARY BEECHCRAFT PUBU~ATIONS
98-33690B Installation, Maintenance and Illustrated Pans
Breakdown for the 35-?80093 and 35-380093-I Voltage
Regulator.
Pub~ication Number 3950. Brinain industries. P.O. Box
51370 Tulsa, Oklahoma 74151
9835012
B-7
Parts Breakdown for the Main Wheel, Nose Wheel and
Brake Assembly.
Flight Control System Flight Procedures Manual, Publi-
cation Number 3959, Brittain Industries, P.O. Box 51370
IfuIsa, Oklahoma 74151
Servicing Maintenance Instructions and Illustrated
9&35655 B-5 and B-7 Owners Manual Automatic
Flight
Control Systems.
B-7
Troubleshooting Manual, Publication Number 3960,
Brinain Indusln~es, PO. Box 51370 fulsa, Oklahoma 74151
9835776 Maintenance Information and Illustrated Pans
Landing Gear Motor.
Breakdown for 35-380094
STROEE UGH7
Instruction and Senice Manual for
Airguard Anti-collision
Beacon, Publication: 50082, Bullock Magnetics Corp.,
Pomona. California
9835850 Electronics Components Maintenance Manual and
Parts Breakdown B-5, B-5A, B-7, B1VII, B-VII1 Autopilot.
9836234 Installation, Maintenance and Illustrated Parts
Breakdown for the 35-380093-2
Overhaul Manual with illustrated Parts List (60-1750-3 Power Supply), Publication Number: 33-40-58; Grimes Manufac-
turing Company,
43078.
Bll
515 North Russel Street.
Urbana, Ohio
Voltage Regulator.
98-36486 Overhaul Instructions for Vertical
Indicators used
on
Display Engine
BEECHCRAFT Bonanza Series
~irp]anes.
1-2A
72 Ff. 27 )N.
i
I
i
kl
32 FT. 9.9 iN.
W
Ils41N.Dt*
I
,-i-_
--------x,_
n FT. 6.6 IN.
r
IIjr~i5i)
THRUST
C~,
~7--ZC
/8PT.51N.
~N.L.100
I
E FT. 6.4 IN.
i
t
WITn
7.81..IMIN.
TIRE AND SnOCK DEFLAfEDI
t 356"
Figure 1-1. Three View (E-l
82
A36-H)7-(t
d~ru E-184)
1-3
12 TT. 21 IN.
33 FT. 5.5 IN,
841N. DIA.
9FT, 6.7 IN.
nFf~
5.6 IN.
8 FT. 5 IN.
jCl~j
THRUSf-%LL--6
6.0 tN.
L~7
3~560
75 IN.
(MIN. CLEARANCE
36607-10
WITH TIRE AND SHOCK DEFLATED)
Figure I-1A. Three View (E-185 and after)
62
2.5"
33 FT. 6 IN.
VERTICAL
STABILIZER
12 FT. 2 IN.
IN. DIA.
9 FT. 7 IN.
29.5
rrc~
i3
6
FT.:
6 IN.
n~ce a
--W.L. 100
ID
9.5 IN.
-L___f
(MIN. CLEARANCE WITH TIRE
DEFLATED)
AND SHOCK STRUT
Figure
B10
8 FT. 5 IN.
f
3"56 MIN.
1-1B. Three View
A36TC607-X)
(EA-1 and atter)
19A
GENERAL 1NFORMATION
POWER PLANT
Continental
OIL, SAE NUMBER
E-l
IO-520-B ..............:.........,...,......~....E-266
IO-520-BA
through E-264 and
through E-272
E-265 and E-273
IO-5M´•BB
Above 4.4"C (40"F)
...................................................SO
Below 4.4"C (400F)................,.....................
30 or 10W30
through E-1370
E-1371 and after
These 3 engines rated 285 horsepower
at
OUL CAPACITY
2700 rpm.
12.0 qts. See item 2 of the Consumable Materials Chart.
Continental
TSIO-SM-U
,........................,,...,.........................EA-1
TSIO-SM´•UB
EA-2 and after
CYLINDER HEAD TEMPERATURE
These 2
engines
rated 300
horsepower
at
2700 rpm.
Maximum
TURBOCHARGER
(460"F)
................................................238"C
TURBINE INLET TEMPERATURE
AiResearch
TE0659
Maximum
.,..............................~........................165O"F
PROPELLER
SPARK PLUGS
E-l and after
Champion
RHB32N
RHB33E
.018 to .Ou
A.C.
ACnl
,018 to .Ou
Gap:
.018 to .022
AC281
.018 to .022
McCauiey 2A36C23/84B-0 or 3A32C76/82NB
McCauley 2A36C23-CP/84B-0
McCauley 3A32C76S/84NB-2
AC273
,018
to .022
Hartzell PHC-C3YF-1RF/F8468-6R
AC283
.018
to
.022
Hartzell BHC-C2YF-1BF/4868
FIRING ORDER
or
PHC-C3YF1W84686R
or
BHC-(32YF-1B14868
EA-I and after
IQw
I
MfCauIey 3A32C7~U1/82NB-2
DEICER
(GOODRICH)
BRUSH
BLOCK
REPLACEMENT
NOTE
(14 Volt System)
Number
right
one
cylinder is the rear cylinder on the
engine.
Replace brushes when 15/32 inch maximum distance is
measured on wire inserted through inspection hole in brush
hand side of the
support block.
f6AGNETO TIMING
I
22"
0"
2"
(Before top center) of number
1
cylinder
FUEL SYSTEM
OIL PRESSURE
FUEL GRADE AND CAPACITY
Minimum fK~Ie)
Operating range
Maximum (cold).....................,..........................
10 psi.
30 to 60 psi.
100 psi.
Grade: 100 LL (Blue) or 100 (Green) See Item 1 of the
Consumable Materials Chart.
Capacity:
OIL TEMPERATURE
Standard
Optional
Minimum for
Recommended Minimum
Recommended crufse
Maximum
fdB
50 gallons (usable 44 gallons)
80 gallons (usable 74 gallons)
C/5"n
38"C (tOO"F)
n"C (170"F)
1 15"C (240"F)
FUEL PRESSURE ADJUSI~MENT
See Fuel System, Section 8
or
Power Plant Section 6.
B11
GENERAL INFOR~HATION
(E-1371 and after)
M/SCELLANEOUS
0"
full up
approach
15"’ 1"
AIRCRAFT DIMENSIONS
30"
Overall Length
27’ 5.6"
Wing Span (E-l thru E-1&l)
(E-185 and after)
32’ 9.9"
ran
(Cont’d)
full down
0"-2"
20"
a
2"
20"
-C
2"
full up
full down
25"
-C
I"
full left and right
Elevator 23"
20"
a
I"
a
1"
full up
full down
Aileron
33’ 55"
8’5"
Height
9’ 6.7"
Tread Width
Rudder
hopeller Diameter
E-landafter
84"
EA-I and after
80"
Propeller Ground
Clearance
E-landafter
7.5" minimum
EA-I and after
Elevator Tab
9.5" minimum
BRAKE FLUID RESERVOIR tin
engine
Ill"
a
1"
27"
-C
1"
full up
fulldown
accessory
section)
MOTOR BRUSH REPLACEMENT GUIDE
Fill
I-lrr inch of top with MIL-H-5606 hydraulic fluid,
Item 1~, Consumable Materials Chart. Maintain
visible fluid level on dip stick.
to
1
see
Landing Gear, Retract 5/16" minimum required
Starter, Engine 3/8" minimum required
Alternator 1/4" minimum
BRAKE WEAR LIMITS
Cleveland Replace Iinings when they are worn 3/32 inch
above rivet. Minimum brake disc thickness 330 inch.
SERVICE
AI~JUSTMENT OF PRESSURE RELIEF VALVE
See Pressure
System, Section
11.
OXYGEN CYLINDER
Fill slowly to 1850 psi at 70"F. Increase the system 3.5 psi
for eve~ degree of temperature increase and decrease
3.5
psi for
every degree decrease.
Battery (Lead acid)
12 volt (35 amplhour)
El thru E-1240 except E-llrl
24 volt (11
amplhour)
E-llll, E-1241 and after
Main Gear Tires (7.00 x 6-6 ply)
Nose Gear Tire (5.00 x 5-4 ply)
Oil Filter
100
01sruoh
hours
33-40 psig
40 psig
100 hours
STALL WARNING SWITCH
Adjust 7 to 9 mph above a complete stall.
Oil Change
100 hours
Induction Air Filter
500 hours
CONTROL SURFACE TRAVEL
Gyro Instrument Air Filter
500 hours
Flap
(E-l through E-1370)
0"
30"
B11
full up
2"
0"
full down
(replace)
(replace)
Main Strut Extension
Nose Strut Extension
Fuel System Screens
WheelBearing (repack)
3 inches
3-1/2 inches
100 hours
100 hours
1-4C
I
TABLE OF TORQUES
ENGINE MOUNTING
Engine shock mount bolts and nuts
300 to 340 in.flbs.
ENGINE COMPONENTS
Engine alternator
Engine starter
Engine spark plugs
Engine oil filter
Prop spinner bulkhead bolts
Prop mounting nuts
150 to 180 in./lbs.
150 to 180 in.flbs.
300 to 360 in.flbs.
18 to 30 ft.flbs.
85 to 90 in.nbs.
660 to 720 in.nbs.
RUDDER AND ELEVATOR
Elevator horn hinge
mounting bolts
50 to 70 in.nbs.
Rudder mounting bolts
50 to 70 in.nbs.
Rudder bell crank bolts
50 to 70 in.flbs.
HORIZOMAL AND VERTICAL STABILIZER
50 to 70 in.nbs.
Attach bolts
WING MOUNTING
(WET TORQUE ONLY)
Lower forward wing attach bolt
2480 to 2600 in.nbs
Upper forward wing attach bolt
I 180 to 1300 in.flbs
(E-~ thru E-379 except E-356)
Upper forward wing attach bolt
(E-356, E-380 and after, EA-] and after)
2480 to 2600 in.nbs
Upper aft wing attach bolt
1180to 1300 in.nbs
Lower aft wing attach bolt
1180 Ito 1300 in.nbs
LANDING GEAR
Main landing gear axle nut
Nose landing gear axle nut
15
to
20 ft.nbs.
10 to 15 ft.nbs.
Main landing gear brace bolts
Cross arm to barrel attach bolts
180 to 200 in.flbs.
Main landing gear hinge bolts
250 to 800 in.nbs.
Retract drag leg bolt
70 in.flbs.
25 to 75 in.nbs.
FUEL SYSTEM
Attaching bolts
for.
Fuelfller
Fuel transmitter
BIS
50
5 in.flbs.
25 in.nbs.
´•~d
TORQVE WRENCHES
When
Example:
torque wrench and adapter is used, (Figure 1-2)
a
compensation
D
Desired reading
Lw
Length of torque
Adapter length
Torque
La
be made for the extra leverage gained.
readings must be calculated before the
wrench is used. To figure the desired lower readings which
will actually give the torques specified, use the following
must
T
New indicator
D
33 inches
Lw
formula:
Original wrench length x specified torque
length of wrench
adapter
wrench
Desired
33
reading
x
La
II inches
L
44 inches
T
5, inch-pounds
5.000
33
165000
11
3750
44
inch-pounds
LSII
Ln
64-17-1
Figure
An
1-2. Torque Wrench and
acceptable method of checking the torque if
(Figure 1-3), is to attach
wrench is not available
scale to
a
conventional flex
or
torque
When
a
spring
adapter
’T" handle inserted in
an
To calculate the force in
obtain the
pounds (scale reading) required to
specified torque, divide the torque in inch-
pounds by
the distance in inches between the center of the
bolt and the scale attaching point. For example, if the
specified torque is 5,000 inch-pounds and the distance is 25
I
inches,
torque wrench adapter is used, the length of the
added to the length of the flex or "T"
handle wrench and a value calculated for that particular
combination. The following is a typical example in finding a
a
adapter. Force should be applied in a direction perpcndicular to an imaginary line extending from the center of the
bolt through the spring scale attaching point.
Adapter
a
must be
desired value.
Effective
length of flex
or
"T"
12 inches
handle wrench:
inches
Length of adapter............................~................3
Total length.......,..............................
Desired torque on bolt
15 inches
........,..................2000
inch-pounds
pull of 200 pounds must be applied. Unless a bolt
torque is specified as wet Oubricated), bolts to be torqued
must be clean and free of all lubricants; otherwise, loss of
a
normal friction allowed for
may result in
establishing the torque values
overtorquing of the bolt.
2000
inch-pounds
_
15inches
133.3
pounds (scale reading)
(LB)
90"
TOE~UE
(IN. LB)
TOTAL LENGTH
Figure
1-a.
Computing Torque witk Spring Scale
60~7’2
8t3
TOROUING FINE THREAD SERIES BOLTS LOADED IN SMEAR
NOTE
The
following torque values may
shop manual.
be used
as a
guide when specific torques
are
not
called out within this
TORQUE LIMITS RECOMMENDED
(INCH-POUNDS)
SIZE
MAXIMUM ALLOWABLE
TORQUE (INCH-POUNDS)
AN365 andAN310
AN364 and AN320
AN365 and AN310
Nuts
Column 1
Nuts
Nuts
Column 2
Column 3
AN364 and AN320
Nuts
Column 4
8-36
12-15
7-9
20
12
10-32
20-25
40
25
1/4-28
5/16-24
318- 24
7/16-20
1j2-20
9/16-18
5]s-ls
3/4-16
7/a-14
50-70
12-15
3~40
100
60
100-140
60-85
225
140
160-190
450-500
480690
800-1000
1100-1300
95-110
390
240
27~300
840
500
29(3~10
1100
660
480600
66~780
1600
960
2400
1400
2300-2500
1300-1500
5000
3000
2500-3000
3700-5500
1500-1800
7000
4200
2200-3300
10000
6000
30004200
540~6600
15000
9000
25000
15000
1-14
1-1/8-12
1-114-12
5000-7000
900~11000
hTOTE: The abore values
apply to
Class 3 threads, cadmium
plated and nonlubricated.
TOROUING COARSE THREAD SERIES BOLTS LOADED IN SMEAR
TORQUE LIMITS RECOMMENDED
(1NCH-POUNDS)
SIZE
AN365 and AN310
MAXIMUM ALLOWABLE
TORQUE (INCH-POUNDS)
AN364 and AN320
AN365 and AN310
AN3~ and AN320
Nuts
Nuts
Column 1
Column 2
Nuts
Column 3
Nuts
Column 4
a-32
12-15
7-9
20
12
10-24
20-25
12-15
35
21
1~-20
5/16-18
3/8-16
7/16-14
40-50
25-30
75
45
80-90
160-185
235-255
4&55
100
140-155
160
275
475
280
1]2- 13
9/16- 12
sis-11
314- ‘10
400480
240-290
880
520
500-700
300´•420
1100
650
700-900
1150-1600
420-540
700-950
1500
2500
900
1500
7~S-9
2200-3000
130~1800
4600
2700
I-S
3700-5000
55006500
2200-3000
7600
4500
3300´•4000
12000
7200
65008000
4000-5000
16000
10000
1-ljs-s
1-1/4-S
NOTE: The above values
95-110
170
apply to Class 3 threads, cadmium plated and nonlubricated.
1-7
SPECIAL TOOLS
i
45-590074-7
Landing Gear Tension Gage Assembly
/3:
810 33524000
Rudder Check Fixture
810´•3 35660040 LH.
8103 356600401 R.H.
Elevator Check Fixture
BLIE
81~1 50590091
Aileron Travel Gage
81035660043-2
Elevator Trim Tab Jig
36590015
Tow Handle
Replaces 34590002
35590002
Tow Handle
35590021
fail
Support Assembly
ss-17´•ln
78
B5
SPECIAL TOOLS
TS1253-1 (9116 inch)
TSIm-4
TSlms
TSlm-3
TSIm-s
Tslm-9
(9116 inch)
(9116 inch)
(518 inch)
(In inch)
(1/2 inch)
LOWER FORWARD WING BOLT WRENCHES:
TSlm-5
TSlm-4
TS12228
TS1253-1
50-590012
LOWER FORWARD WING NUT TORQUE WRENCH ADAPTERS:
TS1171-2
TS117~-2
UPPER FORWARD WING BOLT WRENCHES:
50-590012 (for 9/16 inch-hex)
TSlm-5 (for 9116 inch-hex)
TS12224 (for 9/16 inch-hex)
TSlm8 (for 9/16 inch-hex)
TS1253-1 (for 9/16 inch-hex)
TSlm-6 (for 1R inch-hex)
T51222-9 (for 1/2 inch-hex)
TS1222-3 (for 518 inch-r~ex)
TS1222-5
50-590012
(9/16 inch)
(9/16 inch)
731171-2
TS1176-2
50-590013
Tslln-l
TS11761
(7/8
(7/8
(3/4
(3/4
(3/4
inch)
inch)
inch)
inch)
inch)
UPPER AND LOWER AFT WING BOLT WRENCHES:
50-590012
TS1222-5
TS1222-4
TSlm-8
TS1253-1
UPPER AND LOWER AFT WING NUT
TORQUE WRENCH ADAPTERS:
50-590013
TS1171-1
ITS1176-1
UPPER FORWARD WING NUT TORQUE WRENCH ADAPTERS:
TS1176-~ (for 3,4 inch-hex)
TS1171-1 (for 3/4 inch-hex)
50-590013 (for 3,4 inch-hex)
TS1‘17~-2 (for 7(8 inch-hex)
TS1176-2 (for 7/8 inch-hex)
36-17-18
B13
1-9
SPECIAL
35-590067
~U
I
TOOLS
35-590006
Main Wheel Jack Adapter
Fmings
35-590051-1
Hoisting Sling AssemMy
Model 300
Service Jack
~hrottle
35-590009
Nut Wrench
Retaining
3~17-19
813
BEECHCRAFT
B,ONANZA 36 SERIES
SHOP MANUAL
GROUND HANDLING
Exercise
in ground handling of the
avoid unnecessary damage. The
care
airplane
to
fol 7 owl ng
to
procedures are provided
reduce the possibility of ground damage,
from the ground by applying his weight on
the
of
forward
the
just
fuselage
stabilizers. Points where pushing is permitted are the leading edge of the wing,
wing tip, and the fuselage forward of the
stabilizer
leading edge.
TOWING
CAUTION
WARNING
If
the
engine
is
warm
and it
is
necessary to move the propeller
to attach the tow bar, stand clear
of the area of rotation and move
the propeller against the normal
direction of rotation. Make certain the magneto switch is off,
While the engine is warm, residual
fuel
the
in
intake
ports and
injectors
engine
to
may
ignite and
cause
the
kick,
CAUTION
Never
Do not push on the propeller or
the control surfaces. Do not place
weight on the horizontal
any
stabi 1 izers
to
rai se
the
nose
wheel off the ground.
To tow the airplane with a tractor or tug,
attach the tow bar to the tow lugs on the
lower
knee.
Al way s
nose
torque
gear
observe the turn limits of the nose gear
when making turns.
Turns greater than
these limits can cause extensive damage
to the nose gear. Also, exercise care when
removing the tow bar from the nose gear
lower torque knee to prevent damage to the
lubrication fittings on the landing gear.
taxi with a
or
flat
Even brief towing or taxiwith a deflated strut can
tow
strut.
ing
cause
severe
damage.
NOTE
The top of the cabin door should
used as a handhold while
not be
entering or leaving the cabi n.
Always open the storm window to
internal
relieve
when
pressure
slamming the door. Never leave the
cabi n
door open on the ramp as
wing gusts may damage the door.
JACKING
CAUTION
Jacking
the
airplane
remove
engine
open.
CAUTION
After
moving the airplane, always
the tow bar. Never turn the
the
with
bar
tow
over
attached
the
to
fork, as the
propeller will not clear the bar.
In
and
is
where
movement
a
hangar
restricted, two men may pivot the airplane
One man should push
on the main wheels.
on the leading edge of the wing tip while
815
Do not attempt to tow the airplane
backward by the fitting in the
This tail skid was
tai 1
skid.
designed only to protect the tail
in the tail-low landing and to
provide attachment for the tail
ti e-down.
for landing
should
only be
accomplished within an enclosed
hangar. Should it become necessary to jack the airplane in the
open, no more than one jack point
should be utilized at a time. For
safety of personnel and the airveloci ty
wi nd
in
plane,
any
direction must be considered prior to jacking the airplane in the
The two lugs on the nose gear lower torque
knee are used with the hand tow bar furnished with each airplane. One man can
move the airplane easily on
a smooth and
7eve7 surface with the tow bar.
the
NOTE
other
workman
lifts
the
nose
wheel
gear
operation
CAUTION
Prior
jacking the airplane,
that an unbalanced condition does not exist. Fuel should
be
distributed
evenly in both
wings to prevent an unbalanced
to
ensure
2-1
BEECHCRAFT
BONANZA 36 SERIES
SHOP MANUAL
condition which could cause the
to be unstable while on
the jacks. Make certain a suitable
weight is-available to anchor the
tail of the airplane to be jacked.
The use of a tail tiedown device
500 pounds
with suitable weight
such as P/N 35-590021 embedded
in a movable concrete filled barrel or equivalent.
airplane
WARNING
The
landing
porate
a
gear does not
rebound control
assembly,
A
three-point jack is used to lift the
Each jack pad
airplaneoff the ground.
identified and located on the under
is
side of the fuselage. One jack pad is
located on each 7 ower wing-to-fusel age
attachment fitting along the front spar.
The rear jack pad is located under a protective cap in the middle of the fuselage
rear fuselage carry-thru spar, The
jack fitting consists of an eye bolt
at the
is
screwed
completely
into
the air-
plane.
WARNING
Be
rear jack point safety
place to prevent the
airplane from nosing over.
sure
inflated to the
the
If
is
strut
not
recommended height,
it
properly
is
height.
inflated
will be
impossible
adapter
into
scissor
type
to
the
to
insert
the jack
A
wheel
axle.
main
jack is recommended for
the
individual wheel jacking.
When lowering the airplane, caution should
be exercisedso that the shock strut does
not become compressed and force the landing gear door against the jack adapter.
CAUTION
incor-
Do not attempt to remove the
torque knees, the torque knee pins
or the bolt connecting the torque
knees, when the airplane has been
placed on jacks, without first
the
shock
absorber
deflating
assembly and supporting the gear.
The
the
knees
torque
provide
extension stop for the lower shock
absorber assembly. When they are
disconnected the cylinder is free
to slide out of the upper barrel
that
strut
assem-
bfy,
rear
shock
correct
Do not walk on the wing walk with
the airplane on the main wheel
jack.
ANCHORING AND MOORING PROVISIONS
Three mooring eyes are provided: one in
each wing and one in the tail bumper. To
chock the wheels fore
moor the airplane,
and aft, install the control lock and tie
down the airplane with a nylon line or
of
chain
sufficient
strength at each
mooring eye. Avoid overtightening the rear
fine, which pulls up the nose so that wind
will create higher lift on the wings. If
bad weather isanticipated, it is advisable to nose the airplane into the wind.
PARKING BRAKE
The brakes
the
out
are
set for
parking by pulling
and
brake
control
depressing the pilot’s brake pedals to
pressurize the system. Do not attempt to
lock the parking brake by applying force
to the parking brake handle; it controls
and cannot apply pressure
a valve only,
to the brake master cylinders.
parking
CAUTION
the
pin is in
When one wing is to be removed, a stand
should be placed under the opposite wing
and the tail to counteract the resulting
unbalanced condition of the airplane.
Do not set the
brakes
when
the
severe
use
ature
when
are
control
from
hot
during low temper-
or
moisture may
parking
a
of
accumulation
the brakes to
cause
freeze.
MAIN WHEEL 3ACKING
CONTROL LOCK
A main wheel jack adapter is included with
each airplane prior to airplane serial
E-243.
On serials E-244 and after, the
adapter is supplied as optional equipment,
Before raising the airplane, be sure the
A control column lock pin is provided for
the control column and the aileron control
wheel. The lock pin secures the aileron
control wheel in neutral and the control
in
col umn
neutral
elevator
position,
2-2
B15
BEECHCRAFT
BONANZA 36 SERIES
SHOP MANUAL
unless modification of the control gust
lock as been accomplished per BEECHCRAFT
Service Instructions No. 0660-155 or subsequent issue, When this modification has
been accomplished, the control wheel will
be rotated 120 clockwise and 2 inches
forward.
Existing holes in the control
column will be plugged.
Ensure positive
retention of the lock pin by positioning
the attached red plate on top of the
throttle and propeller controls.
shock strut as necessary to pass the cord
the center of a second phillips
head screw directly below. Suspending the
plumb bob in a can or’ light engine oil
will assist in stabilizing it.
through
Late ra 1
7 evel i ng
the front
removing
bubble
by
accomp 7 i shed
and placing a
is
seat(s)
level
the
on
carry-thru
spar
Deflate the tire or strut on
the high side of the airplane to center
the bubble.
structure.
HOISTING
POWER
The
airplane
nance
may
hoisted
parts replacement
or
at
be
(P/N 35-590067) hoisting
Install
sling fitting
as
for maintefollows:
each upper forward wing
on
attach bolt,
An
external
a
negative
power. for
directly
b,
Attach
the
to the
sling assembly
sling adapter.
(P/N
located
on
receptacle
the
battery
c.
to
battery
connected
optional
receptacle
cowling. The
an
use
with
a
plug.
Insta77 the strap assembly around
propeller blade
d.
or
external
power
the lower engine
is designed for
standard AN type
the
unit
power
to
polarized
35-590064-1)
with
ground may be used to supply
and
starti ng
ground checks,
charging. The power unit may be
Hoist the
airplane smoothly.
NOTE
Adjust the strap assembly
ai rpl
the
slightly
optional external power circuit is
equipped with a relay and a diode to prothe
ai rp7 ane
electri cal
teet
system
against damage from an external- power
source with reversed polarity.
The
shanks.
to
keep
in
1 evel
a
nose-down attitude.
ane
or
following
Observe
the
using
external power
an
when
precautions
source.
CAUTION
e-
may
be
As an added precaution,
installed under the tail
stand
of the
a
Check
If the airplane must be hoisted and the
35-590064-1 sling assembly is not available, remove the cabin door, the left
front window and the front seats. Attach
a
sling to the front wing spar in the
fuselage, and a 7ine to the hoist fitting
on the engine,
A spreader must be used above the
cabin to prevent damaging the door
molding and window frame.
LEVELING
the
airplane 1 ongitudi nal ly,
cord
and plumb bob to
the
phillips head screw, located aft of the
rear window on the left side of the airplane. Inflate or deflate the nose gear
electrical
Before
connecting
a.
a
rpl ane
or
is
28-volt
an
external
power unit, turn off all radio equipment,
and the battery
the alternator switch,
switch.
b.
To
prevent
power is being
nection is made.
c.
After the
arcing, make certain
applied when the con-
external
power
unit
is
connected, turn on the battery swi tch
before turning on any other equipment.
Leave the battery on during the enti re
external power operation.
CAUTION
To
i evel
attach
a
B75
ai
14-volt
system.
no
CAUTION
the
whether
equipped with
airplane.
battery may be damaged if
exposed to voltages higher than
The
15 volts
(prior
to
E-1241 except
2-2A
BEECHCRAFT
BONANZA 36 SERIES
SHOP MANUAL
E-llll)
(E-llll,
or
higher
than
E-1241 and
30
volts
after).
SERVICING
Proper and periodic servicing of the airplane will prevent considerable wear and
greatly lengthen the service life of parts
For
and
involved.
systems
points of
servicing
a.
depress
air
Remove
valve
the
and
cap
the valve core to release the air
pressure.
lubrication and the correct interval and
to the Lubrication
and
in thi s
secti on.
The
following information gives instruction
on the servicing of major systems.
WARNING
materials, refer
Servi cing Charts
Do
the air valve
all air pressure
has been released or it may be
off
with
blown
considerable
not
unscrew
until
assembly
force, causing injury to
nel or property damage.
TIRES
The
forl
The same procedure is used
both the main and nose gear
shock struts. To service a strut proceed
as follows:
nitrogen.
wheel tire is a 5.00-5 4-ply
The main wheel tires are 7.00-6
6-ply tires. Inflate the nose wheel tires
to 40 pounds and the main wheel tires to
33 to 40 pounds. Maintaining proper tire
inflation will minimize tread wear and aid
in preventing tire rupture caused from
sunning over sharp stones and ruts. When
inflating tires, visually inspect them for
cracks and breaks,
person-
nose
tire.
b.
With the weight of the airplane
the gear, loosen the filler plug slowly
to assure that all air has escaped, then
remove the filler plug.
on
shock
the
strut
fully
raise the strut barrel so that
it is 1/4 inch (nose gear strut) or 1 to
2 inches (main gear strut) from the fully
c.
With
deflated,
compressed position.
Beech Aircraft Corporation cannot recommend the use of recapped tires. The tires
may pass the retraction test when first
installed:
however, recapped tires have
swell after use and may
to
a tendency
malfunction of the retract system
cause
or damage to the landing gear doors.
Fill the strut to the level of
d.
filler plug with hydraulic fluid (Item
Consummable Materials Chart).
Lower
and with the strut in
strut barrel
allow
fully compressed position,
excess oil to drain out.
Oil
and other hydrocarbons
spilled on
tires not only weaken the rubber, but may
it to swell. Avoid spilling oil,
cause
fuel or solvents on tires and clean off
any accidental spillage as soon as possible.
Clean and install the filler plug
e.
and inflate the strut. The nose gear shock
until
should
be
inflated
3-1/2
strut
inches of piston is exposed. The main gear
3
shock strut should be inflated until
inches of the pistons are exposed.
13,
the
the
the
CAUTION
BRAKES
fluid reservoir is located on
side of the firewal7.
forward
upper
The reservoir should be checked
and filled to within 1-1/2 inches of the
top and visible fluid level should be
The
the
If
brake
the
stick at all times
on the dip
by adding hydraulic fluid (Item 13, Consumable Materials Chart).
a
air bottle
under extremely
compressed
.taining
air
pressure is
taken
not
used,
to
care
con-
shouldhi
overinflate
the
strut.
maintained
SERVICING
SHOCf(
STRUTS
The shock struts are filled with hydraulic
fluid
(Item 13, Consumable Materials
air
inflated with dry
and
or
f.
vent
Rock the
sticking
or
airplane gently to
binding the strut.
pre-
Remove all foreign material from
g.
the exposed piston of the shock strut with
a cloth moistened with hydraulic fluid.
Chartj
2-28
B15
BEECHCRAFT
BONANZA 36 SERIES
SHOP MANUAL
OF LANDING GEAR UPLOCH
ROLLERS (E-283 AND AFTER,4ND PRIOR
,4IRPLANE
COMPLYING
WITH
SERVI CE
NO. 0448-211)
Service the fuel cells with grade
grade 100 or ii not available,
use 115/145 octane fuel
(Item I. Consumable Materials Chart).
The
uplock roller bearing should be
lubricated with grease (Item 11, Consumable Materials Chart), every 100 hours or
is
any time that, while the wheel well
being cleaned, the bearings are subjected
to degreasing with solvent under pressure.
Using a pressure gun, the uplock bearing
is lubricated through a grease fitting
installed in the uplock bearing bolt.
ically grounded
IINSTRUCTION-S
a.
IOOLL
or
Make
b.
NOTE
time
the
fuel
is
system
drained or a fuel cell is empty
for any reason, air may enter the
system. If the possibility that
has entered the system does
air
and
the
start
exist,
operate
engine on the ground until all air
is removed from the system. Operate the engine for several minutes
each tank until proper engine
on
operation is assured. Refer to the
filling the airplane fuel
always observe the following:
cells,
open
open
capable of
any
fuel
injection system malfunctions
be attributed to contaminated fuel.
Inspecting and cleaning the fuel strainers
should be considered to be of the utmost
importance as a regular part of preventive
can
Normally the fuel strainers should be
inspected and cleaned every 100 hours.
the strainers should be inspected
and cleaned at more frequent intervals,
depending on service conditions, and fuel
handling equipment or when operating in
localities where there is an excessive
amount of
sand or dust. Open the three
snap-type fuel drains daily to purge any
condensed water vapor from the system.
Each fuel cell drain is located on the
bottom of the wing just outboard of the
root. The system low spot drain
at the
bottom
of the
fuel
selector valve is
accessible through a door inboard of the
left wing root.
NOTE
Pilot’s
app7 icabl e
Operating
Handbook and Airplane Flight Manuaf before starting and operating
the engine,
The standard fuel cell insta~lation consists of a 25 gallon (22 gallon
usable)
fuel
cell andfiller cap in each wing
leading edge. In the optional installation
fuel cell
a 40 gallon (37 gallon usable)
replaces each 25 gallon fuel cell. Each
40 gallon fuel
cell
contains a visual
measuring tab below the filler neck to
permit partial filling, when desired. The
tab bottom indicates 30 gallons of fuel
and the tab slot indicates 35 gallons.
near
Most
However,
Any
airplane is statservicing unit.
energized
producing sparks.
bearing.
SYSTEM
the
to the
not fill fuel cells
within 100 feet of
electrical equipment
maintenance.
CAUTION
815
or
The grease fitting on the drag
1 eg, directly above the uplock
roller bearing, does not supply
lubrication for the uplock relier
FUEL
When
Do
c.
flame
sure
Care
should be
the fuel
exercised while
cell to prevent
scratching, denting, or otherwise
damaging the surface or leading
edge of the wing.
filling
OIL
SYSTEM
CAUTION
If metal contamination of the oil
system is detected and the cause
is
oil
the
cooler
corrected,
should be replaced. In addition,
flush out the system through the
interconnected oil system plumbing and replace or clean any other
accessories that will remain with
the engine.
2-3
BEECHCRAFT
BONANZA 36 SERIES
SHOP MANUAL
j
The airplane is equipped with a wet sump
oil sS’sten requiring 12 quarts of
The oil filler cap is accessible by opening the left engine cowl.
io drain the engine sump, remove the right
hand access plate and unscrew the sump
drain plug in the lower right hand side
of the engine crankcase. An oil drain
trough, furnished with each airplane is
used to conveSr the oil through the bottom
of the engine cowl.
~nder normal
operating conditions, the
recommended
number
of
operati ng hours
between oil changes is 100 hours. The oil
filter should be removed and replaced at
each oil change.
NOTE
A
torque of 18-20 foot-pounds
should be applied to the nut of
the oil filter when the oil filter
is replaced. Ii no torque wrench
available when the filter is
is
replaced, clean and lubricate the
new gasket with engine oil. Then
turn the filter by hand to a light
gasket contact. Tighten the iilter with a suitable wrench, three
quarters to one full turn after
gasket
contact.
When operating under adverse weather conditions or continuous high power settings,
the oil should be changed more frequently.
Before draining the oil, run up the engine
until
the oil reaches operating temperature to assure complete draining of the
Oil grades 7isted in the Approved
oil:
Eng7ne Oils Chart are genera7 recommendations only, and will vary with individ-
2-4
ual
circumstances.
Check
temperature during flight
in
oil
inlet
determining
of the correct grade of oil. Inlet
temperatures consistently near the maxiis
mum allowable indicates a heavier oil
needed. Use a detergent aviation grade oil
the heaviest weight that will
in
give
satisfactory starting. Above 400F, SAE 50
viscosity should be used: below 400F, SAE
30 is recommended. Any detergent aviation
grade engine oil which meets Continental
Motors Corporation Specification MHS-24B
is acceptable for use.
the
use
BATTERP
CAUTION
Check to confirm the voltage
or 28 volts) of the system.
14-VOLT SYSTEM (12-VOLT
TO E-1241 EXCEPT E-llll)
(14
BATTERY) (PRIOR
The battery is located on the right side
of the engine comart~ment just forward of
the firewall. The battery is accessible
for servicing by raising the right engine
cowl door and removing the battery boX
Never add anything but distilled
cover.
water to the battery. The water level in
the BEECHCRAFT or Gill battery should be
maintained at 1/2 inch above the separators. Never fill above this level.
NOTE
Do not overfill. When the
cells are overfilled,
acid will
spill on
battery
water
the
and
lower
portions of
the engine accessory
section and lower fuselage.
B15
28VOLI SYSTEM
Mill, 8-1241
(24-Vo~t Battery)
and
e.
above recommended intervals
A 24 volt,
iiO ampere
hour
performed should be
The log of battery service
evaluated to determine the need to service the battery at the
after)
Teledq.ne battery is provided
to
operate the electrical system. The battery is located on the
right side of the engine compartment just forward of the
justified.
Accurate
meter to use
water
or to
extend the
consumption
data is
intervals
if
valid baro-
for adjustment of the servicing intervals.
firewall. The battery is accessible for servicing by raising the
right engine cowl door and removing the battery box cover.
INDUCTION A/R FILTER
The battery should be maintained in a fully
ail rimes and the electrolyte level checked
The induction air filter should be cleaned
charged state at
at regular intervals. Never add anything but distilled water when adjusting
the electrolyte level in the battery. If electrolyte is added
each rime the level in the battery is low, a high concentration
of sulfuric acid may cause dissolution of the plates. Under
high temperature conditions, this may be indicated by the
presence of black particles in the electrolyte of the affected
a
periodically
and
every 500 hours of service. Clean the filter as
described in the manufacturer‘s instructions on the filter.
replaced
LUBR/CA TION
a lubrication diagram
(Figure 2-2) contains information that ensures the proper
operation and preservation of the airplane. Location, interval and lubricant required are given. Bearings used in pulleys, bell cranks.hinge points, and rod-ends are of the
sealed-type and do not require periodic lubrication. Avoid
excessive application of lubricants.
A lubrication chart in this section and
cells.
NOTE
Do
not
fill the
battery
over
318 inch above the
separators. Only lead-acid equipment should be
used when servicing lead-acid type batteries. Do
not use
tools that
are
used
on
nickel-cadmium
AIR CONDITIONING SYSTEM
batteries.
BATTrRY MAINTENANCE PROGRAM
Servicing the air conditioning system consists of periodically
checking the refrigerant level, checking compressor oil
level. checking the compressor belt tension, and changing
systematic battery maintenance program should be estabIished and carefully followed.
the system air filter. Recharge the system as outlined under
CHARGING THE AIR CONDITIONING SYSTEM whe-
A
never
The
a.
battery should
airplane
be removed from the
for service.
b.
A
log of the services performed
on
the
battery
the refrigerant level is
low, air has entered the system,
components carrying refrigerant are replaced. Refrigerant
leaks may be detected by inspection with a flameless leak
or
detector.
should be maintained.
c.
The battery should be removed from the airplane
and serviced after 100 flight hours or 30 days, whichever
occurs first. If the ambient temperatures are above ~O"F or
CHARG/NG THEAIR CONDITIONING SYSTEM
the rime between engine starts averages less than 30
minutes, the time between servicing should be reduced. During periods when the ambient temperature is below 32"F, the
battery should be maintained in
prevent freezing.
When
a
fully charged
occurs
A face shield should be
state to
first.
worn
when
lines; refrigerant, coming in
is added, the battery should
thoroughly mix the water with the
water
charged sufficiently to
electrolyte as a precaution against freezing.
For peak performance, the battery must be kept
d.
clean and dry. If foreign materials are present in sufficient
quantities the resultant deposits may form conductive paths
that permit a rapid self discharge of the battery. To prevent
the collection of such deposits the battery should be cleaned
after each 100 hours of service or every 30 days, whichever
be
WARNING
eyes,
can Muse
the loss of
with the
sight.
working on a refrigerant air cooling system,
following special servicing precautions.
When
the
servicing the
contact
observe
Remember, this is a high pressure system. When
a.
disconnecting a line, loosen the fittings just enough to bleed
off pressure slowly, then disconnect the fitting.
b.
Whenever
system with
a
line is disconnected, purge the entire
pump operating at the 125 micron
a vacuum
level.
CAUT/ON
only refrigerant R-12 (Item 30, Consumable
refrigerants, particularly those containing methyl chloride, will cause rapid deterioration of the
c.
Use
Material Chart) other
Excessive spewage may result if cell vents
kept clean and open.
not
89
are
aluminum compressor components.
2-44
d.
servicing the system with refrigerant, avoid
working near an open flame. Refrigerant passing
over an open flame will produce a highly toxic phosgene gas.
smoking
When
or
e.
Hook the service unit
to
ENGINE
FIREWALL
COMPRESSOR
the connections located
under the
copiiofs seat. When char~ing a compierely purged
5\ stem, charge with 2 pounds of refrigerant. After charging,
the sight glass should be observed for bubbles or a milky
appearance caused by an insufficient refrigerant level. if it is
necessar~ to add refrigerant to a partially charged system,
add refrigerant slowly until a satisfactory condition is observed through the sight glass.
i
II
o
i!
COMPRESSOR
FUSE
OIL
F~LLER
3WZ~1
PLUG
CHECKING COMPRESSOR O/L LEVEL
The air conditioner compressor oil level should be checked
bq. a qualified air conditioner service man if the refrigerant
ENGINE
BAFFLE
r
Figure
2-1.
Senricing Compressor
charge is lost (evidenced by oil loss). The air conditioner
s\stem requires 12-14 ounces of 500 viscosity oil (Item 31,
Consumable Material Chart)
to
maintain 4
ounces
in the
bIe Pilot’s
compressor.
ance
Check the compressor oil level
a.
angle
so
Fabricate
a
as
d.
follows:
dipstick by bending
a
wire
to a
90"
that 1-Ii~ inches of the wire will insert into the
b.
Paint the
dipstick with
a
flat black
paint. Allow
Relieve the air conditioner system pressure by
to bleed off
loosening the compressor filler plug just enough
pressure slowly.
e.
oil filler
compressor.
Operating Manual. Shut down engine in accordapplicable Pilot’s Operating Manual.
with the
f.
After the system pressure is relieved,
Insert
clutch shaft until the
conditioning
stick 518 inch below filler port. Add oil
2-4B
the
dipstick through oil filler pen. slowly rotate
dipstick will insert to the bottom of the
sufficient time for paint to dry.
Start engine in accordance with the applicable Pic.
lot’s Operating Manual and run the air conditioner. Run air
system for 15 minutes with the engine running
a~ low rpm to allow oil to accumulate in the compressor.
Observe engine operating limitations as noted in the appiica-
remove
plug.
compressor.
Withdraw
g.
dipstick,
oil should
as
register
on
the
dip-
necessary to obtain
this measurement.
h.
Install oil filler
plug
with
O-ring
and
secure
plug.
B9
APPROVED ENGINE OILS
lubricating oil listed below
have supplied
Teledyne Continental Motors
indicating their products conform to all the requirements of
TCM Specification MHS-74B, Lubricating Oil, Ashless
Dispersant.
The marketers of the aviation
data to
Petroleum
Shell Oil
convenience of the
users.
APPROVED
BRAND NAME
Phillips
In listing the product names, TCM or Beech Aircraft
Corporation make no claim of verification of marketer’s
statements or claims. Listing is made only for the
Phillips
Company
66 Aviation Oil,
Type
A
Aeroshell OilW
Company
Continental Oil
Conoco Aero S
Texaco, Inc.
Texaco Aircraft
Engine Oil
Premium AD
Mobil Oil
Mobil Aero Oil
Company
Castro Limited (Austraiia)
Castrolaero AD Oil
Pennzoil
Pennzoil Aircraft
Company
Sinclair Oil Company
Sinclair Avon
Humble Oil g:
Esso Aviation Oil
Refining Company
Engine
Oil
Enco Aviation Oil
BP Oil
Quaker State Oil
Delta Petroleum
B10
BP Aero Oil
Corporation
Refining
Co.
Company
Quaker State AD Aviation Engine Oil
Delta Avoil Oil
Union Oil Company of California
Union Aircraft Engine Oil HD
Gulf Oil Company
Gulfpride
Aviation AD
2-5
hTOTE
CLEAIV/NG AND CARE OF AIRPLANE FINISH
hlake sure that the O-ring is not twisted and
that no dirt or particles are on the Oling or
The
seat.
over-ti~hten
plug
should
be
snug.
Do
not
plug.
i.
Charge the air conditioning system as noted in
CHARGIhTG THE AIR CONDTTIONING SYSTEM.
j. Check area around filler plug for leaks. If leaks
exist, do not over-ri~hten flier plug, remove plug as noted
in steps "c" and "d" and install a new O-ring. Secure plug
and
recharge system as noted in steps "h" and ’f".
Do not
apply
deiiveIy
to allow
wax or
the
polish for a period of 90 days after
paint to cure. Waxes and polish seal
the paint from the air to prevent curing. For uncured
painted surfaces, wash only with cold or i;kewarm (never
hot) water and a mild nondetergent soap. Any rubbing of
the painted surface should be done gently and held to a
minimum to avoid cracking the paint film.
After the paint cures, wash the airplane with a mild soap
and water. Flush loose dirt away first with clear water.
Harsh, abrasive, or alkaline soap or detergents which could
corrosion or make scratches should never be used.
Use soft cleaning cloths or chamois to prevent scratches
cause
OXYGEN SYSTEM
pilot’s and copilot’s seats.
cleaning
polishing. Any good grade automobile
painted surfaces. To remove
a soft cloth dampened with
naptha. However, after cleaning with naphtha, the surface
should be rewaxed and polished.
when
To snice the o~en system, remove the protective cap
from the fTIler valve located below and forward of the
and
may be used to preserve
stubborn oil and grease, use
wax
NOTE
Use
only Aviator’s ~eathing Oxy~n, Otem 17,
Chart), when rechar_ging
ENGINE CLEANING
Consumable Materials
´•theoxygenbottle.
be cleaned with kerosene, Stoddard
solvent recommended for cleaning
standard
any
engines. The cleaner may- be sprayed or brushed on the
The
engine
soivent,
VYARNING
may
or
engine. Wipe the engine dry; compressed
remove
air may be used to
excessive on.
I;eep fireS d~arettes, and sparks away when
outlets are in use. Open and close all oxygen
valves slowly. Make
~aive is in the closed
the oxygen shut-off
position. Inspect the filier
sure
connection for cleanliness before
attachingit to
I(eep tools, hands and
components clean, as fire or explosion may
the
filler
occur
valve.
when pure oxygen
comes
organic material such as grease
in contact with
or
CLEANING PLASTIC WINDOWS
cleaning compound
acrylic plastic windows may be
A commercial
commercial
cleaner
made
specifically
used. When
follow the instructions
for
using
on
a
the
container.
oil.
If
a
commercial cleaner is not available, the
following
instructions should be followed.
Attach a hose from an oxygen recharging cart to the filler
valve. To prevent overheating, fin the oxygen system slowly
by adjusting the recharging rate with the pressure regulating
valve on the cart. The oxygen cylinder should be filled to a
pressure of 1850 1 50 psiat a temperature of 70"F. This
pressure ma~ be increased an additional 3.5 pd for each
degree ofinaease in temperahlre; similarly, for each degree
of drop in temperature, reduce the pressure by 35 psi.
Cleaning of the acrylic plastic windows should never be
attempted when dry. The window should first be flushed
with water or a mild soap solution, then rubbed slightly
with a grit-free soft cloth, chamois or sponge. Stubbom
grease or oil deposits are readily removed with aliphatic
naphtha or hexane. Rinse with clear water.
P;hen the oxygen system is properly charged, disconnect
the filler hose from the finer valve and replace the
protective
CA UTION
cap.
Do
NOTE
cylinder presnue is connected
the pressure gage on the console.
The
2-6
not
cleaners
use
thinner
or
aromatic
abrasive
clean the windows; they will damage
the surface of the plastic. Aliphatic naphtha
directly
to
to
and similar solvents
are
highly flammable, and
using them.
extreme care must be taken when
B5
CLEAN/NC INTERIOR CABIN TRIM
Proper
care
plastics)
RUBBER SEALS
cleaning of the interior cabin trim (Noryl
primary importance to maintain a desirable
and
is of
interioi cabin trim with a
appearance. Washing
detergent so~ and water, and brush scIubbing with a soft
bristle brush ~in dislodge most dirt. Rinse with clean water
the
and
wipe dry. Alcohol
mav
be used to
remove
foreign
material that is alcohol soluable.
CA UTION
The
interior cabin trim can be
contaminated if cleaned with methyl
thinnes.
Sharp edges or cuts
on
the
85
edge
cause
uith Oakite 6
compound, (product
of Oakite Products.
York). No special
compound to keep it
from coming in contact with any painted surfaces. The
compound is noninjurious to paint and may be removed by
employing normal cleaning methods.
Inc., 19 Rector St., New York 6,
care
is
required
when
applying
New
the
eas~y
ethyl
ketone, naphtha, Mufti standard solvent,
gasoline, lacquer thinner and other types of
interior cabin trim material may
crack,
Deterioration andlor sticking of rubber seals around doors.
uindows and cowlin~s may be prevented by coating them
of the
it to
SHIMM Y DAMPENER
To check the fluid level in the shimmy dampener, insert a
approximately 1/16-inch diameter througl~ the hole
in the disc at the end of the piston rod until it
wire of
2-6A
touches the bottom of the hole in the floating piston.
Mark the uire, remove and measure the depth of insertion.
Inserting the wire in the hole of the floating piston, rather
than letting it Test against the face of the piston, will give a
more accurate
check,
NOTE
To determine if the wire is inserted in the
hole of the floating piston, insert the wire
INSTRUMENT WEDGE L/GHTING
(E-185
LIGHT TRAY REMOVAL
a.
length
correctly
will be approximatel~ 1!4 inch greater than
when the wire is Testing a_gainst the face ofthe
floating piston.
inserted the
H7hen the wire is
after)
Internal lighting of the instruments provides additional
illumination across each instrument. A light tray mounted
on the top side of the bezel of each instrument holds two
bulbs wired in parallel. If the light bulbs are damaged or
burn out, the light tray with bulbs must be replaced.
times, notingeach insertion depth.
se~eral
and
in
Remove the
place
screws
that
the instrument
secure
and tilt the instrument
aft
panel
to
gain
panel
access to
the instruments.
NOTE
~hen the
shimmy dampener
is
full, the
Instruments located at the lower edge of the
panel may be removed if necessary to gain
access to the light tray at the top of the
depth is
1/16 inches.
insertion
3/16 inches The empty reading
hydraulic fluid, (Item 13, Consumable Materials
Chart), remove the shimmy dampener and proceed as
is 3
2
To add
instruments.
follows:
a.Remove the
the
piston
cotter
key, washer
and
spring from
rod
b. Remove the two
screws
that attach the
light tray
to
the instrument bezel.
b. Remove the internal snap ring, scraper ring and the
end seal from the aft end of the barrel. (Opposite clevis
LIC;HT TRAY INSTALLATION
end).
6/32 threaded rod into the floating piston
piston, using extreme care when moving
the "0" ring seal of the floating piston past the drilled
holes in the piston rod,
d. Push the piston rod to the clevis end and fll the
barrel with hydraulic fluid.
e. Slowly actuate the piston rod, allowing the fluid
c.
and
Insert
remove
a
the
flow into the clevis end chamber, then return the
piston to the clevis end of the barrel.
f. Refill the displaced fluid and replace the end seal,
to
scraper ring and internal snap ring.
g. Fill the piston rod with fluid,
Install the
two
floating piston, spring washer and cotter pin. Spread the cotter pin to allow clearance for the
measuring wire.
f-FUUY
place
with the
b. Install the instrument, if removed, in the instrument
ROTON LOCKS
I
Fgure 2-1A)
Usually,
grinding
Roton locks will need
and
binding
no
in the lock
service. If there is
as
the seat reclines
a
or
action becomes jerky, a small amount of
properl~i applied as follows should improve the
operation.
a. Use only (Item 28, Consumable Material Chart) on
return
grease
RETAINING
EXTENDED
SPRING GUIDE
3/4" (APPROX)- APPLY
(LIGHTLY HERE ONLY)
GREASE
’SPRING GUIDE TUBE
AB‘SOLUTELY NO GREASE
IN THIS AREA
in
panel and secure in place with the attaching screws.
Secure the instrument panel in place.
the
h. Reinstall the
light tray and secure
new
attaching screws.
~MAIN ASSY
COUNTERBALANCE
SPRING
60-314-1
i
Figure 2-1A. Roton Lock
B5
2-7
1
the thread
as
in Figure 2-1A.Too much grease or
grease in the ~ilong place can cause improper operatioa
b. Compress the spring guide and counter-balance spring
approximatel~vone inch.
c. Remove the retaining ring.
spring guide,
counter-balance spring, and
tube.
f.
small quantity of grease to the
Apply
a
spring
guide
completely
extended thrustsnew
PROPELLER BLADE MA/NTENANCE
Due to the
high stresses to which propeller blades are
subjected, their careful maintenance is vitally important, particularly on the leading edge of each blade
from the tip inboard to just beyond the 33-ioch station.
All nicks and scratches must be repaired before the
airplane is flown. Nicks and scratches set up concentrations
of stress which can exceed the strength of the blade
premature failure
of the blade. The method and limits for this type of
repair as outlined in the applicable Propeller Handbook
should be followed carefully.
28
signed
to
ground cable attached to
discharge static electricity
gear is de-
the
nose
on
touchdown and
need not make contact with the runway as the charge will
from the cable. The cable should not drag on the
runway while taxiing as this may create considerable radio
are
interference and lead
The
to
rapid
following adjustment
to
wear
of the
the static
ground
cable.
ground cable
is
recommended:
g. Reassemble the lockFor service other than lubrications return the Roton lock to the manufacturer.
material; the result will be
(E-l through E-236)
The static
d Relax pressure on the
spring guide and counterbalance spring slowl~r until the spring is fully extended
e. Remove the lock from the fixture and remove the
I
STATIC GROUND CABLE AND ADJUSTMENT
a
crack and
a Inflate tires to correct air pressure (see Servicing
Tires this section).
b. Adjust the tip of the cable to provide 5.75
.12
inches of free cable between the attaching bolt and
the bottom of the cable. The cable should then be between 114 to 1/2 inch from the ground.
WARNING
Do not wrap or tie the static ground cable
to the mud scraper, landing gear fork, axle
or
any other part of the
ference between
structure
landing
gear. Inter-
and wheel well may
develop.
B5
TABLE OF THREAD LUBRICANTS
SYSTEM
MA TERIA L
SPEC/FICA TIONS
VENDOR PRODUCTS
Any product conforming to
the referenced
specification
may be used.
Fuel
Anti-Seize, Graphite
hlIL-T-5544
Petrolatum
Product, Armite
boratories, Los Angeles,
Arrnite
La-
Calif.
Anti-seize
Compound I,
Esso
Standard Co.
Oil, hlanifold
Pressure
Lubricating Grease (Gasoline and Oil Resistant)
MIL-Gd032
Zr237, Lehigh Chemical Co.,
Chestertown, Maryland
tlnti-icer, Vacuum
Rockwell 950, Rockwell Mfg..
Co., New York, N.Y.
Royce 32, Royal Eng. Co.,
Whippany, N.J.
Brake, Deicer, Static
Anti-Seize
and Pitot
White Lead Base
Compound
Federal
Specification
TT-A-580
Product, Armite Laboratories, Los Angeles,
Armite
Calif.
Oxygen
Thread
Compound,
Sealing,
MIGT-5542
Anti-Seize and
No. 15 Rector Well
ment
Equip
Co., Houston, Texas
oxygen Systems
Dag 217 Acheson Colloies
Co., Port Huron, Michigan
Key Abso-Lute, Type B.,
Key Co., East St. Louis,
Illinois
Oxygen, High
Pressure Side Only
Ribbon Dope Thread
Sealant
MILcT-27730
Permacel
Tape Corp., New
Brunswick, NJ.
2-8A
CONSUMABLE CHATERIALS CHART
The vendor
products appearing
in this chart have been selected
at random to help field
Military Specifications listed in this
publication. The brand names are listed for ready reference and are not specifically
recommended by Beech Aircraft Corporation. Any product which conforms to the
referenced specification may be used.
personnel determine products conforming
/TEM
i.
MATERIAL
Fuel, Engine
Oil, Engine
use
or
grade 100
(purple)
115/145
Continental Motors
Specification
Corrosion Prevenrive
VENDOR PRODUCTS
Grade 100LL (blue) if not
(green)
3.
the
SPECIF/CATIONS
available
2.
to
MIL-Cd529
Corp.,
No. MHS-24B
Type
II
Compound
(Engine Oil)
See
Approved Engine Oils
Chart
Anti-Corrode No. 205, Cities
Service Oil Co., 60 Wall Tower, New
I
York 5, N.Y.
Rust Foil No. 652-2,
Franklin Oil and Gas Co.,
Bedford, Ohio
Kendex No. 7038, Kendall
Pa.
Refining Co., Bradford,
4.
Lubricating Oil
.Gulflite Turbojet Oil, No.
MIL-La081
1010. Gulf Oil
burg,
Corp., Pitts-
Pa.
Aeroshell No. 3-1286, Shell
Oil Co., 50 West 50th Street,
New York, N.Y. 10020
Jet Engine Oil No. 1010,
Texaco, Inc., 135 East 42nd
Street, New York, N.Y. 10017
5
Lubricating Oil
SAE 20
6.
Lubricating Oil, Aircraft
Reciprocating (Piston)
Engine (Frrst 20
MIL-L-6082
to
30 hours of
new or
engine)
or
SAE 10W30
Conoco Aero Oil No. 1065,
Continental Oil Co., Ponca
City, Oklahoma
a
remanufactured
Phillips 66 Aviation Engine
Oil, Grade 1065, Phillips
Petroleum Co., Bartlesville,
Oklahoma
Skelaite No. 100, Skelly Oil
Co., El Dorado, Kansas
Avrey 10V1100, Socony
Mobil on Co., inc., 150 East
42nd Street, New York, N.Y.
10017
Or any approved aircraft
gine oil [graded at 1100
(SAE 50)
or
1065 (SAE
en-
30)1.
1´•9
CONSUMABLE MATERIALS CHART
17EM
7.
~TERIAL
Lubricating Oil (Gear)
SPECIF/CAT/ONS
MIL-Ld086 Grade M
Superseded by
MIL-L10324A
(Cont~d)
~ENDOR PRODUCTS
Trojan Gear Oil No. 6086 M.
Cities Service Oil Co., 60 Wall
Tower, New York 5, N.Y.
Superseded by
MIL-L-2105C
Grade 75W
or
101-380016
Aeroshell Fluid 5M, Shell Oil
Co., 50 W. 50th Street, New
York, N.Y.
L-1195, Sinclair Refining Co.,
600 Fifth Avenue, New York,
N.Y.
8.
Lubricating Grease
(General Purpose)
MIL-G-TI;III
Superseded by
MIL-G-813U
9.
Lubricating Grease
(Wide Temperature
Range)
MIL-G-813U
Mobilgrease 28,
Mobil Oil Corporation
150 E. 42nd Street
New York, N.Y. 10017
Aeroshell Grease 22,
Shell Oil Company
One Shell´•Plaza
P.O. Box 2463
Houston, TX 77001
Grease (Gear)
10.
Lubn’cating
II.
Lubricating Grease
Mobn 636
MILG-238n
Supermil Grease No. A72832,
American Oil Co., 910 South
(Aircraft and Instruments,
Low and High Temperature)
Michigan Avenue, Chicago,
111. 60680
Royco 27A, Roy~ Lubricants
Co., P.O. Box 95,,River Road,
Hanover, N.J. 07936
AerosheU. Grease 7, Shell Oil
One Shell Plaza
P.O. Box 2463
Houston, TX 77001
12.
M~yWenum
LubriEanr
Disuffide Powder
MIL-M-78~6B
Moiykote Z. Witco Co;,
Wichita, Kansas
Molykote
Kentucky
Z. Standard Oil of
Molykote Z. HaficeI Seals,
Glendaie, California
Moly-Paul
No. 4, K.S. Paul
Products Ltd., Nobel Road,
London, England
3-~0
B~1
CONSUMABLE MATERIALS CHART
ITEM
13.
MATERIAL
(Cont’d)
VENDOR PRODUCTS
SPECIFICATIONS
Hydraulic Fluid
Brayco 756D, Bray Oil Co.,
MIL-H-5606
3344 Medford Street, Los
Angeles 63, California
TL-5874,
Texaco Inc., 135
East 42nd Street, New York,
N.Y.
FED 3565, Standard Oil Co.
of California, 225 Bush Street,
San Francisco 20, Calif.
14.
Ox~gen-System Leak
Testing Compound
MIL-L-25567
15.
Solvent
PD680
16.
Lubricating
17.
Aviator’s Breathing Oxygen
MIL-O-n210
18.
Naphtha
TT-N-95
19.
Methyl Ethyl Ketone
MIL-M-13999
20.
Toluol
TT-T-548
21.
Paint Remover
Oil
SAE10
Turco No. 4260, Turco Products
Inc., Los Angeles,
California
22.
Epoxy Primer
MIL-P-233n
Ameron Industrial
Coatings
Division, P.O. Box 2153
Wichita, Kansas 67201
23.
Wash Primer
EX2016G, Ameron Industrial
Coatings Division, P.O. Box 2153
Wichita, Kansas 67201
24.
Zinc Chromate Primer
M1L-P-8585
25.
Rubber Hose
MIL-H-5593
26.
Oil, Engine Preservative
(Refer
27.
Graphite, Lubricating
MIL-Ga;llI (Refer
28.
Lubricating Grease
ENCO ANDOK-B
29.
Solvent
to
Item 3)
to
Item 12)
Humble Oil Co.,
Houston, Texas
CRC-2-26, Corrosion Reaction
Consultants, Inc., Philadelphia,
Pa.
2-~OA
lTEM
MATERIAL
30.
Refrigerant
CONSUFdABLE MATERIALS CHART (Cont’d~
SPECIFICATIONS
R-12
VENDOR PRODUCT
DuPont Inc.,
Freon Products Division,
Wilmington,
31.
Oil (Air Conditioner
Compres-
500
Viscosity
sor)
Delaware 19898
Suniso No. 5,
Virginia Chemical and
Smelting Co.,
West Norfolk,
Virginia
Texaco
Capella E,
Texaco
inc.,
135 East 4nd Street,
New York, N. Y. 10017
32.
Lubricant (Starter)
Lubricant No. 1960954,
Delco-Remy Division of
General Motors
Corp.,
Anderson, IN
33.
Mouse Milk
Penetrating Oil
Worldwide Aircraft
Filter Corporation,
1684 Abram
Court,
San Leandro, California 94571
WI)-40
Rocket Chemical
Company,
Napa Street,
San Diego, California
9390
34.
Lubricating Grease (Wheel
Bearing)
Aero Shell No. 5
Aero Shell No. 5,
Shell Oil
Company,
One Shell Plaza,
P.O. Box 2463,
Houston, Texas 77001
35.
Anti-seize Compound
MIL-A-907D
36.
Coating
Alodine 1200, 12008, 1201
Amchem Products Inc.,
Spn~ng Garden St.,
Ambler, Pennsylvania
19002
37.
Corrosion preventive compound
MIL-C-16173 Grade 2
Braycote 137,
Bray Oil Co.,
1925 Mar’anna
Los
St.,
Angeles, California
90032
Peuotech 1-4,
Penreco,
P.O. Box 671,
Butler, Pennsylvania
16001
NOTES
(Green) fuel is not available, 115 (Purple) fuel may be used as
lower grade fuel.
2. Precautions should be taken when using MiL-G-23827 and MIL-G-81322, since these
1~ If IOOU (Blue)
an
alternate. Never
or
100
use a
greases contain chemicals harmful to painted surfaces.
3. Item 9, MIL-G-81322 grease and Item 34, Aero Shell No. 5 grease
do not mix these greases.
BtS
are not
compatible,
LUBRICATION CHART
ITEM NO.
LOCATION
LUBRICATION
IMERVAL
DETAIL A
1
Nose shock
2
Shimmy Dampener (1)
Nose gear hinge points (2)
Nose gear linkage (2)
3
4
5
7
8
9
(1)
strut
Nose gear torque knees (6)
"A" frame pivot points (2)
Nose wheel bearings (2)
M1L-H-5606
AR
MILH-5606
AR
MIL-G-813U
100 hrs.
MIL-G-81322
100 hrs.
MIL-G-81322
100 hrs.
MIL-G-81322
100 hrs.
tMIL-G-8I322, Aeroshell
5
preferred
100 hrs.
Nose gear swivel (2)
Rod end fitting (1)
M1L-G-81322
100 hrs.
MIL-G-813U
100 hrs.
Steering mechanism linkage (3)
Steering mechanism (2)
MILG-81322
100 hrs.
MIL-G-8T3U
100 hrs.
DETAIL B
I
2
DETAIL C
1
2
3
Control column linkage (18)
Control column head (6)
Control column aileron link (3)
SAE No. 20
or
SAE 10W30
100 hrs.
SAE No. 20
or
SAE 10W30
100 hrs.
SAE No. 20
or
SAE 10W30
100 hrs.
DETAIL I)
1
Door handle (1)
SAE No. 20
or
SAE 10W30
100 hrs.
2
Door latch (3)
SAE No. 20
or
SAE 10W30
100 hrs.
DETAIL E
1
gearbox (1)
gearbox (1)
MIL-G-81322
2
Landing
Landing
3
Rod ends (5)
SAE No. 20
or
SAE 10W30
100 hrs.
Door handle (1)
Door latch O)
SAE No. 20
or
SAE 10W30
100 hrs.
2
SAE No. 20
or
SAE 10W30
100 hrs.
3
’*Hinge (2)
MiL-M-7866B
100 hrs.
MIL-G-238u
600 hrs.
gear motor
gear actuator
Mobil 636
600 hrs.
Compound GG*
or
300 hrs.
DETAIL F
I
DETAIL G
I
Flap
motor
gearbox (1) (Prior
(E-954 and after
are non
to
E-953)
serviceable)
DETAIL H
I
2
Elevator bell crank (2)
Elevator control push pull rods (2)
SAE No. 20
or
SAE 10W30
100 hrs.
SAE No. 20
or
SAE 10W30
100 hrs.
Trim tab control (2)
SAE No. 20
or
SAE 10W30
100 hrs.
DETAIL I
1
DETAIL J
1
Flap
actuator
MIL-L-10324, MIL-2105C Grade 75W
(2)
or
2
Flap
flex drive (2)
900 hrs.
101-380016
MiL-G-23827
900 hrs.
DETAIL K
I
2
Aileron bell crank
pivot points (6)
fAiieron pushlpull rod ends (4)
SAE No. 20
or
SAE 10W30
SAE No. 20
or
SAE 10W3
If removed MItG-23827
100 hrs.
100 hrs.
LUBRICATION CHART
tt
IMER~AL
LUBRICATION
LOCATION
ITEM NO.
(Cont~d)
DETAIL L
I
Main shock
2
4
Hinge points and retract links (8)
Landing gem to torque knee (10)
Main wheel bearings (4)
5
Landing
3
gear
100 hrs.
100 hrs.
tMIL-G-8I3U
Aeroshell 5
uplock
AR
MIL-H-5606
Mn-G-8I322
MUrG-8r3u
(2)
struts
100 hrs.
or
preferred
MIL-G-23827 See Lubrication
rollers (2)
Landing Gear Uplock
Rollers in Section 5
of
t Aeroshen 5 and MILE8I322
are
not
compatible with each other, do
not
mix them.
DETAIL M
Landing
1
gem door
hinges (l0)
SAE No. 20
or
SAE 10W30
100 hrs.
SAE No. 20
or
SAE 10W30
100 hrs.
SAE No. 20
or
SAE 10W30
100 hrs.
~ETAIL N
Rudder
1
pedals (8)
DETAIL O
Cowl flap
1
hinges (6)
DETAIL P
Mn-M-7866B
100 hrs.
MIL-G-238n
AR
1
’*Elevator trim tab
2
Elevator trim tab
actuator
3
Tab control horn
pivot
SAE No. 20
or
SAE 10W30
100 hrs.
Nose wheel door
hinges (4)
SAE No. 20
or
SAE 10W30
100 hrs.
hinge (2)
(2)
DETAIL Q
I
NOTES
1.
MIL-G-813p (maximum of 350"F) grease may be used in place of MIL-G-23827
warm climates; however, in extremely cold climates
(maximum of 200"F) grease in
MIL-G-23Sn grease should be used.
Z
Landing
operation.
gear components may
require lubrication every
25
or
50 hours,
depending on
Care should be exercised when using greases MIL-G-8r3U and MIL-G-23827 since
they contain synthetic lubricants which will discolor painted surfaces, and will soften
rubber products.
Do noroverfill. Maintain 1/2 pint volume. When properly filled, the oil level measured
on a dip stick inserted through the filler hole will be approximately 114 inch.
’+Mix MIL-M-7866B with naphtha and apply with a brush.
jt Lubricate the aileron pusfiipull rod ends Cm place) at 100 hr intervals using SAE 20 or
lubricate rod ends
10W30 oh, or remove the aikron pushipull rod assembly and clean
using MIL-G-23827 gtease. Rotate the rod end eye balls to assure adequate lubrication
coverage. Check aileron rigging after reinstaliation of the rod end assembly.
)Indicates number of places to lubricate.
3.
Bll
2-13
LUBRICATION
DnLAI1*
C
t
~I
r
D
E
G
I
I
I
DIAGRAM
DETAIL N
DETAIL 1
F
~c3
--J-----7
2
B,1
LEFT AND RIGHT SIM
H´•
I
p
I
~2-
IBFT AND RIGHT SIDE
DETAIL O
,L---
.r...
DETAIL K
M
DETAIL B
O
O
Z
‘i!
N
L
Z
LEFT AND RIGHT SIDE
J
t
K
LEFT AND RIGHT SIDE
DETAIL L
DETAIL E
DETAIL E
Z
DETAIL H
1
DETAIL C
1
2
j
DETAIL G
2
1
---~L=n
I
\i
LEFT AND RIGHT SIDE
LEFT AND RIGHT SIDE
DETAIL O
DETAIL F
DETAIL D
c3
2
I
DETAIL I
DETAIL M
~I
t
,-i
3
LEFT AND RIGHT SIDE
36-604-61
2-14
Figure
2-2. Lubrication Diagram
Bll
SERVICING CHART
ITEM
LOCATION
f SERVICEMiITH
I INTERVAL
i SeeApprovedEngine Oils
IPreflight
CHECR
Engine
Oil Level
1
Access door
on
upper cowl
(1)
Chart
Batte~ ~ater
I
I
RHrearside of engine
Compartment (I)
SeeSection 13fordetailed
1
25 hrs.
instructions
CHAN
Engine Oil
I
Lower rear side of engine
(1)
I SeeApprovedEngine Oils
100 hrs.
Chart
Engine
Oil
I
Left rear side of engine
(1)
I
1
100 hrs.
1
50 hrs.
I Clean withsolventandblow
I drywith airpressure
1
50 hrs.
I
1 100 hrs.
Filter
CLEAN
Induction Air
I Fuselage nose section gcill (1)
I
I=leanasdescribedin the
Filter
I
I
manufacturer’s instructions
on the filter
Fuel
I
I
Injection
Control Valve
Screen
Fuel injection control valve
on
lower side of the
engine (1)
Fuel Selector
Valve Strainer
I Fuel selector valve inboard left
Pressure
I
Rear
I
Inboard left wing root
Fuel Cell Drains
I
Under both
Static Drain
I
Behind the aft upholstery
Pump
Cleanwithsolvent andblow
dry withairpIess~iIe
I wingroot(l)
I Washwithsoap andwater
I
I
I Preflight
1
I Preflight
I
1
50 hrs.
1 Fuselage nose section grill (1)
I
1
500 hrs.
I Between pressure regulator and
I instnuments(l)
I
1
300 hrs.
1 Upper forward side of the firewall (1)
I M1GH-5606,hydraulic fluid
engine baffle (1)
100hrs.
Intake Filter
Fuel
Sump Drain
(1)
wings (2)
panel (1)
REPLACE
Induction Air
Filter
Pressure System
in Line Filter
SERVICE
Brake Ruid~
AR
Reservoir
Oxygen Cylinder
I
Under front seats
(1)
I
MUrO-27210
aviator’sbreathing
I
AR
fluid
1
100 hrs.
I MUrH-5606,hydraulic fluid
1
100 hrs.
oxygen
Main and Nose
1 Top of each strut (3)
LandingGear Struts I
Shimmy Dampener
I Noselandinggear(l)
1 MILf-I-5606,hydraulic
and
compressed air
2-15
SEALING CHART
ITEM
1.
2.
2-16
PRODUCT
A-56-B Cement
Presstite Sealer No, 576
Silastic Sealer No. 140
VENDOR
B. F. Goodrich Co., ~kron, Ohio
Presstite Engineering Co., St. Louis, Mo.
Dow
Coming, Midiand, Michigan
C,
"r
x
a
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h,
W
"Ei
ao
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O
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Ul~j
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UI
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a
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ri
uc
WL 100.00
50. 005
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00
~tt;
r
$W
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´•JC1
54.4 05
51.2115
30.403
i:
25.010
or
UI
;a
FUSELAGE
’IJ
B
O
3
V)
rJ
0.000
N
u,
5
g
in
Clh~UI
s
o~
r
D
r
t;
DD
P
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W
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UI
N
m
O
C1
C1
O"
m
WP
W
o
C~
WW
*mmul~
u,
w
cow-~
’g
XXg
Y ;j:
U1
CI
o
m
a
r
VERTICAL STABILIZER
(P
C:
3
,N
-J
h,
a
a
a
83.00
7. 28
15.25
25.50
35. 75
----~--1----1
Y~ 36.
15
r
h,
cn
r
46.00
w
a
36.90
a
r
a
a,
a
h,
oJ
r
w
j:
-1
56.25
v,
8
tu
w
a
r
66. 55
V~ 67. 525
72.50
r
WING
HORIZONTAL STABILIZER
FUSELAGE
RIGBT SIDE
,1
1_
RIGIFI’ WING
LEFT ~I?NG
WINGS
TOP VIEW
EMPENNAGE AND FUSELAGE:
RIGHT
TOP VIEW
LEFI
1. Upper Fuel Cell Access
2. Elevator Trim Tab Cable Access
Attach Bolt
3, Upper Foreward
4. Upper Aft Wing Attach Bolt
5, Elevator Trim Tab Actuator Access
Figure 3-2. Access Openings (Sheet 1
,22
of
2)
Od
1
7
I~EFT SIDE
F~JSELAGE
1_
_1
i
7
7
_I
LEFT WING
RIGHT WING
WINGS
BOTTOM VIEW
LEFT
I,
i,
EMPENNAGE ANI~ FUSELAGE
~t
BOTTOM VIEW
RIGBT
1. Lower Fuel Cell Access
2. Flap Actuator Access
3. Lower Forewud Wing Attach Bolt
4.
Wing Attach Bolt
Landing Gear Retract Rod
Lower Aft
5, Nose
6. Fuel Strainer Drain Access
7. Engine Air Induction Filter Access
8. Aft Fuselage Access
9. Aileron Bellcank Access
Figure 3-2. Access Openings (Sheet 2 of 2)
33
position
WINGS
of the
freely. Do
the
WING nP REMOC/AL
attaching
the
a.
Remove the
b.
Disconnect the electrical leads
c.
installation may be
screws
tip
to
to
the
the wing.
navigation
wing
fittings.
Remove the
s.
until the bolt disengages
drive a bolt in or out of
not screw or
wing attach
bolt
nuts
and washers.
light.
accomplished by reversing
NOTE
procedure.
the above
Discard the soft aluminum washers between the
wing attach fittings. New washers must
WING REIWOVAL
upper
be installed upon reinstallation of the
a
Remove the front seats.
b.
Remove the
c.
Drain and purge the fuel cells.
Remove the wing mounting bolt
d.
rear seat
wing.
panel.
Remove the
t.
plates
access
the
wing by pulling it straight
away from
fuselage.
from the top and bottom of the wing.
Place the aircraft on jades and raise the aircraft
e.
until the wheels
clear of the
are
ground.
A three
point jack
RGWOI/AL OF LE4DING EDGE AND MAIN SPAR
should be used because of the unba~nced condition of the
airplane
after the
f.
Open the brake cylinder bleed ports and pump all
fluid from the system. Disconnect hydraulic lines at the
wing
root.
Operate the landing gear switch until the inboard
landing gear doon are fully open.
g.
h.
wing must be removed from the airplane before
leading edge or main spa can be removed. Remove
attaching screws at the wing tip and wing butts. Pull
hinge pins which attach the leading edge, disconnect
The
is removed.
wing
Disconnect the inboard door
actuator
landing
gear and
remove
landing
gear
uplock
cable
at
the
Support the landing gear
aft spa gear connection
both connections.
inboard connection in the wheel well.
Disconnect the landing gear actuator rod from the
V-brace in the wheel well.
k.
Disconnect the fuel lines between the
rib and the
wing
avoid
damaging the
or remove
the gear
at
root
at
the left
wing
root
in
the wheel well.
Disconnect electrical
n.
Disconnect the aileron cables
wiring
at
the turnbuckies
rear
spa below the
floorboards.
o.
I~sconnect the
p.
Cradle the
q.
Place
removed and
a
flap
drive shaft from the
wing.
wing stand under the wing
place
a
motor.
not
being
stand under the tad.
Outline the position of
guide for reinstaliation.
r.
the
INSTALLATION OF LEADING EDGE AND MAIN
SPAR
in the wheel well.
m.
located inside the cabin, forward of the
as a
to
fuselage.
Disconnect the pitot line
i.
the
the main spa.
NOTE
Disconnect, the
j.
the
the
rod from
the control horn.
i.
the
wing
on
the
fuselage
hinge pins may be driven with a rivet gun by
supporting the hinge pin in telescoping tube, repair kit 35588, Make sure the hinge halves are mated before
attempting to drive the hinge pin. Grind the end of the pin
to a point before starting it in the hinge. A second rivet gun
or mallet may be used to tap along the upper or lower edge
of the main spar to help the pin through the hinge. Use a
wooden block as a pad to prevent damage to the spa.
The
OAUTION
WARNING
Do
in the upper forward spa
(E-330 thru E-379 except E-356) and in the
The
bushing installed
not
.drill
wire
attempt to spin the hinge pin in with a
Heat and expansion may cause the
motor.
to
seize
or
break.
lower forward spa (E-3M and after) should not
be removed and must be in place prior to
installation of the
wing
attach bolts.
CAU;IION
There should be
removal.
54
Should
no
bolt
binding
binding during
adjust the
occur,
WING INSTALLAT/ON
a
Using a nonnetallic brush and naphtha or methyl
ethyl ketone (Item 18 or 19, Consumable Materials Chart),
clean all wing attach fadngs and hardware (bolts, washers,
and nuts). Inspect the wing attach fittings, bolts, washers,
and nuts as instructed under WING BOLT, NUT, AND
FITTING INSPECTION.
Bi3
MS20002C10 WASHER (E-l THRU
E-379 EXCEPT E-356)
105090A032-10J
jE-l
(E-l THRU E-379 EXCEPT
E-356)
MS20002-10 WASHER
MRU E-379 EXCEPT E-356!
MS20002-12 WAS‘HER
(5-356. E-380 MRU E-401)
I~
MS20002C12 WASHER
(E-356. E-380 THRU E-401)
105090A032-12K WASHER
(6-356, E-380 THRU
E-1240 EXCEPT E-llll)
95-110021 WASHER
(E~4M THRU E-1240 EXCEPT
E-llll)
(CHECK FOR A SMOOTH OUTER
RADIUS, POSTT(ON RADIUS TOWARD
95-110025-1 WASHER
THRU E-1240 EXCEPT E-llll)
(CHECK FOR A SMOOTH
OUTER RADIUS AND
FTTnNG)
POSTTION RADIUS TOWARD
FTTTING)
12NB-108 NLTT
´•i.’
:~d_
(E-l THRU E-379 EXCEPT E-356)
12NB126 (6-356, E-380
THRU E-1240 EXCEPT
E-lll~)
DRATN HOLE
II
I
------’I
I
-NAS150-33 BOLT
(6-1 THRU E-329)
NAS150-38
OR
MS20010-23 BOLT
(E-330 THRU E-379
EXCEPT 6-356)
MS20012-20 BOLT
OR
NAS152-37 BOLT
OR
131790-1 BOLT
(E-356. E-380 THRU
E-1240 EXCEPT
E-1111)
i,
FUSELAGE FTTTING
000-110100 BUSHING
(E-330 MRU E-379 EXCEPT
WING FITTINGJ
E-356)
MS20002-10 WASHER
(E-l MRU E-379 EXCEPT E-356)
MSXK)In-IP ~VASHER
(E-356, E-380 THRU E-1240 EXCEPT E-llll)
BOLT TOROUE IWET): 1180 TO 1300 INCH-POUNDS E-l MRU E-379 EXCEPT E-356, 2480 TO
2600 INCH-POUNDS E-356, E-380 AND AFTER EA-1 AND A~ER. COAT ME COMPLETE BOLT,
WASHERS, NLFT. WING FTTTING BOLT BORES, AND EXPOSED BOLT THREADS WTTH MIL-C16173 GRADE ii CORROSION PREVENTIVE COMPOUND.
It
POSTTIONWTTH COUNTERSINK TOWARD BOLT HEAD.
ONE OR TNO MS20002-10 WASHERS MAY BE USED BETWEEN THE NUT AND ME MS20002-10
WASHER TO PROVIDE BOLT GRIP ADJUSTMENT.
ONE OR TWO MS200M-12 WASHERS MAY BE USED BETWEEN ME NUT AND THE MS2000e-12
OR 95-110025-1 WASHER TO PROVIDE BOLT GRIP ADJUSTMENT.
IO‘a:
o
o
o
36-31´•18
nours 3~. Uppr Formrd WInO Bolt
B1Q
k#t´•ll+tkn
(6-1
ThN MUO
Exolpt E-llll)
3´•5
(8-1 THRU E-12n EXCEPT E-llll)
(POSITION WITH COUNTERSINK TOWARD
BOLT HEAD)
35-105111 WASHER
105090A032-10J
35-1051113 WASHER
(E-1228 THRU E-1240)
(POSTTK3N WITH COUMERSINK IO~ARD
BOLT HEAD)
MS20002-10 WASHER
12NB108 NLIT
50-33/M,
BOLT
DRAIN HOLE
j
i
WING FTTTING
MS20002-10 WASHER
FUSELAGE FITTING
BOLT TOROUE CWET): 1180 TO 1300 INCH-POUNDS. COAT THE COMPLETE BOLT, NUT.
WASHERS. WING nTnNG BOLT BORES. AND EXPOSED BOLT THREADS wml M1L-C-16173.
GRADE 2 CORROSION PREVENTIVE COMPOUND.
fONE OR TWO MS20002-10 WASHERS MAY BE USED BETWEEN THE NUT AND THE MS20002-10
WASHER TO PROVIDE BOLT GRIP ADJUSTMENT.
n
o
I, o
3~31-19
Rgun
3-6
3-3A.
Uppr
Alt
Wing BoIt
(8-1
Thru 3-1240
Except E-l~if)
8~3
O
O
´•Ir
FITTING
O
MS 20012-28 BOLT
(8-1 THRU 8-329)
35-105011
WASHER
MS 2001251 BOLT
(E-330 MRU E-1240
EXCEPT E-llll)
12NB126 NUT
MS20002-12 WASHER
FUSELAGE FITTING
000-110094 BUSHING
(E-330 THRU E-1240 EXCEPT E-1111)
BOLT TOROUE (WET): 2480 TO 2600 INCH-POUNDS. COAT THE COMPLETE BOLT, NUT,
WASHER, WING fTmNG BOLT BORES. AND EXPOSED THREADS WITH Mli-C-16173, GRADE 2
CORROSION PREVENTIVE COMPOUND.
POSIT1ON WTTH COUNTERSINK TOWARD BOLT HEAD.
36-31-17
Rguls
BfS
3-38. Lwrw Fomud
Wing BoIt inrt~ll´•tion (8-1
Thnt 8-1210
Exc~pt E-llll)
3-7
O
o
I,
o
35-105111 WASHER (8-1 THRU 8-1227)
~POSmON WITH COUNTERSINK TOWARD
BOLT HEAD)
MS20002-10 WASHER
35-105111-3 WASHER (8-1228 MRU 8-1240
EXCEPT E-llll) (POSITION WITH
COUK~RSINK
TOWARD BOLT HEAD)
-j~ii
12NB708NUT
NAS1 50-35/Mi
BOLT
MS20M)2-10 WASHER
BOLT TOROUE (WET): 1130 TO 1300 INCH-POUNDS. COAT ME COMPLETE BOLT. NUT.
WASHERS. WING nTnNG BOLT BORES. AND EXPOSED BOLT THREADS WITH MIL-C-16173.
GRADE 2 CORROSION PREVENTIVE COMPOUND.
tONE OR TWO MS2002-10 WASHERS MAY BE USED BETWEEN THE NUT AND MS20002-10
WASHER TO PROVIDE BOLT GRIP ADJUSTMENT.
36-31-20
Figu~ 35C.
3-8
Lwu8r Att
mng Bdt
(E~ ’8848 EI´•1240 ExcBpt Elflll)
813
WARNING
Wing
bolts that have reached their life limit (10
years after the initial
inspection),
be
must not
must be
added
to
the
proper torque value
reused.
b.
f.
Torque the nuts in the following order: upper
forward, upper aft, lower forward, and lower aft. When a
torque wrench adapter is used, the length of the adapter
Coat the
bolt bores and
fitting
length of the torque wrench and the
computed as detailed in Section i.
CAUTION
bearing faces.
bolts, u´•ashers, and nuts with MIL-C-16173 Grade II
corrosion preventive compound (Item 37, Consumable
Materials Chart).
Before the
nut is torqued at the lower aft wing
point, a slight gap may exist between the
fittings. This gap must not exceed a width of
attach
.060 inch. No gap should remain after the
to the specified wet torque.
WARNING
nut
is
torqued
bushing installed in the upper forward wing
fitting (E-330 thru E-379 except E-356) and in
the lower forward wing fitting (E-330 and after)
must be in place prior to installation of the wing
g.
h.
i.
Connect the electrical
wiring in
bolts.
j.
Connect the
in the LH wheel well.
The
CAUTION
by hand without
binding. If a bolt cannot be easily inserted,
reposition the wing until the bolt moves freely
through the finings. Do not drive or screw the
bolt into the fittings.
Each bolt
c.
must
Move the
be inserted
wing into position, align the wing
through fittings, and insert the bolts
fittings with the carry
into the fittings.
Connect the
flap
drive shaft
Connect the aileron cables
pitot line
to
at
the
nap
the wheel well.
k.
Connect the fuel lines.
i.
Connect the
m.
Connect the
n.
Connect the inboard door actuator rod.
o.
Connect the
landing
landing
motor.
the turnbuckles.
gear actuator rod.
gear
uplock cable.
hydraulic brake lines
and bleed the
brakes.
At the first scheduled
p.
installation, check for
drain holes in the upper
they
are
inspection after wing
wing bolt torque. Check the
wing attach fittings to assure that
correct
open.
ADJUSTING THE WING
After the
wing has
been reinstalled
or
repaired, flight
tests
may show the wing to be chionica~ly heavy or light. This
condition may be corrected by rotating the wing to lower
CAUTION
Bolts and washers and nuts
shown in the
the
must
be oriented
as
applicable figure for each location
(Figure 3-3, 3-3A, 3-3B, and 3-3C).
d.
Start the
nuts on
the upper forward and aft bolts.
wing trailing edge until alignment with the
outline drawn on the fuselage is realized. After alignmtnt is
established, verify that the lower forward bolt is not
binding in the bolt bore. If bolt binding is encountered,
adjust the wing position until the bolt moves freely.
e.
Tighten the upper forward and aft nuts.
Rotate the
CAUTION
When
wing
wing
torquing
the
wing bolts
assure
that the
bolt wrenches do not bottom out
on
the
fittings. Such an occurrence could
cause false torque readings and damage the
fittings. After torquing the upper forward wing
attach nut, remove the holding force from the
wing
nuts,
B13
attach
cradle and torque the
remaining three
trailing edge of the heavy wing or to raise the trailing
edge of the light wing or by a combination of adjusting both
wings. The aluminum washers between the upper wing
fittings must be replaced each time the position of the wing
is changed. If both wings have been removed, install the
right wing with the trailing edge at the highest point of the
adjustment travel and the left wing 1/16-inch down from the
highest point of travel. The total adjustment on each wing
is approximately 118 inch. The following steps should be
followed when adjusting the wing:
Using a grease pencil, outline the position of the
fuselage.
b.
Place the airplane on a three point jack and raise
until the wheels are clear. See Section 2 for jacking
instructions. Place a suitable cradle under the wing being
adjusted and a wing stand under the opposite wing. A tail
stand will also be required to assure stability.
Loosen the nuts on the lower wing attach bolts
c.
and remove the bolts and nuts from the upper wing attach
fittings. Coat the bearing faces and bolt bores of the
fittings, the bolt washers and nut with MIL-C-16173 Grade
II corrosion preventive compound (Item 37, Consumable
a.
~ving
on
the
Materials Chart).
install
new
soft aluminum washers
between the upper wing attach fittings. Install the bolts,
washers, and nuts into the fittings. Raise or lower the
3-9
trailing edge as required and retorque the nuts in the
follou´•ing order: upper forward, upper aft, lower forward
and lower aft. There should be no gap between the fittings
after the last nut is torqued. Torque each nut to the wet
torque value shown in the appropriate illustration (Figure 33, 3-3A, 3-3B or 3-3C). Coat the exposed threads that
protrude through the nuts with MIL-C-16ln Grade II
corrosion preventive compound (Item 37, Consumable
WING BOLT; NUT; AND FIT~NG INSPECTION
NOTE
removing
Read the entire section before
wing
any
bolts.
Materials Chart).
WARNING
NOTE
wing bolts and nuts installed in all Model
Series airplanes five years old or older must
removed and inspected. If after inspection
torquing the upper forward wing nut,
remove the holding force from the wing cradle
The
(installed in step "b") and torque the three
be
remaining
the bolts and
After
36
nuts prove to be free of corrosion.
cracks, and mechanical damage, they may be
nuts.
reinstalled for
d.
Remove the
wing and tail stands, remove the
and test fly the airplane,
At the first scheduled inspection after the wing
e.
has been adjusted, check each bolt for correct torque.
Check the drain holes in the upper wing attach fittings to
airplane
assure
from the
that they
not
inspection,
5 YEARS
NEW
I
INITIAL
SECOND
FIRST REPLACEMENT
I
INSPECTION
INSPECTION
INTERVAL
s YEARS
1
OUDI
must
be
Render
5 YEARS
AIRPLANE
AIRPLANES
wing attach
unserviceable ail components removed in
compliance with Chart i.
5 YEARS
REPEAT INSPECTION
AND REPLACEMENT CYCLE
5 YEARS
S YEARS
5 YEARS
all
hardware (boits, washers and nuts)
replaced with new hardware.
obstructed,
5 YEARS
additional five year period at
inspection is required. Ten
years after the initial
jack,
are
an
which time another
SECOND
FIRST REPLACEMENT
REPEAT INSPECTION
INSPECTION
INTERVAL
AND REPLACEMENT CYCLE
OR OLDER
INITIAL
INSPECTION
3531-36
NOTE
NOTE
The first inspection for airplanes five years old or older
must be performed at the first scheduled inspection
following the issue date of revision B13,
Wing
Bolt And Nut
replacement interval, all wing attach bolts,
washers, and nuts must be replaced with new
At each
hardware.
inspection
And
Replacement Cycle
Chart 1
3-10
Ln3
CAUTION
wing bolt, draw an outline
fuselage with a grease pencil. If
wing bolt binding is encountered and the wing must be
shifted, the outline will be helpful in returning the wing to
its original position.
a.
Before removing any
of’the wing position on the
Assure that the 95-110025-1 washer shown in
Figure 33 has a full complete radius with no
sharp edges that could mark the fitting. Replace
the washer if it has sharp edges or an
incomplete radius.
CAUTION
There should be
removal
no
d.
wing bolt binding during
installation. Do
or
not screw or
drive
a
or out of the fittings. If wing bolt
binding is encountered, place the airplane on a
three point jack and raise until the wheels are
clear (see Section 2 for jacking instructions).
Place a wing stand under each wing and a tail
stand under the aft fuselage. Defuel the wing,
loosen the remaining three bolts and reposition
the wing until the binding bolt moves freely
through the fittings. Replace the soft aluminum
´•u´•ashen between the upper wing attach fittings
bolt in
if the bolts and
nuts
do not exceed the life limit
visually inspect each bolt and nut with a
I0-power or stronger magnifying glass; inspect for
corrosion, cracks and mechanical damage. The cadmium
plating may display areas that appear rubbed, discolored or
polished. These areas are usually the result of prevailing
installation procedures and are of no significance. A bolt
should not be rejected because of cadmium plating
shown in Chart i,
deterioration; however,
any component that is
cracked,
has michanical
damage must be replaced.
e.
Using the magnetic particle inspection process
described in this chapter, check each nut for longitudinal
corroded
or
retorque the bolts as instructed under
INSTALLING THE WING. If bolt binding is
crack indications and each bolt for circumferential crack
encountered and the uing has not shifted,
redacement of the soft aluminum washers
damage (corrosion, cracks, and mechanical damage), they
may be reused after demagnetization and cleaning.
f.
Clean the spar fitting bolt bores with naphtha or
methyl ethyl ketone (Item 18 or 19, Consumable Materials
Chart). Do not strip the epoxy paint from this area. inspect
the surface condition of each fitting; focus special attention
on the washer seat and bolt bore area. If scoring, corrosion
pitting, or washer impressions are discovered in this area,
contact the Commercial Service Department of Beech
Aircraft Corporation. If the fitting is satisfactory, coat the
bolt bores and bearing faces of the fittings with Alodine
and
not
between
the upper
wing attach fittings is
not
required.
NOTE
Beech Aircraft Corporation supplies wing
attach hardware that has been given an
additional magnetic particle inspection since
manufacture~ These components may be
identified by the green dye on the head of the
bolt and
on some
portion of
the
nut.
indications. If the bolt and
1200, 12008
nut prove to
be free of all
1201 (item 36, Consumable Materials Chart).
coating to remain on the surface for
approximately five minutes. When the time has elapsed,
wash the coated areas with water and blow dry (do not
wipe dry). Paint the treated areas with zinc chromate
primer (Item 24, Consumable Materials Chart) and allow to
or
Allow the
dry.
WARNING
bearing faces and bolt bores of the
complete bolt, washers and nut with MIL-CGrade iI corrosion preventive compound (Item 37,
g.
fittings,
Use only the components specified in the
applicable illustrations. DO NOT INSTALL
THE BLACK P/N H-20 NUTS; these nuts have
been dry film lubricated with molybdenum
disulfide.
corrosion
When MIL-C-16173
preventive compound is
Grade
II
added
to
16173
Coat the
the
Consumable Materials Chart).
h.
Install the bolt, washer
the
or
washers, and
nut
into
fittings.
CAUT/ON
these nuts, the additional lubrication may cause
improper preload in the bolt when it is torqued.
wing bolt wrenches do not
fittings when torquing the
nut. This could result in damage to the wing
fittings and erroneous torque readings.
Ensure that the
bottom
Starting at the lower wing attach point on each
side, remove, inspect, and retorque one bolt at a time until
the complete set of eight bolts and nuts have been
inspected.
c.
Using a nonnetaIIic brush, thoroughly clean the
bolt, washers, and nut with naphtha or methyl ethyl ketone
b.
(Item 18
813
or
19, Consumable Materials Chart).
i.
the
out on
Torque the
a
nut to
the
wet
torque value shown in
illustration
(Figure 3-3, 3-3A, 3-311, or 3torque wrench adapter is used, the length of
appropriate
3C). When
the
3-11
CHART 2
WING BOLT WRENCHES AND TORQUE ADAPTERS
POSmON
f
BOLT P/N
WRENCH PmN
NUTP/N
I
NUT TORQUE
ADAPTER
LOWER FORWARD
MS20012-28
(E-l
thN
8-329)
ITS1222-5
or
228-4
or
12N8-126
I
1
TS1171-20r
I
TS117~-2.
MS20012-31
(8-330 thlu 8-1240178-1222-8 or
ITS1253-1 or
except E-l111)
UPPER FORWARD
NAS150-33 (8-1 thru 8-329)
ITS1253-1
or
TS1176-1
or
222-8
or
TS1171-1
or
NAS150-38 (E-330 thru E-379
ITS1222-4
or
50-590013.
except 8-356)
ITS1222-5
or
150-590012.
or
I MS20010-23 (8-330
except E-356)
thru
E-3791TS1222-6 or
[TSlm-9-
E-(T51222-3.
NAS152-37 (8-356,
1240 except
E-llll)
MS20012-20
(E-356, 8-380 thrq EE-llll)
ITS1222-5
1240 except
I
TS1171-2
or
or
1TS1222-4
or
(8-356, 8-380 tfuu’ 8-1781222-8
except E-~lll)
jTS1253-1
or
iTS1253-1
or
131790-7
UPPER AFT
1~12NB-126
’fS1176-2.
oi
1240
12NB108
NASISO-33
or
I
781171-1
or
or
I
12N&108
I
TS1176-1
or
or
I
1
50-590013
or
LOWER AFT
ITS1253-1
NAS150-35
12N8-108
or
or
222-4
or
I
1
TS1171-1
or
TS1176-1
or
50-590013
or
the adapter must be added to the length of the
torque
wrench and the proper torque value computed as detailed in
Section I.
j´•
the
nut
Coat the exposed t~ireads that protrude through
with MIL-C-ldf73 Grade Ii corrosion preventive
compound (Item 37, Consumable Materials Chart).
k.
Check that the decal shown in Figure 13D is
affixed to the appropriate locations on the aia~ane.
Check the drain ~-rts in the upper wing attach
fittings
to ensure
that they
me
unobstructed and free
to
main.
ArJhe firrt rchoriuled inspctioa after me wing
m.
~olts have been loosened and retorqued, or after initial
mstaliation, they
must
be checked for proper torque.
MAGNEnC-PRRJKXE /NSPECTION
Magnetic-Particie Inspection is a method for locating
surface and subsurface discontinuities in ferromagnetic
materials (i.e. materials capable of being magnetized);
consequently, nonferromagnetic
3-12
materials
(sach
as
aluminum alloys, magnesium alloys, copper alloys, lead,
titanium alloys, nickle base alloys and many stainless steel
alloys) cannot be inspected by this method. MagneticParticle Inspection is based upon the principle’that any
discontinuities lying in a direction’ generally transverse to
the direction of the magnetic field of the part magnetized
for the test will cause a leakage field to be formed at and
above the surface of the part. The presence of the leakage
fiCkl.denoting the discontinuity is detected by the use of
finely divided ferromagnetic particles over the surface of
the part. Some of th~ particles are magnetically gathered
and he~d by the leakage field toform an outline indieating
the location, size, shape and extent of the discontinuity. in
~neial, magnetic pantccee.nspection utilizes a variety of
types of equipment for marmetization as well as several
methods for application of ferrorr?agnetic panicles to the
iest part. Additionally,- the fenomagnetic panicles are
available in a selection of colors (including fluorescent) and
panicle shapes: Magnetic panicle inspectior~ required by
this manual can best be accomplished utilizing the "wet
continuous method" on the standard wet
equipment with either visible
or
horizontal type
fluorescent magnetic
813
particles suspended
in a petroleum base vehicle (normally
kerosede). Since magnetic particle indications are best
obtained when the
discontinuity lies in a direction
transverse to the magnetic field, the following procedures
are recommended for optimum detection of discontinuities
in both bolts and
nuts,
the
nut
and the bar is
positioned
between the heads of the
horizontal equipment.
magnetic particle
suspension is flowed on the nut and the appropriate current
is applied through the central conductor to achieve
adequate field strength. Using the described procedure.
laboratory testing has indicated that the amperage values
listed in Chart 4 provide for optimum detection of
discontinuities parallel to the nut axis.
The
wet
WARNING
magnetic particle inspection, the parts must be
carefully demagnetized and cleaned of the ferromagnetic
particles. Examine parts for any possible evidence of
electric are burn that may have occurred during the
inspection.
After
Improper operation of the panicle inspection,
because of faulty equipment or untrained
operators, can jeopardize the airworthiness of
parts being tested. Minute electn~cal are bums
caused during inspection by improper operation
of the test equipment can result in even!ual
CHART 4
MAGNETIC-PARTICLE INSPECTION
failure of the part.
(STEEL NUTS)
Bolts:
inspection
magnetization in
of
a
a
accomplished by longitudinal
bolt is
multiturn low-fill factor coil.(i.e. the
greatly exceeds the bolt
inner diameter of the coil
CENTRAL
CONDUCTOR SIZE
AMPERAGE
5/8 INCH
In INCH
500 AMPS
3/4 INCH
5/8 INCH
600 AMPS
7/8 INCH
3/4 INCH
700 AMPS
1 INCH
7/8 INCH
800 AMPS
NUT SIZE
diameter). For proper magnetization the bolt is positioned
close to the coil inside wall with the bolt length
perpendicular to the winding direction. The magnetic
particle suspension is flowed on the bolt and the
appropriate current is applied to achieve adequate field
strength. Using the described procedure, laboratory testing
has indicated that the ampere
turn
values listed in Chart 3
provide for optimum detection
perpendicular to the bolt axis.
of discontinuities
OUTBOARD WING MAIN SPAR CAP INSPECTION
spar cap must be
wing main
annually for corrosion.
The outboard
inspected
CHART 3
MAGNETIC-PARTICLE INSPECTION
WA~NING
(STEEL BOLTS)
of the spar cap from the wing attach
end of the spar cap must
TOTAL BOLT LENGTH
INCLUDING HEAD TO
NEAREST 1/4 INCH
AMPERE
TURNS’
518 INCH
2 In INCH
7900
5/8 INCH
2 3/4 INCH
7100
parts and information necessary
5/8 INCH
3
INCH
6600
314 INCH
3
INCH
7900
000-110011-1 LH spar and a new 000-1100112 RH spar on the 36 and A36 series Bonanzas.
314 INCH
3 114 INCH
7400
3/4 INCH
3 In INCH
6700
314 INCH
33/4 INCH
6300
7/8 INCH
3 In INCH
7900
7/8 INCH
33/41NCH
7400
7/8 INCH
4
INCH
6900
7/8 INCH
5
INCH
5500
5 3/4 INCH
6300
BOLT
DIAMETER
1 INCH
All
*Amperage requirement is the ampere turns value divided
by the number of turr~ on the coil. For example: A I-inch
diameter x S-inch long bolt tested on a 5-turn coil would
require 6300 s 5, or 1260 amps.
areas
fitting to the outboard
be inspected.
BEECHCRAFT Kit No. 35-4008-1S provides the
to install a new
The kit does not contain the spars which must
be ordered separately.
NOTE
Special emphasis should be placed on
airplanes that have been operated pr stored for
extended periods (5 years or longer) where
geographical locations or atmospheric
conditions are highly conducive to corrosion.
Inspection of
accomplished
Inspection of a nut is accomplished by circular
magnetization on a central conductor (usually a copper rod)
the approximate size of the nut inside diameter. For proper
magnetization, the central conductor bar is inserted through
the upper and lower spar cap should be
in the fdlowing manner:
Nuts:
BfS
a
Examine the forward and ah sides of the spar cap
where it meets the skin. If
a
whitish, salt-like, nonmetallic
substance is ~noted in this area,
a
thorough inspection
3´•13
THIS ILLUSTRATION REPRESENTS A
TYPICAL SECTION OF THE SPAR CAP
AREAS TO BE INSPECTED FOR
INDICATORS OF POSSIBLE CORROSION.
THE INDICATORS ARE ALL SHOWN IN ONE
AREA AND ARE EXAGGERATED FOR CLARITY.
ANY ONE OR ANY COMBINATION OF THE
INDICATORS ARE CAUSE FOR FURTHER
INVESIIGATION.
BOX SECTION SKIN
o
SPAR CAP
O
~RAISED AREAS
O
o
o
o
o
o
o
V,
O
o
o
o
LEADING
EDGE
o
o
I
PAINT BLlSTER/
THIS RIVET PATTERN WILL VARY
ON DIFFERENT MODELS
C99´•35-23
ngure 3-3D.
3-14
Visual
Spar Cap Inspection
813
performed to determine if corrosion has occuned.
paint trapped between the edge of the skin and the
exposed section of the spar cap should not be
should be
Wax
or
misinterpreted
as
corrosion.
Wash all e~
b.
Visually inspect all e~posed areas of the upper
irregutarities, such as paint blisters,
raised or uneven areas and cracks. The exposed areas of
the spar cap are extruded Rat and irre3uhritles could be an
indication of corrosion. Investigate all irregularities to
determine if any damage has occuned
or
raised
areas on
fairings
pull
and
rear
the
spurs a:
fuselage fittings.
reversing
installation may be accomplished by
the above
procedure.
Torque the AN4 attach fitting
f.
bolts
50-70 inch-
to
pounds.
SEATS
FIFTH A~G SIXTH SEAT REMOVAL ANG
INSTALLATION
NOTt
Uneven
beacon wires.
rotating
straight up from the fuselage.
Remove the bolts in the front and
e.
c.
and lower spar caps for
Remove the saddle and
d.
the
spar cap.
Disconnect the
c.
stabiiiter
of the upper and lower
areas
b.
the spar cap may be
by sliding the fingers over the surface,
by moving a straight edge over the sJrface or
by sighting down the length of the spar cap
Fold the bottom of the
a.
detected
surface.
b.
c.
installation may be
and fold the
the above
if unusual conditions are encountered that cannot be
locally, contact the Commercial Service
Deparrment of Beech Airaaft Corporation for evaluation and
determination oi conective action that may be reqoired
resolved
up to
seat
support into the
Remove the seat attach bolts.
position
seat
a
vertical
position.
retract
accomplished by reversing
procedure.
FIF~ A/L’D SIXTH SEAT STOWAGE
The fifth and sixth
or
seat
may be folded either in
position to provide additional
accomplished as follows:
vertical
may be
a
horizontal
cargo space. This
STABILIZERS
VERTICAL POSI’I1ON
REPAOVAL AND INSTALLATION OF THE
HORIZOM;4L STABIUZER
Elevator
Remove the elevators. (See Seaion 4
a
Remove the
b.
hinge bracket
Fold the
sea:
b.
Fold the
seat
c.
Position the
against
seat
the
rear
bulkhead in
the
rear
spar and disconnect the
Remove the attach bolts
d.
Remove the stabiliter.
e.
installation may be
the above
at
the front spa.
HORIZONIAL POSTTION
proc~-dw.
installing ~he horitontai stabilizer, the
nuts for the rear spar anac~ing bolts must be
placed on the forward side of the spar to avoid
contact with the elevator center hinge
seat
seat
support into the retract
on the floorboard.
position and
bottom
seat
back forward and
position
it
on
top
bottom.
a
Remove the
seat
stop
at
the aft end of the center
track.
adjustment
lock.
b.
Release the fore and ail
c.
Move the seat aft until it clears the
mounting
tracks.
assembly.
the AN4
aaaching. bolts
to
50-70 inch-
F;SO~ SEAT INSTALLATION
pounds.
a
with the
REMOVAL AND INSTALLATION OF THE VERTICAL
STABILIZER
a.
seat
Fold the
b.
of the
the
FRONT SE4T REMOVAL
When
Torque
Fold the
a.
position
accomplished by reversing
NO~
f.
Remove the
Removal Procedure.)
Ndder~
(See Section
4
Rudder
b.
Place the
mounting
seat
in
position
and
align the
seat
guides
track.
Release the fore and aft
adjustment lock and slide
mounting track. Engage the fore and aft
lock and make certain the seat is securely in place.
c.
Replace the seat stop on the aft end of the center
the seat
onto
the
track.
3~5
B13
a
bolts and the elevator
attaching
on
trim tab cable.
c
position.
position.
bottom up to a vertical
support into the retract
vertical oosition.
Removal Procedures.)
center
a.
THIRD AND FOURTH SEAT REMOVAL
behind the two
the
a.
adjustment lock
against the stop.
Release the fore and aft
the seat forward
move
b.
Remove the
seat
c.
stop from the aft end of the
b.
Release the fore and aft
adjustment lock
mounting tracks.
and
c.
snaps on
d.
e.
NOTE
seats, the two
the inboard side of
attaching screws from
panel up and out.
Remove the attaching screws and
the lower upholstery panel.
Remove the lower upholstery panel.
Remove the phillips screws from
the
center
the
release the
hinge
each
cover.
On airplane serials E-825 to E-890, if the rear
facing seats are to be changed to forward facing
MSt4694S51
the third 8: fourth seat
on
Remove the
upholstery panel. Lift
the seat aft until it clears the
plugs
and
center track.
move
car
arm rest.
screws
center
that
secure
tracks and the
f.
With the door open, insert a screw driver
between the door stop and the bottom of the door. Slowly
close the door while applying a downward pressure on the
door stop until the stop is released from~ the door.
Remove the attaching bolts from each door
g.
hinge.
spar w~´•-thru structure are to be replaced
with the NAS1203-5 screws. The MS24694S51
rear
screws
fourth
are
to
be discarded. The third and
seat center
track
screws
only need
to
replaced one time unless an inspection reveals a
screw or stripped threads. An entry is
to be made in the Maintenance Log, that the
broken
SEAT CENTER
THIRD AND FOURTH
TRACK
SCREWS
HAVE
NOTE
be
BEEN
Shims have been installed between the
and the door to obtain
a
should be retained and the
same
number of
shims installed under each
hinge when the door
is reinstalled. These shims help position the
door forward and aft and/or raise
REPLACED.
hinges
proper fit. The shims
aft
or
lower the
edge.
THIRD AND FOURTH SEAT /NSTAUAT/ON
h.
a.
with the
b.
the
Place the seat in
the
seat
guides
removal
Installation is
accomplished in
the
reverse
of the
procedure.
mounting track.
Release the fore and aft
seat onto
the
lock and make
c.
position and align
cert~un
Replace
adjustment lock and slide
uack. Engage the fore and aft
the seat is securely in prace.
mounting
the seat stop
on
the aft end of the
center
track.
ATTACHING BOLT
HINC;E
SEAT BACK ALXIUSTMENT
SHIM
A lever, located
on
the inboard side of each
seat
operates
adjustment, which is controlled by a
mechanical, three position, stop. An optional seat
installation is available, wheFin the adjustment of the front
me
seat
and
back
center
controlled
by
seat
backs, except for the pilots seat, is
a roton
lock for seiected
positioning.
CABIN DOOR REMOVAL AND INSTALLATION
iE-lbkoushE830excep~E-7+41
a.
I
I
C~BIN DOOR
Remove the inboard door handle, the ash tray
assembly and the
3
I" o\
II
~I
HINGE COVER
PHILLIPS SCREWS
56Tt-10e8
arm rest.
NOTE
attaching screws for the ash tray assembly
located behind the ash tray insert and the
attaching screws for the arm rest are located
The
are
316
ngure 3-4. Cabin Door Hinge
(E-l Tbru E-830 Except E-754)
313
CABIN DOOR REMOVAL
(E-754, E-831 and after)
NOTE
Shims have been installed between the
a.
Remove the inboard door handle.
b.
Remove the window upper
c.
Remove the armrest,
and the door
moulding trim.
upholstery panel and
hinge
With the door open, insert a screw driver
e.
between the door stop and the bottom of the door. Slowly
close the door while applying a downward pressure on the
front
remaining
hinges.
screws
which
secure
the
when the door is reinstalled. These shims
to position the door in
edge of the door.
if
a.
a new
to
inside
installing
On
edge
reference
to new
flush
three
screws are
aft
h.
Carefully
remove
away from the
the door by
pulling the door
hinges,
to
the
e.
screws
f.
IjC~
removed.
phillips
screws
of the upper door hinge
hinge. Attach the
the door frame to the
of the lower door
the’upper and
with two phillips
Install
each attached
bottom
door seals around the
door seal location.
Install the
secure
phillips
new
position making sure the upper
hinge shims are positioned to keep the door
fuselage; if reinstalling the old door, use the
Same amount as
d.
directly
door, install
place the door in
c.
which
the seal.
of the door frame. Check the old door for
cover; on the lower
hinge
being installed, place the door in
hinge tab and perimeter of the
door is
a new
and lower door
cover.
the
door frame where any excess material needs to be
removed. Remove the excess material to obtain the best fit
On serials E-754, E-831 and after the upper
hinge has four screws located aft of the hinge
hinge
or out at
and mark the door
b.
of the
number of
CABIN DOOR INSTALLATION
prior
NOTE
same
(8-754, E831 and after)
position
Remove the
hinges
proper fit. The shims
used
are
hinge
cover,
g.
a
shims installed, where removed, under each
optional courtesy light is installed,
disconnect the wire splice located behind the right side of
the instrument panel.
door frame to the
obtain
should be retained and the
the
ash tray.
d.
If the
door stop until the stop is released from the door.
f.
Remove the two phillips screws from each
to
hinge.
hinge
lower
plates
cover
screws.
Install the door stop in the channel located
of the door.
on
the
edge
NOTZ
The upper door hook latch bracket located in
the door sill above the door should be pre-set
flush with the door sill.
jI
g.
If the door contains the
optional courtesy light
installation, feed the wire from the courtesy light
location behind the
right
to
the
side of the instrument
panel by
routing the wire above the door hinge to behind the panel.
Splice the courtesy light wire to its connecting wire.
h.
Install the upholstery panel, ashtray, and armrest.
i.
Install the window upper moulding trim.
Install the inboard door handle.
i.
If adjustments to the installed door are required,
DOOR STOP
-1
.k.retpahc
’efer to CABIN DOOR ADJUSTMENT in this
5E10C9
REMOVING AND INSTALLING THE CABIN DOOR
TELEFLEX CABLE
a.
Remove the inside door handle and the machine
screws on
Figure
B13
3-5, Cabin Door
Stop
the door upper
facing.
upholstery panels.
bolt securing the teleflex
b.
Remove the door
c.
Remove the
cable to the
upper door latch.
3-17
d.
cable
to
securing the
actuating arm,
Remove the bolt
the lower latch
lower end of the
top of the lock barrel where the slot for the tumblers
located.
Note that
c.
With
d.
a
fine file
remove
of these tumblers. The key will
Attach
of the
safety wire to the lower end
length
cable assembly before removing it from
are
protruding
the raised
now
portion
operate the
of each
new
lock.
of
a
the door and lea~e the wire in the cable track
a means
tumblers
or more
the slot.
through
NOTE
one
are
of
positioning the
new
cable
To install
lock in the cabin door,
a new
proceed as follows:
as
assembly~
NOTE
In
the upper end of the cable with vise grip
pliers and pull it out through the upper latch opening.
Remove the safet~ wire from the cable,
Grasp
e.
some
instalces the lock
by using
removing
an
plug may
be
the handle from the door.
door handle
changed
off-set screwdriver without
Open
the
and follow steps "d" and
fully
"e
NOTE
Braze
or
silver solder
AN742-H4
two new
two
AN340-832
upholstery panel on the cabin door to
through the cutout in
the channel under the latch assembly.
Loosen the
a.
nuts to
gain
damps.
access to
Remove the lower aft
b.
of
Prior to installing the upper cievis, place one
f.
newly prepared clamps between the shoulders on the
lower end of the cable housing and attach the safety wire
remaining in the door to the lower end of the cable housing.
Pull the housing into position by gripping the
g.
safety wire with vise-grip pliers below the shoulder at the
the
lowe; end.
Pull
on
the safet~ wire attached
to
door handle
remove
the
NOTE
Both the
door
screw
extreme
door handle
NOTE
aft
force the telefiex cable
housing
aft
screw
of the outside latch
retainers. The
not
from the external
door channel.
channel,
I)o
screw
fairing directly under the lock mechanism, and
pin from the handle through the cutout in the
the lower end
carefully guiding the housing through the
while
the handle mechanism
extreme
spring
in
retains
screw
aft
and the lower aft
housing
position,
the
serve
screw secures
handle
as
the
and the lower
hinge pin in
position.
as
not be
may result. This bend should
bending
tolerated.
Remove the aft
c.
screw
from the external door
fairing. This will free the handle spring
handle to be pulled out from the door.
handle
the lower clamp with the hole in the door
install the
facing and secure it H~th a machine screw, then
it in the
and
secure
upper damp in place on the housing
Align
h.
the
and allow
NOTE
same manner.
Install the upper clevis and attach the cables to
the upper and lower latch connections.
Adjust cable tension by varying the cable length
j.
i.
at
either latch connection.
INSTALUNG CABIN DOOR LOCK AND
or
a
lock
ignition
on
a
spring washer
each of the handle
Remove the screw, lock washer, and
d.
cam
from
plug assembly.
the baggage compartment door, cabin door
install a
or worn, it is not necessary to
locks with a new key. A new
NOTE
is broken
full set of
on
studs which may fall off when the connector
links are removed.
the back of the lock
TUM&LER TO KEY
~hen
There is
replacement
with
tumbler can be readily converted tone time), for use
as
a
proceed
to
tumbler
key
fit
a new
the old key. To
On
to
some
earlier models the
the lock
cam
may be
peened
plug.
follows:
3-~8
key
be used in the
a
Insert the
b.
With key in the unlocked
to
lock.
examine the
new
position
e.
screw
Install the
lock plug,
assembly.
new
into the handle
cam,
lock washer, and
813
NOTE
With the inside door handle stop rotated full open against
the stop pin: the sliding bolt latch on the aft side of the door
Apply Loctite No. 601 (product of Loctite
Corporation, Newton, Conn.) to the threads of
the
screw.
I~o
not
allow Loctite
to contact
should
any
other location.
f.
the
Reattach the
spring
connector
links to the handle. install
washers between the
connector
just clear the fuselage; the upper door latch hook
just be beginning to protrude through the upper door
frame latch slot; and the lower door pin tip should be
recessed into the pin guide assembly. If the door does not
open freely, the main door sliding bolt latch may not be
retracting enough. This can be corrected by removing the
upholstery panel below the door window and shortening the
length of the connecting tube assembly.
should
links and the
handle.
Place the handle in its location in the door and
g.
install the handle
h.
in its location.
fairing. This screw,
hinge pin in place.
handle
handle
i.
Install the aft
fairing.
this
hinge pin
Install the lower aft
screw
of the external door
in the external door handle
screw
spring
in
spring is in place
position.
Reattach the panel
to
the cabin door.
Make certain the door handle
screw
j.
retains the
UTILITY DOOR REMOC/AL
when installed, will hold the
as
With the door open, remove the screws that
a.
attach the scissors door stop to the door sill.
b.
Support the doors and remove the hinge pins by
pulling straight
up.
UTILIN DOOR INSTALLATION
CABIN DOOR ADJUSTMENT
a.
Support the doors
and install the
b.
Install the
that attach the scissors door
Several adjustments may be made to assure proper closing
and sealing of the door. If the door permits air leaks by the
stop
completely closed (with the door seals in
good condition) loosen the four retaining screws in the edge
of the door and move the latch tongue guide outboard to
UTILrrY DOOR ADJUSTMENT
to
screws
hinge pins.
the door sill.
lower latch when
create
additional tension
on
the latch tongue.
If the
Air leaks around the upper portion of the door may be
caused by improper adjustment of the upper door latch
bracket in the door sill above the door. This condition may
be corrected by increasing the inward tension on the door
(Figure 3-5A), thereby creating a tighter door seal. The
upper door latch bracket is adjustable. Screwing the
screw
on
the latch bracket "in" creates‘more
inward tension
on
the door;
forward
provides
less tension
on
adjusting the
screw
utility door does not close properly or permits air
completely closed, several adjustments may be
made to assure proper sealing of the door. After
determining the origin of the air leakage as to whether it is
from around the forward half of the utility door or the aft
half of the door, make the following adjustments as
leaks while
necessary:
"out"
ADJUSTMENT OF THE AFT HALF OF THE UTILIN
DOOR
the door.
The upper door latch hook engages with a roll pin located in
the upper door latch bracket in the door sill (Figure 3-5A).
The roll pin will adjust to four positions, forward to aft. If
the upper door latch does not properly engage with the roll
move the roll pin aft to obtain tighter hook retention.
a.
Adjustments of the aft door may be performed by
removing the upholstery paneling and shortening or
lengthening the door latch connecting tube assembly.
pin,
With the door handle rotated
to
the closed and locked
position: the internal upper door latch mechanism must go
over center; the sliding bolt latch should extend as far as
possible
into the
fuselage;
and the lower door
pin latch
fuselage. With the door
leading edge of the outside flush
protrude into the slipstream up to 114
should extend downward into the
NOTE
By shortening the connecting tube assemblies.
pulled tighter against the door
the door will be
seal.
closed and locked, the
type door handle may
inch.
NOTE
The outside door handle
and is not
813
moves
with the aft bolt
separately adjustable.
b.
To adjust the length of the connecting tube
assembly, remove the cotter key, washers and pin. Turn
the pin eye "IN" to shorten the tube assembly and turn the
pin eye "OUT" to lengthen the tube assembly.
After the desired length has been set, install the
c.
pin, washers and cotter key.
d.
Replace the upholstery paneling.
3-~9
DOOR UPPER
HOOK LATCH
FWD--I-´•1
i’
i
INWARD DOOR TENSION
ADJUSTMENT SCREW
ROLL PIN
DOOR UPPER
LATCH BRACKET
DOOR INTERNAL
UPPER LATCH
OVER CENTER ADJUSTABLE
STOP SCREW
O
36-104-21
Figure
3-5A; Door
A~UUSTMENT OF THE FORWARD HALF OF THE
UTILITY DOOR
Upper Latch ~Hechanism
WINDOWS
STORM WINDOW REIMOVAL AND INSTALLAT/ON
a.
If the air
leakage
is around the forward-half of
the door, the necessary adjustments may be made at the
door latch striker plate, located in the center of the rear
(E-l
E-184)
’Remove the attaching bolt from the
a.
storm
assembly.
Remove the hinge pin.
window sleeve
door,
b.
screws
For
and
a
tighter fit,
move
loosen the two
the striker
phillif~s
head
plate inboard.
b.
Installation is
c.
above
accomplished by reversing the
procedure.
UTILrrY DOOR LATCH PIN ADJUSTMENT
STORIM W/NDOLL REMOVAL AND INSTALLATION
If the forward door does not open freely, the door latch
pins may not be retracting 9nough. This may be corrected
by the following adjustments:
upholstery paneling.
keys, pins and washers.
the
Loosen
c.
pin eye jam nut and turn the pin eye
"IN" to shorten the tube assemblies; turn the pin eye
"OUT" to lengthen the tube assemblies.
d.
After the desired length has been set, tighten the
pin e_ve jam nut. Install the pins, washers and cotter keys.
e.
Replace the upholstery paneling.
a.
Remove the
b.
Remove the cotter
3~0
(E-1BS.and after)
a.~
b.
above
internally threaded hinge´•pins.
accomplished by reversing the
Remove the two
Installation is
procedure.
FORWARD LH. WINDOW REMOVAL
(E-l tf7rough E-184)
a.
Remove ~he storm window.
b.
Remove the
upholstery panels
as
required
to
gain
813
the window frame.
access to
Remove the trim
c.
strip
from around the inside of
the window.
,GLARESHIELD
Remove the
d.
~EFROSTER DUCT
ATTACHING SCREW
window strike
to the
screws
and
nuts
attaching
the storm
ANGLE
window frame.
e.
Remove the rivets from around the window.
f.
Remove the window.
GLARESHIELD
_DEFR~STER
DUCT
FORWARD LH. WINDOW INSTALLATION
(E-l through E-IS4)
Clean the sealer from the canopy section where
a.
the old window
was
removed
Consumable Materials Chart).
b.
Place the window in
H~hcre matnial
position
and mark the
be removed to obtain
areas
proper fit.
Remove the window and trim off the excess
c.
material
must
determined in step "b".
Place the window in position and cleco in
the
pilot
holes
place
inch wide
on
Sealing Chart)
to an area
Figure
the canopy section where the old sealer
position and cleco in place.
Using AN470AD4 rivets, secure the window to
the canopy section.
i.
install the trim
j.
f.
was
Place the window in
h.
ANGLE
36. Windshield
apply
approximately 1/2
removed.
g.
GLP;RESHIELD
using the existing
holes in the canopy section as a guide.
f.
Remove the window, burr all holes and
sealer (Item 3,
C
GLARESHIELD
ANGLE ATTACHING
SCREW
provided.
Back drill the window frame
e.
I
a
as
d.
using
using toluoi, (Item 20,
Using
AN470AD4 rivets,
the canopy section.
install the trim
g.
secure
the window to
strip.
WINDSHIELD REMO~AL
strips.
Attach the storm window strike to the window
(Figure 36)
frame.
i;
Install the storm window,
i.
Clean the
m.
Remove the
a.
paint as necessary.
Reinstall the upholstery panels.
glareshield. Refer
to
Glareshield
Removal.
b.
duct and
Remove the
move
attaching
the duct
to
screws
from the defroster
clear the lower
row
of rivets
on
the windshield.
FORCIYARD LH. WINDOW REMO~AL
(E-IS5
and
Remove the
c.
after)
shield
d.
Remove the
a
access to
b.
upholstery panels
as
required
to
gain
e.
strip from around
the inside of
the trim
the window.
c.
d.
and spacers from the
glare
Remove the trim
strips from
around the inside of
the windshield.
the window frame.
Remove the trim
screws
angles.
Remove the rivets from around the window.
Remove the window.
To facilitate reinstallation, mark the location of
strip clips.
f.
Remove the rivets from around the windshield.
g.
Remove the windshield.
NOTE
FORWARD LH. WINDOW INSTALLATION
(E-1S5
a
and
after)
Due
to the windshield being sealed,
considerable effort may be required to break
the windshield loose from the canopy section.
Clean the sealer from the canopy section where
was removed using toluol, (Item 20,
the old window
Consumable Materials Chart).
b.
Place the window in
position
and mark the
where material must be removed to obtain
c.
material
determined in step "b".
d.
Burr all holes and apply sealer (Item 3,
Chat) to an area approximately 1/2 inch wide
WINDSHIELD INSTALLATION
a.
toluol.
as
Sealing
on
canopy section where the old sealer was removed.
Place the window in position and cleco in
e.
B13
area
proper fit.
Remove the window and trim off the excess
a
Remove any sealer around the canopy with
any scratches or bare metal with dne
Touch-up
chromate primer.
the
b.
Trim the
the windshield in
place.
must
tooling tabs from the windshield, place
position and mark the area where material
be removed from the windshield
to
obtain
a
proper fit.
3-21
c.
material
d.
Remove the windshield and trim off
excess
determined in step "b".
Place the windshield in position and cleco in
as
place using the pilot holes provided.
e.
Back drill the windshield frame
the
existing
holes in the canopy section as a guide.
f.
Remove the windshield, burr ail holes and
sealer (Item 3,
Sealing Chart)
to
d.
the trim
using
Remove the trim
c.
To facilitate reinstallation. mark the location of
strip clips.
e.
Remove the rivets around the window.
f.
Remove the window.
the windshield frame
CABIN DOOR WINDOW INSTALLATION
place.
Clean the seater from the door whCre the old
a.
Using AN470AD1 rivets,
secure
the windshield
to
the canopy section.
window
was
removed
using toluol, (Item 20. Consumable
Materials Chart).
b.
Place the window in
where material
NOTE
c.
as
When
around the inside of the
apply
where it makes contact with the canopy section.
Place the windshield in position and cleco in
g.
h.
strip
window.
riveting the windshield in place, install
strip clips in the same locations as
must
the
using
marked in step "e" of the Windshield Removal
frame.
to
and mark the
obtain
Remove the window and trim off
determined in step "b".
d.
Place the window in
the trim
position
be removed
two
pilot
holes
on
position
a
areas
proper fit.
excess
material
and cleco in
place
the aft side of the window
procedure.
NOTE
i.
attaching
j.
v;ith the
Secure the
glareshield angles
and spacers,
Position the defroster duct and
in
place
with
To eliminate the
attaching
warped:
when drilling
secure
in
place
install the trim
i.
install the
m.
Clean and
strips.
glareshield.
paint as necessary,
e.
f.
CABIN DOOR WINDOW REMO1/AL
Remove the inboard door handle, ash tray and
g.
h.
arm rest,
Remove the
center
as a
Remove the
on
frame´•using
the
existing
guide.
window, burr ail holes and apply
sealer, (Item 3, Sealing Chart)
inch wide
b.
being
attaching holes and securing
place.
Back drill the window
holes in the door
a.
the door
the
the window in
screws.
k.
possibility of
the door must be closed and latched
screws, nuts
to an area
approximately
the door where the old sealer
was
In
removed.
position and cleco in place.
Using AN470AD4 rivets, secure the window to
Place the window in
the door.
upholstery panel.
ATTACHING
SCREW
COMPASS
L;IGHT WIRE
ATTACHING ANGL;E
AND: SCREWS
ATTACHING
SCREW
WIRE
BUNDL;E
ngure
322
3-7, Glareshield
813
NOTE
NOTE
When
riveting
On aircraft serial E-244 and after, the velcro
the window in place, install the
hook and
trim strip di~s in the same locations as marked
in step "d" of the window removal procedure.
i.
install the trim
j.
Clean and
as
by prying gently
glareshield gently and disconnect the
quick disconnects for both the compass and
glareshield lights.
electrical
necessary.
k.
Reinstaii the
i.
Reinstail the inboard door handle, ash tray and
upholstery panel.
center,
may be released
Lift the
b.
snip.
paint
pile
upward under the giareshield.
Disconnect the defroster heat duct.
c.
arm rest.
NOTE
SECOND WINDOW
AND INSTALLATION
It is
Remove the emergency release
a.
the compass from
not neces~uv to remove
glareshield.
the
pin.
hinge pin.
installation is accomplished by reversing the
c.
above pnxrdurr,
Remove the
b.
glareshieid.
glareshieid may
accomplished by reversing the above procedure.
d,
Remove the
e.
Installation of the
be
THIRD AND FOURTH WINDOW REMOVAL
WARNING
Remove the
a
upholstery panels
as
required to gain
the window frame.
access to
Remove the nim
b.
Due to the effect of steel
strip
from around the inside of
brass
compass,
the window.
the
installing
screws
screws
on
the
be used when
must
glareshield.
Remove the window.
c.
NOTE
THIRD AND FOURTH WINDOW INSTALLATION
On aircraft sen~al E-244 and after, the velcro
Clean the sealer from the cabin section where the
a
old window
removed
was
using toluol, (Item 26,
hook and
pile
may be interiocked
by pressing
downward
on
the upper side of the
giareshield.
Consumable Materials Chart).
b.
Pace the window in
position
and mark the
c.
areas
proper fit.
Remove the window and nim off the excess
where material must be removed to obtain
a
determined in step "b".
Apply sealer (Item 3, Sealing Chart) to an area
approximately 1R inch wide on the cabin section where the
material
as
d.
old setier
e.
was
secure
the nim
snips
to
and
using
the cabin
g.
Clean and
Reinstall
paint as necessary.
the upholstery panels.
through E-363
equipped with vertical readout engine instruments
operated electrically, lighted internally and installed in a
assembly which is installed in the insnument panel.
male
into
connector
a
female
attached
connector
to
the
rear
attached
A
of each insnument fits
to
the
rear
of the box
As the insnument is removed from the box
assembly.
assembly,
section.
t
BEECHCRAFT Bonanza A36, serials E-283
are
box
removed.
Place thewindow in position
AN470AD4 rivets,
ENGINE INSTRUMENTS
the male connector is
connector,
removing
pulled from the female
the insnument from the electrical
circuit.
GLARESH1ELD REMOVAL AND INSTALLATION
REMOVAL AND INSTALLATION OF VERTICAL
INSTRUMUVTS
(Fjlgure 3-7)
a
Remove the attach
gtarrshiefd
and
at
the
screws at
glareshield angle
each end of the
located above the
insnmment panel. On aircraft serial E-244 and after, velcro
hook and pile are used in place of the attach screws in the
angle located above
B13
the insnument
panel.
a.
Remove the six
insnument retainer
the
plate
to
screws
the box
holding the plastic
assembly and remove
plate.
b.
Pull the desired instrument
straight
out.
3-23
repair is large,
required. Make sure
the
NOTE
EGT indi~ator must have
The
thermocouple
prepare
small amounts of resin
that your hands
are
as
free of oi. grease
and dirt.
NOTE
leads removed from the back of the instrument
pulled from the box assembly.
after it has been
There
are
which will
reverse
of the removal
in the
when
a
to
air and
at
procedure.
CAUT/ON
100 parts resin mixed 1/2 to 1 part of DDM
Peroxide; or Giiddens 1001 resin blended 100
parts resin to In part cobalt with In to I part
accomplished
room
DDM Peroxide.
In the event of
resins available
exposed
temperature. Two are suggested:
American Cyanimide, Laminac 4116, blended
Reinstallation may be
c.
several different
cure
malfunction of
an
Both resins
conform
to
specifications MIL-R-7575 and MIL-P-8013.
instrument
the dimming circuit, check the electrical
circuitry, wiring, and connectors. If the fault is
not in these items, do not attempt to repair the
instrument itself. Replace the instrument and
or
return
Aircraft
the
WARNING
defective instrument to Beech
prepan’ng resin never mix DDM Peroxide and
together, as this will result in a
spontaneous fire. Always add one catalytic
agent to the resin and mix thoroughly before
In
Corporation.
Cobalt
adding
RBERGLASS
REPAIR OF FIBERGLASS COMPONE~S
the other agent.
coat of resin to the sanded area.
Impregnate
glass cloth patches by laying the patches
on dean paper and working the~resin through the fabric with
a 2 inch brush. Place the large patch overthe cutout area,
working out all air bubbles and wn’nkles. If the cutout is large
enough to cause the patch to sag, place a suitable support
Apply
an even
all three laminated
~arne holes and cracks require that the damaged area: be
and trimmed just beyond the area of noticeable damage,
If the parts are painted, remove paint and sand an area at
cut
beyond the edge of the cutout. Then
patches of laminated glass cloth, specification
MiL-F-9084, preferable No. 181 fabric. One patch should
least
two
inches
prepare three
be the size of the sanded area, the second patch should be
smaller so that approximately one-half inch o’fthe first
patch to approximately
patch. Aepare a
sufficient amount of resin, specification MIL-R-7575, which
can be used in‘ thirty minutes in accordance with the
manufacturer’s instructions. Never use cataIytic~ resin
which has been exposed to air more than thirty minutes. If
patch
will be
exposed.
Cut the third
one-half inch smaller than the second
3-24
coated with automobile
repair
area
to
wax or
waxed paper behind the
prevent the, resin from adhering
support. Apply the
second
patch
to
the
the
firstpatch working
Apply a third patch over the
manner. After all three patches
over
out all air bubbles and wrinkles.
patch in the same
applied. brush the area
Let the patches cure for a
second
have been
resin.
temperature of 23"C
sandpaper
smooth the
the finished area~ with
(75"F)
to
with
an even coat
of
of 24 hours at
66"C (150"F).
With fine
patch area for desired finish. Repaint
matching paint.
813
RoyttroooAircraft
BEECH BONANZA 36 SERIES SHOP MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
Page
Temporary Revision
No. 4-3
1 of 2
Oct 31/97
Ray~heon Aircraft
SEECH BONANZA 36 SERIES SHOP MANUAL
Manual
(36-590001-38)
Manual Affected:
BEECHCRAFT Bonanza 36 Series
instructions:
Insert this page
Reason:
Revise text under CONTROL COLUMN ARM REMOVAL and CONTROL COLUMN ARM INSTAUATION.
Shop
4-1 of Section 4.
facing page
CONTROL COLUMN ARM REMOVAL
a
Remove the four
screws
that
secure
the retainer collar
assembly
to the control column
housing.
b. Disconnect any electrical wiring.
c. Remove the aileron trimmer as indicated in AILERON CONTROL TRIMMER.
d. Pull the 7" handle located on the forward side of the control
e.
Rotate the control column
arm
to the
nearly
vertical
position
arm.
and slide the control column arm off the
housing.
CONTROL COLUMN ARM INSTALLATION
a.
Position the control
arm
vertical
approximately parallel to the
opposite each other near the
as
shown in
sides of the
access
arm
Figure
4-1. Make
sure
that the slot in the lower
and that the tumbuckles between the
long
sprocket
is
and short chains are
opening.
position.
b. The ailerons MUST be in the neutral
c.
Pull the "r" handle located
d. Slide the control column
e.
Connect all electrical
on
the forward side of the control
arm on
the control column
arm.
housing.
wiring.
f. Install the retainer collar and attach it with the four
screws.
g. Install the aileron trimmer as indicated in AILERON CONTROL TRIMMER.
h. Check the control column for full movement and the control surfaces for proper direction of movement.
Page
2 of 2
Oct 31/97
Temporary
Revision No. 4´•3
FLIGHT CONTROLS AND SURFACES
yellow
marks
marks
on
on
the
(Figure 4-1)
with the
yellow
Figure 4-1
must
c. To tighten the chain, remove the
safety wire from the
turnbuckles and adjust as necessary. Check for freedom of
CONTROL COLUMIVARM REMOVAL
movement.
d. After proper
Remove the
align
must
b. The slot in the sprocket as shown in
be in alignment with the yellow marks.
SINGLE CONTROL COLUMN
a.
sprockets
the chain.
two screws that secure the retainer
collar
adjustment
of the
chain, reinstall
new
safety wire.
assembly to the control column housing.
b. Disconnect any interfering electrical wiring.
c. Rotate control column arm over to a near vertical
position and slide the control column off of the housing.
CONTROL COLUMN ARM INSTALLATION
a.
Slide the control column
on
the control column
housing.
RIGGING THE CONTROL COLUMN CHAIN
b, Install the chrome collar and attach with the
two
screws.
a.
VI’ith the control wheel in the neutral
position,
the
c.
Attach all electrical wires.
YELLOW IvIAHH ON
SPROCKET AND CHAIN
i
.II
i
TURNBUCIUIE
ACCESS OPENING
NOTE: Please
see
the
TEMPORARY
REVISION
that revises this page.
SLOT IN
SPROCKET~
Figure 4-1. Control
YELLOW MARf( ON
SPROCKET AND CHAIN
Column
4-1
EFFECT OF TEMPERATURE UPON CABLE
TENSION
Graphs specif~ing
g. Secure the control wheel in neutral after correct
travel of the wheel is obtained. Adjust the link connecting
the aileron to the wing bellcrank to obtain the aileron
neutral position. Neutral position of the aileron is deter-
cable tension
mined
the correct maximum and minimum
permi~sable for the various corrtrols appear
the individual rigging control system illustrations. The
on
_eraphs provide rigging, limits at temperatures varying from
OOF to 1100F. The horizontal scale on the graphs designates the temperature in degrees Fahrenheit at which the
control cablesmay be rigged, and the vertical scale designates the correct tension in pounds for each temperature
reading.
AILERON SYSTEM
(Figyre 42)
AILERON REMOVAL
by aligning the inboard end of the aileron with the
outboard end of the flap, the flap being in the up position.
h. Remove the control surface lock and set the aileron
travel by adjusting the bellcrank stop bolts in the wing. Set
the stop bolts in the right wing so the bellcrank will contact
the stops approximately 1/16 inch ahead of the stops in the
control column. Be sure each bellcrank contacts its up stop
at the same time the bellcrank in the opposite wing contacts the lower stop. Hold the ailerons against the stops in
the right wing and adjust the stop bolts in the left wing
until they barely touch the stops. Tighten all jam nuts.
i. Set the aiieron travel according to the table oftravel.
j. Re-check cable tension and safety the turnbuckles.
the aileron and remove the two attaching
from the top and bottom of each hinge bracket.
b. Pull the aileron straight away from the wing to avoid
a.
Support
screws
WARNING
damage to the attaching areas.
c.
Remove the
screws
attaching the bonding cables
’Check
to
for correct direction of aileron travel
the control wheel. When the control
wheel is turned to the left, the left aileron
should move up, and the right aileron should
move down. When the control wheel is turned
the aileron.
by moving
AILERON INSTALLAT/ON
a. Attach the bonding cables to the aileron.
b. Place the aileron in position on the hinge brackets,
Be‘suIe the hinge bracket is in the proper place between the
aileron skin and the reinforcing structure.
c. Install the upper and’lower~iage bracket
screws.
RIGGING THE AILERON CONTROL SYSTEM
a. Aileron and flap surfaces must ahgn with the upper
and lower surfaces of the wing within 11~6 inch.
b. Adjust the aiieron down stops in the wing so the
bellcrank just clears the gusset on the wing rib. Set the
aileron up stop in the wing so that the aileron bellcrank
just misses the ~3eron push rod.
c. Adjust the link connecting
the aileron to the belE
crank to allow full travel of the aileron surface between
the up stop and the do~ stop.
d. Adjust the cable from the wings to the controi
column cables. The tumbuckles are locatedjust forward of
the
rear truss.
Secure the control column wheel in neutral with the
control surface lock Adjust the cable tension as shown on
the aileron cable tension temperature graph. Take the cable
reading on the cable at the rear truss where it attaches to
the uing cables.
f. Remove the control surface lock and with the cone.
trol \i~eel, feel the contact of the stops in both wings in
relationship to the contact of the stops in the control column. The bellcrank in the wing should contact its stop
frrst, and the travel of the control wheel should be equal in
each direction. If there is less travel of the control wheel in
one direction, tighten one turnbuckle on the lower cable
and loosen the opposite lower cable turnbuckle depending
on which way the travel is off.Maintain correct cable
tension.
3-2
right the right aileron should move up,
and the left aileron should move down.
to the
AILERON CONTROL TRIMMER
The aileron control system is equipped with an aileron
control trimmer which functions by applying tension on
the aileron control cables to level the wings as needed. The
holding
pressure exerted by the aileron contro~immer
be easily overriden at the discretion of the’pilot. The
trimmer does not change the rigging system and should be
removed before checking cable tension. To remove, unscrew the two body halves by holding the clutch body
housing touter half) and turning the clutch body nut (inner
half) counterclockwise. Separate the two body halves by
pulling out on the clutch body housing. When installing,
carefully insert the shaft through the felt seal into the hub
bearing, being careful not to shear the felt seal. Screw the
two halves of the unit together by holding the clutch body
and turning the clutch body nut. Care should be taken to
see that the tangs of the drive shaft engage properly with
the sprocket as the unit is being tightened by hand. Also
note that the position indicator on the face of the unit is
right ~side up as the shaft engages with the sprocket. Hand
tightening the two halves should be sufficient.
can
AILEROIV TABS
equipped with sheet metal tabs which may
be adjusted while the airplane is on the ground. The tabs
are adjusted by bending them in opposite directions to
each other. Bend the tabs only a small amount each time
and check the setting by flight test.
The ailerons
are
ELEVATORSYSTEM
NOTE
(Fi,oure 4-3)
After n’gging the elevator and elevator tab control
system, checkfor correct movement of the control
ELEVA TOR REMO VAL
surfaces with respect to the movement of the
controls. When the elevator tn~m tab control wheel
a.
Detach the taa cone, disconnect the ta~ navigation
ismovedtowardthe NOSE DOWN position;the
hght and remove the tail cone.
elevator tn~m tab should
move
up.
b.
Remove the tail section acces~ doors on the left
hand side of the aft fuselage.
Disconnect the elevator purhpun tubes from the
c.
elevator torque tube fittings.
d. Disconnect the elevator trim tab actuator rod at
the actuator,
Remove the hinge bolts. Disconnect the elevator
bonding cables and remove the elevator.
e.
R/GGING THE ELEVATOR TRIM TAB
Place
a.
control indicator in
cabin
the
neutral
position.
b. Rig
the cables to the tension shown on the
Elevator Cable Tension Temperature Graph.
-Place elevator in neutral position and adjust the
c.
trim tab push rod to bring the tab into the neutral Dositi
d. Adjust the stops on the cables to allow
10 DOWN travel.
travel and 27"
Ido
1" UP
INSTALLA TION OF ELEVATOR
Connect the elevator bonding cables and position
a
the elevator on the stab~izer, install the hinge bolts and
nuts. Ti_ghten and safety.
b. Connect the elevator trim tab actuator rod to the
NOTE
After rigging the elevator and elevator tab control
system, checkfor correct movement of the control
surfaces with respect to the movement of the
actuator.
Install the attaching nut at the inboard elevator
c.
hinge point and torque to 50-70 inch-pounds,
d. Connect the elevator push-pull tubes at the
elevator torque tube fittings
Connect the tail light wires and install the tail
e.
cone.
Install the
access
doon.
controls. When the elevator trim tab control wheel
NOSE DOWN
ismovedtowardthe
elevator trim tab should
move
position,the
UF!
ELEVATOR TRIM TAB ACTUATOR DISASSEMBLY
(E-l thru E-794)
(Figure 4-4)
a.
RIGGING THE ELEVATOR CONTROL SYSTEM
housing
b.
a.
Adjust
the elevator down
stop and push rods
so
degrees of ~avel are available from the
position. Maintain at least 1/8 inch
distance between the aft edge of the bell crank and the aft
to
the DOWN
bulkhead.
b.
Rig
on
the
rigging
diagram, adjusting the cables so the control column has a
1/16 to 1/8 inch cushion when in the full forward position.
c.
Adjust the upstep to obtain 22 to 24 degrees UP
travel from the neutral position and tighten locknuts.
d. Employing a hand force gage on the control wheel,
adjust the elevator down springs as follows: 23 maximum
pounds breakout force at 200 DOWN elevator, 25 plus 1,
minus 0 pounds force through NEUTRAL elevator and 24
plus 1, minus 1 pound force as 230 UP elevator is reached.
The gage readings at NEUTRAL elevator and 230 UP
elevator must be taken whi~e the control wheel is in
Adjust each spring by transferring the upper end to
motion.
spring attaching hole providing increased or decreased
tension, as applicable. The elevator system should have
a
sufficient freedom to anew free return of the elevator from
pull
the snap ring (1) from the actuator
the nut assembly (2) out of the housing.
Remove the
actuator
screw
(4)
from the nut
Drill out the pin (5) and remove the actuator rod
(6) from the screw. The bearing (7) and the bushing (8)
c.
end
can now
d.
the cables to the tension shown
and
assembly.
that 19 to 21
neutral
Remove
be removed from the screw.
Remove the check nut (9) and
adjusting bushing (10)
with the
screw out
the end
appropriate spanner
wrench.
e.
Remove the
bearing (3) from the nut assembly.
Clean all parts in (Item 15, Consumable Materials Chart)
and inspect for cracks, corrosion and distortion. Replace
bushings and any parts showing evidence of deterioration.
Lubricate all parts with lubricating grease
Consumable Materials Chart) prior to assembly.
Otem 11,
ELEVATOR TRIM TAB ACTUATOR ASSEMBLY
(E-l thru E-794)
(Figure 4-4)
a
Install
bean’ng (3)
into
housing (11).
full UP to full DOWN.
B14
4-2A
0)
2
4
1
t
f
9
10
5
3
8
i
7
54~336
3.
SnapRing
NutAssembly
Bearing
4.
AauaorSaew
5.
Pin
8.
9.
10.
6.
Actuator Rod End
11.
I.
2.
7
Bearing
Bushing
CheJe Nut
Adjuning Bushing
Actuator Housing
Figure 4-4. Elevator Tab Actuator
(E-l thru E-794)
Install
b.
not
adjusting bushing (10) and check nut (9). @9
tighten.)
Install
bushing (8), bearing (7) and snap ring (1) on
(4).
Install actuator rod end (6) on actuatorscrew (4) and
c.
actuator screw
d.
ELEVATOR TRIM
DISASSEMBL Y
~-795 and after)
(Figure 4-4A)
Remove the retainer
a.
secure,
and
pull the
b.
NOTE
Lubricate all parts with M11-E23827 grease
to
prior
nut
assembly (6)
ring (2) from the housing (5)
housing.
out of the
Remove the actuator
screw
(4)
front the
nut
assembly (6).
c.
Drilloutrivet(l2).
d. Remove nut (10),
(9). The
assembly
TABPCTUATOR
e.
with the
washer (11) and shoulder pin
collar (3) can now be removed.
Remove check nut (8) and screw out bushing (7)
appropriate spanner wrench.
WARNING
The trim tab actuator to be installed
on
the left
hand horizontal stabilizer MUST have threads
its actuator
on
(4)
that rotate clockwise when
screwed into the nut
assembly (2). The trim tab
right hand homon-
screw
Clean all parts with solvent Otem 15, Consumable Materials
Chart) and replace parts that are cracked, corroded and
distorted. Lubricate all parts with lubricating grease (Item
11, Consumable Materials Chart) prior to assembly.
actuator to be installed onthe
tal stabilizer MUST have threads
screw
(4) that
screwed into the nut
e.
Install
on
the actuator
rotate counterclockwise when
assembly (2).
(4) into nut (2).
assembly (2) into housing (11);
ELEVA TOR TRIM TAB ACTUA TOR ASSEMBL Y
~-795 and after)
(Figure 4~A)
screw
Install nut
with snap
secure
ring 11).
Screw adjusting bushing (10) into housing (11) until
g.
the end play has been removed from the nut assembly, and
tighten the check nut (9). An end play of 0.003 inch is permissibe. A maximum of 15 inch-pounds may be required to overcome
4-28
internal friction.
a.
screw
b.
Place collar
(3)
and retainer
ring (2)
on actuator
(4).
Install
actuator
rod end
(1)
on
actuator screw
being careful to align the holes.
Install shoulder pin (9) washer (11) and
c.
d. install rivet (12), P/N MS20613-3C10.
nut
(4)
(10).
814
AILERON CONTROL SYSTEM
IEMPERATURE CABLE fENS16N GRAPH
60
50
40
´•j
I
CABLES
Cob\’-~i
a
30
CABLE TENSION
uc
I SURFACE TRAVEL
200
c
c
AILERON
20
40 LBS
+5
LBSAT
-5
59"F
20"
+2
-2
UP
+2
-2
DOWN
10
10
20
30
40
50
60
70
80
90
100
110
120
RIGHT AILEIZON
UP CABLE
1.
LEFT UP
THROUGR
RIGHT UP
\j
LEFT AILEI~ON
a
BALANCE CABLE
UP CABLE
f
o
rl’~
RUDDER ENTEE2cONNECT
BUNGEE
Figure 4-2. Rigging the Aileron Control System
4-3
ELEVATOR CONTROL SYSTEM
IMPFRAtUltf CA6)U
ff~nON
GRACH
50
CABLES
CABLE TENSION
40
ELEVATOR
1
25 LBS
SURFACE TRAVEL
+5
LBS AT
290 ~10 UP
-5
59"F
20"~1"DOWN
+5
LBS AT
-5
59"F
ELEVATOR DOWN STOP
30
~,lato!
ELEVATOR
20
TAB
Tibrat~
10
1SLBS
1
10"
27"
r
I" UP
1" DOWN
r\´•´•
_10
20
30
40
50
60
70
80
90
100
no
120
ra(9Fera)ara-"F
50
ELEVATOR UP STOP
40
ELEVATOR DOWN
ELEVATOR DOWN
So
g
20
E\´•va!O~
10
El´•vor~
S
iab
f
Tab
d
10
20
30
40
50
60
10
80
90
100
110
120
f´•mp´•ratvr´•-of
ELEVATOR UP
I
I
a
c:
Ft~
lo
ELEVATOR DOWN
ELEVATOR UP
TAB NOSE DOWN
TAB NOSE UP
Control System
Figure 4-3. Rigging the Elevator
2
6
3
s
i
I
i7
j4I I 1
o
Q8
12
11
1.
Actuator Rod End
2
Retainer
Ring
7.
8.
Check Nut
9.
Shoulder Pin
Bushing
a.
Collar
4.
AawtorScrew
10.
Nut
5.
Housing
NutAssembly
11.
Washer
12.
Rivet
a
Figure 4-4A. Elevator Tab Actuator
(E-795 and after)
ELEVATOR TRIM TAB ACTUATOR REMOVAL
hTOTE
Lubricate all parts with lubricating grease Otem
11, Consumable Materials Chart) prior to
the horizontal stabilizer to
assembly,
actuator.
a.
b.
WARNING
light
The trim tab actuator to be installed
on
the left
hand horizontal stabilizer MUST have threads
its actuator screw
on
(4)
that rotate clockwise when
screwed into the nut
assembly (6). The trim tab
n‘ght hand homok
actuator to be installed on the
tal stabilizer MUST have threads
screw
(4)
on
the actuator
panel near the trailing edge of
gain access to the elevator trim tab
access
Detach the tail cone, disconnect the tail
remove the tail cone.
navigation
wire and
c.
the
Remove the
Remove the
fuselage just
d.
access
Remove the
on
the left hand side of
panel near the leading edge of
gain access to the elevator trim tab
access
the horizontal stabilizer to
actuator
panel
forward of the horizontal stabilizer.
sprocket.
that rotate counterclockwise when
screwed into the nut
assembly (6).
e.
Remove the elevator as outlined in Section 4 of this
Shop Manual under the heading ELEVATOR REMOVAL.
e.
~nstall
actuator screw
f.
Install
nut
~ith retainer
g.
(4) into nut assembly (6).
assembly (6) into housing (5) and secure
ring (2).
Install
Disconnect the elevator trim tab cables at the turn-
t
fuselage. Secure the forward elevator trim
prevent them from unwinding at the universal.
buckles in the ah
tab cables to
bushing (7) and secure with check nut (8).
CAUTION
NOTE
Do not damage the cables. Use a maten’al such as
When assembling the actuator, screw the
threaded bushing O) into the assembly (5) until
assembly (6) has been
place by tightening the
check nut (8~. The nut assembly (6) must be
free to rotate and provide smooth operation
through its full travel with a maximum end play
end
play of
the nut
removed then lock in
of 0~15 inch.
B14
phenolic to protect
the cables.
Remove the chain and cable
g.
elevator tn~m tab actuator sprocket.
h.
Remove the hardware
assembly
attaching
from the
the elevator trim
tab actuator to the horizontal stabilizer. Remove the actuator
from the
airplane.
494
ELECTRIC ELEI/ATOR TRIM
(E-978 and after)
NOTE
If the actuator is to be reinstalled,
identify with
a
to ensure proper movement of the elevator
tag
(OptionaI)
tabs upon reinstaltation of the actuators.
optional electric trim system was originally offered on
serial E-978 and after. This system allows the pilot to
correct the elevator trim without removing his hands from
The
requires
the control wheel. The switch
ELNATOR TRIM TAB ACTUATOR INSTALLATION
WARNING
2 actions before it
will actuate the system, first depressed (enabie switch) then
moved forward (down trim) or rearward (up trim). There is
also
a
quick interrupt switch (placarded TRIM INTER) on
grip which opens the circuit to
the control wheel left hand
ensure proper movement of the trim tabs,
make sure that the LH actuator is installed on the
the servo and stops the action of the electric trim system.
The PITCH TRIM OFF ON switch is located in the lower
left hand horizontal stabilizer and the
right
To
actuator is installed on the
right
hand
right
hand horizontal
stabilizer.
Position the elevator trim tab actuator in the horizon-
a.
tal stabir’u~er and install the
attaching
of the floating instrument panel and the circuit
(piacarded TRIM) is located in the
eiectroluminescent circuit breaker panel below the
instrument panel. The servo is located forward of the
bulkhead at Fuselage Station 207.0.
corner
breaker
hardware.
ELECTRIC ELEVATOR TRIM TAB SERVO REMOVAL
Position the chain and cable assembly on the actua-
b.
(E-978 and after)
tor sprocket so that the ends of the chain are equidistant within
.20 inch at the
sprocket centerline.
Gain
a.
and sixth
Install the elevator
c.
this
Manual under the
Shop
outlined in Section 4 of
as
heading INSTALLATION OF
seat
Connect the elevator trim tab cables to the tum
buckles in the ah
to
by removing the fifth
Section 3 FIFTH AND
Remove the cable (make
c.
the elevator trim tab control
system
as
outlined
capstan.
d.
secure
in Section 4 of this Shop Manual under the heading RIGGING
routing
the left trim cable
e.
a
note
and
for reinstallation) from the
diagram of
pulleys and
Remove the 4 bolts, 4 nuts, and 8 washers which
servo to the brackets ~in the airplane.
Remove the servo (note on which side of the
the
brackets the
THE ELEVATOR TRIM TAB.
on
and loosen the cable.
fuselage.
Remove material used to protect the cables.
Rig
servo
airplane.
Unsafety the turnbuckle
the cable
f.
the
SIXTH SEAT REMOVAL AND INSTALLATION) and
the partition between the baggage compartment and aft
b.
e.
to
section of the
ELEVATOR.
d.
access
(if installed) (refer
servo
is mounted) from the
airplane.
NOTE
After
rigging
the elevator and elevator trim tab
ELECTRIC
ELEVATOR
control system, check for correct movement of the
INSTALLATION
control surfaces with respect to the movement of
(E-978 and after)
TRIM
TAB
SERVO
the controls. When the elevator trim tab control
wheel is moved toward the NOSE DOWN
tion, the elevator trim tab should
g.
edge
Install the
panel
access
i.
Install the
access
panel
fuselage just forward of the
j.
cone,
4-48
located
UF!
near
Connect the tail
a.
Place the
servo
in
position
and install the 4 bolts,
8 washers, and 4 nuts (make certain the servo is installed in
the same position from which it was removed).
the
b.
leading
Install the cables
on
the
servo.
The
left
toutboard) trim cable should be routed forward around the
outside groove of the capstan and back to the aft pulley,
of the horizontal stabilizer;
Install the access panel
h.
edge of the horizontal stabilizer
tail
move
posi-
trailing
then forward to the other pulley, wrap around it and aft
around the inside groove of the capstan and forward to the
turnbuckle.
the left hand side of the
Install the right (inboard) elevator trim cable to
c.
pulley in the same manner from which it was removed.
d.
Adjust the capstan cable guard to within 1132 inch
of the capstan and secure with attaching screws. Tighten
the 2 idler pulleys attaching bolts.
located
on
near
the
horizontal stabilizer
navigation light wire and install the
the
814
e.
Adjust the cable tension per Figure 4-3,
RIGGIN6~HE ELEVATOR CONTROL SYSTEM.
Operate
f.
elevator trim system
complete range of travel to check for any
restrictions.
the
through its
binding or
CHECKING ELEVATOR TAB FREE PLAY
(Figure 4-48)
Visually inspect the elevator tabs for any damage, security
of hinge attach points, and for tightness of the actuating
Inconsistencies should be remedied
systems.
checking
(E-978 and after)
After
of the electric trim installation
inspection
for loose wires, obstructions, safetied cables, etc., turn
"ON" airplane master switch.
Turn ON trim
b.
master
prior
play of the tabs. This check should
performed at least once a year to ensure that the trim
free play falls within the prescribed limits.
ELECTRIC ELEVATOR TRIM GROUND CHECKS
a.
the free
switch and engage "TRIM"
to
be
tab
A check fixture (P~ 45-135030-9/810
or the equivalent as
Figure 4-48), a dial indicator, and a spring scale for
applying accurate loading to the tabs, are required for
making the inspection for free play of the tabs.
shown in
system circuit breaker.
Securely lock the control surfaces
pilot’s
Simultaneously press enable switch and move
control wheel switch fonvard. Note that trim wheel
movement of
moves
toward "DOWN" trim
neutral
c.
position,
With pilot’s control wheel switch still engaged,
grasp manual trim crank and check for manual override
a.
Simultaneously
pilot’s
press enable switch and move
control wheel switch rearward. Note trim crank
moves
toward "UP" trim
f.
With
pilot’s
position.
control wheel switch still
engaged,
grasp trim wheel and check for manual override capability.
Press the enable switch only.- Trim system must
g.
nor run.
h.
sq’stem
i.
Move the trim switch fore and aft only
Trim
TRIM EMERGENCY INTERRUPT SWITCH
mounting includes a quick interrupt
primary purpose of stopping all
trim action b~ interrupting both the trim A+ and ground.
The interrupt switch is a momentary type push-button.
The control wheel
switch. This switch has the
With the trim system still turned on, actuate
to drive trim system. While system is being
the interrupt switch and note the trim system
the trim switch
driven
stops
push
running
while the switch is
depressed.
If trim system operates while the interrupt
switch is depressed, the trouble should be located and
(2)
corrected before flying the
j.
that the
If circuit breaker
trim circuit breaker,
turn
c.
Apply a small piece of masking tape (for paint
protection) 4.50 inches aft of the tab hinge line and along the
centerline of the tab actuator. This will be the point of
pressure against the tab by the push-pull scale.
d.
Apply another piece of masking tape in the
corresponding position on the bottom surface of the tab for
the
same
purpose.
Zero the dial indicator
at no load initially. Do not
checking procedure.
With the push-pull scale at the point of the
f.
masking tape, apply a full 3-pound downward load. Record
the dial reading as "A".
Release half the load until a 1.5-pound downward
g.
load is obtained. Record the dial reading as "B".
h.
Apply a full 3-pound upward load at the masking
tape on the bottom surface. Record the dial reading as "C".
i.
Release half the load until a 1J-pound upward
load is obtained. Record the dial reading as "D".
Enter the recorded values on a copy of Chart 1 and
j.
reset
dun’ng
proceed
as
the
follows:
airplane.
trips
or
trim
runs
without both
the enable switch and the direction switch actuated,
trim
pull
runs
with the_
circuit breaker out, do not fly the airplane.
k.
After the electric trim system check-out, the
trim system should be free of excessive
manual
airplane
friction and should function
2.
Multiply "B" by 2 and record as "28".
Subtract "A" from "28" and record as
3.
Multiply
4.
Subtract "C" from "2D" and record
i.
switch OFF and leave
disconnected until trouble is located. if trim
814
so
positioned, on the outboard edge of the
of the tab.
e.
must not run.
(1)
Affix the dial indicator check fixture
dial indicator point is
tab, 3.30 inches aft of the hinge line, measured along the top
capability.
e.
prevent
position.
b.
d.
to
the elevators. Set the elevator tabs in the
"X".
"D"
by 2 and record
as
"2D".
as
normally.
4-4C
NOTE
CHART 1
ELEVATOR TAB FREE PLAY LIMTTS
The results of "X" and "Y" can´•be
negative
numbers.
5.
Add "X"‘ and "Y" and record
as
"E".
1.5 POUND
3-POUND
RC4DING
READING
B
28
k.
Repeat steps
i.
If deflection of the tab is within the allowable
b
through j
on
the
-A
=X
C
Y
Y
E
opposite elevator
tab.
D
limits, the tab and its linkage are in good condition.
If the free play is excessive, disconnect the trim
m.
2D
X
-t
tab actuator rod and
visually inspect the bolts and bushing
for indications of excessive wear. Replace excessively worn
(5
0.050 inch
maximum).
parts.
4-4D
B14
9
12
10
678
13
I
.8 IN
.S IN
k
-L~
~-I--------------------------i
.25 IN
TAP5/8-ll
O
C
ii
I.ts
TYP
I
I t
i
I
1
2.9 IN
~_______
t
AA
TAB
ii
II
rt--15"
1.30 IN
mM
QUANT.
~c.7 IN
DESCRIPTION
-I
NO.
2
314 xl
2
2
1 xl 318
3
1
1/2
x
6 aluminum
x
x
7112
or
equiv.
x
10 aluminum
or
4
1
C81Q Indicator"
5
1
314
6
1
114 Dia
7
1
1,4 Dia. xl corrosion res. stl.
8
1
114-28 nut
9
1
3/8
x
x
2 112
5
x
x
1
318
x
2
x
10 rubber
1
714
x
2
x
10 corrosion
x
13
12
2
112
13
2
KN813 Keensert
14
2
1/8
"P/N of Federal Products
x
stl.
1
1.6 IN
10
1
res.
equiv.
10 rubber
11
x
equiv.
equiv.
.68’IN
14 aluminum or
2 corrosion
x
I
1 3/4 aluminum or
x
.31 IN
3 VUER
or
res.
Torque
tap 112
stl.
screw
13
I
314 rubber
Corp.. Providence,
R. I.
SECTION
A A
THIS GROOVE TO BE A SNUG FIT
TO THE SCREW BRACKET ON
THE DIAL INDICATOR
Figure
B14
49B.
Fabricating
ioo.iis.s
Check Fixture for Tab Deflection
4-4E
(Figure
46)RUD ER
SYSTEM
NOTE
The
right hand rudder pedals are rigged
position.
.45 inch
forward of the neutral
RUDDER REMOVAL
Rig
c.
a.
light
Detach the tail
wire and
remove
cone,
the tail
disconnect the tad navigation
cone.
Remove the tail section access doors on the left
hand side of the aft fuselage.
Disconnect the four attach bolts from the rudder
c.
bell crank,
d. Disconnect the rudder hinges and rudder bond
cable.
Removethe rudder.
e.
b.
cables
Cable Tension
to
the tension shown
Temperature Graph,
the Rudder
on
with the bell crank in
the neutral position, then remove the rig pin.
d. Adjust the rudder travel at the rudder bell crank
to
stops
e.
25" i" left and right.
Adjust the rudder pedal
travel at the rudder
pedal
that contact of the rudder bell crank stops occurs
stops
immediately prior to contact of the rudder pedal stops.
so
f.
to
Make
the
sure
movement
that the rudder
of the rudder
movement
corresponds
pedals.
NOTE
RUDDER IIVSTALLATION
a.
installation of the rudder may be accomplished by
reversing the rudder removal procedure,
b.
Torque
the fourbolts that attach the rudder
rudder bell crank to 50-70
to
rudder
pedals,
the
to
same
the
inch-pounds.
R/GG/NG THE RUDDER CONTROL SYSTEM
Place the Ndderpedalsintheaftpasition.
install a rig pin in the holes pmvided in
the pilots rudder pedals.
a.
5
installing the rig pin in the pilots
bring the copilots pedals
adjustment as the pilots pedals.
will
b.
To facilitate rigging of the rudder pedals to the above
a rigging tool may be fabricated from a steel
block 1/2 inch x 1 inch x 2 inches; and two 3/8 inch x
2-1/8 inch long pins. The rig pins are located parallel and
forward of the block, one on each side, and welded. The rig
procedures
pins should
be
spaced
as
noted in the illustration.
(Refer
to
Figure 4-5).
Rig Pins; 3/8" dia. x 2 1/8" long
Block; 1/2" x 1" x 2" long
o.4j..t~2l
17
It-i
i---a´•´•~
I
55-154-5
Figure 4-5. Rudder
B5
Pedal
Rig Tool
4-5
I
I’
RUDDER CONTROL SYSTEM
TEMPERATURE CABLE TENSION GRAPH
50
40
30
CABLES
a
´•3
20
RUDDER
10
20
30
40
50
60
70
80
90
100
110
CABLE TENSION
25 LBS
+5
LBS AT
-5
59"F
I
SURFACE TRAVEL
(250,1
120
f´•mp´•ratur´•-of
11´•´•´•11)
1
~i-i
i:
I
I
LEFT RUDDER CABLE
J
I
-p4~
ATTACH BOLTS
It
RIGHT RUDDER CABLE
~L
RUDDER BELLCRANK STOPS
RUDDER PEDAL
STOPS
Figure 4-6. Rigging the Rudder Control System
46
P I
:r!
jlf;
LEFT AND RIGHT
BALANCING CONTROL SURFACES
Fit the correct size bolts in the
b.
the aileron
mount
AILERON
that the aileron is free
(Figure 4-7)
When the aileron control surface is being repainted, suspend
it by the trailing edge so that excess paint will drain tcxvard
the leading edge. After any repainting or repair, the finished
surface
must be
check balanced
to ensure
that its static
about the hinge line is within the prescribed limits.
painted aileron assembly must be nose-heavy by 0.2 to
1.5 inch-pounds. The static moment of the aileron is
determined by multiplying the unbalanced weight of the
aileron assembly times the perpendicular distance from the
hinge center line to the center of gravity when the chord
line is horizontally level. The weight is measured in pounds
moment
The
and the distance in inches. The static moment of
a
hinge
suspension point of the
cup.
Remove the cup, contents, and
f.
NOTE
Since any weighing error is magnified by the
distance "D", weighing is most important and
be done carefully
certified for accuracy.
a
draft free
The application of a known
measured distance from the hinge line
counter the unbalance moment of the aiIeron assembly.
Measurement of the
b. Actual Force Measurement
force
at a
applied by
the aileron surface
on a
on
scales
that
are
area
following two headinp;s:
a.
Counterbalancing
to
string, then wei_eh
them.
must
attached. The chord line must be horizontally level and the
hinge line must be properly supported when the static
moment is measured. Although many different methods of
check balancing exist, they can be categorized under the
wei~t
the spirit level aligned with the marked chord line.
The distance "D" must be perpendicular to the
line. Measure "D" from the hinge line to the
e.
100
flying condition.
All painting, including stripes and touch-up, must be
completed. The tab, static wicks, and hinge bolts must be
or
if
holding
CHECKING BALANCE
force
to rotate
determine
d. Add small quantities of lead shot to the cup until
the aileron balances with the chord line level. Check this b~
percent balanced control surface is 0.0 inch-pounds. A
tail-heavy surface exhibits static underbalance. A
nose-heavy surface exhibits static overbalance.
The aileron balance must be checked in
p;ith the aileron completely assembled in
hinge brackets and
edge supports. Ascertain
about the hinge line.
weight should be added or
removed, suspend a paper cup from a point near the center
of the aileron trailing edge. Use a short length of small
diameter string secured to the surface with a small piece of
masking tape as illustrated in Fi~re 4-7. The cup must be
free to hang vertically.
To
c.
BALANCING THEA/LERON
the knife
on
Calculate the static balance as follows:
i. The weight of the cup and
designated by "W’.
2. The over or underbalance
g.
contents
is
moment
is
designated by "M".
M=WxD
3.
following is a typical example of a
balancing calculation: Assume the aileron is overbalance
(nose-heavy) and the paper cup was suspended from the
trailing edge. Assume that the aileron balances with the
chord line level at "W
l0.0
,150 pound" and "D
The
4.
inches", then
single support at a
kno~n distance from the center line of the
hinge.
EOUIPMEN7 REQUIRED TO PERFORM CHECK
BALANCING
illustrated in
horizontal
M
.150
x
M
1.50
inch-pounds. The product
10.0
of "W
x
D". In
this instance, "M" is within the required static
balance range and is therefore acceptable.
Apapercup orsimilarlightweight container.
Approximately Ipoundofleadshot.
d. A certified beam balance weighing device
calibrated in units of.Ol pound or less.
A straight edge, ruler, and spirit level,
e.
must be nose-heavy
inch-pounds. The center of gravity of the
aileron is forward of the hinge center line causing the
surface to be nose-heavy. Proper aileron balance is obtained
by adding or removing lead rod at the leading edge of the
aileron. The rod is 15/32 inch diameter and is installed in
brackets attached to the leading edge of the aileron. When
adding additional lead rod the maximum total of the length
BALANCING PROCEDURE
of the rod to be added is not to exceed 5 inches. Add
additional rod at the center brackets.
a.
Figure
plane.
A stand with knife
4-7. The knife
edges
edge supports
must be in
the
as
same
b.
c.
h.
by 0.2
The
to
painted aileron assembly
1.5
CAUTION
COUNTERBALANCING METHOD
a.
Locate the chord line
the inboard end of the aiieron
by placing a straight edge at
assembly so that one end is
trailing edge and the other end is centered on the
leading edge, Mark the chord line with a suitable marker,
such as a grease pencil, then remove the straight edge.
on
B3
the
When
a
balance,
rivets. A
may
lead rod is added to obtain correct
be installed securely with
loosely installed rod will vibrate and
it must
cause
an
undesirable vibration of the
surface.
4-7
A
B
O
A
KNIFf EDGE
STEEL TUBE WITH PIG LEAD
MASKING TAPE
(PLACE NEAR
AILERON HINGE
LINE)
JIG MUST BE HORIZONTALLY LEVEL
VIEW
A-A
DETAIL
B
3~ln-tn
Figure 4-7. Balancing the
68
Aileron
83
ELEVATOR
BALANCING
PROCEDURE
FORCE
MEASUREMENT
METHOD
BALANCING THE ELEVATOR
~igure 4-8)
When the elevator control surface is being repainted,
suspend it b~ the traihng edge so that excess paint will
drain toward the leading edge. After any repainting or
repair, the finished surface should be check balanced
to
that its static moment about the
hinge line is within
the manufacturers prescribed limits. The complete elevator
assembbly, painted or unpainted, including the control arm
and the tab control rod should not be tail-heavy over a
ma~imum moment of 7.8 inch-pounds. The static moment
is the total unbalanced weight of the elevator control
surface multiplied by the perpendicular distance from its
hinge center line to the center of gravity, when the chord
line is horizontally level. The weight is measured in pounds
ensure
and the distance in inches. The static moment of a 100
percent baianced elevator control surface is 0.0 Ib. A
tail-heavy surface exhibits static underbalance. A
nose-heavy surface exhibits static overbalance.
Locate the chord line by placing a straight edge at the
inboard end of the elevator so that one end is aligned with
the center of the torque tube and the other end is centered
on the trailing edge. Mark the chord line by grease pencil or
other
on the rib. Remove the straight edge. Fit
bolts in the outboard and center hinge brackets
and mount the elevator on the knife edges. Ensure that it is
free to rotate about the hinge line. Support the trailing edge
behind the center hinge point with a spindle resting on a
means
correct size
levelled beam balance platform as illustrated. The spindle
must be vertical throughout the balancing procedure. Hold
a spirit level against the marked chord line and level it by
extending or contracting the spindle, or by using blocks and
shims under the spindle. Measure the perpendicular distance
from the hinge center line to the point supported by the
spindle. Ensure that
the spirit level and rule are removed
from the surface and read the reaction on the beam
balance. Calculate the static underbalance moment "M"
from the formula:
CHECKING BALANCE
M
The elevator balance must be checked in a draft free area
with the elevator completely assembled in flying condition.
Ah painting, including stripes and touch-up, must be
completed. The tab, tab push rod, static wicks, and hinge
bolts must be attached. The chord line must be horizontally
level and the hinge line must be properly supported when
the static moment is measured.
methods of check
under the
Although
balancing exist, they
many different
be categorized
can
D
D(R-T) inch-pounds where,
Perpendicular distance from
the
hinge
center
line
to
the
on
the
spindle point (inches),
R
Reaction
CPounds)read from
the beam balance.
T
Tare, i.e. spindle plus leveling blocks
scale
platform ~ounds).
or
shims
EXAMPLE
following two headings:
Measurement of the
a. Actual Force Measurement
force applied by the elevator surface on a single support at
a known distance from the center line of the hinge.
b. Counterbalancing The application of a known force
or weight at a measured distance from the hinge line to
counter the unbalance moment
of the elevator assembly.
D is 13.5 inches, R is 1.49 Ib. and T
1.00 Ib.
M
13.5 (1.49 1.00); M 6.6 inch-pounds
M is within the range which is satisfactory.
If M is not within the
range, refer to step i.under
COUNTER BALANCING
prescribed
BALANCING PROCEDURE
IrlETHOD.
CHECK BALANCE BY COUNTER BALANCING
CHECK BALANCE BY FORCE MEASUREMENT
The
equipment required
force measurement is
as
to
a.A stand with knife
Figure 4-8. The
horizontalplane.
perform
the check balance
by
knife
edge supports
as
edges should be
less. The balance should have
the
same
a
flat
weighing platform
and its capacity should equal tare plus 2.0 Ibs. minimum,
c. A support spindle similar to the illustration and
levelling blocks, as required. (Blocks spindle
d. A straight edge, rule and spirit level.
B3
REQUIRED
TO
PERFORM
CHECK
illustrated in
in
b. A certified beam balance calibrated in units of.Ol Ib.
or
EQUIPMENT
BALAIVCIIVGBYCOUNTER BALANC/NG
follows:
tare).
A stand with knife edge supports as illustrated in
Figure 4-8. The knife edges must be in the same horizontal
a.
plane.
b. A paper cup
c.
or
Approximately
similar light weight container.
2 pounds of lead shot.
d. A certified beam balance
weighing device
pound or less.
A straight edge, ruler, and spirit level.
calibrated
in units of.Ol
e.
69
BALANCING
PROCEDURE
COUNTER
NOTE
BALANCING
METHOD
Since any weighing error is magnified by the
distance "D", weighing is most important and
must be done carefully on scales that are
Locate the chord line by placing a straight edge at the
inboard end of the elevator assembly so that one end is on
the hinge center line and the other end is centered on the
a.
trailing edge.
Mark the chord line with
a
certified for accuracy.
suitable marker,
such
as a grease pencil, then remove the straight edge.
b. Secure the trim tab in its neutral position with a snail
h.
Calculate the static balance
as
follows:
piece ofmasking tape.
Fit the correct size bolts in the hinge devises and
elevator on the Icnife edge supports. Ascertain
that the elevator is free to rotate about the hinge line.
d. To determine if weieht should be added or removed,
use a short length of small diameter string secured to the
surface with a snail piece of masking tape and the cup
i.
c.
The
weight of the
and
contents
is
underbalance
moment
is
cup
mount the
designated by
hanging vertically
"M".
3. M=WxD
4. The following is a typical example of a
balancing calculation: Assume the elevator is underbalance
(tail-heavy) and the paper cup was suspended from the
horn. If the elevator balances with the chord line level at
’W 0.60 pound" and "D
12.6 inches", then
illustrated in Figure 4-8. Slightly
screw on the elevator leading edge
tip. Suspend a paper cup on the inboard side of the tip and
~ap the string around the screw. Secure the string to the
surface with a snail piece of masking tape aft of the top
forward screw and near t6e hinge center line as shown in
Figure 4-8. The cup must be free to hang vertically.
as
loosen the forward top
2.
The
over
or
designated by
M
0.60
x
12,6
inch-pounds. in
required static
therefore acceptable.
M
7.6
within the
CAUTION
forward top mew on the
leading edge tip is secured after the
elevator has been balanced.
Be
certain
the
elevator
Add snail quantities of lead shot to the cup until
e.
the elevator balances with the chord line level. Check this
by holding the spirit level ahgned with the marked chord
i.
The
complete
elevator
this instance, "M" is
balance range and is
assembly, painted
or
arm and the tab control
unpainted including
rod, must not be tail-heavy over a maximum moment of 7.8
inch-pounds. If the static balance does not comply, remove
the elevator horn cover and add or remove solder to bring
the elevator balance within required limits.
the control
hne
NOTE
The distance
must be perpendicular to the
Measure
"D"
from the hinge line to the
line.
hinge
suspension point of the cup,
g. Remove the cup, contents, and string, then weigh
f.
them.
610
Coat the
weight
material
such
with
as
a
zinc
corrosion
chromate
preventative
primer to
insulate the dissimilar metals. Replace the
elevator horn cover and recheck the balance.
B3
COUNTERBALANCING
D-i
MASKING TAPE
(PLACE NEAR ELEVATOR
HINGE LINE)
CONTAINER
VIEW
A-A
TOP FORWARD SCREW
JIG MUST BE HORIfONTALLT
LEVEL FOR UNDERBALANCE CHECK
A
B
MASKING TAPE
DETAIL
B
Z CONTAINER
MASKING TAPE
ITO SECURE fAB~"
1N
NEYTI(*L1
ELEVATOR
CLEVISr
e.ii
KNIFE EDGE
~-----0-----i
55-rszs
J1G MUST BE HORIZONTALLY
LEVEL
ACTUAL FORCE MEASUREMENT
Figure 4-8. Baiancing the Elevator
B3
4-11
RUDDER
the
trailing edge. Mark the chord line by grease pencil or
on the rib. Remove the straight edge. Fit
correct size bolts in the outboard and center hinge brackets
and mount the rudder on the knife edges. Ensure that it is
free to rotate about the hinge line. Support the trailing edge
behind the center hinge point with a spindle resting on a
levelled beam balance platform as illustrated. The spindle
must be vertical throughout the balancing procedure. Hold
a spirit level against the marked chord line and level it by
extending or contracting the spindle, or by using blocks and
shims under the spindle. Measure the perpendicular distance
from the hinge center line to the point supported by the
spindle. Ensure that the spirit level and rule are removed
on
other
BALANCING THE RUDDER
(Figure 4-9)
When the rudder surface is being repainted, suspend it by
the trailing edge so that excess paint will drain toward the
leading edge. After any repainting or repair, the finished
surface must be check balanced to ensure that its static
moment about the hinge line is within the manufacturers
prescribed limits. The complete rudder assembly, painted or
unpainted including the control arm should not be
tail-heavy over a maximum of 8.4 inch-pounds. The static
moment of the rudder is determined by multiplying the
unbalanced weight of the rudder assembly timer the
perpendicular distance from the hin~e center line to the
c~nter of gravity when the chord line is horizontally level.
The weight is measured in pounds and the distance in
inches. The static moment of a 100 percent balanced
rudder assembly is 0.0 inch-pounds. Tad heaviness indicates
static underbalance while
nose
heaviness indicates static
overbalance.
means
from the surface and read the reaction
balance. Calculate the static underbalance
from the formula:
on
the beam
moment "M"
M
D(R-T) incfi-pounds where,
Perpendicular distance from
spindle point (inches).
D
R
Reaction
(Pounds)
the
hinge center line
to
the
on
the
read from the beam balance.
T
Tare, i.e. spindle plus levelling blocks
scale
platform (Pounds).
or
shims
CHECK/NG BALANCE
EXAMPLE
The rudder balance
draft free area
with the rudder completely assembled in flying condition.
.11l1 painting, including stripes and touch-up, must be
completed. The tab, static wicks, and hinge bolts must be
attached. The chord line must be horizontally level and the
hinge line must be properly supported when the static
moment is measured, Although many different methods of
check balancing exist. they can be categorized under the
following
be checked in
a
D is 13.8
M
13.8
inches, R 1.49 Ib. and T is 1.00 Ib.
(1.49 1.00); M 6.8 inch-pounds.
M is within the range which is satisfactory.
If M is not within the prescribed range, refer
under
BALANCING
BALANCING METHOD.
to step h,
COUNTER
PROCEDURE
heading:
Actual Force Measurement
a.
force
two
must
applied by
the rudder surface
Measurement of the
single support at a
hinge.
application of a lmown
on a
CHECK BALANCE BY COUNTER BALANCING
known distance from the center line of the
b. Counterbalancing
The
force or weight at a measured distance from the hinge line
to counter the unbalance moment of the rudder assembly.
EOUIPMENT
CHECI< BALANCE BY FORCE MEASUREMENT
Figure
REQUIRED TO PERFORM
BALANCIIVG BY COUNTER BALANCIIVG
a.
A stand with knife edge supports
4-9. The knife edges must be in the
as
CHECK
illustrated in
horizontal
same
plane.
The equipment required to perform the check balance by
force measurement is as follows:
a,
Figure
X stand with
4-9,
The
knifd edge s~orts as ~ustrated in
edges should be in the same
knife
horizontal plane.
b. A certified beam balance calibrated in rmits of.Ol
Ib. or less. The balance should have aflat weighing platform
and its caoadty should equal tare plus 2.0 Ibs. minimum.
A support spindle similar to the iIIustration and
c.
levelling blocks as required. (Blocks spindle
d Astrai~t edge,rnle andspiritfevel.
b.
or siniiar light weight container.
Appro~timately 2 pounds of lead shot.
d. A certified beam balance weighing device
ca~rated in units of.Ol pound or less.
e.
Astraigt~tedge,ruler, andspiritlevel.
BALANCI~VG
PROCEDURE
FORCE
mre).
MEASUREMENT
MFTHOD
a.
612
Locate the chord line by placing a straight edge at
n~ of the rudder so that one end is
with the center of the torque tube while the other
the lower closure
end is centered
with
the
Locate the chord line by placing a straight edge at the
inboard end of the rudder so that one end is nH~ned with
the center of the torque tube and the other end is centered
PROCEDURE COUIVTER BALANCING
MF/HOD
aligned
BALANCING
A paper cup
c.
a
on
the
trailing edge. Mark the chord line
as a grease pencil, then remove
suitable marker, such
straight edge.
b.
Fit the correct size bolts in the hinge brackets and
the la~ife edge supports. Ascertain
mount the rudder on
that the Ndder is free to rotate about the
hinge
line.
B3
c.
To
determine
if
weight
should be
added
the center of the horn
leading edge if the balance is
short length of snail diameter string
secured to the surface with a snailpiece of masking tape as
illustrated in Figure 4-9. The cup must be free to hang
near
tail-down. Use
3.
or
removed, suspend a paper cup from a point near the center
of the rudder trailing edge if the balance is nose-down or
a
M=WxD
The following is a typical example of a
calculation: Assume the rudder was slightiy
underbalance (taiiheavy) and the paper cup was suspended
4.
balancing
from the horn
leading edge. If the rudder balances with the
.65 pound" and "D
12.5 inches",
chord line level at ’W
then
vertically.
d, Add snail quantities of lead shot to the cup until
the rudder balances with the chord line level. Check this by
holding a spirit level ali~ned with the marked chord line.
The distance ’rD" must be perpendicular to the
Measure
fine.
from the hinge line to the
hinge
suspension point of the cup.
f. Remove the cup, contents, and string, then weigh
e.
M
M
.65
x
125
8.1
inch-pounds. In
required static
therefore acceptable.
within the
this
instance,’lM" is
balance range and is
them.
h. The complete rudder assembly, painted or
unpainted, including the control arm must not be tail-heavy
over a maximum of 8.4 inch-pounds. If the static balance
does not comply, remove the weight in the rudder horn and
add orremove solder to bring the rudder balance within
required limits.
NOTE
Since any weighing error is magnified by the
distance "D", weighing is most important and
must be done carefully on scales that are
certified for accuracy.
NOTE
g.
Calculate thestaticbalanceasfoIlows:
1, The weight of the cup and
contents
is
moment
is
designatedby"PT’.
2. The over
deslated by "M".
33
or
underbalance
Coat the weight with a corrosion preventative
material such as zinc chromate primer to
insulate the dissimilar metals. Replace the
weight in thk rudder horn and recheck the
rudder balance.
4-72A
MASKING TAPE
(PLACE
NEAR RUDDER HINGE
LINE)
CONTAINER
B,
CONTAINER
DETAIL
C
B
KNIFE EDGE
IO
ONTAINER
JIG MUST BE HORIZONTALLY LEVEL
\II
J
II
JIG MUST BE HORIZONTALLY LEVEL
STATIC OVERBALANCE
ACTUAL FORCE MEASUREMENT
VIEW
(NOSE HEAVY)
B-B
CONTAINER
VIEW
A-A
JIG MUST BE HORIZONTALLY LEVEL
STATIC UNDERBALANCE
(TAIL HEAVY)
36-1536P~
Figure 4-9. Baiancing the Rudder
B3
4-13
FLAPS
volt power supply capable of
maintaining the
voltage setting should be used for serials prior
to E-1241, except E-I III and a 28.25
.25 volt
power supply capable of maintaining the
voltage setting for sen~als E-llll, E-1241 and
after. If an external power receptical is not
The
flaps are electrically operated and are hinged in
specially designed tracks. When extended, the flap moves
rear~ard as it pivots downward. This gives a large effective
v;ing area, which produces additional lift and drag,
available
the
airplane, jumper cables may be
battery and the power supply.
of the polarity before making the
on
used between the
NOTE
Be
sure
connection.
In event of emergency flap extension at speeds
above the normal extension speeds inspect the
flaps for damage
flight.
or
distortion before the
CAUTION
next
Excessive
operation
FLAP REMO~AL
and retraction
and
a
Remove the bolt from the
b.
Remove the
c.
Remove the bolts from the
remove
the
of the
flap
motor
without
proper cooling may cause damage to the motor.
Allow a short cooling time after each extension
bonding
flap actuating
cable from the
flap
flap
cycle.
arm.
tracks.
track brackets
flap.
The
flap
installed
limit switches
on
are
mounted
on
a
the outboard side of the inboard
bracket and
flap
track in
the left
wing panel. The limit switches, control the travel of
the flaps by breaking the circuit to the flap motor at the
extreme limits of travel. They are accessible by lowering
the flaps.
FLAP INSTALLATION
flap in position mid install the
flap track bracket.
Hold the
a.
rollers
and the bolts in the
TWO POS~TION FLAPS
(E-l through E-1370)
NOTE
There
are two
limit switches in this system,
one
for the up
limit
position, and one for the down limit position. To
adjust the flap to neutral position, loosen the screws of the
switch assembly so that the assembly can pivot on the
forward elongated hole. Adjust the switch as necessary to
stop the flaps in neutral position. Actuate the nap switch to
the down position and measure the degrees of travel.
0"
2".) Adjustment of
(Proper degree of travel is 30"
the down position of the flaps is made on the downlimit
Install the
flap track rollers (four rollers per
and two rollers per track) in the flap track
brackets with the flanges of the rollers in one
flap
track
facing
the
flanges of
the rollers in the
other track.
b.
the
Connect the
flap actuating
bonding
cable and install the bolt in
switch.
arm.
THREE POSmON FLAPS
(E-1371
and
after)
FLAP TR4CK WEAR UMrTS
The limit
The allowable track
in’ch resulting in
a
wear on
maximum
.785 inch. The allowable
.050 inch. Track
wear
wear
the
bearing surfaces is .032
flap
track slot dimension of
into the track side surface is
within the
preceding limitations
may
switches, one for up, two for the approach
position and one for the down travel, control the travel of
the flaps by breaking the circuit to the flap motor at the
extreme
limits of selected travel. The switches
accessible
by lowering
the
are
flaps.
be dressed smooth with
light emery cloth to prevent roller
binding. Mdykote Z mixed with naphtha may be brushed
on the flap tracks during servicing of the airplane.
The
hap
travel is
adjusted by moving the limit switches.
flap is rigged first and then the right nap is
synchronized with it. Rig as follows:
The left
FLAP UMTT SWITCH ~USTMENT
(Figure 4-10)
NOTE
NOTE
Rig
Bartay voltage is not sufficient
cycle the flaps during rigging. A
C11
to
properly
14.25
~25
the
flaps
under
a
simulated
reduce overtravel to
a
minimum after the limit
switches have been adjusted.
flight load
to
Adjust the uplimit switch so the flap will stop at
position (determined by the flap travel board).
b.
Adjust the 14" limit (inboard) switch in its
mounting slot until the flap is positioned at 14" to 145" after
the flap has been actuated from the up to takeoff position
(15" rangef, Adjust the 16" limit (outboard) switch in its
mounting slot until the flap is positioned at 16" to 155’ after
the flap has been actuated from the down to takeoff
position (15" range).
c.
Adjust the downlimit switch in its mounting slot
until it actuates at 28" to 30" of flap travel.
d.
Remove the bolt attaching the right actuator to
the right flap.
Turn the jackscrew on the right actuator in or out
e.
to align the right flap with the left,
Install the bolt connecting the actuator to the
f.
flap.
a.
the 0"
transmitter is installed
just forward of the
with flap travel.
the
Run the
c.
flaps
up and check the indicator for up
flaps reading.
Remove the front
b.
Remove the
removed for any
reason
position,
from the
d.
is
flap
completely rigged, adjust
bumper (flap down) installed on the flap
and aneron dividing rib. Turn the adjusting
screw in or out, as required, to take our play or
stop vibration when the flap is in the up
position. A distinct change in the sound of the
flap motor near the completion of the flap up
the
travel may indicate an excessive outward
adjustment of the bumper.
that the
Operate the flaps through full travel to ensure
flaps contact the limit switches before they contact
the rubber
bumper,
ground wire
flap motor.
the
flap
The flap position indicator gage is installed in the
instrument panel. An adjustable flap position indicator
the
motor
b.
and
keepers
quick
nap
wiring (excepr
the
attaching bolts.´•and
the
electrical
disconnects.
motor
that is secured to
one
of the bolts. Remove the
(E-l
tfi~u
E-953)
flap motor in position and secure
attaching bolts. Ensure that the ground
place the
motor
is attached
to one
with
wire
of the bolts.
Connect the flap
motor
electrical wiring
at
the
disconnect.
c.
IFigure 4-10)
at
woodruff key
the
FLAP MOTOR INSTALLATION
quick
FLAP POS/T/ON /NDICA70R AND ADJUSTMENT
assemblies.
shafts from the motor.
flap
Remove the
f.
a.
g.
E-953)
access cover.
Disconnect the
ground wire)
rubber
seat
tiau
clamp that supports the electrical
right hand flap shaft housing.
Remove
disconnect the
e.
After the
(E-l
Detach the
c.
wiring
NOTE
wing
reading
Adjust the flap travel limit switches to provide
flaps. (See Flap Limit
Switch Adjustment.)
Run the flaps down and check the pilot’s
b.
compartment flap position indicator for 100% flaps. If
down flaps are not indicated, loosen the transmitter
attachment bolts and adjust transmitter fore and aft or
rotate slightly until the reading is correct, then tighten the
transmitter attaching bolts.
a.
are
in the left
a.
the
flaps
actuator
the correct up and down travel of the
main power switch should be in the OFF
If the
flap
sparto coordinate gage
FLAP MOTOR REMOVAL
CAUTION
Enl
on
rear
Connect the flap shafts
to
the
motor
the woodruff keys.
d.
Attach the clamp that supports the
wiring to the right hand flap shaft housing.
e.
Install the
f.
Install the front
and install
electric~
access cover.
seat
assemblies.
e~4A
Qeec~acraft
BONANZA 36 SERIES
SHOP MANUAL
TEMPORARY REVISION NO. 4-2
Manual Affected:
Bonanza 36 Series
Filing Instructions:
insert
Reason:
Revise
Shop
adjacent to page
for
procedures
Manual
(36-590001-38).
4-14B.
flap drive cable
connection.
FLAP DRIVE CABLE CONNECTION
Connect the LH and RH
flap
drive cables to the
flap
drive motor
as
follows, using the illustration for component
locations:
a.
Install the outboard nut and washer
b.
insert the retainer
keyway
c.
While
through
d.
as
e.
f.
inserting
the
far
as
it will go
on
the threaded
portion
of the
flap
cable.
the mount support and onto the motor shaft as far as it will go.
flap motor drive shaft and tighten one set screw temporarily.
flap cable through
Align the retainer
the mount support, install the inboard washer and nut. Install the cable
keyway is just past the key slot in the retainer.
the retainer and into the motor drive shaft until the
Loosen the set
far
through
with the key slot in the
as
as
Keep
screw
that was
tightened
in
Step
b. Ensure that the retainer is still installed
on
the motor shaft
it will go and rotate the retainer 90".
inboard pressure
on
the retainer and
tighten
both retainer set
screws.
mounting support by tightening the nuts. Tighten the inboard nut to ensure
edge of the retainer and the cable housing to allow the
retainer to rotate without coming into contact with the cable housing. If the threaded part of the cable housing is
not long enough to install the two nuts and washers, using a die, add 5/8-24 UNEF threads until .88 inch thread
length is reached. Tighten the outboard nut against the mounting support.
Secure the
flap
drive cable to the
that there is sufficient clearance between the outboard
MODEL 60 AIRPLANES ARE EI3UIPPE0
WITH A SPRING IN THIS LOCATION.
ENSURE THAT THE SPRING IS INSTALLED
AINER
FORWARD
(50-361131)
MOUNTING
SUPPORT
OUT8OARD
MOTORFLAP
SET
tll
SET
SCREW
KEY SLOT IN
MOTOR SHAFT
I
I~ L
OUTBOARD
NUT
SET SCREW
SCREW
RETAINER
KEYWAY
OUTBOARD
WASHER
INBOARDINBOARD
NUT
WASHER
ENSURE THAT THERE 1S SUFFICIENT CLEARANCE BETWEEN THE WTBOARD EDGE OF THE
RETAINER AND THE CABLE HOUSING TO ALLOW
THE RETAINER TO ROTATE WITHOUT COMING
INTO CONTACT WITH THE HOUSING.
INBOARD END VIEW OF
RETAINER (50-361131)
OUTBOARD END VIEW OF
RETAINER
[50-361131)
C93M04BOII 6C
Section 4
Page 1 of
Temporary
Revision No. 4-2
1
Nov 15/93
FLAP MOTOR REMOYAL
lE-954
and
FLAP SHAFT INSTALLATION
after)
Pull the
a.
CAUTION
Tae
flap
used
motor
serials E-954 and
airplane
on
with the flap motorused
prior serials. In the event of flap motor failure or it
is determined that maior overhaul is rtqrrind for the
flap motor to operate properly, the nap motor should
be replaced. No arrsnpt Should be made to overhaul
motor
b.
Settheflapsin
install the
Remove the front
seat
Place the
airplane
on
jacks
wing
and
spat section.
and rerract the
until the inboard door is open.
b.
Lowerthe flaps and disconnect the
landing
gear
flap accuatorfrom the
flaps.
NOTE
motor.
wiring
at
the
To retain the
dis-
quick
original rigging of the flaps, mark the
flap actuator before it is removed so
be installed in the same position.
extension of the
-connect.
f.
flap
the
FLAP ACTUATOR REMOVAL
assemblies.
Discannectthe motorelectrical
e.
theneutral
wing
position.
in the field.
Removethesparcover.
Detach the clamp supporting the electrical wiring from
c.
right hand flap shaft housing.
d.
Remove the woodrafficeykttpersaod disconnecttheflap
shahs from the
through
and the
smucmre.
b.
the
wing flap
flap shaft retainer nut.
install the clamps securing the shaft housing to the wing
a.
a.
shaft and housing
the
to
c.
d.
after, is NOT
an
the
flap
attach the actuator
Remove the
flap
motor
attaching
bolts and
remove
that it may
the
motor.
c.
FLAP MOTOR
INSTALLATION (E-954
and
after)
Remove the dust
flap
motor
used
on
in the
rear
section of the wheel
wellto_painaccesstotheflappositionnansmiaerandflap
actuator.
CAUTION
The
cover
NOTE
ahplane
The
serials E-954 and
after,is NOT interchangeable with the flap motorused
flap position transmitter is on the left hand flap
actuator
only.
prior serials. In the event of flap motorfaiiare or it
determined that major overhaul is required for the
on
is
d.
nap motor to operate plopcrl~, the flap motor should
be replaced. No anrmpt should be made to overhaul
the motor in the fith
Remove the
flap position
transmitter from the
flap
ac-
tuator.
e.
Removethesnapringand disconnecttheflexibledrive
homing.
f.
Place the flap
a.
motor
attahhnn bolts.
Connect the
b.
motor
flap
in
position
motor
and
electrical
secure
wiring
with the flap
at the
e.
f.
a.
Aaach the
clamp that supports the electrical wiring from
flap shaft ho~sing.
InstdU thesparcover.
actuator
hand
Imtall the front
a.
removed,
seat
mounting
bracket with
pivot bolts.
housing
b.
Connect the flexible drive
c.
Install the
and install the snap
flap position
transmiaer
to
the
flap
actuator.
NOTE
nut an
the
flap
shaft that is
being
the flex cable support bracket
Remove the woodruff key keepers and disconnect all
at
The
flap position
only.
~ansminer is
on
the left hand
flap
actuator
the shaft
Disconnect
homing to the wing structure.
theflap aauator from the wing flap
spar section.
d.
Pull the aftuatorzndflilpshafthousin~
ont
and the
of thewing.
NOTE: Please
C1/B
actuator
ring.
assemblies.
Remove the retainer
clarrps securing
t.
flap
Placethef4rpac~uatorinpositionandsecureittotheflap
mounting
FLAP SHAFT REMOVAL
b.
the
FLAP ACTUATOR INSTALLATION
ruff~ers.
right
pivot bolts from
flap actuator.
the
Connect the flap shafts to the motor and install the wood-
c.
the
remove
quick
disconnect
d.
Remove the
bracket and
see
d.
Installthedustcovtrintherearsection
e.
Connect the
f.
Check the
flap actuator
flap rigging.
ofthewhtd well.
to
the
flaps.
the
TEMPORARY
REVISION
that revises this page.
Bf~
FLAP ACTUA~
FLAP SHAFT AND
FLAP SETTING
FLAP ACTUATOR
MOTOR
E-l THROUGH E-‘1370
FUU. UP
O"
FULL DOWN
300 i- 0" -20
V~
)g’
E-‘137~ AND AFTER
FULL C1P
00
15"
APPROACH
LIMIT
SWITCHES
FLAP SHAFT AND
E
FULL DOWN
300
LFLAP ACTUATOR
O"- T
FLAP SYSTEM
~--FLAP ACTUATOR
:o
TRANSMITTER
INDICATOR
INDICATOR
TO ADJUST. LOOSEN MOUNTING
BOLTS AND MOVE FORE AND AFT.
OR ROTATE SLGGTLY.
E’1 THROUGH E-1370
E-1371 AND AFTER
FLAP fRAHSMITrrR AND INDICATOR
POSITION
swrrdHEs
~---5-
DOWNLIMIT SWTTCHES
SWITCH
UPLIMTT SWTTCHES
SWFCCH
E-1371 AND AFTER
E-l THROUGH E-1370
FLAP LIMIT SWITCHES
Figure
Bi~
4-10.
3~161-12
nap System
e~5
NOTE
For correct adjustment and rigging
of the flap position
transmitter refer
Adjusrment
the
to
flap
ing
Position indicator and
in this section,
a.
Cut and
b.
Removethe
separate the
to
c.
gasket (7)
d.
1
counter
YAND ASSEM~L Y
FLAP ACTLIATOR
I~ure 4-11)
(2)
remove
e.
two
motor
all safety wire.
long screws from
and gearbox.
Remove the
screws
the gear
A small set
housing.
to
shaft
(10)
Take
to
screw
worm
out
and
bearing(l6) and bearing cup (17).
f.
Slip the spacer (21) and
Remove the snap
from the actuator.
a.
ring (1) to disconnect the flexible shaft
b.
Tap on the pistonpiu_g (3) to drive out the seal (5) spacers
remove
the control shaft
secure
the
cover
(Il)must be removed
be drawn
the
out
which
the motorbrush hous-
plate (8)
to
and
allow the
of the gearbox.
gear
(T4).
washers (12. 15).
washer (22) down enough
to
(20).
(4) and bearings (6).
Slide the piston T/) out of the housing (8) and unscrew the
c.
flap
19) from the piston.
Remove the O-ring (10) from the housing.
Drill out the pin (1 1) and take the plug out of the piston,
actuator screw
d.
e.
Clean all parts with (Item 15. Consumable Materials Chart) and
inspect for cracks, corrosion, distortion and excessive wear. Re-
Clean all parts in (Item 15. Consumable Materials Chart) and
inspect for worn, cracked or corroded components. Pay particular
attention to the worm and
worm
wheel
gear(l9) and the bearings (9)
in the side of the gearbox. Inspect the brushes of the flap motor for
wear. The original length of the brushes is ’h inch; if the length is
less than -/l6 inch
Catalog
for
they should be replaced.
replacement brushes.
Refer to
Airplane
Pans
place the O-rin_g and seals. Coat the plug and pin with dnc chromate
before assembly. Peen the pin and file it flush with the piston. Pack
the bearings with(Item I 1.Consumable Materials Charr). Lubricate
the
O-rings
insenin_r
the
with (Item 7. Consumable Materials
piston
in the
Chart) before
FLAP MOTOR GEARBOX ASSEMBLY (E-l thru
housing.
E-953)
Pour (Item 7, Consumable Materials Chart) into the piston until it is
about two inches from
the
screw
in the
being full. Slide a bearin_g on the screw. Start
piston and slide the piston into the housing. install
the remainina bearing and seal. Seat these parts in the housing with
approximately 1.000 Ibs. pressure,
if
a
or use a
CAUTION
suitable drift and mallet
press is not available. Install the spacers, shaft and map ring.
The
flap motor gearbox used on airplane serials E-954
interchangeable with the flap motor
gearbox used on prior serials. In the event of flap
motor gearbox failure or it is determined that major
overhaul is required for the flap motor gearbox to
operate properly, the flap motor gearbox should be
replaced No attempt should be made to overhaul the
gearbox in the field.
Tap the piston plug a´•ith a rau´•hide mallet to seat the parts against the
snap rin_Es. End play betu´•een the piston and housing should be
and after, is NOT
berueen.0 I 0 inch and .03 i inch. Run the actuator in and out several
proper operation in its full travel. Excess lubricant
ill be forced out of the vent hole the fiar time the actuator is run all
rimes to assure
w
the
1
n´•av
up. Install the actuator with the
vent
hole up.
FLAP MOTOR GEARBOX DISASSEMBLY
(’Figure 4-12) (E-l thru E-953)
a.
Slip the spacer (21) and washer (22) down
install the control shaft (20).
b.
CAUTION
15) and
c.
The flap
airplane serials E-954
and after, is NOT
interchangeable with the flap motor
gearbox used on prior serials. In the event of flap
motor gearbox fai;ure or it is determined that major
overhaul is required for the flap motor gearbox to
operate properly. the flap motor gearbox should be
replaced. No attempt should be made to overhaul the
gearbox in the field.
e’16
used
on
Install the
bearing cup
and gear (14).
Place the counter shaft
screw
e.
~f.
long
(10) into
the
gearbox
and install
lubricating
grease (Item I i. Con-
Chart).
Install the
and
secure
Install the
screws at
g.
(17). bearing (16). washers (12.
(1 I).
Fill the gearbox with
sumable Materials
housing
to
worm
the small set
d.
enough
cover
with
plate (8)
gearbox
to
gasket (7)
the motor and
the motor brush
Install all
and
to
the gear
screws.
safety
secure
with the
two
housing.
wire.
B9
214
1~ snap Ring
2. Flexible Shaft
3. Piston Plug
4. Spacers
5. Seal
6, Bearing
7.
8,
9,
,o~
11.
10
Piston
Housing
Actuator Screw
Ring
11
Pin
Figure 4-11, Flap
Actuator
a
"h
O
0,
D,D
ab
11
´•j
12js
2L--~
I. Flap Motor Housing
2, Armature Bearing
3, Oil Seal Collar
4, Oil Seal Washer
13,
14,
15,
16,
Counter Shaft Bearing Needle
Worm add Gear
ThrustWasher
Coanter’Shaft Bearing
5. ArmatureShidtVilasher
6, Motor Housing End Plate
i?.
BeuingCup
9,
8,
9,
10.
II.
12,
Gear Housing Gasket
Cover Plate
Sleeve Bearing
Co~mter Shaft
Set Screw
Washer
18, Thrust Washer
19. Worn Wheel Gear
29. Flap ControlShaft
b
o
12 13
14
151617
s--4~
11
~3>
21, Spacer
22, Washer
23.´• Shim Washer
Figure 4-f2. Flap Motor Geatt~ox
4-17
BRA~E SYSTEM
fluid
(Figure 5-1)
system should be bled
The fluid reservoir. located
a
rimes
After the
pilot’s
this
the
as was
brakes have been bled, close
co-pilot’s
and
co-pilot’s system and
pilot’s system.
the
through
112 inches of the top
visible fluid level maintained on the dip stick at all
the bleeder valve and repeat for the other wheel.
by adding hydraulic fluid (Item 13, Consumable
REMOVING THE WHEEL AND BRAKEASSEMBLY
firewall, should be filled
and
the forward side of the
on
be routed
to
to
within 1
Materials Chart).
will
in service, the brake disc
assume a
light
straw
color
as
a.
Place the
b.
Remove the four bolts which attach the back
changes in color are normal and
A glazed appearance of
the brake iinings also is normal; the glaze actually improves
brake
the effectiveness of the brakes.
the
the result of heat. These
need nor, be
for
a cause
concern.
airplane
on a
plate and inner iinings
plate assembly.
jack.
the
cylinders,
then
remove
Disconnect the brake hydraulic line, and
remove
to
the back
c.
the
cylinder assembly by
torque plate.
slidingthe
two
guide pins
out
of
BRAKE WEAR LIM/TS
NOTE
The brake
lining should be replaced before the metal back
plate is exposed through the abrasive surface. This can be
checked visually without disassembling the brake. The
Removal of the wheel only, does not require
the brake hydraulic line to be disconnected.
minimum allowable thickness for the abrasive surface is
3/32 inch above the rivet. The brake disc should be replaced
when its thickness
measures
Use only hydraulic fluid (Item 13, Consumable Materials
Chart) in the brake lines and insure that no dirt or foreign
marrer
is allowed
and
Use
Muse
to
pin,
wheel
retaining
nut
and
spacer. Slide the wheel and inner spacer off the axle.
The brake disc assembly can be removed, if
e.
desired, by removing the six bolts which join the wheel
BLEEDING THE BR4KE SYSTEM
under seals and
Remove the cotter
d.
.330 inch.
halves.
get in the brake system. Dirt can get
leaks or plug the compensating valve
NOTE
cause
the brakes
to
lock.
either
gravity flow or pressure bleeding to bleed
Using either method, the parking brake lever and
toe brake pedals must both be fully released to open the
compensating port in the brake master cylinders.
The brake
linings
removed
without
utilizing steps
a,
and
cylinder assembly can be
removing the wheel, by
b, and
c.
brakes.
INSTALLING THE WHEEL AND BRAKE ASSEMBL Y
GRAVITY BLEEDING
The reservoir must be
Clean and repack the
a.
9
full
during bieeding. The brake
kept
pedals should be operated slowly and smoothly to eliminate
trapped air in the master cylinders. When no more air
bubbles appear in the fluid drained from the bleeder plug,
close the bleeder valve.
wheelbearings(Item
15 and
34, Consumable Materials Chart). Replace any
damaged grease seals, and be sure grease seal retaining
or
rings
are
b.
and
in
place before reinstalling the wheel.
Install inner spacer, wheel, spacer, retaining
cotter
Install the brake
c.
the two
nut
pin.
guide pins
cylinder assembly by inserting
plate.
into the torque
PRESSURE BLEEDING
IFigure 5-I)
NOTE
a pressure pot to the bleeder fitting
the brake and Meed the s~srem from the wheel cylinder
Connect the hoses from
If the torque
on
be reinstalled
up. Disconnect the fluid supply line at the reservoir, attach
a hose to it and put the other end of the hose in a large,
dean container.
Using
not more
than 30
from the master
so
positioned afr,
has been removed, it should
that the
and
are
guide pin holes
are
centered above and
below the horizontal centerline of the axle.
pounds
pressure,
gone from the
bleed the system until ail air bubbles are
draining fluid. Tapping the brake pedals lightly will assist in
removing air
plate
cylinders.
d.
Install the back plate (inner lining) assembly, and
tighten the four attaching bolts.
Connect the brake hydraulic line if it was
e.
BLEEDING DUAL BRAKE SYSTEM
removed.
(Figure 5-2)
f.
Torque the axle nut to 15 20 foot-pounds while
rotating the wheel to seat the bearings. Back off the nut and
re-tighten with fingers to remove end play. Using a wrench,
tighten the nut to the next available keying position and
install a new cotter pin.
In airplanes having the optional dual brake system, the copilot’s brake s~stem is bled by closing the valve on the
pressure pot and pumping the co-pilot’s brake pedal to
change the shuttle valve position. This muses hydraulic
Bll
g.
Bleed the brake system, if necessary.
5-~
I
RELINING THE BRAKES
BRAKE MASTER CYLINDER O VERHA UL
(F~gure 5-3) (Paam~unt)
I
CA UT/ON
a.
Do not fiave the
parking
brake
engaged
while
piston
removing the brakes.
Remove the four bolts that attach the back
a.
plate
pull
the assembled
b. Remove the clevis (3) from the piston (14) and the
check nut (4); this will free the washer (5). piston guide
bushing (6), retainer "O" ring (7) and the rear seat washer
(8)
assemblies to the cylinder assembly.
Remove the snap ring(l) and
of the brake cylinder (2).
out
from the
c.
piston (14).
pin(9)
Remove the cotter
from the collar
(10) and
pull the collar from the piston.
NOTE
d.
of
The
h\/draulic brake line
disconnected
b.
Remove
to remove
the
plate
back
The return
linin~.
assemblies
from
inboard side of the brake disc and the pressure
assembly from the cylinder assembl~r.
the
plate
plate assembly on a table with the
doun
and
lining facing
punch or drill out the rivets that
attach the linings to the back plate.
d. The linings on the pressure plate may be removed
by using the same procedure as used on the back plate.
Place the new lining on the back plate and install
e.
the rivets. ~sing a punch, set the rivets with the punch until
the lining is firmly against the back plate.
f.
The rivets on the pressure plate may be set by
the
same procedure as used on the back plate.
using
Place the back
c,
Clean all parts with solvent (Item 15, Consumable Materials
Chart). Check all parts for cracks, corrosion, distortion and
wear.
Replace all washers and seals at reassembly.
Reassemble the
Lubricate all
BRAKE
REMOVING AND INSTALLING THE BRAKE
MASTER CYLINDERS
Disconnect the
c.
master
tu´•o
valve
by pulling
remove
the
the floorboard
nuts
and
e.
positions of the
f.
removal
g.
the
to
assure
a.
master
Reinstall
cylinder attaching
cylinders.
cylinders are to
g.
h.
Remove the
snap ring (4) from clevis end of
the assemblied piston from the
Remove the clevis
(1)
locknut
(2) and
cap end and
be
Removepiston(l3)from shaft(3).
Remove "O" ring (12) from piston (13).
Remove spring (16) from housing (17).
bolts and
installed, note the
cylinder 45-dgree elbow fittings.
cylinders by reversing the
the master
procedure,
Replenish hydraulic
OVERHAUL
bearing (6) from shaft (j3).
Remove "O" rings (5) and (7) from cap, end and
c.
bearing (6).
d. Remove snap ring (8), thrust collar (9) and spacer
(10) from shaft (3).
Remove "O" ring (11) from shaft (3).
e.
f.
Remove snap ring (15) and spring (14) from shaft
correct
master
master
CYLINDER
housing (17) and pull
housing.
i.
remove
if new
MASTER
(Figure 5-2A) (Gerdes)
each
at
reinstalla;ion.
Remove the master
parts with
(3).
brake hydraulic lines
c~inder and mark the lines
d.
cylinder
in reverse of the above
procedure.
Hydraulic fluid (Item 13,
Consumable Materials Chart) prior to assembly.
b.
Close the parkin~ brake
a.
parking brake handle,
b. ~nsnap the aoor mat and
section below the brake pedals.
and allow the flow lock
spring (13) will
piston removed.
does nor have to be
the brake
pin(ll)
from the plunger end
piston (12) to come free.
fall free of the cylinder with the
Remove the cotter
piston
Clean all parts with solvent (Item 15, Consumable Materials
Chart). Check all parts for cracks, corrosion, distortion and
wear.
Replace all washers and seals at reassembly.
Reassemble
the
cylinder
in
reverse
procedure. Lubricate
fluid and bleed the brake
of the
disassembly
(Item 13,
all parts with hydraulic fluid
Consumable Materials Chart) prior to assembly.
s\stem.
ADJUSTING THE
MASTER CYLINDER
LINKAGE
ON
BRAKE
Bnkage arrangement ~ill adjust the brake pedals
strai_ght upright position. This is considered the best
adjustmenr since it will prevent the pedals from hitting the
firewall in their extreme forward position. Linkage
adiustment is obtained by removing the clevis from the
rudder pedal and turning the clevis on or off the piston rod
as required. After both pistons are adjusted to the same
length, tighten the jam nuts.
PARKIMG
BRAKE
INSTALLATION
The proper
a.
to a
b.
52
VALVE
REMOVAL
AND
Bleed the brake system of all hydraulic fluid.
Remove the floorboards forward of the pilot and
copilot’s seats.
Disconnect the parking brake cable from the
brake valve by loosening the set screw and pulling
the cable free of the cable attach fitting.
d. Disconnect and cap the hydraulic lines from the
c.
parking
parking brake valve.
B2
INLET
/rLINING
a
RIVETS
OUTLET
BRAKE MASTER CYLINDER
INSULATOR
DISC
DETAIL A
PRESSURE PLATE
PISTON
~B
SHIM
CYLINDERS
/cd
BRAKE ASSEMBLY
DETAIL C
L
PARKING BRAKE VALVE
DETAIL B
BRAKE RESERVOIR
PARKING BRAKE VALVES
ij
a
i
SOURCE OF COMPRESSED AIR
Figure
5-1. Brake
I~a
C
System
53
Single
Brake
System
I
i. Brake Fluid Reservoir
2. Master Cylinder
3. Parking Brake Valve
4. Shuttle Valve
~ual Brake
System
3
Figure 5-2. Single and Dual Brake System Plumbing
5-4
Remove the attach bolts, and remove the valve.
Installation of the parking brake valve may be
accomplished by reversing the removal procedure.
cable attach fitting,
the attach fitting.
e.
f.
tighten
PA RKING BRA KE ADJUSTMENT
Place the parking brake control in the OFF
(valve
the
set screw
in
Test the
parking
brake
out and
loss.
OPEN) position.
b.
safety wire
adjustment by pulling the
operating the brake pedals.
f.
If the brake pedals are not solid, place the parking
brake control in the OFF position and recheck the rigging.
Inspect the parking brake valve for hydraulic fluid
g.
e.
parking brake handle
a.
and
Remove the
floorboards forward of the
pilots
seats.
c.
Loosen the
set screw
PARKING BRAKE VALVE
in the cable attach
fitting and
mounting block to
cable housing and the
adjust
obtain
1-1/2 inch travel between the
fitting. The 1-1/2 inch clearance should be
OVERHAUL(Figure
(Figure 5-4)
throughthe
the cable housing
cable attach
made vzith the
position.
d. Ti_ghten
parking brake valve
lever in the OPEN
a.
Disconnect and
spring (1),
the
1
2
mounting block,
3
4
5
from each of the
insert the cable in the
b
7
8
9
10
steel ball
11
two
remove
the
fitting (13). O-ring (7),
(6), O-ring (8).
seal
fittings on top of the
1213 14 IS
16
(2)
pin (3)
body.
and
valve
17
36-n0-3
1.
Clevis
7.
piston
LockNut
8.
"O"Ring
SnapRing
13.
2.
14.
3.
Shaft
9.
ThrustCollar
15.
4.
SnapRinS
"O" Ring
Cap.
Spacer
"O"Ring
LLO"Rin~
16.
Spring
Snap Ring
Spring
17.
Housing
S.
6.
EndandBearing
10.
Il.
Figure 5-2A. Brake
52
Master
Cylinder (Gerdes)
54A
16
7
12
14
2
’10
156
t
r
7
11
15
1
60-220´•1
1. snap Ring
2. Cylinder
3. Clevis
4. CheckNut
5. Plasher
B. Piston Guide Bushing
7. Retainer "O" Ring
8.
9. CotterPin
10. Collar
11. CotterPin
12. FlowLockPiston
13. Return Spring
14. Piston
15, "O"Ring
16. Valve Spring
Rear Seat Washer
Figure 5-3. Brake
Master
Cylinder (Paramount)
1.
Spring
2. Seal
3. Pin
4. Cam Lever
5. Valve
Assembly
Body
6. Steel Ball
16
7. "0"
Ring
Ring
"0" Ring
Retaining Ring
8. "0"
9.
10.
Il. Roll Pin
12.Warher
a
11
13.
Fitting
I
5
60-222-1
Figure 59. Parking
52
Brake Valve
5-5
b.
Disconnect and
remove
the
snap-ring (IO)from the
lever assembly (4).
Remove the cam lever assembly (3) by
end of the
cam
grasping
rotating the cam lever assembly counterclockwise u´•hiie pulling outward to prevent scoring of the cam
lever assembly surface.
d.
Prior to reassembly, inspect the cam lever assem~1? surface as well as all other moving parts for signs of
excessive wear and replace the components if necessary.
Lubricate all parts with hydraulic fluid (Item 13,
e.
Consumable Materials Charr) and replace O-rings, C/, 8 and
9) and seal O) before reassembly.
f.
Assembly may be accomplished by reversing the
above procedure,
c.
circuit through the
armature
The motor then acts
cal load
on
the
as a
armature
of the
opposite field winding.
generator and the resulting electristops the gear almost instantly.
the lever and
LANDING GEAR SAFETY SYSTEM
(OPTIONALJ
optional landing
’Ihe
the action of
a
gear safety system functions through
solenoid in the landing gear position switch in
conjunction with a three-position safety system switch, a
relay and diode mounted on the front spar, two pressure
switches mounted
on
the inboard side of the left main land-
gear wheel well, and a microswitch located adjacent to
the existing throttle position warning switch in the engine
ing
compartment.
LANDING GEAR SYSTEM
Each pressure switch is connected into the pitot and static
system. The pressure switch in the gear-up circuit is actuated by the pressure differential that exists between the
(Figure 5-5)
operated through adjustable linkage
assembly mounted beneath the
front seats. The actuator assembly is driven by an electric
motor controlled by the landing gear position switch mounted on the right-hand sub panel and limit switches mounted
adiacent to the actuator assembly. The landing gear motor
and the actuator assembly are accessible by removing the
front seat. Access to the limit switches is accomplished by
removing the front sears.
The
landing
connected
gear
are
to an actuator
landing gears may be electrically retracted and extended, and in an emergency may be lowered manually, The
landing gear motor circuit consists of the landing gear posi-
The
tion switch, limit switches, safety switch, motor and circuit
breaker. The push button for resetting the landing gear
motor
circuit breaker is located in the left-hand
subpanel.
and static air system and will close with
approximately 90 mph.
pitot
increasing
pressure at
When the
and
landing gear position
airspeed of 90 mph has
switch is in the UP
position
been attained, the pressure
switch in the gear-up circuit closes and actuates a relay
mounted on the front spar, thus completing the circuit and
an
retracting the landing gear. A diode locks the relay in the
closed position until the retraction cycle is completed. For
the preceding to occur, however, the microswitch in the
engine compartment must also be in the open position. This
microswitch is actuated by the throttle control when the
throttle is advanced sufficiently for the manifold pressure
gage to register approximately 18 inches Hg. Conversely, if
the throttle is retarded beyond the position corresponding to
approximately 18 inches Hg of manifold pressure, the
microswirch will close. If
at
the
same
time the microswitch
closes the
NOTE
airspeed has dropped below 120 mph, the resulrant pressure differential between the pitot and static systems will actuate the pressure switch in the gear-down cir-
Do not attempt to retract the landing gear using
the handcrank, The manual extension system is
cult. With both the microswitch and pressure switch closed,
the current flow through the solenoid will cause the landing
designed to lower the landing gear only. Refer to
appropriate Pilot’s Operating Handbook for
emergency operating instructions.
gear
the
position switch to drop into the DOWN position, thus
completing the gear-down circuit.
If the
~’hen the landing gear switch is placed in the "UP" position. the circuit is completed to the safety switch on the right
hand
gear. If the safety switch has been actuated to
the circuit to the up winding of the landing gear
landing
complete
would be the case if the airplane were airborne or
supported on jacks, the landing gear motor will run until the
landing gear is fully retracted and the upiimit switch is
actuated, breaking the circuit to the landing gear motor.
When the landing gear position switch is placed in the
"DOWN" position, the circuit is completed to the down
winding of the landing gear motor and the motor will operate
until the landing gear has been fully extended and the down
limit switch actuated, breaking the circuit to the landing gear
motor. To prevent overtravel of the gear, the dynamic brake
relay on E-llll and E-124] and after (or the up-brake and
down-brake switches on earlier airplanes) simultaneously
breaks the power circuit to the motor and makes a complete
motor, as
56
gear position switch is placed in the UP posilanding gear safety system switch is in the ON
position, the landing gears will retract only when the following conditions are mutually fulfilled:
landing
tion while the
a.-
least 90
The
airplane
must
have attained
an
airspeed
of
at
mph.
The throttle setting must have been advanced sufficientiy to have produced a manifold pressure of approximately 18 inches Hg.
b.
NOTE
The throttle switch is
set at the factory to close
approximate manifold pressure of 18
inches of Hg is produced at about 3000 feet of
when
an
altitude.
B9
I
i
ii
i´•
It
MAIN GEAR INBOARD DOOR
NOSE WHEEL TRAVEL STOP
MAIN GEAR OUTBOARD
DOOR ADJUSTMENT
is
NOSE WHEEL SHIMMY DAMPENER
O
A
a
Fl
v
\2
4‘
!r
o
NOSE GEAR DOOR ADJUSTMENT
.010--.020
1~
gC1~3
if
O
CHECKING MAIN GEAR
DOWN LOCK TENSION
4
,1 i~dD-Br
E
MAIN GEAR UP-LOCK
i~
SAFETY SWITCH ADJUSTMENT
i. UPLOCK POLLER
Z.UPLOCKBLOCK
36-211.1
Figure 5-5. Landing Gear System
5-7
BZ~’
the
same
token, the
tend under the
The
a.
following
airspeed
landing
gear will
automatically
ex-
must
have
b.
The throttle setting
enough for manifold pressure
proximately 18 inches Hg.
dropped
must
to
below 120
mph.
have been retarded
have
dropped below
ap-
or test
The pressure switches are preset and will not normally require adjustment. Because of the built-in tolerance of these
switches, they should not be tampered with unless radically
that is unless the switch in question fails
out of
adjustment,
an airspeed
within 2 mph above or below the
setting recommended for it. Even then the system piumbthat
ing and electrical wiring should be checked to ascertain
than
other
is
not
trouble
improper
the source of
something
to actuate at
The safety system switch is a three position switch, with
normally ON or OFF positions. The switch also contains a
momentan
PRESSURE SWITCH ADJUSTMENT
conditions:
position for checking that
the system is
functioning properly. When released from the
the snitch returns to the ON position.
test
position.
adjustment of the pressure switches.
Place the aircraft on jacks.
b. With the master switch ON, the landing gear circuit
breaker ON, and the landing gear warning circuit breaker
OFF, advance the throttle to its maximum position.
a.
SYSTEM MAINTENANCE AND ADJUSTMENT
h’o maintenance is required for the landing gear safety
~ystem, other than replacing defective units or checking
the electrical
and
wiring for condition, security of attachment,
ti_ehtness
of electrical connections. The switches
are
preset and adjustment will not normally be required; how
ever, should the s.vstem fail to function properly, the fol-
louinE.
checks and
adjustments
GHECK OF SYSTEM
IN TEST POSITION
may
be
accomplished.
WITH SAFETY SWITCH
c.
ON
Place the
d. Place the
The on-off switch returns
nor-
position unless the pilot intentionally
places the SHitCh in the OFF position.
mall\,
to
landing
gear
position
switch in the UP
posi-
Clamp a section of soft rubber tubing over the pitot
inlet, making certain that the connection is airtight,
f. Crimp the end of the tubing and roll it up until the
airspeed indicator registers 90 mph. The landing gear will
start retracting immediately if the pressure switch is proe.
CA UTION
or
full up CTEST) position. Noise or movement
of the solenoid in the landing gear position switch indicates
that the automatic landing gear extension part of the sys-
functioning properly.
switch in the
head
To avoid
the ON
the
rupturing
speed indicator,
diaphragm of the airtubing must be
the rubber
rolled SLOWLY.
momenta~
is
safety position
tion.
retarded position.
b. Place the battery master switch ON. The landing gear
circuit breaker may be either IN or OUT.
c. Place the landing gear safet~ system switch in the
Iem
gear
perly adjusted.
Place the throttle in the closed
a.
landing
position.
g. If the
step,
turn
switch
wheel
landing
the
gear failed to retract in’the preceding
switch OFF and adjust the pressure
master
(upper switch of
well) as follows:
the two installed in the left main
i. Secure the rolled up tubing so that it will hold the
90 mph.
MICROSWITCH ADJUSTMENT
airspeed indicator reading at
The microsuritch cannot be accurately adjusted on the
ground. Before the microswitch is adjusted, it must be
warning horn switch, is proSection 6 for proper setting of the throttle
horn suitch). The microswitch ma~ then be ad-
ascertained that the throttle
perl~
set
(see
warning
justed as follows:
2. Connect
a
continuity
tester across
the contacts of
the pressure switch, then turn the adjustment screw until
the switch closes at the 90 mph reading on the airspeed
indicator.
h. Turn the master switch ON and roll up the rubber
until the airspeed indicator registers 130 mph, then
~ubing
airplane in flight, mark the throttle control
panel when the manifold pressure gage registers approximately 18 inches Hg.
b. With the airplane on the ground, move the throttle
until the mark on the control is aligned with the control
panel just as it was when the mark was made while the
a~rplane was in flight,
c. Adjust the microswitch until the cam clicks the
sv;itch closed with the throttle in the position indicated
in the preceding step.
a.
With the
at the control
gg
tubing
reading.
secure
that
i.
the
so
that the
airspeed
indicator will hold
Retard the throttle.
j. Slowly bleed off pressure until the airspeed indicator
registers 120 mph. The landing gear will extend immediately if the pressure switch is properly adjusted.
k. Should the landing gear fail to extend, turn the
master switch OFF and
switch of the
two
adjust
(lower
well) as
the pressure switch
installed in the left main wheel
follows:
B9
i.
hold the
Secure the rolled up tubing so that it will
indicator reading at 120 mph.
RIGGING THE LANDING GEAR
airspeed
2.
Connect
a
continuity
rester
across
the
NOTE
of the pressure switch. then turn the adjustment
until the switch closes at the 120 mph reading on the
contacts
screw
airspeed
Turn the
i.
Battery voltage is not sufficient to properly
cycle the landing gear during rigging. A 14.25 r
.25 volt power supply capable of maintaining
the voltage setting should be used for serials
prior to E-1241, except E-llll and a 28.25
.25 volt power supply capable of maintaining
the voltage setting for serials E-IIII, E-I242
and after. If an external power receptacle is not
available on the airplane jumper cables may be
used between the battery and the power supply.
indicator.
Bear safety
system
master switch ON and check the landing
through the complete cycle of operation.
LANDING GEAR POSITION LIGHT ADJUSTMENT
~E-185 and after)
Be
landing gear position lights on the instrument panel are
operated by the up indicator switches and down indicator
The
switches
on
sure
of the
making
before
polarity
the
connection.
each gear.
CAUTION
Before making the following adjustments place the aircraft
jacks. Main Gear: With the gear down and locked,
on
adjust
the down switch (located
on
of the
operation
Excessive
the forward side of the
landing
gear motor
main gear ~-brace) so that the overuavel of the switch
plunger is .050 inch after the switch is actuated to the
without proper cooling may cause damage to
the motor. Allow a short cooling time after
"ON" position. With the gear in the full up position adjust
the up switch (located inboard of the forward side of the
main pear V-brace) so that the overtravel of the switch
each extension and retraction
plunger is .0-FO
"ON" position.
inch after the switch is actuated
to
the
Whenever the
removed
rigging.
Nose Gear: With the gear in down and locked position
adjust the down swirch (located on the right hand side of
the wheel well)
so
that the overtravel of the switch
is .0-r0 inch after the switch is actuated
position.
to
gear
mechanism
gear
retract
written
our:
or
doors
are
the gear and check the
for rigging the landing
following procedure
on the assumption
of rig.
The
was
gear is
landing
disconnected,
or
cycle.
that the entire
landing
plunger
the "ON"
NOTE
With the gear in full up position adjust the up
on the right hand side of the wheel well) so
switch Qocared
plunger is .050 inch after the
position. Check the
the indicator lights correspond
that ovenravel of the switch
sw´•irch is actuated
panel to be
gear position,
instrument
to
the
Recheck the switch
from the
Bll
to
jacks,
the "ON"
sure
adjustment
and
remove
Over-tightening
the
drag leg
connects
the
bind the
strut
or
points. Torque
the
nut
the
on
distort the
nut to
bolt
the shock strut
to
25
to
that
can
attaching
inch-pounds.
strut
75
the aircraft
a.
Lengthen the main and
nose
gear retract rods suf-
5gA
to
eliminate the
danger of the V-brace on the
main
dama_oing
the skin when the gear is retracted and to
prevent excessive tensions on the nose gear retract rods.
Damage to vital parts may result if abnormal loads are
gear
applied
the retract system.
to
By lengthening
the retract
rod, such danger is removed. Disconnect uplock cables at
the brackets, leaving the springs attached. If the springs are
disconnected, upon retraction of the gear the uplock
may damage the top
the lower position.
Disconnect
b.
point
on
wing
nose
the door and
skin. Place the
uplock
arm
block in
wheel door
remove
links
linkage at attaching
by unscrewing at the
upperballjoint.
Remove bolts
c.
door links
rod
b~
at
the main gear outboard
Remove the inboard door actuator
attaching
main strut.
unscrewing from
the inboard rod ends and
removing
bolt in door bracket.
Screw stop bolts in Or-brace assembly, main
approximately four or five threads are showing.
d.
until
gear)
the main strut. To assure a firm seating, insert a
.003 feeler gage under the bolt head and adjust the bolt
until a firm, steady effort is required to pull the feeler gage
out. With the feeler gage removed, screw the bolt down an
additional 3/4 turn. Tighten locknut securely.
against
Check the
j.
uplock
roller for free movement and a
.020 inch between the roller
maximum clearance of.010
and the uplock block. If this clearance is not correct, the
uplock block must be adjusted. To adjust, loosen the block
retaining bolts and adjust the clearance between the roller
and the uplock block. The uplock bracket and the block are
serrated and the serrations must be interlocked.
k. Extend gears and attach the uplock cable to
bracket.
i.
Retract the gears intermittently as in step
above and observe the locking action of the uplock bracket.
If it starts to lock too soon it is an indication that the
uplock
cable is
too
tension of 52.5
tight. The cable should be adjusted for a
0 pounds in the up position. The
10
the switches open the
electrical circlrits before the sector gear hits the
adjusted at the outboard end of the cable. If
adjustment is not obtainable at the cable eye,
additional adjustment may also be made at No. 3 wing rib
by moving the cable housing inboard or outboard.
Extend the gear and check the force required to
m.
deflect the main gear knee joint. With the gears in down
position, it should take 45 to 65 pounds of force to deflect
the knee joint. To increase tension, add 100951S063W
washers between the spring and rod end. A maximum of
internal stops in the gearbox. The sector gear
should not be touching the stop when the
five washers may be added. If
replace the spring.
tension is
sufficient
CA UTION
~en
running
switches
resetting
are
the gear electrically before the
or for the first rime after
reset,
the switches,
caution to make
run
it with extreme
sure
more
tension is needed
stops coasting. Serious damage may
result if the internal stops are hit by the sector
motor
NOTE
gear.
Run the gear about 213 up, then stop and "bump"
e.
the gear the remaining distance to either the limit switch or
the internal stop b~-´•intermittent operation of the circuit
breaker. Check hand crank for 1/8 to 1/4 turn between
If unable
adequate spring tension.
bushings in the retract linkage.
Wear in the bushings has the effect of
lengthening the entire linkage, causing the rod
end spring to compress and stack, leaving
nothing for spring adjustments. New bushings
will shorten the linkage, again permitting
adjustment of the spring.
check for
retracted position and the internal stop. If this clearance is
obtained, adjust the landing gear up iimit switch. To
adjust the up limit switch, lower the landing gear 1/8 to 1/4
not
turn
of the emergency hand crank and adjust the switch by
the screw in the actuator so that it just breaks the
turning
to
obtain
worn
circuit.
Extend the gear and check hand crank. There
1i8 to 1/4 turn between the extended position
f.
should be
and the internal stop. The down limit switch adjustment is
accomplished by benaiin, the switch actuator arm tab so
that it just breaks the circuit,
Extend and
S.
retract
that the switches
the gear two
tension at the aft retract rod
(shorten or lengthen) to
pounds or higher (providing
retract spring does not stack at any point during the full
obtain
or
three times to
correctly set. Check the hand
crank each time to insure proper adjustment,
h. Adjust the main retract rod (either right or left) to
maintain 1/16 inch minimum clearance between the joint
(knee) of the V-brace and lift leg and the top wing skin
dth the lanrtine gear fully retracted. The main gear should
retract only far enough to clear the inboard door in
addition to maintaining the minimum of 1116 inch
assure
With the gears extended in the full down position
n.
and the wheel clearing the floor, adjust the nose gear
are
the
a
deflection force of 55
travel of the
nose
gear)
at the
union of the "V" brace and
the drag leg assembly.
CAUTION
clearance. To decrease the clearance between the knee and
the top
wing skin, shorten the retract rod; to increase
clearance, lengthen the retract rod.
When the proper setting is obtained, leave the gears
i.
in the retracted position and screw the stop bolt down
B2
Do not
than
a
adjust
the rod end
bearing
the nut and the end of the threads
end
out more
maximum of.25 inch measured between
on
the rod
bearings.
5-9
NOTE
Check the
r.
adjustment.
In
the
event~correct tensions cannot be
a
maximum of three
bottom of the
obtained,
piston
100951DD064XM washers may be added at the
aft end of the spring in the retract rod in the
small
Retract the gears, and adjust the nose wheel well retract
rod, ffith the nose strut against the rubber bumper and
doors
disconnected, a force of 30-35 pounds applied
do~nward at the centerline of the tow pin, shall be
required to more the strut off the bumper. With the nose
wheel in the ful]~ retracted position and both doors fully
the door is
c´•utb~ard door
see
not
damaged
flag travel. Set the
and check the indicator
the
to see
On
when retracted. Connect
that the door is
not too
tight,
closed.
Connect main gear inboard door linkage, retract
~ear slowl~ and check for clearance between door linkage
and root rib. Run gear to 3/4 down position and adjust to
p.
maintain 1/4 inch minimum clearance between gear and
inboard door with the slack removed from the door linkage.
Continue this
procedure until
the door will close
in
covering
position
serial
aircraft
mechanical
landing
wheel with
a
place,
retract
the gear
with the gear retracted.
E-262
gear
and
after
the
position indicator is
no
longer installed.
t.
throttle
With the gears in the retracted position and the
closed, check the operation of the throttle warning
horn. If the switch has been moved for any reason, it
should be adjusted so that the distance from the center line
of the roller on the switch to the shoulder on the throttle
linkage
measure
approximately~ 3/8
inch with the throttle
closed.
tightly in
both up and doun positions. Adjust doors by varying the
length of the push-pull linkage rods. Disconnect the rods at
NOTE
f~tting to make this adjustment.
the
right
run
gear do~1 and adjust linkage as required; continue this
procedure until a snug, firm fit is obtained when the door is
rompletel~
Raise the
NOTE
linkage
checking
and mark the
cylinder
strut
indicator. To adjust the position indicator, remove the
indicator cover and bend the actuating wire to move the
flag, or bend the tab on the clamp to increase or decrease
and retract gear slowly, checking to
that clearance is maintained between the door and gear.
After
shock
right
piece of tape.
a
tape touches the end of the cylinder.
Run gear up and check landing gear position
s.
rigged a force oi 20 pounds minimum applied as noted
abo~e, shall be required to move the strut .12 inch
measured along the line of force application.
Unscrew main gear outboard door attachinglink to
o.
assure
with
gear safety switch for proper
down on the piston from the
3/4 inch
jack, compressing the shock strut, until the tape is
even with the lower edge of the cylinder. Adjust the switch
actuating arm at the clevis so the switch is actuated as the
wheel ffell.
nose
landing
Measure
This is
a
temporary adjustment only. To make
the final
adjustment refer to Throttle Warning
Adjustment, (Section 6).
Horn Switch
NOTE
u.
install the main
attaching
the head
may
landing
gear door push rod
bolt in the door linkage bracket with
to
catch
If installed wrong, the bolt
the fuselage skin and root rib of
the
on
rear.
the
the
landing gear
u;ine. causing damage
retract mechanism or preventing the gear from
retracting.
to
Check the
mounted
are
fixed
light
panel. On
should be
extended
landing
landing
be
on
landing
right
the
gear position lights. The lights
of the control column on the
aircraft serials E-T thru ~E-184 the green
when tile landing gear is in the fully
on
position.
The red
light
should be
on
when the
gear is in the fully retracted position. When the
gear is in an intransit position neither light should
On aircraft serials E-185 and after, three green lights,
for each gear, are illuminated whenever the landing
gears are "down and locked". The red light illuminates any
on.
one
Connect nose door linkage and rig nose door.
closely to see that right hand aft hinge clears the tire.
Adiust the nose gear doors by varying the length of the
push-pull linkage rods in the nose wheel well. With the gear
retracted. the doors should have a slight tension on them
from the actuator rods to keep the doors from vibrating.
q.
Check
time
one
or
all of the
intermediate
landing
positions.
gears
Ah of the
the g~ars are up and locked.
Recheck limit switch
v.
are
intransit
lights
or in any
will be out when
and
adjustment
remove
aircraft from the jack.
MAIN GEAR REMOVAL AND INSTALLATION
hTOTE
When removing the
original adjustments
To aid in
maintaining proper nose gear door
drag brace assembly on E-437 and
adjustable door actuating pin.
tension, the
after, has an
510
landing
at
gear, take
the rod end
care
to
f~ttings
preserve the
to facilitate
reinstallation.
a.
With the aircraft
on a
jack,
retract
the gear until
B2
the inboard
the
in the full open
landing
position.
gear door from
landing gear strut.
at
DISASSEMBLY OF THE MAIN GEAR SHOCK
STRUT
(Figure 5-7)
Disconnect the inboard
c.
rod
landing gear door is
Disconnect the outboard
b.
landing
gear door
actuating
the forward door
d.
hinge.
Unsnap the canvas cover and
Deflate the
a.
disconnect the
assembly from the strut.
e.
Open brake c~linder bleed ports
uplock
valve
strut
completely
and
remove
the air
assembly.
and pump all fluid
from the s~stem.
f.
Disconnect the
hose
hydraulic line where the flexible
tubing on the landing gear.
Disconnect thesafetyswitchwires.
Remove the bolt attaching the lift leg to the strut.
couples
g.
h.
to
WARN ING
the
Do not
Remove the access door in the lower surface of the
win~ leading edge for access to the strut brace forward
hinge bolt and remove the nut. The strut brace rear hinge
bolt is accessible by lowering the flap.
unscrew
the air valve
assembly until
all
the air pressure has been released or it may be
blown out with considerable force, causing
i.
injury
Remove the hinge bolts securing the main gear
assembly and lower it away from the aircraft. Be
careful not to bend the skin at the wheel well edge when
or
damage.
j.
strut
removing the strut.
k.
Reinstall
reversing
250
the
the removal
800
main landing gear assembly by
procedure. Torque the hinge bolts
inch-pounds. Operate
proper rig_ging of uplock and doors.
B2
to
b.
Remove the snap
out of the barrel.
ring
and
pull
the orifice tube
assembly
the gear
to
c.
Invert the
strut
and drain the
hydraulic fluid
out
of
the strut.
check for
d.
out
Disconnect the torque knees and slide the piston
of the barrel.
5-10A
ASSEMBL Y OF MAIN LANDING GEAR SHOCK
STRUT (Figure 5-7)
i j;-I
.0~4 MUSIC WIRE
n-
t--
14
install the "0" ring in the center brazed bearing.
two dowel rods to work into position, as shown in
Figure 5-6.
a.
~f
using
DOWEL
b. Soak the felt
ROD
below the
in SAE No. 10 oil and install it
pad
brazed
bearing.
ring over the piston.
d. Slide the piston into the barrel exercising caution not
to damage the "0" ring in the barrel. Work the scraper
ring into the lower end of the barrel. Connect the torque
BRAZEI)
c.
AN6227-31 O-R~G
CYL~NDER
Slip
center
the scraper
knees.
DOWEL
e.
ring
Figure
5-6. "0"
Ring Removal
and Installation
orif~ce
Do not disconnect the torque knees without
deflating the strut, The torque knees pro-
Chart)
vide the extension
the strut
absorber
position.
free
stop for the lower shock
and when disconnected, the
to slide out of the upper
tube into the barrel
5-6.
fully
actuate the strut
at
least
PARTS
the
several times
to
orifice; then refill with
and install the snap ring.
3. Install the "0"
ring
valve
assembly
the air valve
valve
core)
assembly
the threads of the air
assembly (minus the
into the threaded hole in the orifrce tube asand
screw
over
sembiy.
4. Extend the strut at least
the
two
excess
inches then compress
air and fluid to escape
REPLA CEMENT
NOTE
Check the
assembly
for cracks and
complete
Replace worn or defective parts.
b. Replace the "0" ring seals. Clean parts with solvent
Otem 15, Consumable Materials Chart) and immerse parts
in clean hydraulic fluid (Item 13, Consumable Materials
Chart) prior to assembly.
a.
strut
corrosion.
on top of the cap
"0" ring of the valve; then
look for defects in the valve.
c.
If the strut has been
properly
amount of fluid will escape
refilled
through
a
small
the air
valve’ body. If
no fluid escapes, slowly actuate
the strut several times, remove the snap ring
and repeat steps 1, 2, 3, and 4.
If fluid leaks have been observed
assembl~, check
the small
f. Install the valve
core.
MAIN G EAR -TO LE RANGES
following are manufacturing tolerances which will aid´•in determining the extent of wear. The exact allowable deviation
from these tolerances must be determined by the performance of the strut. See Figure 5-7 for Main Gear Assembly nlus-
The
tration.
(13)
Piston
Maximum 1.8650
.0010
.0005
Upper Torque
Knee Pin
(11)
Maximum .4990 +.0000
-.0005
Lower
Torque Knee Pin
I
114 inch from the fully compressed
completely allowing
through the air valve body.
AND
slowly
all the air from below the
it
INSPECT/ON
assembly. Install
2. Install the orifice tube into the barrel
e. Remove the scraper ring, felt pad and "0" ring.
Removal of the "0" ring may be easier if a hook,
manufactured from a length of music wire is used as shown
Figure
and
remove
assembly
is
Con-
Chart)
snap ring and the air valve assembly. If a fluid measuring
device is not available use the following procedure:
i. With the strut extended at least 114 inch, fill the
strut with hydraulic fluid (item 13, Consumable Materials
first
piston
(Item 13,
fluid
hydraulic
of
cc
into the strut. Install the top "0"
and the compression ring on the orifice tube and in-
stall the
WARNING
in
Pour 800
sumable Materials
ROD
(18)
Maximum .4990
.0000
-.0005
5-11
I
Ca’i)-1
~----2A
23
o~--TZB
o
26
S~iil
25
b
a
22
oUl~jr(
o
23
7
21
4~
10
11
:1,
14
15
1312
1.
16
19
17
1
c;
1.
Retainer
2.
2A.
2B.
3.
Air Valve
4.
5.
Orifice Tube
Barrel
6.
7.
Packing
Compression Ring
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
1,
Ring
Assembly
Valve Core
"O" Ring
"0"
Ring
Felt Pad
Upper Torque
Scraper Ring
Upper Torque
Spacer
Knee
Bushing
Knee Pin
Piston
Upper Torque
Knee
Center Torque Knee Bushing
Lower Torque Knee
Lower Torque Knee Bushing
Lower Torque Knee Pin
Axle Socket
Axle
Brazed Retaining Bolt
Cross Arm Barrel Attach Bolt
Main Landing Gear Brace Bolt
Main Landing Gear Hinge Bolt´•
Cross Arm Hinge Bushing
1Main Landing Gear Cross Arm
Spacer
Landing Gear Brace
Main
te‘
36-10~-1
Figure 5-7.
5-1’
Main Gear Shock Strut
To leak rest the strut
X-
assembly, inflate the
WARNING
strut to
air pressure. Coat the top of the
orifice tube and the air valve with soap suds to test for air
Do not
leaks.
air pressure has been released
approximately
100
psi
unscrew
the air valve
assembly until all
or
it may be
blown off with considerable force and
injury
or
cause
damage.
WARNING
all operations involving eqlripment
high pressure, exercise caution when
performing the leak test; avoid the areas
directly abope and below the strut.
As with
b.
under
c.
Retract the
piston
to
push
the orifice tube out of
h.
the top of the barrel. Remove the orifice tube.
d. Invert the strut and drain out the hydraulic fluid.
Disconnect the torque knees by removing the bolt
e.
airplane empty except for fuel when properly inflated
barrel. Remove the collar.
Deflate the strut and install on the aircraft. With
of the airplane on the gear, check the strut
inflation. There should be 3 inches of piston exposed with
the
the
Remove the snap ring retaining the orifice tube
assembly.
and
bushing.
Slide the piston and fork assembly
out
of the
~ith air.
WARNING
LUBR/CATION OF UP-LOCK ROLLERS
Do
with solvent under pressure.
Using a pressure gun, the up-lock bearing is lubricated
through a grease finin~ installed in the up-lock bearing bolt.
absorber
are
1
disconnect the torque knees without
deflating the strut. The torque knees
The up-lock roller bearings should be lubricated with grease
(Item 11, Consumable Materials Chart), every 100 hours or
any time that while cleaning the wheel well, the bearings
subjected
to
not
first
provide
degreasing
the extension stop for the lower shock
cylinder assembly and when
disconnected, the piston is free
the upper barrel
to
slide out of
assembly.
NOTE
The
~ease
above the
supply
bearing,
fitting
up-lock
on
the
roller
lubrication
for
f.
Remove the lower snap ring, adapter, and scraper.
Remove the "0" ring from the center bearing and remove
the felt lubricating pad from inside the barrel.
g. Remove the shimmy dampener and pull the barrel
drag leg, directly
does not
bearing,
the
up-lock roller
outofthebrace.
NOSE GEAR REMOVAL AND INSTALLATION
INSPECTIOIV AND PARTS REPLACEMENT
U’hen
removin~
the
original adjustments
gear, take care to retain the
the rod end fittings to facilitate
nose
at
reinstallation.
With the aircraft on a jack, partially retract the
a.
landing gear to reheve the load on the retract rod
compression spring.
b. Disconnect the steering yoke at its rod end fittings
at the top of the landing gear,
Disconnect the drag leg at its fitting on the nose.
c.
gear brace assembly~
d. Remove the hinge bolts securing the nose gear to
the
f~rselage
structure
and lower the
gear away from
nose
the aircraft,
e.
remo\dl
Check ah the metal parts of the strut assembly for
a.
cracks, and corrosion. Replace worn or defective parts.
Clean parts with solvent (Item IS, Consumable Materials
Chart); remove solvent and, to ease reassembly, apply
hydraulic fluid (Item 13, Consumable Materials Chart) to
ah friction surfaces.
b.
If fluid leaks
nose
gear
assembly
by
reversing
the
observed
on
top of the air valve
Replace any other part considered
damaged beyond serviceable limits.
e.
Reinstall the
are
assembly, check the small "O" ring of the valve assembly;
then look for defects in the valve assembly.
c.
Replace scored bushings, bearings and pins.
d. Replace self locking nuts which have lost their
locking ability and all cotter pins.
to
be
worn or
procedure.
ASSEMBL Y OF NOSE GEA R SHOCK STRUT
DISASSEEABL Y OF NOSE GEAR SHOCK STRUT
(Figure 5-8)
(Figure 5-8)
install the "0" ring in the center bearing, wing
two dowl rods to work it into position. Soak the lubricating
felt pad in SAE No. 10 oil before installation. Install the
a.
a.
Deflate
assembly.
32
the
strut
and
remove
the
air
valve
5-13
6
%PsC
3
1.
Retainer Ring
2.
"0"
3,
Collar
Air Valre
4.5.
mihSylbmessA
6.
Orifice Tube
7,8.
Ring
Felt"O"daP
9.
10.
11.
12,
13,
14.
15.
16.
17,
18.
19.
20.
1
Ring
\’i
6
Upper Torque Knee Bushing
Upper Torque Knee Pin
Piston Ring
SfiimmS Damper
;i
r
jj
7
Barrel
ca
Upper Torque Knee
Torque Knee Bushing
Bearing
Scraper Adapter
Scraper
Snap Ring
d
10
9
12
mston
21,
22.
23.
24.
Loa´•er
25.
Brace
Loffer
B
Is
Torque gnee
Torque Knee
11
Pin
Plug
Fo~
r
Assembly
~ts
(F~P
20
\i
22
j
1
$Oj
36---!
/i
a
36-106-1
Figure 5-8.
5-1´•1
Nose Gear Shock Strut
"0" ring in the upper groove in the barrel.
b. Install the upper and lower torque knees using the
shorter
pin in the
NOTE
upper torque knee.
If bearings or laminated shim have
placed, disregard step "f’.
Slide the barrel assembly into the nose wheel brace
and install the shimmy dampener, using washers between
the shimm_v dampener and the brace as required to align the
c.
dampener rod end and bracket.
d. Slide the snap ring, adapter, and scraper over the top
of the piston. Slide the piston into the barrel and connect
I
the torque knees.
Fill the strut with
5001550
r.Consumable
)trahlaterials
hC
(Item.13,
cc
of
hydraulic fluid,
f. Leave the shim
not
been
re-
(5)
off of the barrel and install the
layer at a time from the laminated shim until it will fit freely into the space between
the collar and the upper nose wheel brace bearing. Remove
the collar after the shim has been fitted.
collar
temporarily. Peel
one
5-14A
g: Install the shim. barrel collar, and roll assembly,
Check the clearance between the shim and collar with
Inflate the strut to approximately 100 psi. Coat the
and
air valve with soap suds to test for leaks. Deflate
cap
the strut and install on aircraft. With the weight of the
i.
a
feeler gage. The maximum clearance is.012 inch. Install
the "0" ring and air val~e assembly.
h. Install the
compression ring
and the "0"
ring
orifice tube. Install the orifice tube in the barrel
I
Install theoriiice
on
airplane
the gear, check the strut inflation. There should
the airplane empty
except for fuel when properly inflated with air.
be
the
assemblq´•.
on
3-112 inches of piston exposed with
tuberetainingsnapring.
NOSE GEAR TOLERANCES
Listed below
are
manufacturing
from those tolerances
can
tolerances which will aid in
be allowed must be determined
determining the extent of wear. Exactly how much deviation
by the performance of the strut. See Figure 5-8 for Nose Gear
Assembly Illustration.
Upper Gear Brace Bearing (5)
I.D. 2.250 +.002
O.D. 2.379 +.000
-.000
Lower
Bearing(16)
ID.1.751
-.001
+.001
O.D.1.8750
+.0015
-.000
I
-.0000
I.D.1.4B4~.002
DrificeTube(6)
O.D. 1.7490
+.0010
-.0005
Upper Torque Knee
Roll Pin
(10)
Upper Torque Knee Bushing (9~
O.D. Maximum .3730
1.D..3750
.0005
.0005
O.D..438
+.001
.000
Torque Knee Bushing (15)
I.D..3,500
.0005
O.D..311
+.000
.001
Lower
Torque Knee
Roll Pin
(22)
O.D. Maximum .3730
NOSE GEAR SHIMMY DAMPENER DISASSEMBLY
.0005
TABLE OF MANUFACTURER’S TOLERANCES
(Figure 5-9)
NOTE
Remove cotter pin (8), washer (7), aft retainer ring
and the scraper ring (2). Force the barrel end (3) out
of the barrel by working the piston back and forth. Rea.
(1),
move
the "0"
rings (4) from the barrel end.
remaining hydraulic fluid from
b. Remove all
my
Parts may be reused if maximum wear is no
greater than 0.005 inch below the tolerances
listed below. For example, the barrel may be reused if its inside diameter does not exceed
the shim-
0.867.
dampener.
c.
Remove the forward snap ring (5) and slide the
rod (6) and parts out of the barrel.
Barrel Inside Diameter
piston
I
Max. 0.862
Min. 0.860
d. Remove the
compression spring (9).
e. Remove the aft floating piston (10) with a 6-32
scre\r´• and remove the "0" ring (11).
f. Insert a long 6-32 screw into the hole at the clevis
end of the piston and engage the floating piston (12). Mainrain tension on the floating piston while driving out the
piston retaining pin (13).
g. Release the floating piston slowly and push it out the
open end of the piston rod and remove the "0" ring(l4).
h. Remove the remaining compression spring (15) from
the rod and slide the piston (36) off the piston rod.
Remove the "O" rings (17) from the piston (16).
i. Remove the barrel end (18) and scraper ring (19)
from the piston rod and remove the "0" ring (20) from the
barrel end(l8).
Piston Outside Diameter
Max. 0.857
Min. 0.853
Piston Rod Outside Diameter
Max. 0.3745
Min. 0.3735
Piston Rod Inside Diameter
(Reservoir Portion)
Max. 0.250
Min. 0.246
Floating Piston Diameter
Max. 0.240
Min. 0.235
Barrel End Inside Diameter
Max. 0.377
Min. 0.376
5-15
Q
d1 g
2,’
s
a
internal Retainer
2.
Ring
Scraper Ring
3. Barrel End
4. "0" Ring
5.
6,
7.
8.
9,
~O.
Snap Ring
Piston Rod
Washer
Cotter Pin
Compression Spring
Floating Piston
11. "O"
12.
13.
14.
15.
16.
1?.
18.
19.
20.
Ring
Floating Piston
Piston Retaining Pin
"0" Ring
Compressions Spring
Piston
"O" Ring
Barrel End
Scraper Ring
"0" Ring
21. Barrel
Figure 9-9. Shimmy Dampener
5-1 (i
GLEANING, REPAIR, AND PARTS REPLACE-
limit switch assembly
MENT
tor
Repairs on the shimmy dampener should be confined to
replacing worn or leaking "0" rings or replacing the
complete assembly. HThen disassembled, clean all parts with
cleaning
(Itp,m 15, Consumable Materials Chart) and
the parts uith hydraulic fluid Otem 13.
so~enr
lubricate
Chart).
Consumable Materials
and
the left hand side of the
on
the switch
move
assembly aside
actua-
permit
re-
moval of the actuator.
f. Disconnect the landing gear motor electrical wiring.
g. Remove the landing gear actuator access door on the
bottom of the fuselage, and remove the nose gear actuator
retract arm and linkage from the actuator.
h. Remove the four actuator attaching nuts and remove
the actuator.
i.
Installation is the
of removal. When reinstall-
reverse
REASSEMBL Y OF SHIMM Y DAMPENER
ing
(Fi~e 5-9)
make certain that the index mark
the
nose
gear actuator retract arm on the
the index mark
the "0" ring (20) on the barrel end (18).
Slide the scraper
(19~ and barrel end on the piston rod
uators are
(6).
the actuator.
Replace
a.
to
ring
Replace the "0" ring (14) on the forward floating
piston (12~ and insert the compression spring (15) and the
floating piston into the piston rod (6). With a long 6-32
screw, engage the floating piston (12) and pull it toward the
clevis end of the piston rod to compress the spring (15)
until the dampener piston retaining pin (13) can be
b.
j. Make
on
the
actuator
certain that the
on
the
arm
actuator,
coincides with
shaft.
gear limit switch actinstalled when the retract rods are connected to
landing
k. Reinstall cotter
After
i.
pins and safety wire.
the landing gear actuator installthe landing gear for proper rigging.
completing
ation, check
OVERHAUL OF THE LANDING GEARACTUATOR (Figure 5-10)
inserted.
dampener piston (16) on the piston rod and
retaining pin. Replace the "0" rings (17) on the
Place the
c.
insert the
dampener piston.
d. Insert the
piston rod assembly
into the barrel
(21)
the snap ring (5) into position,
e. Place the dampener in a vise with the open end up
and frll the barrel and piston with hydraulic fluid Otem 13,
and
place
Consumable Materials
Chart).
Remove the
a.
motor
(1)
Work the piston rod up and
fluid, then refill
NOTE
(3),
rin_es
floating piston (10~, insert the barrel end
and the scraper ring (2~ into the barrel (21) and secure
them with the internal retainer rin~ (1).
g. Engdge the forward floating piston (12) with the 6-32
long screw and pun forward. At the same time, insert the
afr floating piston (l0) and compression spring (9) and
push down. The piston will follow the fluid down and
~Replace
ring (11)
on
the "0"
in the barrel end
and "0"
enu~ of air into the rod aaembly~ Secure the
spring and piston with the washer (7) and the coner pin
(8). To check the fluid level in the shimmy dampener,
spread the portion of the cotter pin within the piston rod
a
Before the shaft is removed from the actuator,
a line with paint on the actuator drive
the
prevent the
and insert
~ire through the hole in the washer at the aft
piston rod;ntil the wire touches the bortom of
floating piston. If the wire enters the piston
rod over 2-3/8 inches, remove the floating piston and add
more fluid to the piston rod.
end of the
the hole in the
mark
shaft and
a.
Remove the cabin front seats,
access
covers on
top and directly be-
d. Remove the
connect
the
landing
gear
f. Remove the
(16)
e.
Remove the four
screws
securing the
landing
gear
remove
(9)
the
from the
sector
gear
and
remove
screws
(15)
from the hand crank housing
housing from the actuator
the hand crank
housing.
a
lug spanner wrench
remove
the retainer nut
from the actuator housing. Tap the shaft (19) out in
the direction of the arrow. The bearing (20) will now come
out with the shaft and the seal (22) is now free. Remove
the coner pin and screw in the lock nut (21) and push
(17)
on the bearing (20) and remove the two sections of
half-ring(l8) from the shaft.
h. Remove the bearings (23 and 24) from the actuator
down
i.
Remove the seal
(25)
and the
bearing (26) from
the
top and bottom housing halves.
j.
uator.
and the bolt
the shaft.
housing.
attaching bolts and disdoor actuating rods at the act-
motor
(8)
(10), sector gear stop (32), and spacer (33).
e. Remove the screw (11! from the actuator hand crank
(12) and remove the spacer (13) and "0" ring (14) from
actuator.
flap
screws
housing. Separate the housing and
the
the
push the shaft
direction of the
arrow.
hind the front carry throu~ structure.
c. Disconnect the main landing gear retract rods at the
d. Remove
then
reassembly,
assembly in the
of the
our
the index
actuator worm sector at
marks to aid in
S´• With
REIWOVING AND INSTALLING THE LAIVD/NG GEA R ACTUA TOR ASSEMBL Y
b. Remove the
remove
(39) and remove the gear (4) from the shaft.
c. Remove the
slap ring (5) from the end of the
actuator drive shaft (7) and remove the actuator retract arm
(6) from the shaft.
down until bubbles stop appearing in the
the bIirrel and the piston rod.
f.
from the actuator and
the gear (2) from the face of the motor.
b. Remove the snap ring (3) from the end of the shaft
Remove the snap
slide the
nose
gear
ring (27) from the shaft (7) and
actuator retract arm
(28)
off the shaft.
5-1 6A
k. Remove the
bearing (29) from the housing. Clean
all
15, Consumable Materials Chart) reand
oil. Check all bearings for cracks and
the
moving
_g~ease
wear. Check the teeth of the sector gear for cracks and
parts in solvent
(Jtem
Replace parts as necessary. Replace all seals at reassembly. Seal the upper and lower housing joints using
Sealing Compound (Jtem 3, Sealing Chart). Reassemble the
actuator in the reverse or’ the above procedure. Remove
the frller plug from the actuator housing and fill the housing with 1/2 pint of gear grease (Item 10, Consumable
Materials Chart). Before attaching the motor, pack the
motor gear housing with approximately one ounce of grease
(Item 8, Consumable Materials Chart).
housing center-line.
Fill within
.00
-.10 inch of the
NOTE
wear.
assembly when installing the actuator drive
(7) through the actuator worm sector(l0)
make sure the index marks on each piece
match. The same applies when installing the
At
shaft
nose gear actuator retract arm (28) and the
main actuator retract arm (6) on each end of
the actuator drive shaft (7).
5-17
6
31
Q
1.
hlotor
2.
3.
Spur and Pinion Gear
Snap ~ing
4.
Worm Drive Gear
5.
Snap Ring
6,
Actuator Retract Arm
7.
Actuator
8.
Screw
Bolt
9.
10.
II.
24
33
Dri~e Shaft
25
P~
22
‘i~h
Actuator Worm Sector
Screw
26
.a
h~l
’B
12.
Actuator Hand Crank
13.
14.
Spacer
"0" Ring Seal
15.
Screw
16.
16
~fi
3
29
Hand Crank Shaft
s~
Housing
B
17.
Retainer Nut
18.
Half-ring
19.
Worm Gear
26~
20.
Bearing
27.
Bearing
SnaDRing
21.
Lock Nut
28~
Actuator Retract Arm
22.
Seal
29.
Bearing
23.
Bearing
Bearing
30.
Grease Fill
24.
BallCheck
25.
Seal
31~
32.
Sector Gear
o~l
Plug
Stop Assy.
21
21
33, Spacer
Figure
_5-is
5-10.
Landing Gear
Actuator
9
REMO VING AND INSTALLING THE LANDING
GEAR MOTOR
make the
to
NOSE
Remove the rieht front seat.
b.Remove the access plate
adjustment.
WHEEL
STOP ADJUSTMENT
TRAVEL
a
I
disconnect the electrical
c. Remove the three
over
the
motor
and
uizing.
landing gear motor attaching bolts
and remove the landing gear motor.
d Reinstall the landing gear motor by reversing the
above
procedure and safety the three attaching
bolts.
The travel stop must be adjusted so that the nose wheel
travel is stopped when the shimmy dampener is 1/32 inch
from its maximum travel.
If adjustment is
mended:
a.
REMOVAL AND INSTALLATION OF MAIN
LANDING GEAR RETRACT ROD
they
required
Loosen the locknuts
clear the
b. Turn the
stops
nose
Remove the
b. Remove the
pilot’s
and
co-I~ot’s
access covers
the
seats.
directly behind
nose
tape
carry-through spar.
c. With airplane
dampener piston
the inboard door is
nose
on jack, partially retract the par until
fully ooen.
d. Remove attaching ~oits and disconnect retract rod
from landing gear actuator retract arm,
e. Remove attaching bolt and disconnect retract rod
landing gear V-brace.
f. Remove retract rod through the wheel well.
g. ReinstaU the retract rod by reversing the above
from main
moval
adjustment bolts so that
wheel straightener.
the extreme left turn posi-
must
nose
be clear of the stops with
the
aft
end
of the
shimmy
1132 inch from the scraper ring.
d. Turn the locknuts
on
the
adjustment
bolts
so
that the
turned, and the tape on the piston rod just
contacts the scraper ring. Tighten the locknuts securely.
e. Repeat steps "b", "c", and "d" above except turn
the nose wheel to the extreme right, and place the tape
on
re-
recom-
position.
around
rod
is
the
the
wheel to
wheel in this
c.Piace
the ~ont
on
on
tion; the adjustment bolts
a.
following procedure
the
wheel is
the forward end of the
piston rod.
WHEEL AND TIRE MAINTENANCE
procedure.
Smooth wheel abrasions, nicks and bum with a fine file
and retouch with tinc chromate primer and aluminum
lacquer to prevent corrosion. Replace any damaged wheel
CAUTION
installing a landing gear retract rod, be
extremely careful to install the rod so that the
M around
curved portion of the rod end
H~hen
the actuator shaft when the gears
tracred position,
are
in the
re-
parts.
Replace
cessive
tire
casings showing breaks, blisters,
or ex-
wear.
In service, tire
landing. Normally,
so
there is
no
grow slightlv due to shock loads
this growth is balanced by tread wear
carcasses
in
increase in tire diameter.
NOSE WHEEL STEERING MECHANISM
Beech Aircraft
wheel should be parallel to the fore and aft
center line of the airplane with the rudder pedals in the
neutral position. Loosen the nose gear steering actuator
arm at tile air end and screw the end fitting either in or out
The
nose
Corporation
cannot recommend the
use
of
tires. The tires may pass the retraction test when
first installed; however, recapped tires have a tendency to
swell after use and may cause malfunctions of the retract
recapped
system
or
damage
the
landing
gear doors.
5-19
fROUBLESHOOTING
LANDING GEAR ELECTRICAL SYSTEM
INDICA TION
i, Landing gear motor fails
off when gear is retracted
to
PROBABLE CAUSE
shut
a,
Up limit switch
out
of adjustment.
b, Defective switch.
2,
Landing gear fails to retract.
3,
Landing gear motor fails to shut
oHwhen
when gear is extended
Landing gear actuator is hitting
a.
Readjust switch.
b,
Replace switch,
a.
Safety switch not closing,
a,
Readjust,
b,
Up limit switch remaining open.
b.
Replace limit switch.
a.
Down limit switch does not open,
a,
Readjust limit switch.
b.
Replace limit switch.
a.
Readjust limit switch.
b.
Replace switch.
a,
Check continuity,
b, Defective down limit switch.
3.
REMARKS
a
Limit switch
out
ofadjustment,
internal stops.
b, Limit switch is
5.
Warning horn inoperative or
malfunctioning.
a,
inoperative.
Open or grounded
b. Throttle switches
6.
Landing gear fails to
extend,
a.
circuit,
inoperative.
Tripped circuit breaker,
b. Down limit switches open.
b, Check and
a,
adjust as necessary,
Reset circuit breaker.
b. Check down limit switch. With the
gear retracted the down limit switch
should be closed.
c,
Open circuit.
d
Landing gear motor inoperative.
Run a continuity check
limit switch,
c.
d. Check
on
the down
brushes, overhaul of replace
motor.
7,
Landing gear will not retract
or
a,
Bad electrical connections.
extend
a,
Run
a
continuity check from
circuit
breakertoswitch,
b.
Landing gear motor not grounded,
b. Check motor
c.
Defective control circuit,
c.
d
Landing,Oear motor inoperative.
ground.
Checkitems i through 3.
d, Check brushes overhaul
or
replace
motor,
BRAKE SYSTEM
i. Solid
pedal
and
no
brakes.
a.
Brake lining
worn
beyond alIow-
a.
Replace lining,
Bleed brake system,
able limit.
Spongy
j~ Unable
brake,
to
hold pressure,
a.
Air in system,
a,
a.
Leak in brake system,
a,
b. Defective
cyIinder~
3-=0
master
Visually check entire system for
evidence ofleaks.
b. Check
ifscored.
master
cylinder seals, replace
TROUBLESHOOTING
BRAKE SYSTEM (Continued)
IND/CA T/ON
4.
Parking brake will not
5. Brakes
~ab.
hold.
PROBABLE CA USE
a.
Air in system.
REMARKS
a.
Bleed brake system.
b. Defective
parking brake valve.
b.
Replace
a. Stones or
brake disc.
foreign matter locking
a.
Clean brake disc and
b.
Replace
b.
Warped or bent
disc.
the valve.
lining.
disc.
5-21
POWER PLANT
GROUND RUNNING AND WARM- UP
E-l AND AFTER
The Bonanza
airplane Serials
E-I and after
with either IO-520-B.’f0-520-BA
or
are
equipped
Head the aircraft into the wind.
b.
Operate
propeller blade
10-520-88 Continental
engines. Airplane serials E-l through E-272 except E-265
are equipped with 10-520-8 engines: E-265, E-773 through
E-1370 are equipped with 1O-520-BA engines; and E1371
and after are equipped Hith 10-520-BE engines. These are
normall? aspirated, fuel injected engines rated at 285
horsepower at 2700 rpm. The IO-S20-BA engine differs
from the 1O-520-B engine in that the harmonic balancers
are different. The Ia520-BB engine differs from the other
engines in that it has an improved crankshaft and other
changes related to the improved crankshaft.
a.
the
set at
engine
Maintain the cylinder head temperature between
Never allow the cylinder head
c.
2000F and 460"F.
temperature to exceed 460"F.
Extended periods of
d.
in fouled
Turbocharged
position
The
Bonanza A36TC
with T3I0S?O-UB
airplanes
engines.
These
is located beneath and
f.
Use
a
throttle
are
noted within the
to
the left
rear
obtain maximum continuous
speeds of %,000
rpm
tin
an
exceed 115,000 rpm) and
o\´•erspeed
run for I to’ minutes after the engine has been shut down.
must not
minutes of turbocharger
operation
slow down before the
to
engine is shut
pressure is
the engine
and investigate the cause. Normal oil pressure
maximum rpm should be 30-60 psi and 10 psi
at
idle.
Check to
a.
the magneto switch is in the
Disconnect the necessary electrical
b.
the
assure
position.
wiring
from
engine cowling.
Remove the AN bolts at each end of the center
c.
cowling angle and
d.
remove
To reinstall,
cowling.
the
reverse
the removal
procedure.
occurs
without oil pressure because the engine oil pump is not
running. Therefore it is important that the turbocharger be
allowed
no
at
"OFF"
2
engine
of
engine should be allowed to run at idle for a short
period of time (4 to 5 minutes) before it is shut down. This
idle time will allow the turbocharger to slow down and cool
before its oil supply is shut off. The turbocharger can
to
1200 rpm for
specified time, stop
the
1
of
60 seconds in cold weather. If
engines are
turbocharger
COWLING REMOVAL
This
setting
An oil pressure indication of 10 psi should be
noted within 30 seconds in warm weather, and
equipped
The
is driven by exhaust gases.
turbocharger is lubricated by engine oil and is dependent
upon the engine oil pump for its lubrication. For this reason
condition it
the
warm-up.
a means
turbocharger
engine and
leaning is required during
unless
checkout.
horsepower at 2700 rpm. The
by which the engine can maintain takeoff
power from sea level through a critical altitude of 20.500
feet with a maximum operating altitude of 25.000 feet.
the
result
may
NOTE
rated at 300
provides
at low rpm
The mixture control should remain in the "FULL
e.
RICH"
with turbocharged Continental engines. Airplane serial EAI is equipped with TSiO-520-U and EA-2 and after are
equipped
idling
spark plugs.
EA-I AND AFTER
The
the ground with the
angle thigh rpm) setting.
on
the minimum
COWL FLAPS
down.
flaps (E-l and after) are used to help cool the
engine by allowing air to more easily flow out of the engine
compartment. The cowl flaps are controlled by a knob in
the instrument panel, and can be opened or closed as
needed to maintain proper engine temperature. On EA-I
and after there are no cowl flaps, but fixed gills. There is
no adjustment to the gills.
The cowl
The engine is designed to operate with a maximum
manifold pressure of 36 in. Hg., and is protected from
overboost
by
an
automatic pressure relief valve. This valve
from the turbocharger and will
is located downstream
relieve pressure if the
condition of 39.-C in. Hg.
system reaches
an
overboost
ENGINE BAFFLES
ENGINE REMOVAL AND INSTALLATION
(E-l and after)
cooling the engine.
The baffle behind number 2 cylinder is extremely important
from the standpoint of engine cooling, and should be
checked for a bent or abnormal condition if cylinder head
over heating is experienced. Also for proper cooling the
procedure in Section 7).
b.
Remove the cowling.
baffle seals, which contact the cowl door, should curve
fonvard or up Ooward the air now) when the cowl door is
and wiring harnesses. Be
closed.
fittings.
The
810
engine
baffles main functions
are
a.
c.
Remove the
propeller. (See Propeller
Disconnect the ducts,
sure
Removal
engine controls, plumbing
to cap
all open lines and
61
CAUTION
removing the
The magnetos should be considered hot when
the ground lead is disconnected. To avoid
mixer valve.
accidental
box and the
f.
Disconnect
support under the rail of the aircraft.
Place the engine hoist in position and attach
e.
the
lifting
f.
harness.
eyes
engine.
engine sufficiently
tension from the shock
mount
i.
the
to
remove
the
Mark the shock
at
on
mounts so
the
Place the
bolts. Remove the 6 bolts
engine
mount to
airplane.
the
remove
can
opposite sides
shock
rear
the left
attaching
rear
the wheel well.
Carefully hoist the engine from
i.
they
and
and attach to
Remove the 2 front and the right
k.
mount
NOTE
and installed
engine controls, plumbing,
tension from the shock mount bolts.
bolts.
Remove the shock mount bolts.
g.
the
and label all items for reinstallation. Be
Tag
engine hoist in position
lifting eyes on the engine.
Hoist the engine sufficiently to
j.
to
the
on
the air
stack from
exhaust
cap all open tubing.
Place a support under the tail of the
h.
a
Hoist the
tubing between
the
at
inlet.
the
Disconnect the
g.
sure to
Place
turbocharger
tubing
turbocharger.
wiring
d.
hinge pins.
Remove the air induction
e.
starting of the engine, ground the
magneto by connecting a wire to the magneto
su´•itch lead and then to the engine case, or
disconnect the spark plug leads.
and
screws
Disconnect the heater induction
d.
airplane.
the
be rotated
of the
CAUTION
engine
reinstaliation.
the
As
airplane,
h.
Position the
engine slightly nose down and hoist
engine crankshaft flange
slowly, making
certain that the
clears the
cowl.
nose
engine is hoisted
away
from
the
check to make certain that all wires,
hoses and lines have been disconnected.
ENGINE INSTALLATION
(EA-I and altar)
CAUTION
Install the left
a.
As the
check
engine
to
is hoisted away from the cowl,
make certain that all wires, hoses and
lines have been disconnected.
Install the
c.
torque
i.
To reinstall the
engine, reverse the removal
procedure. When reinstalling the engine, torque the engine
mount bolts to _700 to 350 inch-pounds.
rear
engine
mount to the
and torque to 300 to 350 inch-pounds.
b.
Carefully lower the engine into the
to
300
350
to
securing
the left
bolts
100 to 105
to
remaining
airplane.
3 shock mount bolts and
inch-pounds.
rear mount to
engine
Install
the wheel well.
the 6 bolts
Torque
these
inch-pounds.
d.
Remove the hoist from the
e.
Install the
engine.
wiring harness, plumbing,
and
engine
controls.
f.
ENGINE REMOC/AL
(EA-I and after)
g.
and
CAUTION
turbocharger.
accidental starting of the
engine, ground
the
magneto by connecting a wire to the magneto
switch lead and then to the engine case, or
disconnect the
spark plug
leads.
tubing
the mixer valve.
h.
Connect the heater
i.
Install the upper portion of the nose bug.
Install the cowling as described in COWLING
j.
The magnetos should be considered hot when
the ground lead is disconnected. To avoid
Connect the exhaust to the turbocharger.
Install the induction tubing between the air box
at
REMOVAL in this Section.
k.
Install the
propeller as described
in PROPELLER
REMOVAL AND INSTALLATION in Section 7.
IDLE SPEED AND MIXTURE ADJUSTMENT
(E-l and altar)
1
(Figure 6-1)
a.
the propeller. (See PROPELLER
procedure in Section 7.)
Remove the cowling as described in COWLING
Remove
REMOVAL
b.
REMO\rAL in this section.
c.
6-2
Remove the upper
up
a.
Remove the
b.
Start and
nose
bug by
to
the
warm-
procedures. CThis Section).
c.
portion of the
engine cowl doors.
the engine according
run
Proceed
to
check the magnetos. (See Magneto
should not exceed
Drop-Off Check) Maximum differential
B10
50 rpm. If the differential is within
with the idle adjustment.
limitations, proceed
.IDLE SPEED
ADJUSTMENT
Il
I~
SCREWE~
Slowly retard the throttle lever to the idle
engine tachometer should indicate 600 rpm,
(normal idle setting). To adjust, turn the idle speed
adjusting screw at the throttle lever stop until the desired
d.
position.
The
rpm is reached.
When the idle
e.
the
cockpit
setting
has been
mixture control lever with
a
stabilized, move
steady pull
rB$IQ~r"
~ar
"f~Sa;-f
qjrYt~
smooth
into the "IDLE CUT-OFF"
position. Observe the rpm
during the leaning out process. Adjust the idle mixture to
obtain a slight and momentary gain in the idle speed as the
mixture control is slowly moved toward the "IDLE
CUT-OFF". (If the mixture is set too lean, the idle speed
nill drop under the same conditions.) The idle mixture
adjustment is the locknut at the metering valve end of the
linkage between the metering valve and air throttle levers.
Tightening the nut to shorten the linkage provides a richer
mixture. A leaner mixture is obtained by backing off the
nut to lengthen the linkage.
f.
After each idle mixture adjustment change, clear
the engine b~ running it up to 2000 rpm before making a
.I
Y~
Lja g
v
~LL f
ma
IIDLE MD(TURE
ADJUSTMENT;NUTJ
36´•241-28
Figure
6-1, idle and Mixture
Adjustment
mixture check.
g.
the idle
erratic
If the idle
linkage;
idling. In
setting
does not remain stable, check
any looseness in this iinkage will cause
all cases, allowance should be made for
the effect of weather conditions upon
idling adjustments.
NOTE
FUEL SYSTEM ADJUSTMENT
and
IEA-1
head temperature
Cylinder
must
be 200-250"F
each time RPM rise is checked, otherwise the
after)
results will be inconsistent.
(Figure 6-2)
The fuel system on the Continental TSIO-520-U
s?0-UB engines may be adjusted as follows:
or
TSIO-
appropriate pressure gage in the fuel
line belw´•een the fuel pump and metering unit to monitor
f.
Advance throttle to full (rated) power setting to
check pump pressure and fuel flow. With approximately
2700 RPM, full throttle, and 36.0 in. Hg. manifold pressure,
pump outlet
set
a.
Install
an
pressures.
This gage
to
be
vented
to
run
engine to bring cylinder head
approximately 250"F.
c.
Using throttle lever, set engine idle speed at
approximately 650 RPM.
d.
Set pump pressure at idle RPM to 6 7 PSI using
the relief valve adjustment screw (I) on the centerline of
b.
Start and
temperatures up
to
the fuel pump. Turn screw CW to increase pressure, CCW
to decrease pressure.
e.
specified
Maintain the idle RPM and idle pump pressure
above (reset as required), adjust the idle mixture
~4) on the metering unit to obtain the desirable fuelair ratio which will result in a 25 50 RPM rise when the
screw
engine is
fuel flow at 195
setting
atmosphere.
leaned
control. Turn the
to
best power
adjustment
setting
screw
CW
with the mixture
to
lean the mixture
(2) located
Turn
on
screw
CW
increase. (Jamb
and
values
decrease fuel flow and
functioning
After
e.
Readjust
h.
CCW
be loosened before
each
turning
adjustment.)
pressure should be 33 to 37 PSI.
at full power are given for reference
g.
and
to
nut must
retightened carefully after
Pump
the
205 Ibslhr. The full power fuel flow
by using the variable orifice adjusting screw
the aft end of the fuel pump aneroid housing.
is made
Pump pressure
only to evaluate
of other components in the fuel system.
completion of item f, recheck items c, d
as
required.
system is accurately adjusted, set
engine idle speed to approximately 650 RPM with throttle
stop adjusting screw (5), CW to increase, CCW to
When
fuel
decrease.
and CCW to richen.
NOTE
NOTE
If this
adjustment
cannot
be
accomplished
with
(4). butterfly linkage (3), may be used
make this adjustment.
screw
B10
to
to
screw
Throttle
stop adjusting
stop) is located
induction
on
screw
(5) (butterfly
the forward side of the
tubing.
6-3
f,
(5)
(3)
(2~
ii
(i
Q
"i
8~J
_d
I
s~l
Jrj
a
1
O
1
1
A36TC282-ll
Fi~ure
~-2.
Fuel
Adjustment (EA-1
and
after)
HIGH O1L TEMPERATURE
i.
When setting up full throttle fuel flow on a hot
day (above 60"F) the system should be set toward the lower
flow limit. On a cold day (below 60"F) the system should be
set toward the higher flow limit.
Oil temperature is controlled by a spring loaded vernatherm
oil cooler control valve. This valve will operate properly if
O1L PRESSURE AC~IUSTMENT
foreign particles. If indications are that the
operating properly remove the valve and clean
IFigure 6-3)
(Item 15, Consumable Materials Chart). Also inspect the
The oil pressure adjustment screw is located approximately
3 inches below the oil filter housing. To adjust, turn the
and
the on has not become contaminated with dirt
or
other
valve is
not
it in solvent.
valve seat for
adjusting
screw
clockwise
to
increase
or
counterclockwise
decrease the oil pressure. The oil pressure should be
between 30 and 60 psi at maximum operating rpm and
to
temperature and ]O
s-4
psi
minimum
at
idle rpm.
damage. No repairs can be made to this valve
readjustments are not recommended since special
testing equipment is required. The travel of the valve can
be checked by immersing the valve assembly in heated
water. The
minimum
amount
of travel should be 0.090 inch
the temperature is raised from 120"F to 170"F.
defective valves.
as
Replace
B10
If the
primary
source
of air is obstructed, the induction
system forms a suction that opens an "Alternate Air
Source" door and permits the required volume of air flow
engine performance. The alternate air
for normal
~TAT
located
just
after is
on
aft of the air filter
the
n’ght side)
on
of the
door is
the left side (EA-I and
primary induction.
alternate air door becomes frozen closed
a
If the
T-handie located
the lower center section of the instrument panel.
placarded ALTERNATE AIR PULL AND RELEASE,
on
may be used to break the door open.
IGNI?ION
E-1 AND AFTER
The
s
t
-´•-~i
\sr
oa PRESSURE
ADJUSTMENT SCREW
36´•257-1
figure
6-3. Oil Pressure
Adjustment
ignition system incorporates 2 magnetos either of the
impulse coupled or nonimpulse coupled type. The impulse
coupling allows the magneto to be retarded during start,
and is also responsible for the additional magnet speed
required for a slmng spark while cranking. The impulse
coupled magnetos are single points magnetos and are both
operating during start. If the engine is equipped with
nonimpulse coupled magnetos the left magneto has 2 sets of
points. The retarded set of points is used in conjunction
with a starter vibrator during start. With these magnetos the
righr magnero is grounded while the engine is cranking.
EA-I AND AFTER
THROTTLE WARNING HORN ADJUSTMENT
With the aircraft in
a.
control in low
I
until 11
to
pitch
14
and
flight, place
slowly pull
inches t17 inches
the
propeller
the throttle control out
c.
step b.
d.
cam
other
set
After the aircraft has landed and with the
position the throttle control
at
only during
start.
at
starter is engaged the right magneto is grounded
and the left magneto (using the retarded set of points) is
supplied with pulsating current from the starter vibrator,
When the
engine
the mark made in
which received its
starter
Adjust the micro-switch
is used
Ei\-i and after) of
on
manifold pressure is indicated.
b.
Mark the position of the throttle control.shut-down,
ignition system incorporates a shower of sparks
magneto and a starter vibrator. The left magneto has 2 sets
of points, 1 set is used when the engine is running and the
The
this
position
current
vibrator is located
from the
on
starter
solenoid. The
the left aft side of the firewall.
until the
"clicks" the switch closed.
e.
Secure the switch in this
position.
MAGNETOS
MAGNETO DROP-OFF CHECK
ENGINE AIR INDUCTION SYSTEM
The
primary
and alternate air. The primary air source is supplied
through an intake duct, located on the forward cowling
below the propeller. The primary air passes through an air
Engine
induction air is available from
two sources,
filter and then into the induction system.
drop-off check is accomplished by switching
the
magneto switch from "BOTH" to either the "RIGHT" or
"LEFI"’ position and noting any loss or variance in rpm.
a.
Thoroughly warm up the engine and set the
propeller control in low pitch. Place the mixture control in
"FULL RICH".
b.
c.
Note the
to
produce 1700
rpm.
amount
If, after cleaning, the surfaces of the air filter
turned from "BOTH" to "LEFT" back to "BOTH" and
remaining
through
flocking material, the filter is no longer
effective and should be replaced.
then to the "RIGHT"
show
B10
Set the throttle
of rpm differential between the
"LEI~T" and "RIGHT" magnetos as the magneto switch is
NOTE
metallic wires
the
two
magnetos
position. The difference between the
operated individually should not exceed 50
rpm.
6-5
NOTE
NOTE
Due to the design changes in today’s higher
performance engines, the comparison of single
magneto operation versus both magnetos is no
longer a sound criteria for evaluation of
magneto performance. Therefore, all magneto
checks should be performed on a comparative
basis between Right and Left magneto
performance. Also absence of magneto drop
off should be cause for suspicion that the
timing has been bumped up in advance of the
specified setting.
adjustment of contact opening and internal
timing of Bendix magnetos, refer to Bendix, for
applicable manuals. Magneto contact
For
assemblies should be checked after the first 25
and 50 hours
operation
and each 50 hours
thereafter.
PREPARING THE MAGNETO FOR INSTAUATION
ON THE ENGINE
BENDIX MAGNETOS
CAUTION
Operation
on one
seconds to avoid
On Bendix magnetos turn the magneto drive in the direction
opposite to normal rotation (this keeps the impulse couplers
magneto should not exceed 5
fouling the spark plugs.
d.
Normal magneto dropoff on either magneto
should not exceed 150 rpm. If the magneto dropoff is
excessive on either magneto, an inspection to determine the
Common
should be
accomplished.
incorrectly timed magnetos, or incorrect fueyair
cause
causes
are
from engaging) (nonimpulse coupled magnetos may also be
rotated opposite to normal rotation) until the respective
timing mark (viewed through the inspection hole) on the
distributor gear is aligned with the divided casting line of
the magneto housing. Now the magneto is ready to install
the engine and to fire number I cylinder.
on
ratio.
SLICK MAGNETOS
POINT GAP AND TIMING
It is assumed that the magnetos have been properly
internally timed and points adjusted per the applicable
Bendix, or Slick vendor publication. To adjust the magneto
points other than that specified in the applicable vendor
publication manual will alter the magneto "E gap" and
cause a weak spark. This internal timing and point
ad;ustment should not be made on the airplane. For
inspection purposes the point gap may be checked when the
cam follower is resting on the high point of the cam lobe.
The magneto point gap should be as follows:
On Slick magnetos turn the magneto drive in the direction
opposite to normal rotation (this keeps the impulse couplers
engaging)
through
from
viewed
place through
timing marks are aligned, las
inspection hole) and the timing pin is in
until the
the
the frame and rotor shaft. Now the magneto
on the engine and fire number i cylinder.
is ready to install
REMOVAL OF THE MAGNETOS
a.
Remove the four
tension outlet and
remove
screws
retaining
the
high
the outlet from the magneto.
POINT GAP IN INCHES
MAGNETO
CAUTION
Bendix S6RN-1201 and S6RN-]205
main breaker
.,...............-....~..................0.016
retard breaker...... ......~...(S6RN-1201
Bendix
Slick 662
and 680
..................~.................0.016
only) 0.016
0.003
Current
-e
0.006
automatic
4
0.003
Scintilla magnetos. To be safe, treat all
magnetos as hot whenever the ground lead is
point gap is specified for the Slick
magnetos but the points should be ready to
break open, with the timing pin in place, and
No
disconnected. To ~ound the magneto, connect
a wire to the switch lead of the magneto and
ground the wire
the timing marks aligned (when viewed
through the side vent hole).
On the Bendix series magnetos the internal timing and point
adjustment should be made at the time of assembly or
overhaul. (Bendix Timing Kit No. 11-8150-1 is available for
internal timing of the magneto.)
66
production magnetos do not have the
grounding devices featured on earlier
a
b.
Rembve the
to
the
case.
grounding wire
from the magneto.
Remove the two magneto retaining nuts and
washers and pull the magneto away from the accessory
c.
case.
Bll
INSTALLAT/ONAND TIMING OFMAGNETOS (With
Engine Timing Marks) (E-l
and
after)
b.
rotation
Rotate the crankshaft in the direction of normal
bring
to
No.
cylinder
1
up
its
on
compression
stroke.
Remove the
c.
NOTE
There is
a
observe the
mesh,
a.
Remove the lower
Cover the lower
uith thumb and
turn
spark plug from each cylinder.
spark plug hole of No. 1 cylinder
the crankshaft until pressure is felt
on
thumb,
c.
Remove the
observe the
timing
plug in front of
mark
No. 6
cylinder and
the alternator drive gear as the
crankshafr is rotated slowl). When the mark on the gear is
cylinder
and
on
e.
Turn the crankshaft in the normal direction of
rotation until the
light just
goes out. If 22" ETC is indicated
by the timing marks on the alternator drive gear the
magneto is correctly timed.
f.
Repeat steps "d" and "e" for the left magneto.
on
centered in the
2"
marks
position, and 1 at the 24" BTC position. When a position
halfway between these marks is centered in the viewing
hole, No. 1 cylinder is at the 22" ETC position of the
compression stroke.
d.
Connect a timing light to the switch terminal of
the right magneto and rotate the crankshaft approximately
6" in the direction opposite of normal rotation.
noticeable amount of back lash in the
gears
b.
in front of No. 6
plug
the alternator drive gear as the
crankshaft is rotated. There are 2 marks, 1 at the 20" ETC
of slick magnetos at room
temperature. At running temperature the nylon
expands enough so that, the gears are in proper
nylon
timing
viewing hole,
ETC position,
No. 1
piston
is
at
the p"
i-
If the magnetos
are
not
correctly timed proceed
as
follows:
0"
a.
not
install the
timing light
on
the magneto which is
properly timed.
NOTE
b.
"c"
Set No. I cylinder
at
22" ETC
as
indicated in step
preceding.
Prepare the magneto for installation on the
engine as described in PREPARING THE
c.
MAGNETO FOR INSTALLATION ON THE
e.
d.
Loosen the magneto mounting nuts.
Rotate the magneto until the light just goes out.
Tighten the magneto mounting nuts.
ENGINE.
INSTAUATION AND TIMING OF MAGNETOS
Timing D~e and Pointer)
(With
a
d.
Hold the magnero in the
position
it will occupy
installed, and check alignmenr of gear coupling slot
and impulse coupling lugs. if not aligned, pull the gear out
of mesh, bur not out of the oil seal, and turn to correct
alignment. Push the gear back into mesh.
Place a new gasket on the magneto flange and
e.
install the magnero carefully so drive coupling lugs mate
with the slots of the drive coupling. Install holding washers,
lockH´•ashers and nuts, bur tighten only enough to permit
turning the magneto for final timing, without looseness.
Remove the timing pin (Siick magneto only).
f.
Connect the timing light lead to the ground
terminal of each magneto. Both timing lights should be on.
Tap the right magnero up with a non-marring hammer until
that light goes out. Tap the left magneto down until the light
when
goes out. Secure the magnetos.
Turn the crankshaft
S´•
few degrees
a
again until the timing
marks are aligned. At this point both timing lights should go
out at the same instant that the timing mark on the
crankshaft flange aligns with the crankcase parting nange
or the timing mark on the alternator drive gear appears in
the center of the crankcase inspection hole.
If the timing lights do not go out at the same rime,
h.
loosen the magneto that is late or early and repeat the
counterclockwise and
bring
it. back
though the Continental engines have factory installed
timing marks, a positive top dead center (TDC) locator and
timing disc similar to that provided with the "Universal
Engine Timing Indicator" may be used to time the magneto
to the engine or to check the accuracy of the engine timing
2"
0"
marks. The engine should be timed to fire at 22"
Even
before top
center
(BTC).
WARNING
The magneto is grounded through the ignition
switch, therefore, any time the switch (primary)
wire is disconnected from the magneto, the
magneto is in a switch ON or HOT condition.
Before turning the propeller by hand,
disconnect all spark plug leads to prevent
accidental
firing
of the
engine.
CAUTION
The internal, automatic
on
the
grounding devices used
original Scintilla S series magnetos have
unreliable in service and
proven
do
current
have this feature.
process outlined in step "e" and "f" above.
production magnetos
TIMING THE MAGNETOS TO THE ENGINE
To be safe, treat all magnetos as hot whenever
the ground lead is disconnected. To ground the
(EA-I AND AFIER)
a.
B1~
Remove the top
magneto,
the filter
spark plup
from each
cylinder.
engine
connect a
capacitor
not
wire
and
to
the switch lead at
ground the wire
to
the
case.
~7
installed on the engine and check alignment of
engine drive coupling slot, and magneto
impulse coupling lugs. If not aligned, pull
engine gear out of mesh (but not out of the oil
seal) and turn to alignment. Push gear back into
compression stroke of number one
spark plugs from each cylinder
except number one cylinder. Remove the top plug from
number one cylinder.
To locate the
a.
c~linder,
remove
the lower
Place thumb of
b.
c)iinder spark plug hole
one
hand
over
the number
one
mesh.
and rotate the crankshaft in the
direction of normal rotation until the
compression stroke is
inside the cylinder lifting the
indicated by positive pressure
thumb off the spark plug hole.
After locating the compression stroke of number
c.
cylinder, locate the advanced firing position of number I
c~´•linder b~ the use of a timing disc and pointer or the
factory installed timing marks on the engine.
NOTE
I
prepared for installation, to
cylinder, in PREPARING THE
The magnetos
fire number I
were
MAGNETO FOR INSTALLATION ON THE
ENGINE in this chapter.
NOTE
On 10-520 and TSIO-520 series
timing marks
are
located
on
engines
the
the alternator drive
plug in front of number 6
cylinder to observe the TIX: and advance
timing marks.
gear. Remove the
In all cases, it must be definitely determined that the
one cylinder is at the correct firing position on the
number
compression stroke, after
Place
n.
new
gaskets
on
magneto nanges and install
the magnetos carefully so drive coupling lugs mate with
slots of engine drive coupling. Install holding washers,
iockwashers and nuts, but tighten only enough to permit
turning the magnetos for final timing, without looseness.
the crankshaft is turned in its
normal direction of rotation.
If
d.
universal timing disc and pointer is
a
to
be
NOTE
used, install the T~C locator in the top spark plug hole of
number I
e.
cylinder.
Slowly rotate
of rotation until the
f.
and
Install the
rotate
the
On Slick series magnetos check the distributor
lead spring to make sure it is located in the
engine in the normal direction
piston lightly touches the locator.
timing disc on the propeller spinner
center
opposite direction to
piston lightly touches the
housing on the magneto fr~ime assembly, apply
a drop of SAE 20 lubricating oil to the oilite
bearings.
Rotate the
engine in
normal rotation until number I
the
locator,
h.
hole in the
distributor bearing plate. Before removing the
timing pin and reinstalling the distributor block
pointer.
g.
of the distributor shaft
the timing disc until 00 CTC) is located under the
Note the
reading
on
the
timing disc.
Now rotate
reading noted is shown.
TDC locator from the spark plug
the disc toward O" (TC) until 112 the
i.
Remove the
hole.
engine in the normal direction of
compression stroke of number 1 cylinder
and until the pointer arrives at the number of degrees noted
last in step ^’h" (In the first noted reading in step "h").
Rotate the timing disc until the pointer is
k.
j.
rotation
Rotate the
to
positioned
the
at
O" (TC).
p.
cylinder
Rotate the
should not be necessary until the magnetos
are
installed.
r.
s.
the
specified ETC
rotate
the
right magneto in
just break
Secure the right magneto.
Repeat steps "p" and "q" on the left magneto.
0"
Recheck the magneto setting to confirm the
t.
Turn the
engine crankshaft
a
few
degrees in
the
normal rotation and bring it back again
until the advance timing mark is under the pointer on timing
disc. At this point both timing lights should indicate, at the
opposite direction
to
time, that the magneto points opened.
u.
Without turning the magneto coupling, hold the
magneto in the position it will occupy when
at
2" has not been exceeded.
same
NOTE
Install timing lights on the magnetos.
With the engine still positioned to fire number 1
the direction necessary to cause the points to
open as indicated by the timing light.
q.
engine opposite the normal direction
~f rotation to approximately 5" beyond the specified tiniing
for the engine being timed.
Rotate the engine in the normal direction to the
m.
´•pecified before top center (BTC) firing position (rhis is to
:emove gear backlash). Further movement of the engine
i.
o.
If the
timing lights do
not
respond
at the same
time, loosen the magneto that is either early
repeat the process outlined in step "p".
v.
Remove
electrical leads
the
to the
timing lights
and
or
late and
reinstall the
magnetos.
B11
AIR PRESSURE PUMP REMOVAL
mounting flange, and check for proper operation
pressure readings.
Access to the air pressure pump is
a.
gained through
O1L COOLER REMOVAL
the left hand cowl door.
b.
Disconnect the
necessa~
Remove the four
attaching
plumbing from
the
a.
pump.
c.
pull
the pump
straight
and
nuts
and washers and
Access to the oil cooler may be
gained through
the left cowl door.
b.
aft.
Disconnect the oil temperature wire and the oil
pressure line.
c.
baffling
AIR PRESSURE PUMP /NSTAUATION
d.
Remove the nine bolts and washers securing the
the oil cooler.
to
Remove the five
attaching
a.
Install
b.
Position the
install the
B11
a new
attaching
gasket
on
the
mounting pad flange.
pump on the
nuts and washers.
c.
Reinstall the
d.
Start the
plumbing.
engine and check
mounting pad
nuts
the top of the oil cooler, and three
Remove the oil cooler.
at
at
and washers, (two
the oil cooler inlet).
and
OIL COOLER INSTALLATION
for leakage
at
the
a.
Install
a
new
gasket
at
the oil cooler inlet.
6gA
b.
install the
c.
install
pressure line.
d.
Start the
operation
attaching
the
nuts
and washers.
chamber
oil temperature wire and the oil
engine and
theek for leakage and proper
rod which
the closed
and temperatures.
ENGINE DRIVEN FUEL PUMP REMOVAL AND
INSTALLATION
to
the
engine-driven fuel
pump is
gained
through the left cowl door.
The fuel pump is located
b.
at
the
rear,
in the center
Disconnect
the
fuel
plumbing
from the pump,
Remove the fuel pump
d.
and drain the fuel
cooling
Remove the pump retaining
r,
pump.
f.
To install
the pump,
the
piston
seals the
moves
the attached wastegate butterfly toward
A decrease in oil pressure allows spring
to return the piston, retracting
returning the wastgate butterfly to
tension
the
the open
Oil from the outlet oil port of the
at
the
actuator
is
actuating rod.
position.
not
restricted
but is pressure controlled by the variable
pressure controller which contains an aneroid
actuator
to pressure changes in the induction
manifold. As the pressure it senses decreases, it expands.
extending a metering pin which reduces the flow of oil
bellows sensitive
the actuator
across
the unit and increases the pressure
diaphragm forcing
the
piston
down and
the wastegate toward the closed position. The
lower chamber of the controller equipped with an
adjustable cam is linked to the throttle valve and is
moving
shroud from the
pump.
f
on
position.
through the body of
of the engine,
c.
expander-type seal
and
absolute
Access
a.
an
upper oil chamber from the lower chamber. forcing the
piston down, against spring tension, extending the actuator
nuts
and
reverse
remove
the
the
removal
procedure,
TURBOCHARGER
lurbocharger is fully automatic, requiring no additional
cockpit, and is designed to increase the
power output and efficiency of the engine by supplying
compressed air to the engine intake manifold. The power to
drive the turbocharger is drawn from the exhaust gases
passing through the turbine housing and over the turbine
designed so that the controller setting is varied
proportionally to the amount of power the pilot selects with
the throttle by moving the metering pin seat. The
compressor output is automatically controlled at a constant
pressure by the variable absolute pressure controller
providing the engine fuel pump and injector noules with
the required flow and pressure at altitudes they are
referenced to. The fuel flow gage diaphragm is also
referenced to this pressure to prevent an erroneous reading.
The
controls in the
wheel
to
spin
the shaft which is connected
to
the
compressor. Ambient, filtered. air is then drawn in through
the air inlet duct to the compressor where it is compressed
to the throttle. As the engine power output
increases, the flow of exhaust gases increases resulting in a
proportionate increase in speed of the rotating assembly
and delivered
ADJUSTMENT AND TEST PROCEDURE
(Figure 6-5)
a.
Head
airplane
into the wind. Set brakes and
securely chock wheels.
Warm up the engine until the oil temperature
b.
200"F.
reaches at least 1800
c.
Slowly and smoothly apply the throttle until 36
in. Hg manifold pressure
reached.
rurbocharger output. The turbocharger system (see
Figure 6-j) consists of an exhaust driven turbine and
centrifugal compressor mounted on a common shaft. The
or
position
the full throttle
is
and
center
section of the
unit contains the
CAUTION
bearings and
lubrication passages and supports the turbine and
is
compressor housing Lubrication to the center section
supplied by regulated engine oil pressure at the oil cooler
providing a constant oil flow over the bearings. The oil then
drains by gravity into the sump rank located at the lowest
point in the system and is returned by scavenge pump to
the engine sump, Exhaust headers, crossover pipe, turbine
inlet plenum, wastegate, exhaust by-pass duct. and tail pipe
DO NOT EXCEED 36 IN. HG MANIFOLD
PRESSURE.
If at the full throttle position the manifold
HAS
NOT REACHED 36 IN. HG:
pressure
d.
i.
Shut the engine down.
Loosen the lock nut on
3.
Turn
make up the exhaust system.
screw
screw (13).
(13) counterclockwise
to
approximates
lr-
control of the system is supplied by three
principal components; the variable absolute pressure
controller, the wastegate actuator and engine oil pressure.
Engine oil is supplied to the inlet port of the actuator which
increase manifold pressure tone full turn
inch manifold pressure).
a. Retighten the lock nut on
permanently restricted by a capillary tube. The actuator
a hydraulic cylinder with oil pressure acting against
spring tension. The piston inside the cylinder with an
actuating rod attached, is heavily spring loaded in the up, or
retracted position. As the on pressure increases within the
If the manifold pressure REACHES 36 IN. HG
e.
BEFORE fHE APPLICATION OF FULL THRO~TLE:
Automatic
is
is
f310
screw
(13).
engine down.
i.
Shut the
2.
Loosen the lock
nut on screw
(13).
O-9
CYL.
5
3
1
ENGINE
INDUCTION
OIL
COOLER
"Y"
THROTTLE
INJECTOR NOZZLE SHROUDS
CYL
6
LC7~
2
4
CONNECTED
VARIABLE
CONTROLLER
II
TO FUEL PRESSURE
GAGE VENT PORT
INTAKE
ALTERNATEAIR
SOURCE
III
11
FUEL
PUMP
ENGINEINTAKE
I \ITHROTTLE
I
CONTROL
aTRrr
CHECK
ENGINE
DRIVEN
SCAVENGE
PUMP
INTAKE
AIR
FiLTER
‘I I
VALVE
BYPASS
BELLOWS
CRANKCASERETURN TO
i! I:
ii
1’
ENGINE EXHAUST
TANK
VENT
ONE WAY
CHECK VALVE
EXHAUST
TAILPIPE
i:
ACTUATOR
V~-OVERBOOST
VALVE
COMROLSYSTEM
VENT
SUMP TANK
OVERBOARD
~wsoJ-n
64.
Figure
3.
Turn the
screw
manifold pressure tone full
manifold pressure),
4.
(13) clockwise
turn
Turbocharger Schematic
to
decrease
approximates
1R inch
Retightenthelocknut
a.
b.
on screw
(13).
Plug
the exhaust stack with
a
large rubber
stopper.
Remove the tube between the induction filter and
the compressor inlet.
Plug
the inlet with
a
large rubber
stopper.
f.
Repeat steps
"b"
through "e"
Hg.
until the manifold
pressure at full throttle is 36 in.
CAUTlON
DO NOT EXCEED 36 IN. HG MANI~OLD
PRESSURE.
TURBOCHARGER LEAK TES~ PROCEDURE
Plug
the manifold drain hose
extending out the
opening.
d.
Remove one spark plug from any cylinder and
rotate the propeller until the intake valve for the cylinder is
in the open position. Proceed with the test as described
below. When the intake valve test is complete, rotate the
propeller until the exhaust valve for the cylinder is in the
open position and again test the system as described below.
Install a regulator valve to a shop air supply line.
e.
Apply approximately 5 psi air pressure to the turbocharger
system through the spark plug port of the cylinder
c.
right
side of the cowl
described in step "d".
turbocharger system may be checked for leaks in the
induction, exhaust and air reference sections of the system
as outlined in the following procedure.
The
6-10
The
following areas of the system
applying a soap solution.
should be tested for
leaks by
B10
13
THROTTLE
BUTTERFL’
LINKAGE ARM
1
THROTTLE
CONTROL ARM
10
FIREWALL ------I
2
VIEW LOOKING DOWN ON CONTROLLER FROM PILO~S SIDE
5\
10
11
~o
o
~6’
:Q
VIEW LOOKING AFT
9
12
6~0
A36TC-240-5
14
Figure
B10
6-5.
Turbocharger
Controller
gll
The hose
a.
clamps
on
the induction manifold of the
engine.
b.
The
c.
The
clamp at the compressor discharge outlet.
clamps on the compressor discharge elbow at
the throttle inlet.
The
d.
clamps
and combustion
new
When this condition is noted,
All
e.
in the compressor discharge pressure
the fuel nozzles and fuel pressure gage.
fittings
reference lines
to
The exhaust
have
deposits
formed
not
a
the throttle outlet to the riser
at
manifold.
f.
unit is
protective barrier on the seal surfaces. Although these
deposits do restrict, and even stops shaft rotation, they are
not harmeful to subsequent turbocharger operation once
they are removed sufficiently to give free shaft movement.
flanges at
cylinder exhaust ports.
iHTith the exhaust valve in the open position.)
The waste gate flanges. (With the exhaust valve
g.
in the open position.)
the
stack and
apply
WD-40
remove
penetrating
the exhaust
oil
or
discharge
(Item
Mouse Milk
33, Consumable Materials Chart) liberally
to
the
behind the wheel around the turbine shaft seal. After
area
a
few
the shaft. A
light tap on the shaft
end with a soft mallet will often assist in freeing the shaft.
Once the shaft is free, the engine can be started and a
power check made to confirm turbocharger output either on
the ground or in flight.
minutes, attempt
to turn
NOTE
The
TURBOCHARGER REMOL/AL
gate flanges must be aligned
care taken on assembly to
waste
correctly and
prevent damage
to
the thin metal
gaskets.
Open
a.
cowl
engine
the
on
the left side of the
airplane.
b.
h.
i.
The turbo inlet
gasket and flange bolts.
The clamp holding the exhaust tail pipe
to
the
turbo outlet.
j.
The
slip joint
between the exhaust elbow and the
turbo inlet.
NOTE
slip joint
will
not
be
a
openings
the
on
air inlet duct.
c.
Remove the heater
Remove the induction tube with the relief valve,
ram
by removing the clamps and lifting the tube
engine.
e.
Disconnect the red and
f.
Remove
the
heat
yellow
shield
away from the
TIT wires.
from
the
over
turbocharger.
good fit. However. it
leak tight joint.
be
must
access
engine compartment.
d.
g.
The
Remove the two louvered
left side of the
Loosen the flex ducts
on
the
turbocharger air
inlet duct, and remove the air inlet duct.
h.
Remove the tail pipe by removing the
a
clamp
and
bolt.
i.
k.
Rigging of the waste gate in
the
completely closed
Remove the oil lines from the turbocharger.
Install dust
position,
j.
k.
covers.
Remove the inlet to heater exhaust system.
Remove the turbo inlet assembly above the
turbocharger.
NOTE
i.
the
Rigging of the waste gate is checked by
removing the waste gate assembly from the
exhaust b~pass, plugging the oil outlet line
applying an air pressure of 40 to 50 psi to the oil
inlet line of the
the valve
between the
tolerance
waste
gate
waste
gate
movement.
to
butterfly
the
m.
access
a.
bore.
access
b.
completing the preceding
steps,
turbocharger
remove
all plugs and
Remove the turbocharger
through
the forward
opening.
FREEING TURBOCHARGER SHAF~
Rust deposits may form in the area of the
turbine shaft piston ring seal as a result of
turbocharger
Install the
opening
on
turbocharger through the forward
airplane.
bolts which secure the turbocharger to
the left side of the
Install the
mounting
c.
the
reassemble the induction system.
bracket.
Install the
gaskets
and the turbo inlet
assembly
d.
Install the inlet
e.
Remove the dust
to
the heater exhaust system.
from the oil lines and oil
covers
pens. Install the oil lines.
f.
Install the tail pipe. Tighten the V-band coupling
to 12 inch pounds. Tap the periphery of the band to
distribute tension, then torque to 20 inch pounds.
Install the turbocharger air inlet duct and
g.
of
the flex duct
water
vapor
airplane is subjected to short intervals
engine operation. This condition occurs only when the
on
turbocharger.
accumulation if the
612
to
a
the
After
the
linkage
.025 inch between the
and
secure
bracket.
TURBOCHARGER INSTALLATION
Observe
and the valve to obtain
actuator
of .005
actuator.
Adjust
Remove the bolts that
mounting
tighten
clamps.
B10
h.
Install the heat shield
i.
Connect the red and yellow TIT wires.
Install the induction tube which contains the
j.
relief valve. Install and
tighten
the turbocharger.
over
the
k.
install the heater
I.
install the tH´•´•o louvered
ram
mounting
f.
g.
bolts.
Remove the three mounting bolts.
Remove the turbocharger controller.
clamps.
air inlet duct.
access
openings
on
the
left side of the engine compartment.
Close the cowling on the engine compartment.
m.
TURBOCHARGER CONTROLLER INSTALLATION
a.
Place the
turbocharger controller
in its mounting
location.
TURBOCHARGER CONTROLLER REMOCIAL
a.
Remove the
b.
Remove the
c.
d.
Remove the manifold pressure reference line.
Remove the on lines. install dust covers.
e.
Remove the safety wire
linkage
linkage
to
the throttle.
to
the
butterfly.
on
the
c.
Install the mounting bolts.
Safety wire the two appropriate bolts.
d.
Remove the dust
b.
covers
from the oil lines and
install the oil lines.
two
e.
f.
larger
g.
Install the manifold pressure reference line.
to the throttle butterfly.
Install the linkage
Install the linkage
to
the throttle.
TROUBLESHOOTING ENGINE
/NDICAT/ON
i.
Engine u´•iI1
PROBABLE CAUSE
not start,
a.
No fuel gage pressure
fuel to engine,
REMARKS
No
a.
Check fuel control for proper position,
pump "ON" and operating,
auxiliary
feed valves open. Fuel filters open, and
tank fuel level.
b.
Have gage pressure
engine
b.
flooded.
Turn off
switch,
pump and ignition
throttle to "FULL OPEN"
auxiliary
set
and fuel control to ’’IDLE CUT-OFF",
and crank
c.
Have gage pressure
to
No fuel
c.
engine.
Check for bent
Loosen
shows
2.
Engine starts
running.
but fails
to
keep
a.
inadequate fuel
to
fuel
a.
manifold valve.
engine to clear cylinders of
Repeat starting procedures.
fuel.
excess
replace fuel manifold
Set fuel control
position,
check
not
loose
or
to
turn
be
fuel lines.
line at fuel noule. If
one
in
fuel
"FULL RICH"
auxiliary
sure
no
valve.
pump
"ON"
feed lines and filters
restricted. Clean
or
are
replace defective
components.
b.
Defective
ignition system.
b.
Check accessible
ignition cables and
Tighten loose connections.
Replace defective spark plugs.
connections.
3.
Engine
runs
rough
at
idle,
a.
improper
adjustment.
idle
mixture
a.
Readjust idle setting. Tighten adjustment
nut
to
richen mixture and back off
adjustment
b.
B10
Fouled
spark plugs.
b.
nut to
lean mixture.
Remove and clean plugs, adjust
Replace defective plugs.
gaps.
6-13
TROUBLESHOOTING ENGINE (Cont’d)
INDICA T/ON
´•1,
Engine
PROBABLE CAUSE
has poor acceleration.
a
b.
Idle mixture
too
lean,
Incorrect fuel-air mixture,
worn
control
linkage,
REMARKS
described in 3a.
a.
Readjust idle mixture
b.
Tighten loose connections, replace worn
elements of linkage. Service air cleaner.
c.
Check accessible cables and connections.
or
as
restricted air cleaner.
c.
Defective
ignition system.
Replace
Engine
runs
rough
at
speeds
a.
improper fuel-air mixture.
a.
above idle.
defective
plugs.
Check manifold connections for leaks.
Tighten loose connections. Check fuel
control and
linkage
for
setting
and
adjustment.
Check fuel
filters
and
for dirt. Check for proper pump
pressure, and replace pump if defective.
screens
b.
Restricted fuel noule.
c.
Ignition system
plugs defective.
and
spark
b.
Remove and clean all nozzles.
c.
Clean and regap spark plugs. Check
ignition cables for defects. Replace
defective components.
Engine
lacks
reduction in
power,
maximum
manifold pressure
or
a
critical
Incorrectly adjusted throttle
control, "sticky" linkage or
dirty air cleaner,
a.
Check movement of linkage by
moving
control from idle to full throttle. Make
proper
adjustments
and
replace
worn
components. Service air cleaner.
altitude,
b.
Defective ignition system.
b.
Inspect spark plugs for fouled electrodes,
heavy carbon deposits, erosion of
electrodes, improperly adjusted electrode
gaps, and cracked porcelains. Test plugs
for regular firing under pressure. Replace
damaged or misfiring plugs. Spark plug
gap to be 0.018 to 0.022 inch.
c.
Loose
or
damaged intake
c.
manifolding.
Inspect entire
possible leakage
system for
connections. Replace
manifold
at
damaged components, tighten
connections and clamps.
d.
d.
Fuel noules defective.
Check for restricted noules and lines and
clean
7.
Low fuel pressure.
a.
Restricted flow
metering
to
fuel
a.
all
or
replace
as
necessary.
Check mixture control for full travel.
Check for restrictions in fuel filters’and
valve.
lines, adjust control and clean filters.
Replace damaged parts.
b.
Fuel control lever.
b.
operation of throttle control and
possible contact with cooling shroud.
Adjust as required to obtain correct
operation.
Check
for
6-14
B10
TROUBLESHOOT1NG ENGINE
INDICATION
7. Lou fuel
pressure,(Com’d)
(Cont’d)
REMARKS
PROBABLE CAUSE
c.
Incorrect fuel injector pump
adjustment and operation,
c.
Check and adjust using appropriate
equipment. Replace defective pumps.
d.
Defective fuel injector pump
d.
Replace
pump.
relief valve.
a.
High
fuel pressure.
a.
Restricted flow beyond fuel
control assembly.
a.
Check for restricted fuel nozzles
manifold valve. Clean
or
or
fuel
replace nozzles.
Replace defective fuel manifold valve.
b.
Defective
relief
valve
b.
Replace fuel injector
c.
Replace
a.
Normally operating the auxiliary
will clear system. Operate auxiliary
pump.
operation in fuel injector.
c.
re-circulation
Restricted
passage
in
fuel
pump.
injector
pump.
9.
Fluctuating
fuel pressure.
a.
Vapor in fuel system,
fuel temperature,
excess
pump
pump
and purge system.
I
b.
Fuel gage line leak
line,
c.
Restriction in vapor separator
air
egagni
or
b.
Bleed gage line and
c.
Check for restriction in
vent.
vapor separator
solvent (only). Do
cover.
Probe.
10.
Lou
gage
oil pressure on engine
high oil temperature,
a.
Insufficient oil in oil sump,
oil dilution
or
tighten connections.
grade oil
ejector jet of
jet with
Clean
Not
Use
Wire As
Replace defective parts.
a.
Add oil,
b.
Check for defective vernatherm valve.
or
change oil
to proper
viscosity.
using improper
for prevailing
or
ambient temperature.
b.
Defective vernatherm valve,
Replace
c.
Oil cooler restriction.
d.
Leaking, damaged,
or
loose
c.
Clean oil cooler.
d.
Check for restricted lines and loose
oil line connection. Restricted
screen or
Poor
engine idle cut-off,
valve if defective.
connections and for
partially plugged oil
Clean parts, tighten connections
and replace defective parts.
filter.
filter.
e.
Low oil pressure.
e.
Readjust
a.
Engine getting fuel,
a.
Check fuel
oil pressure if necessary.
control for
being in full
position. Check
auxiliary pump for being "OFF". Check
for leaking fuel manifold valve. Replace
"IDLE CUT-OFF"
defective components.
810
6-15
I
TROUBLESHOOTING TURBOCHARGER SYSTEM
PROBABLE CAUSE
INDICATION
1.
Turbocharger inoperative,
REMARKS
jammed.
a.
Replace,
b.
Replace.
not
c.
Adjust
actuator inlet
d.
a.
Turbocharger
b.
Controller
c.
Wastegate linkage
rotor
malfunctioning.
or
replace.
functioning.
d.
Metering jet in
Backnush with PD680 solvent
(Item 15, Consumable Materials
blocked.
Chart), 50 psi.
2.
Engine
has low critical
e.
Remove obstruction.
sensing
f.
Remove obstruction.
of calibration.
a.
Replace.
b.
Replace.
c.
Adjust.
Leak in exhaust system,
d.
Eliminate any leaks,
Metering jet in
e.
e.
Turbocharger inlet blocked,
f.
Controller pressure
line blocked.
a.
Controller
out
b.
Controller
malfunctioning.
c.
Wastegate
out
d.
altitude,
e.
of
rig,
actuator
inlet
f.
g.
Backflush with fD680 solvent
(Item 15, Consumable Materials
Chart), 50 psi,
blocked.
sensing
f.
Remove obstruction.
Compressor discharge duct
or leaking.
g.
Eliminate any leaks.
a.
Replace.
b.
Backflush with PD680 solvent, 50
c.
Remove obstruction,
d.
Eliminate any leaks.
Controller pressure
line blocked.
loose
3.
Manifold pressure surges
at
a,
Controller malfunctioning.
altitude
b.
Metering jet
in actuator inlet
psi.
blocked.
c.
d.
Controller pressure
line blocked.
sensing
Compressor discharge
or leaking.
duct
loose
4.
5.
Engine smokes
Oil
leaking
at
idle.
from
actuator
e.
Leak in exhaust system.
e.
Eliminate any leaks.
a,
lurbocharger jammed,
a,
Replace.
b.
Seal
b.
Replace.
c.
~urbocharger bearing
leaking
c.
Replace.
a.
Actuatorpiston
a.
Replace.
ruptured in controller.
seal
seals
ruptured.
drain
616
B10
TROUBLESHOOTING TURBOCHARGER SYSTEM (Cont’d)
6.
High manifold
REMARKS
PROBABLE CAUSE
IND/CAT/ON
pressure at
of calibration.
a.
Controller
out
b.
Controller
malfunctioning.
a.
Replace.
b.
Replace.
c.
Replace.
not
d.
Adjust
sensing
e.
Remove obstruction.
a.
Replace.
b.
Replace.
sensing
c.
Remove obstruction.
duct
d.
Eliminate any leaks.
inlet
e.
lake-off
c.
Controller pressure sensing.
line broken.
d.
e.
Wastegate linkage
functioning.
Controller pressure
or
replace.
line blocked.
7.
Low
manifold
pressure at
of calibration.
a.
Controller
out
b.
Controller
malfunctioning.
c.
Controller pressure
line blocked.
d.
Compressor discharge
loose or leaking.
take-off.
e.
Metering jet
in
actuator
Backflush with PD680 solvent
(item 15. Consumable Materials
blocked.
Chart). 50 psi.
8.
High fuel
pressure at altitude.
f.
Eliminate any leaks.
a.
Eliminate any leaks.
b.
Remove obstruction.
a.
Eliminate any leaks.
line
b.
Remove obstruction.
not on
c.
Repair
a.
Replace.
b.
Adjust~
c.
Eliminate any leaks.
f.
Leak in exhaust system.
a.
Leak
line
b~
at
in pressure reference
fuel pressure line.
Pressure
reference
line.
blocked
9.
Low fuel pressure at altitude.
a.
b.
Leak in pressure reference
line at fuel pump.
Pressure
reference
blocked.
c.
10.
Turbocharger overspeeding.
a.
Controller
malfunctioning.
b.
Wastegate
out
c.
B10
Auxiliary fuel pumps
or inoperative.
of
rig.
Compressor discharge duct
loose or leaking.
or
replace.
6-17
TROUBLESHOOT1NG TURBOCHARGER SYSTEM (Cont’d)
INDICATION
PROBABLE CAUSE
Excessive noise
II.
or
vibration,
a
REMARKS
Improper bearing lubrication.
a.
Clean or replace oil line; clean oil
strainer, and supply oil pressure. If
trouble
still
persists,
overhaul
turbocharger.
b.
Leaking engine intake
b.
Tighten connections or replace
gaskets as necessary.
a.
Clear all
b.
Disassemble and clean.
in
c.
Thoroughly clean
or
d.
Tighten connections or replace manifold
gaskets as necessary.
Rotating assembly bearing
e.
Overhaul
or
exhaust manifold,
Engine
12.
will
not
deliver rated
a.
Clogged manifold system.
b.
Foreign
manifold
ducting.
power,
material
compressor
in
lodged
turbine
or
impeller.
c.
Excessive
dirt
build-up
compressor. Service air
cleaner and check for leakage.
compressor.
d.
Leak in
engine intake
exhaust manifold.
e.
turbocharger,
seizure.
EGT INDICATOR
(E-l AND AFTER)
CAUTION
Damage
to
the
turbocharger turbine blades,
The exhaust gas temperature (EGT) indicator is used to
lean the engine under cruise conditions at approximately
excessive turbine
754~e
temperatures above 1650"F.
power
or
instrument should
less.
not
Under normal
conditions this
engine or turbocharger may be damaged by
excessive temperatures (operation at above a
TIT of 1650" F. is limited to 60 seconds). It is recommended
of
peak
6-18
at
engine be operated
TIT.
excessive oil
by turbine inlet
be checked every 100 hours and calibrated if
because the
the
and
To prevent a turbine inlet over-temperature condition due
to an inaccurate TIT indicator reading, the indicator should
If the exhaust gas temperature indicator is used only for
leaning the engine under conditions of 75% cruise power or
less, calibration is not required. But calibration is desirable
~at
coking
may be caused
require calibration.
TrT INDICATOR CALIBRATION
(EA-I AND AFT~ER)
operating
consumption
at
feast 1000F.
on
the rich side
The
following procedure
may
required.
be used to check and
calibrate the TIT indicator:
a.
Remove the TIT
intake manifold. (Do
not
probe from
the
turbocharger
disconnect the wires from the
probe.)
b.
Using the AICal
test
equipment,
heat the
probe
to
1650"F.
B10
c.
If the TIT indicator reads 1650’F the indicator is
properly calibrated. If the reading is
calibration
adjusted
d.
screw on
to
obtain this
If the seal
reseal by applying
in Figure ~6.
e.
a
not
0~0
1650"F the
the face of the instrument should be
broken
Caeec~cnft
I
reading.
the calibration screw,
small amount of torque seal as shown
was
Reinstall the
probe in
on
the
turbocharger intake
25
manifold.
Beechcraft Aero
or
Ij
Q
ALCAL CAUBRAT/ON UNIT
(EA-I AND AFT~ER)
The AICal Calibration unit, available
O~LDIV
locally through
the
Aviation Center and International
APPLY
CAUBRATiON
Distributors and Dealers,
provides a simple and accurate
checking and, if necessary, recalibrating
airplanes piston engine EGT systems. If the red line
method for
TORQUE
SEAL HERE
SCREW
~3676390´•14
temperature is exceeded by the TIT indicators, the
calibration unit will quickly determine if the fault lies with
the indication system or the engine. The
accomplish the nT calibration test:
following
method
Figure
will
a.
Light
engine cowling.
b.
the AICal unit and support it from the
should
Place the TIT
port of the
thermocouple into the comparator
AICal unit until it is touching the reference
thermocouple.
c.
on
the
the unit’s
reference meter.
d.
BtO
Because both
indicate the
indicator
same
corresponding
red
line temperature.
If the
the
engine being tested does not
register 16500F (900"C), refer to the adjustment procedure
to
outlined under TIT INDICATOR CALIBRATION in this
Raise the heat of the AICal unit until
temperature of 1650"F (900"C) is indicated
same
6-6. TTT Indicator
thermocouples
are
measuring
the
temperature, the aircraft-installed TIT indicator
chapter.
Replace the TIT thermocouple in the
turbocharger intake manifold. Lubricate the threads on the
probe with MIL-A-907D anti-seire compound (Item 35,
e.
Consumable Materials Chart).
d. Reinstall the governor
PROPELLER
by reversing
the above pro-
cedure.
PROPELLER REMO VAL AND /NSTA LLA TION
ADJUSTING THE PROPELLER GO VERNOK
(Figure 7-1)
Equipment (Two Blade)
Optional Equipment (Three Blade)
Standard
governor can be adjusted for a high and low
must be checked
rpm setting. The high rpm adjustment
while the aircraft is in flight. Observe the take-off rpm to
is insee if it exceeds the redline figure. If excessive rpm
dicated, land the plane and adjust the governor high rpm
screw located on the governor control lever stop. Adjust
the screw clockwise to reduce the rpm; to increase the
propeller
The
a.
Remove the sir; nuts from the studs that attach the
propeller
to
the
engine crankshaft flange.
NOTE
U’hen
to
propeller
adjust the screw counterclockwise. One complete
revolution of the screw will decrease or increase the propeller rpm by approximately 30 revolutions.
deice is installed, it is necessary
rpm
tape the brushes in place before the propel-
ler is removed.
b. Place a drain trough under the attaching paint of
the propeller and crankshaft, to prevent oil draining into
the eneine cowl.
the
c.
from the
propeller
engine crankshaft
flanee.
d. Use dean
shop rags to plug
propeller hub.
the center of the
engine
crankshaft and the
PROPELLER
hTOTE
Before installation of the
the "0"
ring that
goore of the
(Item 2,
e.
o~er
To install the
f It
propeller
propeller
on
lubricate
hub with en~ne
Consumable Materials
the TIC mark
propeller nuts
propeller
is installed in the circular
the
oil,
Chart).
alien the No. 1 blade
crar;jrshaft
660 to 730 inch
flange.
directly
(Torque
I
the
pounds.)
be necessary to check the alienment of the
deicer brushes to the slip ring as noted in Section 11.
mav
SJA LLA
T/ONPROPEL ER
PROPELLER GOVERNOR
ADJUSTMENT SCREW
GOVERNOR REMOVAL AND /N-
The governor is mounted on the forward left hand side
of the engine. Four studs and nuts secure the governor on
the en~ne. The governor may be removed as follows:
a.
Disconnect the control rod
at
the governor control
Figure 7-1.
Propeller Governor Adjustment
PROPELLER ADJUSTMENT
]er´•er.
adjustments, service, overhaul
procedures, refer to the manufacturers applicable FAA Approved Propeller Manual.
For
High
and Low Pitch
and maintenance
NOTE
Exercise
care
not to loosen
the
jam nut on the
setting of the
control rod which could alter the
MINOR PROPELLER BLADE REPAIR
(Figure 7-2)
control rod.
b. Remo~e the four
nor
mounting
nuts
and
pull
the gover-
from the studs.
c.
them.
Cwer the go~emor base and
engine pad
to
protect
Minor nicks, dents, and gouges may be dressed out by approved line personnel. Blend any nicks or gouges into the
leading edge with smooth curves, and generous radii as
shown in figure 7-2. Reanodize reworked area by the
chromic acid process
only.
7-1
SKnOH A-A
Figure 7-2.
WinDI
Propeller Blade Repair
BEECHCRAFT
BONANZA 36 SERIES
SHOP MANUAL
FUEL SYSTEM
fittings. This inspection should be made
while the system is under pressure.
fFigure 8-7)
CAUTION
Any
the
fuel
is
system
rue‘l cell replaced,
a
air may enter the system. Ii the
possibility that air has entered
the system does exist, start and
operate the engine on the ground
until all air is removed from the
system. Operate the engine for
several minutes on each tank until
is
engine
operation
proper
assured. Refer to the applicable
pilot’s Operating
Handbook
and
Ai rpf ane
Fl i ght
Manual
before
and
the
starting
operating
time
drained
or
engine.
The standard fuel
system consists of a 25
fuel
cell
located in
are filled
through independent flush type filler
The
fuel
cells
be
drai ned
caps.
may
through the drain fittings provided in
each cell. The drain fittings are located
at the root of each wing on the underside
of the airplane.
An optional fuel system
provides a 40 gallon (37 gallon usable)
fuel cell for each wing in place of the
standard 25 gallon fuel cell.
gallon
(22
gallon usable)
each wing. The cells
Normal maintenance and repair procedures
for the fuel system conform to usual aircraft practices; keeping connections and
fittings tight and the supporting clamps
in place to avoid vibration and chafing,
replacement of defective or doubtful parts
and protecting the system from dirt and
contamination. The fuel cells, their fittings and certain other components require
some
special handling; these items are
discussed in the following paragraphs.
NOTE
Only VV-P-236
petrolatum thread
lubricants should be used on fuel
Avoid
sealers
system fittings.
and lubricants which are not soluble in fuel.
Inspecting and cleaning the fuel strainers
should be considered of the utmost importance
as
a
regular part of preventive
maintenance. The frequency of inspecting
and cleaning the fuel filters will depend
upon service conditions and fuel handling
cleanliness.
when
equipment
However,
operating in localities where there is an
excessive amount of sand or dust,
the
strainers
should be
inspected at more
frequent intervals. It is recommended that
the fuel
strainer located in
the
fuel
selector valve be inspected and cleaned
at
intervals of at least 50-hours
of
operation and under no condition should
the period be extended over 100 hours. The
finger strainers in the fuel cell outlets
should be removed and cleaned whenever
solid materials are found in the ´•cells,
or when the airplane has been
in storage
for an extended period of time.
INSPECTION OF FUEL CELL VENT
,4ND FUEL FILLER CAPS
LINES
(Figure 8-2)
The
following procedure
inspection of fuel
is recommended for
tank vent lines
and
filler caps:
Remove the access plate for each
a.
wing fuel cell from the lower wing surface.
b.
Disconnect the fuel cell vent line
from the fuel cell.
c.
cell
d.
ing
Apply
a~r
pressure
to
the
fuel
end of the vent line.
to
Alternately plug each vent openthat air is passing through
assure
all
branches of the vent system for the
cell. Continue to blow air through each
branch unti 1 any obstructions have been
removed.
Remove
the
siphon break check
and blow air through the siphon
break line from the check valve end, then
reinstall the valve.
e,
valve
The fuel
inlet hose between the firewall
and the fuel pump should be inspected at
each periodic inspection for leakage and
3aoseness between the hose and the hose
f.
to the
Reconnect the fuel
fuel cell.
Reinstall
g.
each fuel cell.
B75
the
cell vent line
access
plate
below
8-1
BEECHCRAFT
BONANZA 36 SER1ES
SHOP MANUAL
h,
Visually check each fuel cell
filler cap for looseness or deterioration
of the seal which could cause leakage. If
seals are deteriorated or damaged in any
way, they should be replaced.
Check the extended vent to ascerthat the vent extends a minimum of
1.75 inches below the lower wing skin
surface, The vent tube should be scarfed
at a 450 angle on the forward side
and
should be canted forward 100 perpendicular
determine
or
if the
flapper valve
is
metal
phenolic.
f.
If the flapper valve is metal, it
should be inspected and repaired, if necessary, as described below.
i.
tain
to
I.
Move the flapper element of
the valve through its full travel.
There
should be no binding and the
element
should seat securely against the valve
plate.
the skin.
2.
element
Any
configuration
other than
may
sure.
will
as
of
noted in
the
step "1",
between
fuel, from the tank.
On
airplanes
baffled main
that
FUEL
are
cells,
CELL
equipped with
the
flapper
(meta7 or phenolic) should be
inspected periodically (Beech aircraft
that
the
recommends
Corporation
inspection be accomplished at each annual
inspection) for freedom of operation and
proper seating.
valves
The inspection
follows:
a.
may
Drain all
be
fuel
arm can be
screwdriver
the element and
and
arm
element toward the closed
by
the
placing
a
If the ffapper element still binds
g.
and/or does not seat properly after the
MAIN
fuel
binds
could be bent. The
pressing the
position.
a
INSPECTION
OF
FLAPPER VALVE
arm
straightened
vent
negative vent presA negative vent pressure
pull the air, or air and
create
If the flapper element
and/or does not seat properly, the flapper
NOTE
accomplished
from the
as
airplane,
Remove
the
rectangu7ar access
of
located
outboard
the
just
fuselage on the upper skin of each wing
is straightened, the flapper element
should be removed and replaced with a new
flapper element assembly. The f7apper
element
assembly may be replaced by
the
two attaching bolts from the
removing
The same
upper part of the
attaching parts should be used to install
the new flapper element assembly. The new
should
be
element
assembly
flapper
inspected, to determine that the assembly
did not receive damage during installation
that could cause it to bind and/or not
arm
properly.
seat
If the flapper valve is phenolic,
h.
if
should be inspected and reworked,
necessary, as described below_
it
b.
pi ate
leading edge.
Cut the safety wire and remove the
cattaching bolts from the fuel cell access
plate.
1.
Move the ffapper valve elethrough its full travel. There should
be no binding and the element should seat
securely against the valve plate.
ment
2.
Clean the area around the access
plate before removing the plate.
Remove the fuel cell access plate
d.
and open the zipper in the baffle.
Locate the flapper valve in the
lower outboard section~of the baffle and
flapper element binds
the upper
of the f’lapper element may be
against the valve plate.
side
rear
NOTE
If the
and/or does not seat properly,
binding
3.
The flapper valve element may
be relieved from binding by filing a small
radius on the upper rear side of the e7ement.
NOTE
e.
A
shop towel saturated with light
may be placed directly below
oil
8-2
815
BEECHCRAFT
BONANZA 36 SERIES
SHOP MANUAL
fapper valve to absorb
pheno7ic dust during rework.
(The
outboard
installed only
fuel system).
the
the
After
4.
determining that the
f’lapper valve is functioning properly,
thoroughly wipe the area in the vicinity
of the flapper valve with an oil-saturated
shop towel,
fuel
in
quantity
Remove the inboard
c.
and fuel quantity sensor.
all
Di sconnect
d.
sensor
is
optional 80-gallon
the
access
fuel
cover
and
vent
plumbing.
Clean the gasket contact area on
the fuel cell and fuel cell access plate.
7.
it
k.
Install a new gasket,
the fuel cell access plate in
and
the fuel cell
place.
access
plate
bolts to a torque of 45 to
inch-pounds and safety wire.
at~athing
50
the
on
edge of the access hole
damage to the fuel
cell.
FUEL
plate
the
prevent
to
CELL
INSTALLATION
rectangular access
wing leading edge skin.
Reinsta’l7
m.
remove
access
CAUTION
secure
Tape
Tighten
the fuel cell and
outboard fuel cell
hole.
Close the zipper in the baffle,
j.
e.
Unsnap
through the
the
CAUTION
Care should be taken when replacing fuel cells to ensure that the
correct type fuel cell is used as
a replacement. All 36 Series airplanes use baffled fuel cells.
AIRPLANE DEFUELING
To ensure that all fuel is removed from
the system, the fuel should be drained
through the boost pump. To expedite the
operation, the boost pump may
be used to pump the fuel out of the sysThe following steps must be accomtem.
pljshed before energizing the pump:
defueling
Apply external power to the airelectrical
system,
plane
To avoid damage to the fuel cells,
cell cavities MUST be
the fuel
before
debris
of
clean
any
installing a replacement cell.
a.
place the fuel selector valve
b.
the CN position and the mixture lever
in
in
Return the
a.
outboard fuel cell
it int~o place.
IDLE CUT-Off.
c.
the
zipper,
for any
cell
fuel
foreign material. If the cell is
not thoroughly
clean, it should
be cleanedwith a lint-free cloth
alcohol or
moistened in water,
kerosene. No other solvent should
be used to clean the fuel cell.
Before
Remove the filler caps to vent the
inspect
Disconnect the fuel line at the
d.
firewatl and attach a drain hose. Provide
a suitable container for the fuel.
the boost pump,
e.
Energize
f.
When fuel is
no
longer pumped from
the
drains
sump
airplane, open
complete the defueling operating.
the
to
FUEL CELL REMOVAL
b.
access
B15
Drain and purge the fuel
Remove
plate
access
CAUTION
system,
a.
cell through the
hole and snap
fuel
closing
the
Close the zipper in the fuel cell
flow
Reinstall the filler adapter,
line, quantity sensors, drain and access
Use
covers that were previously removed.
b.
dam.
new
gaskets.
CAUTION
cells.
cell
outboard fuel
the
and fuel
quantity sensor.
The
on
molded
the fuel
nipple
cell
fittings used
lightweight
are
8-2A
BEECHCRAFT
BONANZA 36 SERIES
SHOP MANUAL
developed for ease of
installation in certain locations
in the airplane. To get the best
service from this type fitting,
fjttings
it is
tain
necessary
procedures
to
at
exercise certhe time of
installation. The specific precother than the general
handling are as follows:
autions
care in
Insert the flow tube into the
1.
fitting until 3/8 inch or more of the tube
extends through the fitting.
2.
Locate the hose clamp on the
fabric reinforced area of the nipple: it
should clear the end of the fitting by 1/4
inch,
QUANTITY
FUEL
BRATION(E-364
AFTER)
EMPTY POSITION
a.
b.
Remove the
the transmitter,
c.
d.
mitter.
e.
3.
Torque the hose clamps as
indicated in Chart 1 in this Chapter.
They should be drawn up in one operation;
if retightening is necessary, release the
clamp completely and wait at least 15
minutes before retightening.
Use
no
sealing paste
or
gasket
the
certain
Ma ke
cell
fuel
is
empty.
correct
4.
INDICATOR
CALIAND AFTER, EA-1 AND
access
cover
from
Disconnect the electrical
Remove
Bend the
reading
fuel
the
arm
as
wiring.
quantity
required
over
to
trans-
get
a
the indicator.
on
f.
Install the transmitter.
g.
Connect the electrical wiring.
h.
Install the
access
cover.
FULL POSITION
compounds.
a.
5,
Apply a thin film of Simonize
to metal flow tubes as a lubricant.
wa\
No other lubricant should be used.
Chart 1
Fuel Cell
of
tin
nipple
Outside diameter
inches)of tube
tin
~25 thru ,52
.75 and 1.00
1.50
2.00
3.00
Inch-pounds
of
torque for fuel
cell nipple
the
on
Locate the calibration screw in
c.
the back of each printed circuit board.
NOTE
clamps
12
15
25
30
35
to
to
to
to
to
16
20
30
35
40
CAUTION
If
fuel
Goodyear
replacement
cells have clear/yellow nipples,
torque the fuel cell nipple clamps
to 25 lt5 inch-pounds.
8-28
panel
over
the two printed circuit
the back of the instrujust to the left of center.
b.
Locate
boards located
ment
glareshield
panel.
Nipple Clamp Torques
Inside diameter
inches)
Remove the
instrument
Calibration should be done only
with a bus voltage of 14.25 +.25
or 28.25 +.25 as applicable to the
airplane system.
d.
cater as
Calibrate the fuel quantity indifollows:
I.
Ensure that the fuel tank that
indicator
corresponds to the fuel
being calibrated is
fu~19uantity
Turn the calibration screw in
2.
back of the corresponding printed circuit
board until the needle on the fuel quan~
tity indicator points to the "F" (full)
mark.
815
BEECHCRAFT
BONANZA 36 SERIES
SHOP MANUAL
FUEL
MANIFOLD
METERING
SUPPLY
I
I
ICONTROL
UNIT
RETURN
FUEL
VENT
I
I
I
)FLOW
GAGE
DRAIN
IKIECTION
POMP
FUEL TRANSMITTER
FILLER
TRANSMlTTERUSEDWHEN
SEAL
DRAIN
1
OPTIONAL FUEL tELLS
*REINSTALLED
tl tB ~HECI(VALVE
ii
,p,,,
c
nvx
PUMP
_I
LH. FUEL TANK
R.H. FUEL TANK
´•IYLECTOR
25 O~LL. IPGP;L USABLE)
ISGAL (p GAL. USABLEI
u,cAL. (37 GAL. USABLE) OPT
VALVE
(STRAINERL
NID
D~IIN
VEN~
O
ODR*IH
DI~INI
STRAINER
CHECK
YIIVE
i
p""’""’)
FLUSH VENT
RETURN
´•r´•´•n´•´•´•l´•´•´•l
VENT
--n
VENT
3
FLUSH VENT
VENT
System (E-l and after)
Figure 8-1
FUEL
MANIFOLD
I
DRAIN
r
FILLER
TRANSMITTER USED WHEN
OPTIONAL FUEL CELLS
ARE INSTALLED
CONTROL
UNIT
FUEL TRANSM~R
I’
ii
CHECK
VALVE
1IIIII~IIIII
i
VENT
Fuel
1.~.,.1
~L´•
STRAINER
II
SEAL
DRAIN
PRESSURE
RELIEF VALVE
I
1
I
I
INJECTION
PUMP
A
FUEL
FLOW
GAGE
CHECK
f
VALVE
PRESSURE
RELIEF VALVE
AUX
PUMP
I!
nl
I~
i
~1´•1´•1´•1´•1´•11
I SELECTOR
i
VALVE
I*
VENT
FWD
__DRAIN q
(S~RAINER
8 DRAIN)
i
O DRAIN
~VENT
IVALVECHECK
LH. FUEL TANK
25 GAL.
(22 GAL USABLE)
40 GAL (37 GAl USABLE) OPT
I
II
i
r I(SEAL
DRAIN
´•I~Frr
R.H. FUEL TANK
(22 GAL USABLE)
I
25 GAL.
40 GAL
(37 GAL. USABLE) om
MKT
A36TG28~-32
Fuel System (EA-7 and after)
Figure 8-1A
B15
8-2C
BEECHCRA;FT
BONANZA 36 SERIES
SHOP MANUAL
Reinstall the glareshield.
e.
AUXILIARY OR E~EL BOOST PUMP
AND
AFTER)
(EA-1
The single speed auxiliary fuel
pump is
mounted
in
front of the forward spar
carry-thru on the left side of the
plane. The switch is located on the fuel
control panel and placarded AUX FUEL PUMP
OPERATION, ON Off.
AU~ILI,4RY OR FUEL BOOST PUMP
ANI)
AFTER)
(EA- 1
manifold pressure) it operates at high
boost. The mode at which the boost pump
operates in the AUTO position is determined by a
switch actuated by manifold
Another switch is located in
pressure.
the subpanel just to the left of the fuel
control panel and placarded EMERGENCY FUEL
PUMP, OFF and ON. This switch will override the other switches and actuate the
high
pressure
line.
This
gage
manifold pressure
tings
higher
position.
is
in
controlled by three switches
located
the cabin.
One of the switches is
located on the fuel control
panel and
placarded AUX FUEL PUMP, OFF, LOW and
AUTO, In the AUTO position the
pump is
operating at all times. At low power set-
8-2D
pump
for
emer-
is located forward of the instrument
panel
plumbed into the manifold pressure
to
operates
power
of the
and
The 2 speed auxiliary fuel pump is located
in front of the forward spar carry-thru
on the left side of the airplane. The
pump
it
side
operation, such as with a failed
engine-driven fuel pump. The third switch
gency
at
low boost,
settings (27
to
30
and at
in. Hg
switch is actuated
and closes between
by
29
30
in. Hg on increasing pressure (to
the high pressure side of the
pump), and opens between 27 to 30 in. Hg
on decreasing pressure (to return the
pump
to low pressure operation).
This switch
the high pressure side of the
actuates
pump, but only functions if the switch on
the fuel control
panel is in the AUTO
actuate
B75
NOTE
Aircraft that have had any of the above fuel
cells previously installed do not nquire
complete removal of the fuel cell. Access covers
and inboard fittings should be removed and the
~xo-
inboard end of the fueI cell pulled back far
enough to allow installation of the velcro tape.
I
_I
3--
1
I
b. Lightly sand the surface that the veIcro tape will be
bonded to as shown in Figure 8-2A and clean the sanded
surface with.Naphtha, Item 18, Consumable Materials
chart.
~c-c--
i
~olir
Figure &2
Activate the velno by dipping into Methyl Ethyl
c.
Ketone, Item 19, Consumable Materials Chart, and press
Fuel Vent
the velao tape in place as shown in Figure 8-2A.
d. Position the fuel cell in place and pnss the velcro
pile and hook together pressing outward in the ana of the
CAUTION
velcro tape.
InspecttheflappervaEve forfreemovementunder
weight. If the ~apper valve binds, work up and
down by hand Imta it works frrely.
e.
The molded nipple
an
~ttings uKd on thefuel cell
developed for ease in
it’s
own
installation in certain locations in the airaaft.
To get the best service from this type fitting, it
is necessary to exescise certain precamio~s at
the time of installation. The spedfic
pncautiom other than the general care in
handing an as follows:
Insert the now tube into the
3/8 inch
of the tube extends through the fitting.
b. Locate the hose damp oa the fab~c-reinforced
ana of the nipple; it should dear the end of the fitting by
a.
or more
NOTE
Befon closing thi~ zipper inspect the fuel cell
for any foreign material.
f. Close the zipper ;md nfer to REMOVAL AND
INSTALLATION OF THE FUEL CELIS for further
instructions on installing the fuel ctll.
114 inch.
c.
in
one
Trthten the hose damps. They should be drawn up
operation; if rttghtening is necessary, nlease the
corrrpletdy and wait at least 15 minutes before
~ccEss orwrte
damp
rrtightening.
d,
Useno
e.
Apply
I
a
thin ~fm of Simonize
wax to
YTLOO IArE
the metal
_~
INSTALLATION OF VELCRO
REPLACEMENTFUEL CELLS
E-I
TAPE
WITH
fi
through E184)
HKIALD LUDHIO
EDGC run CUL
Aircraft that have had
replaced with spare
or
will have
fuel
cells
e~dsting fuel cells
P/N 35-380135-1,
12J´•´•
11´•´•
35-380135-2, 35-380135-3, 35380135~ %-380046´•1 and
96-3800462 should install kit 35-9009 S in the fuel cell
liner top, bottom, mot rib and spar as descn’bed below and
in Service Instruction 0365-281. Serial E-185 and after are
delivered from the factory with the equivalent of Kit
1C33´•1
35-9009 Sinstalleb
Remove the fuel cell as described in REMOVAL
a.
AND INSTALLATION OF THE FUEL CEL;ZS.
B2
Figure
8-2A. installation of Velcro Tape
&3
30-590001-3B’1
CARE AND REPA/R OF FUEL CELLS
The following is a recommended method of handling
bladder-type fuel cells, including storage, and post-installation
inspection.
being trapped between the patch and cell.
g. Cover the patch with a sheet of poiyethylene and lay
a 50 pound shot bag over the
repair. Allow the shot bag to
remain undisturbed for 6 hours.
h. Seal the patch and a half-inch
yond
the
patch
patch
synthetic rubber fuel cells are placed in service, the
gasoline has a tendency to extract the plasticizer from the
allow the
inner liner of the cell. This extraction of
INSIDE PATCH
U~hen
detrimental
asnuch
A thin
the
as
plasticizer
is
not
as
coating of light engine oil should be flushed, sprayed
rubbed
on the inner
liners of´•all serviceable fuel cells
which have contained gasoline, if it is evident that the cells
will remain without fuel for more than 10 days, whether
or
one coat
to
r
remains in the fuel cell, in-
gasoline
long
gasoline itself will act as a suitable plasticizer.
as
strip of the cell beof black rubber cement and
remain undisturbed for 6 hours.
with
installed in airplanes or not, or if cells are to be collapsed
or deformed inside their bays. The ail will act as a temporary plasticizer and will prevent the inner liner from
After the damaged area has been patched on the outside
of the cell and the repair allowed to stand a minimum of 6
hours, the cell is then ready to have the patch applied on
the inside of the cell. The damaged area, to which this
patch is to be applied, may be pulled through the filler
neck opening to make the repair simpler. The repair procedure for the inside of the cell is the same as for the out-
side, except Uni Royal, Inc., repair material 5200/5187
must be used.
drying out and cracking.
TEST/NC FOR FUEL CELL LEAKS
The cell should not be removed
after the oil has been app‘Iied.
or
following method of repair
Royal, Inc., Mishawaka, Indiana.
The
handled until 24 hours
Although the chemical test is more sensitive, either of the
following test procedures may be used to detect leaks in the
is recommended
by Uni
bladder cells.
a.
Soap Suds Test
i. Attach test plates to all fittings.
2. Inflate the cell with air toa pressure of
NOTE
114 pd
maximum.
No ~eoain are to be made on the radius ofa
cell or in the fitting area of the cell. Cells with
such damage are to be returned to the Uni
Royal, Inc, Fuel Cell Division, Mishawaka,
Indiana, for repair. No damage area larger than
2 inches may be
3.
areas
Apply
and any
a
soap and water solution to all repaired
suspected of leakage. Bubbies will ap
areas
pear at any point where leakage occus.
4. After test, remove all plates and wipe soap residue
from the exterior of the cell.
b. Chemical Test
1. Attach test
repaired in the field.
plates
to all
fdting openings except
one.
OUTSIDE PA TCH
of 3
a.
Use
a
piece of synthetic rubber coated (Uni Royal,
2. Pour ammonia on the absorbent cloth in the ratio
per cubic foot of cell capacity. Place the saturated
cc
cloth inside the cell and install the
remaining
test
plate.
5264) outside repair material large enough to cover
damage at least 2 inches from the cut in any direction.
Buff this material lightly and thoroughly with fine sandpaper and wash with methyl ethyl ketone (Uni Royal, Inc.
3. Make up a phenolpfithalein solution as follows:
add 40 grams phenolphthalein crystals to 1/2 gallon of
3539 solution) to remove buffing dust,
b. Cementthe buffed side of the patch with two coats
of black rubber cement Obinnesota Mining and Manufacnrring Co. EC678r Allow each coat to dry 10 to 15
maximum.
inc
rmnutes.
c.
Bur^f the cell
area to
be
patched, lightly
ou_eh?v with line sandpaper and
ketone to remove buffing dust.
d. Cement the buffed
Mining
coat to
area
wash with
with
two coats
Manufacturing Co. EC678
dry 10 to 15 minutes,
and
and thor-
methyl ethyl
of Minnesota
cement. Allow each
4. Inflate the cell with air to
5. Soak
a
large
a
pressure of
white cloth in the
solution, then wring it
out
114 psi
phenolphthalein
thoroughly and spread
it
the outer surface of the cell. Press the cloth
down to insure detection of minute leaks.
6. Check the cloth for red spots which will indicate a leak. Mark any leaks found and move the cloth to
smoothly
on
a new location. Repeat this procedure until the entire exterior surface of the cell has been covered. If red spots
appear on the cloth, they may be removed by resoaking
the cloth in the solution.
Freshen the cemented area of the patch and the cemented area of the cell with methyl ethyl ketone,
f. place the patch on the damaged area while the cement is still tacky. Make contact first at the center of the
e.
patch, and then mh the patch outward by hand. Next,
apply pressure to the patch with a 1/4 inch relier. Begin at
the center and work outward to prevent air
ethyl alcohol, mix, then add 112 gallon of water.
or
solvent fnrm
7. The solution and test cloth are satisfactory only
long as they remain clean. indicator solution that is not
in immediate use should be stored in a closed container to
as
prevent evaporation and deterioration.
After the test, remove ah
the cell to air out.
plates
and test
equipment. Allow
issued: June, 1970
f
NOTE
in
conducting the
tests
need not be confined
gine speed
outlined above, the cell
by
a
viding the 114 psi pressure
cage or jig, prois not exceeded.
INSTALLATION OF FUEL FLARED FITTINGS
increases approximately 25 rpm. Metered fuel
pressure at idle (full rich) should be 3.5 to 4 psi; and the
fuel flow should be 7 to 9 Ibs. per hour. Reset idle rpm if
necessary.
d. Adjust the full throttle fuel pressure to give 285 to
305 psi pump outlet pressure and 16.4 to 18.2 psi metered
fuel pressure at 2700 rpm. Make this adjustment using the
fuel pump orifice adjusting screw which is located on the
rear
~installing flared fittings and hoses, make sure the
threads are lubricated properly (see Figme &3) with antiseize compound tin accordance with the TABLE OF
THREAD
When previously installed fittings are removed, they should be wiped dean and relubricated before they are ninstalled. Torque an Mtings
of
the
aneroid
housing. Turning
this
screw
When
counterciockwise increases pressure.’The flowmeter should
be located in the fuel line between the metering unit
discharge port and the manifold valve inlet port, if a
fiowmeter other than the panel gage is used.
in accordance with the FLARE FIITING AND HOSE
FITI?NG TORQUE CHART.
FO’ Engine-Driven Fuel Pump Removal
(refer to the Power Plant Section 6).
ENGINE DRIVEN FUEL PUMP ADJUSTMENT
FUEL SELECTOR VALVE REMOVAL AND lNSTALLATION
With the mixturr control in full rich position, set the
screw on the throttle butterfly control lePer to
obtain an engine idle speed of 600 rpm,
25 rpmTurning the screw clodcwise will increase speed.
b. With the ntixture control still at M rich, and without
a nowmeter installed, set the fuel prrmp relief valve adjustment (located-on the centerline of the fuel pump) to
give 6 to 8 psi outlet pressure at idle speed. Turning this
And Installation,
a
adjusting
clockwise will increase pressure. The outlet pressure
gage should be located in the fuel line between the pump
discharge port ~nd the meterine unit inlet port,
c. Adjust the idle IIlixnue so that when the mixhrre
control is moved in the cfirection of idle cutoff the enscrew
issued: June, 1970
a Drain and purge the fuel system.
b´• Remove the handle from the selector valve.
c. Remove the royalite cover from around the fuel
selector valve,
d´• Disconnect the fuel plumbing from the fuel selector
valve.
e´•
Remove the bolts securing the selector valve to the
mounting bracket.
f. Assembly is accomplished by reversal of the above
procedure. Lubricate the fuel line threads with anti-seize
compound (See Table of Thread Lubricants) before installation.
&5
3~590001-38’1
LUBRICATE
TAPERED
PIPE
~LUBRICATE
TLUBRICATE
’C)r
NOT LUBRICATE
FEMALE THREADS
STRAIGHT
ALLOW LUBRICANT TO
CONTACT THIS SURFACE
Figure 8-3. Lubrication
FLARE
of Frare
Fittings
TORQUE CHART
TORQUE INCH POUND
TUBING
OD
INCHES
ALUMINUM
ALLOY
TUBING FLARE
STEEL TUBING
HOSE END FITTING
AND
HOSE ASSEMBLIES
FLARE
AND 10061
AND 10061 GRAND 10078
MA~MUM
II
MIMMUM
I
MA~IMUM
118
3116
40
5~16
318
112
518
65
90
100
70
100
135
150
70
120
60
80
180
200
85
180
75
270
300
I00
250
150
125
250
450
500
210
420
200
350
650
700
300
300
500
900
1000
500
480
850
1
500
1400
700
1150
600
700
900
900
1200
1-r14
1-112
1-314
600
2
86
Isnred: June, 1970
I
THIS SECTION IS NOT APPLICABLE TO THE BEECHCRAFT BONANZA 36
9-1
gas, and either immersed in water
CABIN HEATING
after) with air
A heater muff
"painted" with a soap solution. If any leaks are apparent,
replace the heater muff. This test is also recommended for
the heater muff at every engine change.
on
heated air
provides
right hand engine exhaust stack
five outlets in the forward and aft
the
to
or
or
of the cabin.
areas
Ram air
intake
enters an
and after
ram
air
at
enters an
the
air scoop
on
NOTE
EA-1
engine baffle ton
rear
the left side of the
The heat transfer studs
passes through the heater muff, then
into a mixer valve on the forward side of the firewaIi. In the
mixer valve, the heated air is combined with a controlled
engine compartment
quantity of
unheated
ram
air
picked
up at an
intake
on
baffle andlor
cone
must
supply of heat. Any
replacement.
the
along with the internal
place for a correct
be in
is
warpage
cause
for
Air of the desired temperature is then
directed from the mixer valve to the outlets in the cabin.
right side of the
nose.
c.
If the
inspection indicates
reinstall the heater muff
as
a
good heater muff,
indicated in HEATER MUFF
INSTALLATION.
HEATER MUFF REMOVAL
E-l AND AFTER
HEATER MUFF INSTALLA TION
I
a.
right side
b.
c.
and
Remove the heater muffler
of the
panel from the
E-l AND AFTER
engine compartment.
Remove both heat ducts from the heater muff.
Disconnect the heater from the exhaust system,
remove
d.
access
it from the
Remove the
airplane.
screws
from the heater shroud and
EA-I AND AFTER
right
Remove the upper
Install heater shroud and
b.
Install the heater in the
c.
Connect the
engine exhaust system
screws.
to
the heater
muff.
slide the shroud off the heater,
a.
retaining
airplane.
a.
rear
louvered
access
d,
Connect the heater ducts to the heater muff.
e.
install the heater muffler
access
panel.
EA-~ AND AFTER
panel.
a.
Install the heater shroud
of heater muff
b.
Install the heater muff
which attach it to the exhaust system.
Loosen the clamp on the left side of the heater
d.
c.
Tighten
b.
c.
Remove heater muff
Remove 4 bolts
on
ducting,
right side
the
d.
e.
f.
g.
through
the
access
hole.
Remove heater shroud from heater muff~
Pressure test the heater muff as indicated in
normally aspirated engines visually inspect
test every
the heater
500 hours. On
turbocharged engines visually inspect and pressure
test
carbon
every 100 hours. Leaks in the system could introduce
monoxide gas into the heating system. The pressure test may
be
accomplished
as
on
the
access
hole.
the left side of the heater
110
to
on
the
right side of the heater
Torque to 100 to
the exhaust system.
inch-pounds.
e.
Install the ducts to the heater muff.
f.
Install the
access
panel.
CABIN VENTILATION
HEATER MUFF PRESSURE TESTING
muff every 100 hours and pressure
Install the 4 bolts
muff which attach it
HEATER MUFF PRESSURE TESTING in this section.
On
clamp
the heater muff.
muff.
muff,
Remove the heater muff
the
on
through
Fresh air is
for the cabin by
an
air intake on the left
to
individual
manually controlled shutoff
valve, installed in the duct between the fresh air intake and
the individual outlets, is operated by a control knob in the
outlets above each
overhead
follows:
provided
side of the dorsal fin. The air is then ducted
seat.
A
panel. Adjustable outlets in the upholstery panel
provide additional air by means of
each wing root.
forward of each front seat
a.
Remove the heater muff
as
indicated in HEATER
a
duct in
MUFF REMOVAL.
b.
to
1
Inspect
tightness.
approximately
determine leak
pressurized
B12
to
visually and pressure test
The heater muff should be
25 psig (5 psig on EA-I and
the heater muff
Prior to E-106
a fixed exhaust in the upholstery panel below
utility door is vented through an opening in the fuselage
below the utility compartment. Also, prior to E-~21 a
the
manualiv controlled cabin air exhaust is located aft of the
radio
speaker
in the overhead
panel.
At serial E-l~ and after and EA-I and after
a
fixed cabin
Inspect around the cabin rear bulkhead for leaks. This
panel may be made airtight by cementing felt strips to the
edge of the bulkhead. Openings, cutouts or cracks may be
filled with Sealing compound.
installed in the upholstery panel to the rear of
the hat shelf, and vented to the outside through the left side
exhaust
of the
´•H´•as
CABIN COOLING
airplane.
refrigerant R-12 air conditioning system has a capacity
of 12,000 BTU per hour and consists of an evaporator
module in the cabin, a compressor in the engine section, a
condenser beneath the airplane and a condenser air scoop
Ihe
INSPECTION OF HEATING AND
SYSTEM
inspect
the
air intake duct
connections and
clamps
leading
to
VENTILATION
the heater.
All
door to introduce prop blast and
ram
air
to
the condenser.
should be checked for tightness and
the duct for holes and cracks.
Controls consist of
a
two
position switch placarded, AIR
on the fuel control panel.
COND OFF HI LO located
Inspect the heater control box and the condition of the air
leading to the windshield defroster and cabin heat
outlets. Seal or tape openings around wires, tubes, or
cables passing through the firewall.
ducts
10-2
When the system is on, the condenser air scoop door is
open full on the ground and closes automatically to the
flight position during flight.
812
)ir ’’CWrbtl!
i
I
P
is
15
;r.
R’
llr
I
1
i.
(E~ine Baine)
2. Fresh Air Intake (Nose)
3. hlixer Vai~e (Cold Position)
Fresh Air Intdre
I
4, ~erboard Vent
5.
I
iIeated Xir
6. Heater hlufner
(R.H. Wing Root)
7.
Fresh Air
8.
R.H. Foraard Outlet
I
I
I
I
I
I
I
9. Defroster Control
1D,
Cabin Reat Control
11.
Aft Outlet (R.H, Front
Seat)
1
I
I
I
12. Aft Cabin Out~et
13. Fixed Eshauct (Beiow Utility Door)
14. Fresh Air Intake (Cabin)
15. Fixed Exhaust (fuselage Bottom)
16. Overhead Fresh Ai~ Shutoff Control
1T.
Overhead
Adjustable Exhaust
.10
19. Aft Cabin Heat Control
20. Vent Shutoff Control
21.
Fresh Air
I
I
I
I
(L,H. Wing Root)
22. L,H. Forward Outlet
23. Defroster
/C
i
I
I
I
\II!
\II1
36-411-1
Figure 10-1. Heating
B10
and
Ventilating System (Serial E-l through E-105)
10-2A
2
1
\,S
4
1
I
i
/6
t\\
I
I
12
7
16
L
r
(Engine Baffle)
O´•lose)
Valve (Cold Position)
i.
Fresh Air Intake
2.
Fresh Air Intake
I
3. Enixer
4. ~erboard Vent
5. Heated Air
6. Helter MuMer
7.
Fresh Air
I
I
(R.H. Wing Root)
10.
Cabin Heat Control
I
I
I
I
14. Fresh Air Intake (Cabin)
15. Fixed Exhaust (L.H.Side of Fuselage)
16. Overhead Fresh Air Shutoff Control
Adjustable
I
I
i
I
I
i 1
11. Aft Outlet CR.H. Front Seat)
12. Aft Cabin Oufiet
13. Fixed Exhaust (Rear of HatsheLf)
17, Overhead
I
d
8. R.H. Forward Outlet
9. Defroster Control
i
I
I
I
Exhaust
19. Aft Cabin Heat Control
20. Vent Shutoff Control
21,
Fresh Air
~L.II. Wing Root)
i
I
22. L,H. Forward Outlet
23. Defroster
24. Or´•erhead Fresh Air Shutoff Vaive
,c-----c-
\111
\III
I
Figure
10-2.
Heating and Ventilating System
Serials E-106
through E-184.
10´•3
4
\,S
i
t\\
1
23,
22
20
10
15"
**17
16
1
1
I
I. Fresh Air Inrake
T~CI
(Engine Bafne)
2. Fresh Air Intake (Nose)
Mixer Valve (Cold Position)
I
I
4. Overboard Vent
I
-5. Heated Air
I
6. Heater Muffler
Fresh Air ~R. H.
Wing Root)
j
I
I
I
I
I
I
P. R. H. Forward Outlet
9. Defroster
I\
10. Cabin Heat Control
I)
II. Aft Outlet (R. H. Front Seat)
12. Aft Cabin Oudet
tt
t13. Fixed Exhaust (Rear of Hatshelf)
I I
I I
I I
)I
15
14. Fresh Air Intake (Cabin)
ttl. Fixed Exhaust (L. H. Side of Fuselage)
It;. Overhead Fresh Air Shutoff Control
Adjustable Exhaust (Prior
]7. Overhead
to
E-921)
II. Individuai Overhead Fresh Air Outiets
1~j
19. Aft Cabin Hear Control
20. Firewall Air Control
21. Fresh Air (L. H.
Wing Root)
22. L. H. Forward Outlet
\I
23. Defroster
/e
~i4. Overhead Fresh Air Shutoff Valve
II
\111
ZF. Drain
\iii
I
35-411-4
E-283 and after
Removed
at
t Moved aft
t~ Moved aft
Figure
10-4
I
I
I
E-921 and after
to
to
fuselage station 190.00 at serial E-I370 and after
approximate fuselage station 192.00 at serial E-1370
10-3.
Heating and Ventilating System (Se~ials
and after
8-185 Thru E-1240
Except E-l~ll)
812
I
17
I
i
2
Ij
14
is
12
~il
ii
i la
rlfii Ii
1. Fresh Air inla~e (Nose)
’..4ir Exhaua
hlixer Val\e
3. Fresh Air
.5~
Right
fRi_cht \t’ing
Root,
Forward Outlet
6. Aft Outlet
i. Aft Outlet
(Right
(Righr
Rear Seal)
8. O\crhcad Fresh Air
I
--1
/j
Front Seat)
’I
Scoop
i
9. Individual O\´•erheaJ Fresh Air Outlets
10. Aft Cabin Heal Control
Il. Cabin Heat Control
I?. Defroster Control
;i. i~------------8
l.i. Fire~´•all Air Control
A36TC6~25
14. Left Forward Outlet
Iz_ Fresh Air ILeft ~’ine Root,
Iri. Healer Air Inlet
17. Hearer Muffler
Figure
812
10-3A. Heating and
Ventilating System (Serials EA-1
Thru
EA-10)
10-4A
I
AIR CONDTnONING SYSTEM
(E-391. E-716. E-732 and after)
to
The
optional air conditioning system is a recirculating 12,000
cooling system. ~he system is controlled by a switch
the fuel control panel and 2 pressure sensing switches.
BTU
on
The circuit breaker, and switch which control the system are
located on the fuel control panel (console) and placarded
AC CIR BKR
or
AIR COND OFF HI LO
respectively. On
E-llll and E-1241 and after, the circuit breaker
from the console
to
the RH
the
normally closed position when the refrigerant falls
to a
safe pressure. There is also a high pressure poppet relief
valve, located on the forward side of the firewall. which will
was
moved
subpanel.
relieve the system if the pressure reaches 450 psi. and will
again at 400 psi.
reseat
The low pressure switch, normally open (actuated closed
when the system is charged with refrigerant) senses system
pressure. The switch closes, actuating the compressor clutch
coil when the line pressure exceeds 5
pressure switch will prevent damage
should oil and/or
refrigerant loss
to
to
8
psi.
The low
the compressor
occur.
The air conditioner is wired
through the right landing gear
uplocl position switch, the left landing gear safety switch,
and the normally closed full throttle switch. With the air
conditioner operating on the ground, the control circuit is
wired through the left landing gear safety switch, which fully
The condenser air scoop door under the airplane automatically opens when the air conditioner is turned on. On the
the door opens to approximately 3 inches. In flight
the door opens to approximately 3/4
1/2
ii inch. The air
ground
opens the condenser air scoop door located under the air-
scoop door actuator limit switches
plane. With the gear extended and the throttle fully opened,
action of the full throttle switch will remove powerfrom the
ment
compressor clutch coil, and drive the condenser air scoop
airplane is airborne and the landing
The belt-driven compressor, which is coupled with a magnetic clutch, compresses the refrigerant to a high pressure,
gear is
high temperature gas. This gas passes through the condenser
where cooling air removes heat from the gas, condensing it
to a liquid state. The liquid then passes through the expan-
door closed. When the
retracted, power is transmitted from the normally
open contacts of the full throttle switch (actuated closed
when the throttle is fully open) through the right landing gear
uplock position switch (actuated closed when the gear is up
and locked) to the compressor clutch permitting the compresser to operate. Also power from the circuit just de-
scribed is transmitted
tuator,
through
position
the condenser air scoop door acthe normally open contacts of the door flight
to
limit switch located at the aft end of the door (ac-
tuated closed when the door is closed)
to open
the door
to
the
causing
protection
of
E-763. Additional
a I0-ampere fuse on
protection was provided
by separate fuses for the compressor and air scoop door on
E-763 through E-1240, except E-llll~ A I0-ampere circuit
breaker
provides protection
s\stem on
E-11I 1 and
on
no
adjust-
sion valve where it is metered into the evaporator at a rate of
psi, which allows most of the liquid to return to a gas. The
55
heat required for evaporation is absorbed from cabin air
passing over the evaporator coils. After passing through the
evaporator, the refrigerant returns to the compressor at a
reduced pressure.
UAINTENANCE OFAIR CONDITIONER
flight position.
On E-716 and E-732 through E-1240, except E-llll, the
door have the added
preset with
the actuator
entire air conditioner system is protected by a 30-ampere
circuit breaker. The compressor and condenser air scoop
airplanes prior to
are
required.
Servicing the air conditioning system consists of periodically
checking the refrigerant level, checking compressor oil level
and changing the system air filter. Recharge the system
whenever the refrigerant level is low, air has entered the
system or components carrying refrigerant are replaced. Refrigerant leaks may be detected by inspection with flameless
leak detector.
for the entire air
E-1241 and after.
conditioning
On airplanes with
these later serials, the compressor and condenser air scoop
door are protected by separate 5-ampere fuses. The use of
separate fuses permits operation of the evaporator fan in the
e\´•ent of a blown fuse to the compressor. On all the airplanes
previously noted, the fuses are located directly
the copilot on the forward side of the firewall.
in front of
PRECAUTIONARY SERI/ICE MEASURES
Before any service is
attempted which requires opening of
refrigeration plumbing or units, the person doing the work
should be thoroughly familiar with instructions On servicing
the system. He should follow very carefully these instructions when performing the tasks that will maintain this system in a proper functioning order.
gear is
If the condenser air scoop door is open while the landing
extended, a switch actuated by the door provides
The
through the nose gear uplock switch to illuminate a
warning light in the lower LH corner of the instrument
panel.
prevent dirt and moisture from entering the system. Dirt
contaminant may cause leaky valves or wear in the compressor. Moisture may not only freeze into ice at the expansion
power
major
valve, but
high pressure switch is used to monitor the pressure of the
refrigerant from the compressor to the expansion valve.
When the pressure in the line reaches 390
10 psi, it actuates the normally dosed high pressure switch to open the
circuit to the compressor clutch coil, thereby disabling the
compressor. The high pressure switch automatically resets
A
-e
812
reason
can
for these
also
cause
hydrofluoric acids in
measures are
for
the formation of
safety
and to
hydrochloric
or
the system.
Ah
precautions should be taken to prevent damage to fittings
connections. Even minute damage to a connection could
cause it to leak. Any fittings getting grease or dirt on them
or
should be
wiped
clean with
a
cloth
dampened with alcohol.
10-5
D
t
12
i
sri
3.
Compressor
High Pressure Line
High Pressure Relief Valve
4.
High
5.
Condenser
6.
7.
Receiver Dryer and Sight Class
High Pressure Service Valve
8.
Expansion Valve
9.
Evaporator
7.
2.
10.
Pressure Sense Switch
Low Pressure Servi~ Valve
11.
Low Pressure Limit Switch
12.
Low Pressure Line
13.
Louven-AirDuct
14.
Air Duct
15.
Fan
16.
Fan Motor
17.
Condenser Actuator
18.
Compressor Clutch and Pulley
Figure
10-6
~0-4. Air Conditioner
35603~19
System (E-391, E-716,
E-732 and
after)
812
Do
not use
chlorinated solvents such as
cleaning agent, for they
trichloroethylene for
contaminants. If dirt, grease or
moisture gets inside lines and cannot be removed, the lines
w~ill have to be replaced. Use a small amount of clean 500
are
viscosity refrigeration oil (Item 31, Consumable Materials
Chart) on all tube joints and dip the O-ring in this oil before
assembling the joint. This will help in making a leak-proof
joint.
loss of
refrigerant is suspected: an inspection of the system
plumbing should be carried out to locate the source of the
leak. Large leaks may be located by the appearance of oily
spots where oil has been carried out by escaping refrigerant.
Smaller leaks, which
be detected
are
much
more
by detergent bubbles,
difficult
or an
to
locate, may
electronic detector.
COMPRESSOR EEL T TENSION ADJUSTMENT
WARNING
After 3h to 48 hours
to its
A face shield should be
worn
when
lines; refrigerant, coming in
can cause
servicing the
contact
normal
checked
with the
at
adjustment bolt on the idler pulley bracket) so that a belt
tension gage, placed at a point midway between the idler
pulley and the compressor will register a belt tension of 70
pounds with 0.13 inch deflection with 6.38 pounds load.
After adjusting the belt tension, be sure the belt has ample
the loss of Sight.
CA UT/ON
clearance
Insufficient
connections,
operating time, a new belt will stretch
operating length. The belt tension should be
this time and adjusted (by torquing the
on
all sides.
torque, when ti_ghtening tubing
can
result in loose
joints
and
excessive torque can result in deformed joint
parts. Either condition can result in refrigerant
COMPRESSOR EEL T REMO VAL
leakage.
a.
Open
the
engine cowling
compressor belt.
b. Loosen the
~hen
connecting aluminum fittings in the refrigerant
s~g’stem, torque all 5/8-inch fittings to 18 21 foot-pounds
and all Ip-inch fittings to 11 13 foot-pounds.
bracket to
c.
remove
adjustment bolt
tension
Remove the
to
on
gain
on
access
the idler
to
the
pulley
the compressor belt.
compressorbelt.
COMPRESSOR EEL T INSTALLA TION
NOTE
a.
The
receiver-dryer
connected.
maximum
is the last
This
is
moisture
assembly
necessary
to
protection
to be
pulley,
b.
ensure
of the
bracket
c.
cha´•iY´•~ the air
Section 2, Sen´•icing.
conditioner
or
checking the oil
over
the compressor
Tighten
the
adjustment
increase tension
bolt
on
the idler
pulley
the compressor belt as stated
in the COMPRESSOR BELT TENSIOhT ADJUSTMENT.
refrigeration system.
For
Install the compressor belt
pulley and drive pulley.
idler
to
on
Close theenginecowling.
see
CONDENSER REMOVAL
AIR CONDITIONING FUNCTIONAL TEST
With the en~ne running
at
1.000 rpm and the system on,
sight glass, if refrigerant appears milky or
bubbles appear,charge the system as noted in CHARGING
obsen´•e the
THE AIR CONDITIONI~G SYSTEM in Section 2. Check
the s?,stem for leaks using a flameless leak detector.
a.
The condenser is located beneath the
airplane
aft
of the main spar carry through.
b. Remove the beaconlight.
c.
Removethefairingaftofthe
d.
Disconnect the hoses at the condenser.
e.
Remove actuatorbolts.
f.
Remove the attach bolts.
Remove the condenser.
g.
condenser.
SYSTEM LEAK DETECTION
CONDENSER INSTALLA TION
A reduction of spstem cooling ability or the presence of
bubbles in the refrigerant, may indicate a partial loss of
refrigerant. Check for bubbles in the sight glass located
under the copilot seat. The sight glass should be checked
during operation at maximum available ambient and cabin
remperaturen Streams of bubbles past the glass or foam in
the glass indicates an inadequate refrigerant quantity. If a
89
a.
b.
c.
Place the condenser in position.
Secure condenser by the attaching bolts.
Install theactuatorbolt.
e.
Connectthehosestothe condenser.
Install thefairing.
f.
Install the
d.
beaconlight.
10´•7
PRESSURE
GAGE
VALVE
SIGHT
GAGE
ELECTRIC
CLUTCH
10-8
W
REFRIGERANT
SUPPLY
CHARGING CYLINDER
SUCTION
ENGINE-DRIVEN
COMPRESSOR
jD1StHARCElj
L~J
t
PREZSUIIE
GAGE
LOW
PRESSURE
SWITCH
HIGH
PRESSURE
SWITCH
VALVE
OIL-AIR
SEPARATOR
RVICE VALVE
I
SUCTION
GAGE
I
VALVE
VALVE
VALVE
(SUCTION)UND
OPILOT’S SEAT
I
VACUUM
PUMP
ERVICE VALVE
(HIGH PRESSUR
DISCHARGE
GAGE
UNDER COPILOTS
SEAT
t
O
EXPANSION
VALVE
ILECEIVER
DRYER A
SIGHT GLASS
UNDER COPILOT’S
SEAT
EXPANSION
VALVE
TEMPERATURE
BULB
IN
OUT
t
CONDENSER
1N
OUT
CLAMPED ON
EVAPORATOR
OUTSIDE OF
PLUMBING
xcor~o
Figure 70-5.
Air
Conditioning System Schematic
85
CONDENSER CONTROL RIGGING
Remove the spar cover.
Disconnect the electrical leads from the motor.
Remove the bolts which attach the blower to the
b.
c.
The condenser is controlled
controls the
by
the electrical
circuitry that
d.
Check condenser for proper
operation. If condenser fails to operate, check for open
circuit between the PRESS AIR COOL switch and control
evaporator and
actuator.
VENTILA TION BLO WER INSTA L LA TION
aincoop
actuator.
assembly on the evaporator.
Bolt the assembly to the evaporator.
Connect the electrical leads to the motor.
b.
c.
a.
Openthe rightenginecowling.
Installthesparcover.
install the pilot and copilot
d.
Remove electrical leads from compressor clutch
terminals.
b.
the blower.
Position the blower
a.
COMPRESSOR REMOVAL
remove
e.
seats.
EVAPORA TOR REMO VAL
WARNING
The air
conditioning system is a high pressure
system. When disconnecting a line, loosen the
fittin_s just enough to bleed off pressure
slowi~r, then disconnect the fitting.
c.
Disconnect
d.
remove
c.
Remove the
e.
Remove
f.
Remove the ducts.
noted
filter.
assembly from
in
compressor.
the ducts.
remove
the tape
thesparcover.
to
h.
i.
nuts
over
Loosen the refrigerant inlet line connection just
allow all pressure to bleed off.
Remove the electrical leads from the motor.
Remove the refrigerant lines and cap the four
g.
enough
as
cover
Disconnect the drain tubes and
between the evaporator and duct.
refrigerant linesatthecompressor.Cap
COMPRESSOR BELT REhlOVAL in this Section.
Remove the compressor mounting bolts and
e.
and
Remove the
Removethef~tercoverand
d.
refrigerantlines
and compressor fittings.
Remove compressor belt
pilot and copilot seats.
a.
b.
openings.
j. Remove the bolts attaching the evaporator
floor, and
remove
to the
the evaporator.
COMPRESSOR INSTALLATION
a.
Position compressor on the mounting bracket and
attaching bolts and nuts.
Install compressor belt as noted in COMPRESSOR
EVAPORATOR INSTALLATION
install the
b.
BELT INSTALLATION in this Section.
c.
Adjust belt tension as noted in COMPRESSOR
BELT TENSION ADJUSThlE hTT in this Section.
d.
Remove caps from lines and compressor and install
lines to the f~ttings on the compressor.
e.
f.
Install the electrical leads
Service the system with oil
to
as
the
magnetic clutch.
noted in CHECKING
COhlPRESSOR OIL LEVELin Section 2.
E-
the system with refrigerant as noted in
THE AIR CONDITIOh?hTC; SYSTEM in
Charge
CHARGlh’G
a.
Position the evaporator in the
attaching it to the floor.
airplane
and install
the bolts
b.
Attach
c.
Attach the electrical connections to the motor.
Install the ducts, tape
~o. 27 Minnesota Mining
d.
and
therefiigerantlines.
Manufacturing Co.)
connect
the duct
f.
Install the spar cover.
Install the filter and frlter
g.
Install the
cover over
h.
Install the
pilot
e.
to
the evaporator, and
the drain rubes.
and
cover.
the ducts.
copilot seats.
Section 2.
h.
Closethe
en~lnecowling.
EVAPORATOR FIL TER REPLACEMENT
VENT/LA TION BLOWER REMO VAL
a.
B5
Remove the
pilotandcopilotseats.
The evaporator filter should be replaced on condition. To
gain access to the filter remove the screws in the filter
cover.
10-9
TROUBLESHOOTING
AIR CONDITIONING SYSTEM
TROUBLE
i.
fnsufi~cienr
cooling.
PROBABLE CAUSE
a.
Blower
b.
Obstructed
not
functioning.
or
disconnected
REMARKS
a.
Repair.
b.
Remove obstruction
c.
Repair or adjust.
or
repair.
air duct.
No
cooling.
c.
Compressor clutch
slipping.
d.
Evaporator filrer clogged.
d.
Replace.
e.
Refrigerant levellow.
e.
Leak-test and
f.
Expansion valve malfunction.
f.
Replace.
a.
Blown fuse,loose connection.
a.
Check connections, fuse,
or
belt
recharge.
continuity.
b.
Blower not
c.
d.
functioning.
b.
Repair.
Leak in system.
c.
Leak-test and
Compressor valves
d.
Repair or replace.
recharge.
inoperative.
Excessive \ibration of
a.
Overcharged.
a.
Correct
b.
Air in system.
b.
purge
Mount
c.
Tighten.
d.
Tighten.
a.
Add oil.
refrigerant charge.
unit.
c.
or
compressor bolts
and
recharge system.
loose.
3.
5.
Noisy
unit.
Hissing in evaporator
d.
Drive
pulley loose.
a.
Compressor oil
b.
Defective belt,
b.
Replace.
c.
Low refrigerant level.
c.
Add
d.
Fan hitting shroud.
d.
Align
e.
Defective compressor,
e.
Replace.
a.
Low
a.
Add
a
Defective expansion valve.
a.
Replace.
a.
Loose.
a.
Adjust.
b.
Overcharged.
b.
Correct
c.
Air in system.
c.
Evacuate and
level low,
charge.
refrigerant.
and
tighten
shroud.
refrigerant.
module.
tS.
Chatter
or
knock in
evaporator module.
7.
10-70
Belt
slipping.
refrigerant level.
recharge.
05
TROUBLESHOOTING
AIR CONDITIONING SYSTEM
(Continued)
TROUBLE
8.
9,
B5
Excessive belt
Broken belt.
PROBABLE CAUSE
wear.
REMARKS
a.
Pulleys not in line.
a.
Align pulleys.
b.
Belt too
b.
Adjust
c.
Pulley groove
c.
Replace.
d.
Belt width wrong.
d.
Replace.
a.
Check all
a.
Replace.
tight.
wrong site.
causes
above.
or
replace.
10-11
UTIUTY SYSTEM
vicinity of the oxygen cylinder. Hands, clothing
and tools should be clean. Oil and grease will
ignite upon contact with pure oxygen under
OXYGEN SYSTEM
(figun 11-1)
pressure.
The oxygen cylinder is located beneath the front spar cover
below and forward of the front seat. The system is
available with either a 38, 49, or 114 cu. ft~ oxygen cylinder
1
and
at
serial E-1370 and after
available. The
by
a
a
76.5
cu.
ft.
cylinder
is
of oxygen to the system is controlled
shut-off valve on the oxygen console. The pressure
supply
gage indicates the supply (psi) of oxygen available. She
altitude compensated regulator limits system operation to
above 8.000 feet when its sensing element meets each
increase in altitude with increased oxygen flow. When the
system is nor in use, shut off the control valve on the
console
to
to prevent oxygen loss. For system
Section Z
servicing
refer
a.
Slowly
b.
Disconnect the line from the
supply cylinder valve.
supply cylinder.
immediately with a clean metal
c.
Cap
close the oxygen
the open line
fitting.
Loosen the bracket clamp wing nuts.
cylinder clamps and remove
d.
the
Raise the
e.
cylinder from the brackets.
f.
place the new cylinder in the brackets and close
cylinder clamps.
Tighten the bracket clamp wing nuts.
g.
h.
Carefully inspect the fittings on both the cylinder
and the line for cleanliness and the presence of foreign
the
matter, which may contaminate the oxygen until it is unfit
WARNING
for
breathing.
i.
Connect the line fitting
j.
Slowly
to the cylinder fitting.
supply cylinder valve.
Test the connections for leaks with Oxygen
k.
System Leak-lest Compound, (Item 14, Consumable
Keep fires, cigarettes and sparks away when
outlets are in use. Open and close all oxygen
valves slowly. Make sure the oxygen shut-off
position. Inspect the filler
attaching it to
filler valve. Keep tools, hands and
valve is in the closed
open the
Materials Chan,)
connection for cleanliness before
the
components clean,
as
fire
or
explosion
may
when pure oxygen comes in contact with
organic material such as grease or oil.
ELECTRIC PROPELLER DEICING, GOODRICH
occur
propeller deicer system includes an on-off
switch ton the LH instrument subpanei), an ammeter, a
timer, a brush assembly, slip rings, and an electrically
heated boot for each propeller blade. When the-on-off
The electric
OXYGEN
PURGMIG
The oxygen system may be rid of obnoxious and offensive
odors by purging. Also, the system should be purged any
time the system prtssure falls below 50
left open for a period of rime. The
psi
purging operation
consists of nothing more than connecting a recharging cart
filler hose to the oxygen filler valve and allowing oxygen to
flow through the system and escape at the outlets carrying
away the bad odors. The following steps outline the
procedure for purging the oxygen system.
a.
Connect
line from
a
a
or
rec’narging
the lines
cart
to
are
the
c.
Slowly
Slowly
open the oxygen supply.
open the high pressure lint valve
oxygen control console.
d.
Plug in an oxygen mask
and
cockpit.
e.
Open
f.
the
registers
the amount of
ammeter
current
(10 the left of the switch)
(two-blade; 20-24 amperes,
three-blade; 30-34 amperes.) passing through the system. if
the current rises beyond the switch limit, an integral circuit
breaker will
cut
off the power
to
the timer. The
on
the
and is conducted by tht brush assembly to the slip rings
installed on the spinner backing plate. The slip rings
distribute
current
the deicer boots
to
on
each outlet in the cabin
the
grip
propeller
of the ice,
which is then removed by the centrifugal effect of propeller
rotation and by the blast of the airstream. The timer cycles
power to the
at
current
flows from the timer ton the RH aft side of the firewall) to
the brush assembly (mounted in front of the engine case)
blades. Heat from the boots reduces the
oxygen filler valve.
b.
switch is turned ON, the
following
two
heating
sequence:
elements
on
each blade in the
outboard, inboard, outboard, inboard.
phases make one complete cycle. Since each of
phases is 30 seconds in duration, the timer makes a
complete cycle every two minutes. Whenever the limer
switches to the next phase of operation, the ammeter on the
LH subpanel registers a momentary deflection.
The four
the
all doors and windows.
Set the
can
pressure
regulator
to
deliver 50
psi
to
system.
Allow system to purge for one hour and check for
g.
the presence of odor. If the odor is still present continue
purging for one additional hour, if the odor is still present
after the second
hour of
purging replace
the
supply
DEICER BRUSH REPLACEMENT
cylinder.
a.
OXYGEN CYrLINDER REPLACEMENT
Check brush
wire will insert
brushes (see
WARNING
b.
Keep fire, cigarettes and sparks
Bli
a~i´•ay from the
by insening a piece of safety
assembly block. If the
than 15’32 inch it is time to replace the
wear
wire into the holes above the brush
brush
more
Figure 11-21.
Disconnect the
assembly from
cannon
plug
the bracket (see
and
remove
the
Figure 11-31.
t14
OXYGEN
PRESSURE
GAGE
~13
T
b
OXYGEN
I
3
~II II
I
OXYGEN CYLINDER
COVER ASSEMBLY
RECHARGE NOZZLE
f. Solder the wire from the
0
propriate pin
on
the
new
plug, holding
the
brush
the ap-
to
"wicking"
1/8
to
inch maximum.
O
g. Set the springs in the holes of the larger block and
insert the brush rods far enough to partially compress the
springs. Taking care against applying a side load on the
brushes and against pinching or damaging the brush leads,
slip the smaller block over the blushes and onto the larger
block.
NOTE
When
replacing brushes or brush
semblies, always install new springs.
retainer
as-
h. Install the
cannon plug on the brush block with the
attaching screws and washers. Note that, to assure proper
deicer operation, the guide pin of the plug must be to-
ward the brush support block and the brush wires must
not be crossed
Figure 77-2. Propeller Deicer Brush Wear
NOTE
2
the brushes in the brush holder to preand installation.
Remove the tape after installation is complet-
Tape
8\
vent
3
5
breakage during assembly
ed.
i. Check how far the brushes
protrude from the block.
7/16 inch, the brush leads
should be untwisted to give more length. If the brushes pr~
trude more than 9/16 inch, the leads should be twisted
to shorten the effective length until the brushes protrude
from 7/16 to 9116 inch. The brushes should then be checked for free sliding action.
j. Place the brush block assembly on the mounting
bracket and insert the mounting screws through both the
If the brushes
m
r
Y
~Y
1.
CannonPlug
3.
BrushSpring
2
Support Block
4.
Brush
5.
less than
blockandthebracket.
k Before
the brushes
GuideBlock
protrude
installing the retainer nuts, make
aligned with the slip rings so
are
sure
that
that each
brush face contacts in its entirety with the copper ring it
slides on. If the brushes do not align with the slip rings.
Figure
77-3.
Propeller Deicer Brush Assembly
To prevent breaking reusable brushes during
and after removal, tape the brushes in place
c.
brush
Remove the
holder,
screws
assembly,
attaching
the
cannon
plug to the
by pulling
then disassemble the brush holder
guide block approximately 1/4 inch toward the cannon
plug to disengage the pins.
d. Remove the plug, brushes and springs from the brush
holder, then slide the springs off the brushes,
e. Unsolder the wires for the brushes being replaced,
noting which pin on the cannon plug they correspond to,
the
the entire 360
stall shims
~IN
1
E1157)
degrees
of
slip ring rotation,
in-
between the brush holder and
the mount until each brush is properly aligned with the
approximate center of the copper ring it slides on.
i. Install the retaining washers and nuts, making certain
NOTE
before removing the brush
throughout
that
1116 plus
or
1/32
slip ring
minus
the brush block and
inch is maintained between
surface. To prevent damage
to the brushes, the brush block assembly should be angled
in such a manner that the brushes contact the slip ring at
an angle of approximately two degrees from the per-
pendicular, as measured toward the direction of slip ring
(see Iiigure 11-4).
m. Connect and safety the cannon plug.
n. To prevent arcing caused by the rough surfaces of the
new brushes, the engine should be operated for at least five
rotation
hours before the deicer system is turned on. This does not
apply to ground checks of the system performed while the
engine is not running.
11-3
SL;IP RING ASSY
voltage leading of 14 volts DC, hold the
the pin until the voltage drops to zero
probe
before moving the probe on to the next pin in the sequence
noted above. After establishing the correctness of the cycling sequence, to facilitate performance of the following
test, turn the deicing system switch OFF at the beginning
of one of the "on-time" periods and record the letter of
the pin at which the voltage supply is present.
After obtaining
a
voltmeter
li52 MIN.
3/32 MAX
20
t-U
II~
on
HEAT TEST
Before this test
THRUST BEARING
1 LBRUSH BLOCIC
PLATE
ASSY
can
be
performed,
the
jumper
wire in-
stalled for the timer test must be removed so that the connector plug can be replaced in the timer receptacle. Two
to perform this test: one in the cockpit
the ammeter; the other outside by the prop to
check the deicer boots. The man in the cockpit turns the
deicer system ON while the man outside feels the deicer
boots to see if they are heating properly. The man in the
cabin observes the ammeter for the proper readings (20-24
amperes, two-blade; 3~34 gmperes, thee-blade) throughout the timing sequence. The ammeter needle should defleet every 36 seconds in response to the switching action
of the timer. Each time this occurs, the man in the cockpit
men are
required
to monitor
Figure 1’1-4. Deicer
Brush BIock Instaliation
DEICER TIMER CHECK
Experience
in the field has indicated that often the timer
is considered defective when the
elsewhere. For this reason, the
source
of the trouble lies
following test should be per-
formed before the timer is removed as defective:
a. ~ith the wiring harness disconnected at the timer,
and the deicer switch in the ON position, check the voltage
from pin B of the harness plug to ground. If no voltage is
present, the timer is NOT at fault; however, if system
voltage is present at pin B, check the circuit from harness
plug pin G to ground T~ith an ohmmeter. If no circuit is
indicated, the fault is in the ground lead rather than in the
timer. If ground connection is open, the timer step switch
ffill not change position
b. After the ground and power circuits have been check-
ed,
so
notify
the
man
that the latter
can
nections
CAUTION
While following the instructions of the "HEAT
TEST" section, move the propeller back and
forth to prevent arcing between the brushes
pin
of the timer receptacle to ground. With the deicing system
s~itch O~T, check the voltage to ground from pin B of the
rmer. The voluneter should indicate approximately 14
and
slip ring.
WARNING
volts when the aircraft
battery supply is being used. Next,
voltage
ground from pins C, D, E, and F,
the points at which the system voltage is impressed in
sequence to cycle pou´•er to the propeller deicers. Each of
the plugs should read 14 volts in the following sequence:
check the DC
inspecting the propeller deicer boots
change the position of his hands to
check the proper heating sequence of the propeller aeicer
areas. If any irregularities are detected, a continuity check
should be performed on the wiring from the timer to the
brush block holder and the propeller deicer terminal con
B of the timer recep
tacle to terminal B of the connector plug and from pin G
jumper
connect a
uire from
must
to
Before moving the propeller, make certain that
the ignition switch is off and that the engine
has cooled completely. There is always some
danger of a cylinder frring when the propeller
is moved.
Timing
Sequence
Time
ON
Areas of prop Deicers fleated
Pin C
PinD
Pin E
Pin F
30 sec.
Outboard halves of prop.
Inboard halves of prop.
Outboard halves of prop,
Inboard halves of prop,
CONTINUITY TEST
30
sec.
30
sec.
30 sec.
After removing the plug from the timer,
to check continuity from:
a.
Pin C of the
prop boot.
b. Pin D of the
NOTE
when last turned off.
ceed,
11-4
as
then pr~
Cycling
before, in the order of C, D, E, and F.
to the
ohmmeter
outboard terminal of
one
plug to th9inboard terminal of one prop
boot,
Pin E of the plug to the outboard terminal of one
boot.
prop
d. Pin F of the plug to the inboard terminal of one prop
boot.
e. Pin G of the plug to ground.
f. Ground terminal of one prop boot to ground.
c.
The timer does not reposition itself to start
at pin C when the system is turned off, but
begins its cycling at the same position it held
plug
use an
To check for incorrect resistance
or
RING MACHINING
SLIP
DEICER RESISTANCE CHECK
the presence ofa short
open circuit at the brush-to-slip ring contact, disconnect
the harness at the timer and using a low range ohmmeter,
or
check the resistance from each deicer circuit lead @ins C,
and F of the harness plug) to ground, if the resultant readings are not 0.48 to 0.58 ohm (two-bladed propeller~ or 031 to 039 ohm (three-bladed propeller), dis-
D, E,
Slip rings which have roughened or damaged surfaces, but
which are structurally sound, can be machined anb restored to serviceability. Remove the slip ring assembly from
the aircraft and mount it in a lathe. Position it concentrically in the lathe, with not over 0.002 inch wobble or
run-out over 360 degree rotation. Take light cuts for a
smooth finish and cut no deeper than required to remove
deicer lead straps to measure heater resistance
individually. Individual boot resistance should measure
between 0.95 and 1.15 ohms. If the readings in the fust
check are not within the accepted limits but those in the
surface damage. The contact surfaces of the three slip rings
must be parallel within 0.005 inch, and flat within 0.005
inch overall. Deviation from flat is not to exceed 0.002
inch over a 4 inch are. Ifnecessary, undercut the insulation
second check are, the troubleis probably in the brush-toslip ring area. If the readings in the second check are also
off, the deicer concerned is damaged and must be replaced.
below
connect the
between the
the
slip rings
contact
to a
depth
surface
of 0.020 to 0.030 inches
slip rings. In this
of the
width of the slip ring MUST NOT be reduced
than 0.005 inch. Contact surfaces of the slip rings
must have a finish of 2935 micro inches. Deburr the slip
ring edges and reinstall in the aircraft and align.
operation,
more
BRUSH BL OCK RESISTANCE CHECK
short circuit, or hi_eh resistance in the brush
resistance from the face of the brush to
the
block, measure
its terminal studs or receptacle pin with a low range
To check for
a
ohmmeter. If this resistance measures over 0.013 ohm,
locate and repair the cause of excessive resistance. If the
resistance measures zero,locate and correct the open circuit
or else replace the brush. Check the resistance between the
three terminal studs
should
nor
or
receptacle pins.
meg-ohm.
NOTE
If, in machining, the solder
on
This resistance
the underside of the
placement
be less than 0.5
of the
or
braze connection
slip ring is exposed, re-
slip ring assembly will
be
nec-
essary.
SLIP RING ALIGNMENT
The slip rings are properly aligned when they Nn in a true
plane relative to the brush block. This condition may be
checked by attaching a dial indicator gage to the front of
the engine crankshaft housing in such a manner that a
reading of the slip ring wobble may be obtained. To avoid
error in readings, rotate the slip rings slowly while pushing
in on the propeller to take the play out of the thrust
bearings. If the total run-out over 360 degrees of ~otation
exceeds 0.002 inch, the slip rings should be aligned as
follows:
a. Approximately a 0.012 inch adjustment may be
made to correct the slip ring wobble by varying the torque
on the attachment bolts. Using the dial indicator to follow
the
paints of
sembly
to
PROPELLER DEICER BOOT REMO VA L
a. Remove the propeller spinner.
b. Disconnect the deicer boot leads from the spinner
bulkhead.
c. Remove the
bulkhead and the
clip securing the lead strap to the spinner
clamp securing it to the propeller hub.
d. Using methyl ethyl ketone or toluol to soften the
adhesion line between the boot and the blade, loosen one
corner of the boot sufficiently to grasp it with vice grip
pliers or a similar tool.
deviation, adjust the slip ring asprescribed run-out limits by varying the
mounting bolts as required, within a range
maximum
CAUTlOhl
the
torque of the
of 25 to 65 inch-pounds.
Unless the boot being removed is to be scrap
ped, cushion the jaws of any pulling tool to
b. If more than 0.012 inch of adjustment is required
for alignment, the slip ring assembly may be shimmed to
within the prescribed limits for true Nnning by the ad-
prevent damaging the boot surface.
dition of AN960C416L washers on the mounting bolts
between the slip ring assembly and the spinner bulkhead.
If necessary, fabricate thinner shims to the AN960 size,
NOTE
to
The abo~e
adjustments
may affect the clear-
ance between the brush block and slip rings;
consequently, after slip ring alignment, a check
should be made to ascertain that a distance of
from 1132 to 3132 inch is maintained between
the brush block and slip ring surface (see Figure
114).
Apply a slow, steady pull on the
propeller surface while continuing
a.
the
boot to
to
use
pull
it off
the solvent
soften the adhesive.
f. Remove the remaining adhesive from the boot and
propeller blade with toluol or methyl ethyl ketone.
PROPELLER
DNCER
BOOT INSTALLATION
blade so
a. Position the deicer boot on the propeller
that its center line at the inboard end is adjacent to the
11-5
BLADE-RETAIMNG CLBMP
IIEICER BOOT
I
l/z"
\_ MASgING TAPE
l/gtt
Figure 11-5.
Deice Boot installation
CACmON
propeller blade clamp and 1 inch outboard of
and the center line at the outboard end falls
on the blade leading edge.Be sure the lead strap is in the
proper position to be clamped tothe blade retaining damp.
split
in the
the
clamp,
metal or wooden roller for this
for
they would damage the heating
purpose,
elements in the deicer boot.
Never
b. Mask off an area approximately 1/2 inch from the
end of each side of the boot. (See F~igure 11-5).
c. Remove the deicer boot and strip any paint in the
masked ana from the retaining clamp outboard. Clean the
area thoroughly with methyl ethyl ketone or toluol. For
final cieaning, wipe the solvent off quiclly with a Clean,
lintfree cloth to avoid leaving a fihm.
use a
CAUIJION
The metal and rubber parts must be thoroughly
clean to assure maximum adhesion
d Moisten a dean cloth with methyl ethyl ketone or
tohtol and Jean the unglazed surface of the deicer boot,
changing the cloth frequently to avoid contamination of
the dean area
e.
Thoroughly
mix EC-1403 cement and
Figure 116. Center Rolling
apply one even
brush coat to the propeller blade. Allow the cement to dry
for at least one honr at 400F or above when the relative
humidity is less than 75~ or two hours if the hmnidity is
between 75fR; and 905~ Do not apply the cement if the
naative hrnnidity is higher than 90FR~
f. After allowing sufficient drying time, apply a second
brush coat of cement to the propener and one coat of
cement to the unglazed surface ofthe deicer boot.It is not
necessary to cement mon than 112 inch of the deicerlead
strap. Allow the ca~nt to dry.
g. Position the deicer boot on the propeller, starting 1
from the blade retaining clamp, making sun the lead
Gradually tilting the roller, work the boot carefully
each side of the blade contour. Avoid trapping air
pockets under the boot. (See Figure 11-7).
fiom the center line to the edges of
i Roll
If excess material at the
the boot. (See Figure 11-8).
edges tends to farm pucke~Is, work them out smoothly
and canfuuny with the fingers.
j. Roll the tapend edges of the boot with a narrow steel
h.
over
strap is in position to clsanp to the blade retaining clamp,
Moisten the cement lightly with methyl ethyl ketone or
tduol and tack the boot center line to the blade kading
edge. If the center Line of the boot deviates from the blade
leading edge, pun up with a quick motion and replace pr~
pafy. Roll finnly dong the center line with a rubber
stitcher roller.
k. Clean the blade with a clean cloth moistened with
toluol‘or methyl ethyl ketone. Be careful not to let solvent
run into the edge of the boot.
i App3y one even brush coat ofA-56B cement around
the edges of the boot, allowing 1/16 to 118 inch overlap on
the boot but extending to the masking tape. Remove the
masking tape after applying the cement to obtain a neat
rdler. (Sa
bolder.
11~6
Figure 11-6).
1
Figure 11-7. Side Rolling
IILInstall the clamp sectning
peller blade retaining clamps.
n
the lead
strap
Figure 11-8. Edge Rolling
to the pro-
Connect the lead terminals and install the
clip
on
the
spinner bdlWlead. There must be no slack between the
terminal and the clip to assure enough slack between the
of the circuits is opei~ between the slip ring assembly and
deicer heater. If the ammeter registers excess current, the
power lead is shorted to ground. It is possible that the ex-
dipand the clamp on the blade to allow full propeller travel
cess current has welded the timer contacts in one phase.
Under these circumstances, the timer will either feed current to the welded contacts continuously or not cycle. if
TROUBLESHOOTING PROPELLER ELECirR/-
the former is true, the heat test will show two phases heating simultaneously throughout three of the four phases.
Unless the grounded power lead is located and corrected
C~AL DE/CER SYSTEM
The ammeter ofthe deicer system can be used to indicate
the general nature of most electrical problems. Consequently, it is recommended that, to determine which
drcllits
involved, troubleshooting
be preceded by the
outlined in step a. of the 50´•hour inspection
(Section 16), and the heat test described in this Section.
A reading oftwo-thirds the normal amount of current (or
of one~half on two-blade props) is an indication that one
are
ammeter test
any new timer that is installed may suffer the same intemal damage during the first use of the system. In general,
for most effective use of the troubleshooting chart, all of
the "indication" entries should be read to locate that which
matches conditions of the particular system being checked.
The numbered "probable cause" and "remarks" then indicate the proper sequence of checks. It should be noted,
however, that such numbers are nssi~ned with respect to
the appIo~dmate usefulness of the check rather than to the
most likely sequence of occurrence.
11-7
TROUBLESt~OOT1NG PROPELLER DEICER SYSfEM
PROBABLE CAUSE
INDICAT/ON
i. Ammeter shows
zero current.
4 phases or’fhe 2 minute
(All
circuitbakertripped.
a.
Switch
b.
Switchfaulty.
cycle~
REMA RKS
Locate and correct short before resetting circuit breaker
by turning switch OFF, then
O~IT.
a.
b. If no
voltage at switch
put with voltage
out-
switch
input,
replace the switch. If voltage is
at
OK at switch output, go to step
c.
No power from aircraft.
c. If no voltage into switch,
locate and correct open circuit.
d Ammeter faulty. ~f some or all
Deicers heat with ammeter at zero,
d. Test for
replace ammeter~
output but proper input, replace ammeter, If no voltage to
out
voltage up to and
of ammeter. If low or zero
ammeter, locate and fit open
between switch and ammeter.
I
e.
Open
circuit between ammeter and timer.
Disconnect harness at timer
pin B (of
ham~ss) to ground. If none,
e.
and check voltage
locate and correct open circuit.
Open in wiring between timer
Z Ammeter shows normal current
a
part of cycle, zero current rest of cycle.
and firewall connector,
a.
Refer to the
paragraph
on
heat test to find Deicers not
heating and test for voltage
on that pin of frrewall connector.
If zero over 2 minutes, locate
and fix open in wiring from
timer to firewall.
b Open between firewall and Deicer
lead straps,
Ifvoltage OK to firewall
plug, try voltage at junction of
Deicer lead and slip ring lead.
If no voltage, find and correct
open in wiring to brush block,
b.
open within brush block,
contact brush to
c.
3. Ammeter sho~ normal current
part of c~cletlow current rest of
a
No
~ound circuit.
Inner and outer Ieicers heating
same
phase.
or no
slip ring
c. If voltage at Deicer leads,
locate and fix open from Deicer
to
ground
a.
Locate and repair incorrect
connections.
cvdt.
b.
Open in Deicer or slip ring assembly.
b. Disconnect Deicer straps to
check heater resistance. If
resistance is within
specified
limits, locate and fix open in
slip ring lead. If not, replace
I)eicer with open circuit.
ll-s
TROUBLESHOOfING PROPELLER DEICER SYSTEM (Continued)
PROBABLE CAUSE
/NDICA TION
c.
REMARKS
High resistance in circuit with
c.
If not in
contact
of brush
to
slip ring (including ground
brush), trace wiring to Deicer
and to timer to fur partially
low current.
broken wire,loose
or
corroded
connection.
4. Ammeter shows low current
over
entire
a
Aircraftvoltagelow.
a.
Check voltage into switch.
cycle.
b. Ammeter
c.
b. Refer to step I-d.
faulty.
High resistance up to timer.
c.
Check for
nection in
partially broken
corroded conwiring from aircraft
wire, loose
or
supply to timer input.
5. ,4mmeter shows
over
entire
excess current
a.
Ammeterfaulty.
a.
Refer
to
step I-d.
cycle.
b. Ground between ammeter and
timer.
b. Disconnect harness at timer
and, with ohmmeter, check
from pin B (of harness) to
ground. If ground is indicated,
locate and correct.
Ammeter shows normal current
part of c~cle,
excess current rest
of
a.
Ground between brush block
a
Disconnect leads at brush
block and check from power
leads to ground with ohmmeter.
and timer.
cycle,
If ground is indicated, locate
and correct.
b. Ground between brush block and
Deicers.
(Excludin~ ground brush
circuit.)
b. If no short exists at brush-
slip ring contact, check for
ground from slip ring lead to
bare prop while flexing slip
ring and I)eicer leads. If a
ground is indicated, locate and
correct.
c.
Short between two
adjacent circuits.
c.
Check for shorts
or
low
re-
sistance between circuits; if any,
locate and correct.
d. Timer
d Test timer
faulty.
as
indicated in
paragraph on timer check.
7. Ammeter does nor "flick" each
a.
Timer
Disconnect harness at timer
and check with ohmmerer from
pin G (ofharness) to ground. If
ground open,
a.
30 seconds,
no
circuit, refer to wiring dia-
gram in Section 14 to fur open
circuit.
welded
b. Timer contacts
are
by
system.)
short circuit in
(caused
b. lest timer
as
in
paragraph on
timer check. If timer does not
cycle with voltage at pin B, replace timer but be sure short
causing original failure has been
located and corrected.
11-9
TROUBLESHOOTING PROPELLER DEICER SYSTEM (Continued)
IND/CA T/ON
8. Ammeter flicks between 30 second
phase periods.
REMARKS
PROBABLE CAUSE
Loose connection between aircraft power supply and timer input,
a.
b. Loose
or
poor connection timer
a.
If trouble
occurs over
entire
cycle, trace wiring from power
source to timer input to locate
and tighten loose connection.
b. If trouble
occurs
in part of
cycle, find which Deicers are affected and check for rough or
dirty slip ring causing brush to
"skkp." If not this, trace circuits
to Deicers.
to locate and fixioose or poor
connection.
the prop
(If all Deicers on
are
affected, check the
ground circuit.)
c.
Timer
cycles erratically.
c.
Test timer as indicated in
paragraph on timer check
d.
d. Electrical wiring breakdown.
Replace the faulty
deicer
boot.
9, Radio wise
Deicers on.
or
interference with
a.
Brushes
"arcing."
a.
Check brush
alignment as in
step h of 100 hour inspection
(Section 16). Look for rough
dirty slip ring. If this is the
or
cause, clean, machine or replace
slip ring assembly. Check for
slip ring alignment.
b. Refer to step g. of 100 hour
b. Loose connection.
inspection (Section 16).
c.
Switch
faulty,
c.
Try jumper wire across switch.
If radio noise disappears,
place the switch.
d
Wiring located within less than
equipment wiring.
inches of radio
8
re-
Replace at least 8 inches from
input wiring to radio equip
d.
ment.
10.
C~ding sequence not correct.
a
Crossed connections.
a.
Check system wiring agdinst
diagram for improper
circuit
connections.
Rapid brush wear or frequent
breakage.
ii.
a.
Brush block out
ofalignment.
a.
Check brush
alignment as
inspection
in step h. of 100 hour
(Section 16).
b.
11-10
Sli~ ring wobbles,
b. Check
slip ring alignment
with dial indicator.
I
~54000138/3
NOTE
STA TIC AIR SYSTEM
~Figore 11-9)
On aircraft serial E-278 and after, the
al~mrinum static lines are replaced by Poiy-flo
of the static air system is vitalto safety
on instnrment ni~ht.Conect maintenof the system shonld be perfonned as required,
proper functioning
of
ance
req~zrimi by the static system will
operating conditions.Extremes ofhnmidity or pncipltation, or of dry, dusty conditions,sfiould be
signals for incnased emphasis on static systems check, since
tubing and on serial E-283 and after,the rubber
hoses that connect the static air line to the
instrument
The amount of attention
depend largely
on
both are favorable to accmrm2ations of fonign matter in the
portsandlines.
CL;EANING TflE STATIC AIR SYSTEM
Blow LOW air prrssurr air throngh the hnes ~from the disconnected line at the airspetd indicator to the static portr
Cover each static port separately when blowing to insure
that each line is dear.Instrnment error orpom~le damage
could result if even one port is clogged with dirt or foreign
plumbing
an
nplaced by poly-no
tubing.
PITOTSYSTEM
~Figme 11-9)
A functional test of the pitot system can be made by using
an obse~ver in the cabin to watch the airspeed indicator
w~e air pnssun is built upartificialiyby using a section of
soft rubber tubing as follows:
Clamp the rubber tubing over the pitot head inlet,
making certain that the connection is airtight.
b. Crimp the end of the tubing and slowly rob it up until
the airspeed indicator registers approximately 100 miles per
boar.
matter.
CAUIION
C4U330N
Npturing the diaphragm of the airspeedindicator, roll up the rubber tubing slowly.
To ~oid
the line tow;ad the in-
Never bl~w air
strument
throagh
panel;to do so
seriously damage
the instmmentr When blowing back through
the line from the instrument panel, make sure
that no air is blown into the instruments
c.
Sewe the rolled up
airspeed
the static air buttcms
wrong insmrment rradings The static
air buttons should be deaned periodically with
a cleaning solvent to insan that no ~Im exists
Wax
or
polish applied to
so
that it will hold the
decline in the readina after several minleak in the pitot system.
e. If a decline in the reading of the airspeed indicator is
obsaved, check the pitot system plrrmbing for leaky hoses
and loose connections.
6 If there is
utes,there is
NOTE
tubing
indicator rradlng.
no
no
can cause
on
the static air bnttoK
CAUTION
Release the air pnssure slowly by unrolling the
tubing; a sudden release of the air
pressure may damage the airspeed indicator.
rrbber
l)rain the static air system by opening the static drain pdlve
located afr of the nar seat panel in ´•tfie tar? section
ITESTING THE STATIC SYSI~EM FOR LEAKS
The static system shoul~d be checked forleaksin accordance
with theinstructionsin Federal Aviation Regulations 91,170.
C4UIIIOIV
To avoid dama~ine the airspeed indicator, the
indicator should be removed fi´•om the system
andthe lines capped oran equal pnssrm should
be applied to the pitot side of the indicator
while leak testing the system.
After the system is checked for leaks, the hose sections
should be visually inspected for signs of dete~oratioa
Then are two sections of hose in the pitot system: one
hose at the pitot mast, accesn’bie by removing the inspection door adjacent to the mast, and the other hose behind
the floating instrument panel which connects the pitot
line to the airspeed indicator, accessib3e through the access
defective hose
door in the left side of the
the
with
the
hose
only
meeting
specifications described for
the static system.
STALL WARN1NG SYSTEM
ADNSTMENTS
(Figue 11-10)
Check the hoses connecting the static air line to the instruplumbing and the rygon Nbiag which forms the static
air line drain.Hoses which are aacked, particularly at the
or which have become hard,
bends or connection
ment
points,
should be replaced with rubber hose
Consumable Materials Chart).
~aued:
Sepormkr.
1971
complying to (Itan 25,
The stall warning switch is carefully adjusted when the airplane is test flown at the factory. Should it require Ieadjusting, proceed as follows: Locate the switch installation
on the under surface of the left wing and loosen the two
screws, one on either side of the vane. If the
stall waming has been coming
on too
early,pull
the
vane
back and down.fithe stall ~oamingbas been con~ing on too
push the Mne up and forward. Mooing the v;me, with
the
or
the intin ~mit up
the switch to be dmcd
PI~iliiH-head screws looseatd,mapg
down imide the
wing
or later. Retigtnen the screws after making each
adjustment. NEVER TRY TO ADJUST THE SWITCH BY
earlier
BENDINGTME VANE.
r
t
f7-12
B2
N~3
A
LTIMGTER
AIRSPEED INDICATOR
~i7
STATIC LINE
cb
JS~
STATIC LINE DRAIN
OPTIONAL EMERGENCY STATIC AIR SOURCE
o
Y
PITOT LINE
A
3
RATE OF CLIMB INDICATOR
PITOT MAST AND HEAD
36-452-(
BEECHCRAFT
BONANZA 36 SERIES
SHOP MANUAL
plumbed off the pressure
the adjustable ori fi ce.
Adjust Up to
I
system prior to
Actuate Sooner
I~
IN, I
NOTE
O
If the
O
or
I
I
pressure
indicates
a
fl uctuati
system pressure
O
O
O
55-3~-7
Stall Vane
Adjustment
Figure 77-10
of thumb, moving the vane 1/4
change the time the stall warning actuates by about 5 mph of indicated
airspeed. The only way to test the accuracy of the setting is to fly the airplane
into a stall, noting the speed at which
the warning horn comes on and the speed
As a rule
inch will
at
which the full
stall
occurs.
should be made with the flaps
Prior to
and power off.
stalling, decelerate no faster than one
mph per second. It may be necessary to
al ternate adjustments and
make several
test
tlights before the desired setting
The stall warning should
can be reached.
at 7 to 9 mph ahead of
ideally,
actuate,
The switch setting
the complete stall.
should be checked and adjusted as necessary whenever a wing or wing leading edge
The stall
and gear
is
up
replaced
or
if a new switch
should require
service.
PRESSURE
extensively
is
no
repaired,
or
installed. The switch
adjustment in normal
SPSTEM
(Figures 11-11)
system provides the air
pressure
of the autopilot
for
operation
required
from an
Air pressure
and instruments.
externally r7ltered engine-driven dry air
relief
pump is regulated by a pressure
regulator valve mounted in the RH side of
the
engine compartment aft of the rear
engine bafr’le~ The air is then routed
through an inline system filter and an
adjustable orifice to the instrument pane]. If an autopilot is installed, air is
The
B15
or
a
partially obstructed,
from
loss resulting
O
Adjust Down to
Actuate later
f
failed
on
of
decrease
the
in
check for
the system pressure,
excessive
a
partial
pressure i
restriction in the 1~nes, a filter
f
o
Adjustment Screws
has
pump
operation
or
pressure
loose connections. These conditions may be
checked by:
(1) removing the
inline filter from the system and
checking it for obstructions by
comparing the resistance to flow
with a new filter. Use a dry, low
of 10
pressure air source (max.
flow
air
for
If
this
test.
psi)
resistance in the filter removed
from the airplane exceeds that of
the new filter by
more than 1.0
filter.
the
(2) Check
psi, replace
for
all
connections
tightness.
(3) Check the lines for bends.
kinks and excessive carbon. With
or
the
repaired,
discrepancy
are
whenever
components
any
replaced in the pressure system,
as
adjust the pressure
system
fol 7 ows.
CAUTION
Never use a pressure pump which
has been dropped or mishandled.
Never jam or force the pump onto
the engine mounting pad.
Install a test gage (0-10 psi) at
a.
the "outN Side of the pressure regulator.
If the
airplane is equipped with a
BEECHCRAFT New-Matic autopilot, an addishould be
tional test gage (0-10 psi)
installed in the turn coordinator supply
line. (See Figure 11-II).
b.
airplanes
On
without
an
pressure regulator should
autopilot,
be adjusted to obtain a reading of 4.5 psi
on the test gage at the pressure regulator
with the engine operating at 2300 rpm. On
airplanes equipped with an autopilot, the
pressure regulator should be adjusted to
obtain a reading of 5.0 +.O -.S psi on the
test gage in the turn coordinator supply
line with the engine operating at 2300 rpm
the
11-13
BEECHCRAFT
BONANZA 36 SERIES
SHOP MANUAL
ARROW INDICATES
DIRECTION OF AIR
REMOVED AT 5-525 AND AFTER
I
FLOW
r,-,,,--,-~-- VENT LINE
OVERBOARD
I’
GYRO PRESSURE INDICATOR
DIRECTION GYRO
Z
ADJUSTABLE
ORIFICE
GYRO HORIZON
FILTER
TEST GAGE
j
REGULATOR
mTEST
GAGE
PUMP
TURN
COORDINATOR
AUTOPILOT MASTER
VALVE
FILTER
36-603-3
System Schematic
Figure 11-11
Pressure
FILTER
CARTRiDGE
IFOR REPLACEMENT ORDER PIN D9-lel)
MOUNT58-910021-1 COVER
NAS43DD3-24 SPACER
h
AN3153R NUT
NUT
I
i
1(
ii
AN936A10
LOCK
FILTER BASE
WAS~ER
AN9703WASHER
FILTER RETAINER
NUTANDWASHER
A~60PT)lf16 WASHER
STD-I 90-19
Intake Air Filter
Figure 11-11A
11-14
815
BEECHCRAFT
BONANZA 35 SERIES
SHOP MANUAL
and the autopilot ON. Normally, a pressure
of 6.5 psi on the test gage at the pressure regulator is sufficient to obtain the
5.0 ~.0-.5 psi reading at the turn coordinator. Rotating the adjusting screw on
the
cl oc kwi se
regu7 ator
pressure
increases pressure and counterclockwise
rotation decreases pressure.
CAUTION
Under
no
reading
SYSTEM FILTERS
The pressure system has an
air
filter
located between the gyro instruments and
pressure regulator. This filter should be
removed and replaced every 300 hours or
if conditions warrant. An addisooner
tional filter is provided on the ambient
air inlet located on the engine baffle.
This filter should be removed every
hours and cleaned with soap and water.
10~1
circumstances should the
at the pressure regulator
exceed 7.0
PRESSURE
psi.
On airplane serials E-542 and after, and
those prior airplanes that have complied
with Service Instructions No. 0581-194,
will have the new 152-1 filter installed.
This filter should be replaced annually
500 hours service time,
or every 300 to
Locate the adjustable orifice on
c.
the
LH side of the airplane, forward of
the instrument panel near the system filter and loosen the check nut. Rotate the
orifice body to obtain a reading of 5,0
-t,l -.2 in Hg. on the gyro pressure indicator with the engine operating at 2300
rpm. Tighten the checknut. Check the gyro
pressure indicator with the engine operating at 1500 rpm. The pressure should
remain in the green are at this speed.
upon operating conditions. The
filter element must not be subjected to
solvents and must be replaced if this
occurs. Always reinstall the filter cover
with the opening facing down.
d.
After
the
ori fi ce,
adjusting
check the pressure on the test gages with
the engine operating at 2300 rpm. If the
pressure on these gages has been affected
by the adjustment of the orifice, the
pressure regulator should be readjusted.
The BEECHCRAFT New-Matic autopilots operel ectro-pneumati c
ate
on
an
concept.
Electronic circuitry is used for navigational beam detection, magnetic heading
direction and turn. Pneumatic servos are
used for the flight control actuators. The
depending
BEECHCRAFT NEW-MATIC AUTOPILOT
(Figures 11-12)
systems
NOTE
Airplane serials E-525
and after
do
not
the
have
adjustable
orifice.
Pressure system adjustment‘for those serials will be the
Same as noted in "a" through "b"
e,
Remove
the
test
gages
from
airplane.
NOTE
When the airplane is equipped with
four air-driven gyros and an air
driven autopilot, it is necessary
to have a higher capacity dry air
operate
pump in order to safely
the gyros andlor the autopilot
system.
B75
the
are
completely non-tumbling. Yaw,
roll and turn detection
is
made
by a
tilted gyro (EVT turn coordinator, electri cal
combi nati on)
torquing
vacuum,
mounted in the instrument panel. A dampened miniature
airplane serves as the
instrument indicating arm. Any deviation
from straight flight causer the rate gyro
to move a pressure valve which puts force
into the aileron or rudder to return the
airplane to straight flight. Turns or beam
followi ng is made by rotating a valve
sleeve by a torquing movement proportional
to the voltage imposed upon it. This unit
also supplies an output voltage proportional
to the turning rate that is used
for dip compensation and nose-up
signal
during turns. The pitch control system
does not use a gyro for reference, but
uses the airspeed, rate of airspeed change
and inertial signals to control the e~evator through the pitch servos. An altitude
unit
hold
in
works
sensing
conjunction with the pitch control to
sustain a given altitude.
11-14A
I
VOR ’ILS
IIDC,
AttEnONBERVO
CONTROLVALVE
CAP
LocNo
TRK
MAN
n
AItERON SERVOS
OFP
COMPUTER
POWER SUPPLY
MAGNETIC DETECTO1~
I
r)nllTAtN 8-5
I-I-
1
I
I
TURN COMMANDSIONAE
ALT, 1IOLD
I
I
DIP COMPENSATION
31
RUDDER SERVOS
-r
AlnCRISFT
GYRO DETECTS
ROLL L YAW
DATTERY
h)
I;D
m
m
,Q
LRUDDER 8EnVO
CONTROL VALVE
I
O
L
J:
O
AIRCRAFT MASTER SW
~J
7
I
PltOT DISPLAY
Z
2 POSITION AUTOPltOT
MASTER PNEUMATIC
II
I
PfiClt CONTROL
tR
cjn
r,
VACVUM
ALR SPEED
ELEVATOR SERVOS
ATTITUDE HOLD
ELEVATOR SERVO
CONTROL VALVE
AIRCRAFT STATIC LINE
L
u,
85 SYSTEM BLOCK D(AGRAM
NS t~EMISPIIERE. SrJITCII
~A’
SENSOR COMPENSAT)oN
S EN soR CoM PENSRn ON
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oo
TP-;3
(YELLOW)
s0~
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cnz
NAV C~NrrrrilNG
5
3 L
3~
a
HDG GRADIUI~T
(IF ADJUSITD, RECHECK
INTERCEPT CSt~3UST)
~’3n
P~s;l
VoR GA~EI
:I
f=ACTORY
ABJUSTS
;pm~
II
6
z
S
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c
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sP*Pa
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u
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r
d
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us-py*~a
INPUT
I
EXHAUST
REDUCER
(LEFT TUPP~
POLY-FLO)
ELEVATOR SES~O
POLY-KO)
tAleZ
Kc~Le)9uoPa
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PRESSURE
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RUDDER SERVO
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PIN
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14 P\N)
II
(’/411 POLY-FLO)
R Ila"a’n
i) r260-pjb
IlrAILERDN
(NOSE UP)
TEE
sEn~o
~GPEEN(ILQD. oOLY-RO)
(LEFTTUPCI)I
Figure 11-14. BEECHCRAFT New-Matic
B-7
System
Block
Diagram
11-17
AUTOPILOT TROUBLESHOOTING GUIDE
NOTE
procedure applies to the
Supplementary publications list
troubleshooting procedures.
This
BEECHCRAFT New-Matic autopaot. Manuals noted in the Vendor and
and the appropriate test sets as listed in these manuals will aid further in
REMA RKS
PROBABLE CAUSE
INDICA TION
ROU AXIS
i, ~fnsufiicient
or
excessive
a.
pressure indicated on
aircraft system clage.
Leak in aircraft pressure
a.
system.
Check all lines and
fittings for breaks,
looseness, kinks,
b.
c.
Regulatorvahre improperly
adjusted.
Adjustable orifice
improperly adjusted.
b.
etc.
Adjust as outlined in
Section 11.
c.
Adjust as
outlined in
Section 11.
d.
Faulty pressure pump,
d,
Replace pump.
e.
Ambient air filter
e.
Clean
f.
Clogged system filter.
clogged.
or
replace.
f. Check as outlined
in Section 11 and re
f
place if
3. Aircraft hunts
or recovers
a
slowly from turn in one
Regulatorvalve improperly
adjusted.
a
Adjust as outlined in
Section 11.
direction.
b. Loose aircraft
or
primary cables
b. Check
excessive friction in
aileron
and/or rudder cables,
etc. and
pulleys, bellcranks or loose
servo
c.
Autopilot sluggish
4. Aircraft turns
on
continuously
basic stab~ization
Leak in
servo or servo
servo
lines
lines.
c.
Check for leaks.
d. Check for
foreign matter.
e.
Faulty turn coordinator gyro
e.
Replace turn coordinator.
a
Low system pressure setting.
a.
Check system filters and
adjust as outlined in
Section ii.
a.
Aircraft
a.
Trim aircraft or check
controls for proper rig
out
of trim
or
improperly rigged,
(Controller "OFF’)
as
outlined in Section 4.
b. Loose
cables
or
excessive friction in
cables and system Loose
cable.
servo
11-18
adjust as
outlined in Section 4.
cables.
d. Obstruction in
3.
security of
attachment, bindin&
b. Check security of attac~ment, binding, etc and
adjust as outlined in
Section 4.
AUTOPILOT TROUBLESHOOTING GUIDE (Continued)
INDICA TIO~I
PROBABLE CA USE
c.
REMA RKS
Defective turn coordinator
c.
d. Leak in
5,
6~
Aircraft rate of turn
too fast or too slow.
a.
Replace
turn
coordinator
gyro.
gyro.
line.
servo or servo
Improper regulator adjustment.
d. Check for
a.
servo or
Adjust regulator as
line leaks.
outlined in
Section 11.
Continuous control wheel
oscillation in smooth air.
b. Turn coordinator
faulty,
b.
Replace
turn
coordinator.
a,
Turn coordinator
faulty.
a.
Replace
turn
coordinator.
b~
Improper gyro speed or
b.
Adjust
excessive pressure in
system pressure
outlined in Section 11.
as
system.
7.
No turns
or
direction
only, in response
turn
turns in
control
or on
of navigation
one
coordinator.
a.
Faulty turn coordinator,
a.
Replace
b.
Faulty controller amplifier.
b.
Replace controller amplifier.
a.
Servos
a.
Plumb
as
Figure
11-14.
turn
to
all modes
coupler
operation.
S.
Aircraft rolls in
one direction only either
left or ri~ht.
improperly phased,
b. Turn coordinator not
b. Plumb
plumbed properly.
9.
as
noted
noted
on
on
Figure 11-14.
a.
Nav
input signal reversed.
a.
Reverse
connectors to
No aircraftresponse
from navigation coupler
a.
Faulty turn coordinator gyro.
a.
Replace
turn
in any mode, ground
checks shows electrical.
b. Obstruction in lines,
Aircraft fails to turn
to and hold magnetic
a.
Aircraft
turns in
the
VOR.
Hrong direction in
"CAP" and "TRK"
modes.
10.
11.
b. Check for
Faulty heading sensor.
a.
coordinator.
foreign matter.
Replace magnetic heading
sensor.
headings.
b,
faulty heading selector
b.
Replace controller-amplifier.
resolver.
12.
Magneticheadings consistentiy high or low.
c.
Faulty controller-amplifiei.
c.
Replace controller-amplifier.
a.
Heading sensor misaligned in
a.
Check for proper installation.
aircraft.
b.
Heading azimuth dial shifted
on
c.
b. Tighten
Improper adjustment
of
Cardinal
accurate.
headings in-
a.
and recalibrate.
c.
Calibrate for the magnetic
cardinal points.
a.
Calibrate for the magnetic
controller-amplifier.
13.
screw
shaft.
Controller-amplifier improperly adjusted.
cardinal
points.
11-19
AUTOPILOT TROUBLESHOOTING GUIDE (Continued)
INDICA TION
PROBABLE CA USE
REMA RKS
b. Leak in
b. Check for leaks.
c.
Low
system.
servo
primary pressure.
c.
Adjust system as outlined
in Section 11.
13.
a.
Faulty heading sensor.
a.
Replace the heading sensor.
headings inaccurate.
b.
Faulty controller-amplifier.
b.
Replace controller-amplifier.
Insuff~cient
a.
Faulty controller-amplifier.
a.
Replace controller-amplifier.
b.
Faulty
b.
Replace
c.
insufficient
Cardinal
15.
headinpsac-
but intermediate
curate
or no
control
in "CAP" and "T~
modes,
omni converter,
signal
from omni,
c.
Repair
omni converter.
or
replace
omni
indicator.
d. "NAV SENS"
improperly
d.
Readjust.
a.
Adjust localizer gain.
a.
Check A+ and
adjusted.
16.
Localizer
either
approach is
sluggish or too
a.
Loc
a.
No A~ input
gain is set high
or
low.
sensitive.
17,
hTo electrical output
left
or
right
or
improperly
ground.
grounded.
on con-
troller-amplif~er test
b. Defective controller-
jacks,
b.
amplifier or power
supply.
18.
Output only
one
way
on
a.
controller-amplifier test
Replace controller-
amplif~er or power
supply.
Defective controller-
a.
Replace controlleramplifier.
a.
Replace controllerampIifier; or harness,
heading sensor.
amplifier.
jacks.
19.
30.
No output
HDG mode
a.
Defective controller-
amplifier,
test jacks.
heading sensor.
Heading output on two
reciprocal headings, but
not on
31.
on
on
a
harness,
Defective sensor;
or
or
Replace heading sensor,
or check harness. Replace
controller-amplif~er.
a.
Check
amplif~er.
a.
CAP, TRI;, or APP mode,
Hith nav signal.
Defective
nav
switching
or
a.
harness; or faulty controller-
the other tffo.
output when in
or
console ;or no nav information; or defective
nav
input leads.
Replace controller-amplifiei.
controller-amplifier.
32.
Output voltage in
mode decavs
voltage,
to
CAP
a.
Wrong nav input signals.
a.
Check wiring.
b.
Repair or replace console.
c.
Check indicators.
"O"
b. Defective
switching console
(if installed).
c.
11-20
Dirty input signal (AC
volts).
AUTOPILOT TROUBLESHOOTING GUIDE
INDICA TION
PROBABLE CA USE
23.
a
Voltage output inMAhT,
CAP, TRK, and APP mode,
but
24.
none
or
25.
on
REMA RKS
a.
Reverse
a.
Check for shorts.
a.
Adjust intercept angle.
heading sensor plug.
pins (See
Figure 11-14).
in HDG mode.
hTavindicator needle
deflects left or right
when
Polarizationpinsreversed
(Continued)
a.
One of the components is
shorted to ground.
a.
Incorrect
controller-amplifier
radio is turned
on.
Low
orhighintercept
angle.
setting on
controller-amplifier
b. Low
or
on nav
high voltage output
b. Check
indicators.
to
nav
indicators
manufacturer’s specs.
PITCH AXIS
I.
Pitch channel will
a.
not center up
Defective
sensor or
pitch/altitude
amplifier.
a.
at
Altitude channel will
a.
not center up
Defective
sensor or
pitcIJaltitude
amplifier,
on
TS-108
electrically
2.
Check
a.
a
replace
one
time.
Check
or
Test Set
or
on
Test Sets TS-108
replace one
at a
time.
electricaf~.
3.
Altitude hold solenoid
val~e will
a.
Check for faulty switch and
replace if necessary.
b. Defective solenoid valve.
b.
Replace solenoid valve.
Defective altitude switch
c.
Check continuity
a
not actuate.
c.
Pressure switch on servo
control valve out of circuit.
on
4.
Sen~o control valve
Output voltage is
inadequate,
a.
b.
Sticky valve.
b.
Replace valve.
a.
Pitch~altitude amplifier
a.
See
sensor or
or
(j.
7.
Pressure switch will not
a.
or
is
pressure.
on.
Output voltage one way
only on pitch and altitude
a.
harness shorted
Defective pressure switch
Figure 11-14Nn continuity check and check
for shorts.
switch.
a.
Replace pressure
a.
Replace valve.
a.
Disconnect electrical power.
Center valve pneumatically
not set at proper
Servo control valve shorted
to
Adjust as outlined in
Section 11.
improperly wired.
make contact when pressure
(see
Figure 11-14).
Improperpressure
adjustment.
a.
not center.
5.
controller-amplifier.
ground.
channels.
S.
System will
not maintain
trimmed confrguration
though centered
electrically.
even
a
Servo control valve not
pneumatically
centered.
by use of differential
gage tof 0.4 in Hg.
11-21
AUTOPILOT TROUBLESHOOTING GUIDE
(Continued)
PROBABLE CAUSE
REMA RKS
b. Leak in
b. Check for leaks and
IND/CA T/ON
servos or
improperly
rig.
rigged.
c.
Leak in
pitch/altitude
c.
Replace sensor.
a.
Adjust
sensor.
9.
System will
to
not respond
airspeed changes.
a.
Primary pressure
properly.
b. Pitot pressure
10.
System v;ill
to
not respond
upcommand adjust-
not set
as
outlined in
Section 11.
inadequate,
c.
Decay rate improperly
adjusted
a.
Defective
pitch~altitude
b. Check pitot
c.
a.
amplifier,
Adjust
as
plumbing.
required.
Replace pitch~altitude
amplifier.
ment.
b. No EVT
potentiometer
b.
Replace turn coordinator.
Pitch/altitude amplifier
a.
Adjust as required.
a.
Adjust
as
required.
b.
Adjust
as
required.
c.
Check for friction and
output,
11.
Svstemwillnot
to
12.
altitude
respond
a.
limiter improperly set.
gain adjustment,
Aircraft haslongterm
oscillation about pitch
axis with altitude hold
OFF.
a.
Decay rate improperly
adjusted.
b. Pitch altitude gain
improperly
adjusted.
c.
Friction in elevator
or servo
system
13.
Aircraft has short term
oscillation about pitch
a.
Aircraft oscillates with
gain
too
high.
a.
Adjust as required.
b.
Adjust as required.
outlined in
Primary pressure too
higt~
c.
a
Altitude
high.
a.
Adjust as required.
b.
Decay rate improperly
b.
Adjust as required.
a.
Replace solenoid.
c.
14.
Decay rate too tight.
b. Pitch
auis.
correct.
gain
too
Readjust as
Section 11.
altitude hold OhT.
adjusted.
15.
Aircraft doesnotreturn
to
a.
altitude when dis-
Altitude hold solenoid
inoperative.
placed.
b. Leak in altitude system
c.
Altitude limiter
improperly
b. Check for leaks.
c.
Adjust as required.
adjusted.
16.
Aircraft descends
ascends
or
continually when
s~rstem engaged,
1172
a.
Servo control valve not
phased correctly.
a.
Apply positive 6.0 volts
(max) to blue lead and
verify nose up response.
3~590001-38/3
PAIMING ALUM(NUM
Morning Glory Blue
Blueberry Blue
PREPARATION
S~nfGreen
Shamrock Green
OF AIRPLANE ALUMINUM
EXTERIOR FOR PAINT
Sunshine Yellow
Capri Blue
118684-3
118684-5
118684-7
118684-9
118684-11
118684-13
118684~15
118684-17
118684-19
118684-21
118684´•25
118684-27
118684-29
118684-31
118684-33
118684-39
118684´•221
118684-223
118684-231
118684-265
Omaha Orange
I(ingston Gray
118684-273
118684-299
Turquoise
Mask windows with
double thickness of paper.
Cover all openings where paint might ~enter airplane.
b. Sand scratches and rough areas to improve smootha.
a
ness
airplane with solvent, Oacquer thinmethyl ethyl ketone), to remove shop primer, exposed sealer, and other shop so~s.
d. Lightly roughen the surface to be painted with a
nylon pad to insure a satisfactory paint base.
e. Reclean the roughened surface with solvents to insure
removal ofall hand prints, dirt, and etc.
c.
Clean surface of
ner or
APPLICATION OF EXTERIOR PAINT ON ALUMINUM SKINS
Cltem 24, Consumable Materials
only enough primer for use within an 8 hour
Chart).
period Aimer mixed longer than 8 houIs must be disa
Prime surfaces with
Mix
carded.
b.
a
Apply
one
minimum to
coat of wash
primer, Heep
air pressure at
prevent ovenpray.
Temperature
time of the
win effect
hmnidity
primer. It should dry
minutes before
face with light
drying
at least 15
recoating the s~niace (test
sur-
fingernail pressure).
EXTERIOR AND INTERIOR F/N/SHES
following list
is included to be used
as a
reference
should it become necessary to touch up or match an inteEach paint is listed according to
rior or exterior
p~nt.
specific
type and whether
an
exterior
or
interior
paint.
Short cut masking jobs for your paint department are po~
s~le when you use pm-cut paint patterns and numbers.
Stripe patterns and numeral patterns are available from
Mid-American Markings,
Wichita, ICansas 67202.,
Champagne Gold
Jubilee Gold
Sable Brown
~-185 and after)
inc, 517 South St. Francis,
or any other equivalent product
Current listings include 4 12, and 20
inch Call Letters and Numerals. Time can be saved
when using these patterns and a much neater final paint
MomingGloryBlue
Blueberry Blue
Lemon Yellow
Castle Tan
Huntsman Red
Toreador Red
ChiantiRed
Mattemorn White
Black
Champagne Gold
Jubaee Gold
Capri Blue
Metallic Gold
be
expected.
(Exterior Colors)
Pacific Blue
issued September. 1471
118684-1
118684´•318
118684-319
118684-323
118684-411
Prairie
Beige
Antique Cold
Beechwood
Embassy Red
Marlin Blue
Bahama Blue
GammaGray
Really Red
can
118684-316
Terrace Blue
Sahara Tan
ENAMEL
be used.
118684´•312
118684~07
FINISHES
job
118684-307
Omaha Orange
gin~ton Gray
PeacockTurquoise
Pavonne Blue
Matador Red
Sunburst Yellow
Jade Mist Gnen
Asw Blue
Sable Brown
may
Urethane
Turquoise
c Proceed to prime with a wet coat of zinc cfiromate
primer, CItem 24, Conarmable Materials Chart) thinned one
part primer and two parts toluol. A heavy hiding coat of
this primer is not desired and will impair performance.
d The exterior surfaces are now ready for color coat.
The
Black
Surf Green
Shamrock Green
NOTE
and
San Mateo Wheat
Lemon Yellow
Satum Gold
Castle Tan
Beaver Brown
Hrmtsman Red
Toreador Red
Chianti Red
Matterhorn White
Vendetta Red
Bristol Blue
Crater Blue
118684´•415
118684419
118684-393
118684´•395
118684-397
118684403
118684-320
118684-521
118684-523
118684-525
118684-527
118684-529
Enamel
1186843
118684-5
118684=1
118684-9
118684-11
118684´•15
118684-19
118684-25
118684-27
118684-29
118684-31
118684-33
118684-39
118684-221
118684-265
118684-271
118684-273
118684´•299
118684-333
118684-335
118684-337
118684-339
118684341
118684-345
118684-347
118684-349
118684´•351
118684-353
118684-355
118684-357
118684-359
118684-361
118684-223
118684-497
118684-499
118684-501
118684-503
118684´•505
36-59ooot-3en
Bright Gold
Calypso Orange
hbtsa Gold
Mandarin Orange
Citrus Green
Olme Green
118684-531
118684-533
118684-535
118684537
118684-539
118684-541
118684-507
118684-509
118684-511
118684-513
118684515
118684-517
YellowJacket
118684-543
118684-5191
r
EPOXY
~xterior colors E-185
Matterhorn White
and after)
118684-217
f
C
12-2
Issued Sep~ember, 1971
36´•590001-38/3
INTERIOR COLORS(E-I throughE-282)
Listed below
c.
are
cut-out covers
(Black)
a.
LACOUER
hole bezeis~
94-515
Control
arm.
(Insignia Red)
94-509
the cabin door frame.
on
b,
a.
Fuel selector handle.
c.
b.
Landing
Unupholstered portion of the seat stmcture.
Front seat rear portion, except the landing gear
handcrank shaft cover.
d- Seat track struture and the lower flanges of the seat
gear emergency
operation handle.
VINYL
track.
e.
@lank
118684-155
(Autumn Smoke)
Forwa~d.trim
panel
BAKING ENAMEL
the interior colors and the detail parts
and assemblies that are painted with these colors.
a,
Instrument
Pilot and
copilot
(Autumn Smoke)
fresh air vent except the air vent
118684´•155
knob.
f. Cabin window trim
(canopy stnrcture).
a.
i. Radio
Front spar
d. Front spar
c.
panel.
e.
(ANA
a.
Color No.
f.
514)
g.
h.
Instrrnent faces and t~ezels.
i
b. Radio.
The lower instrument
panel paint
panels, along
top.
or
vinyl upper cabin sidewall panel. The foliowcorresponding color and paint numberfor
with the
~nterior Colors)
~nterior Colors)
Buckskin
CO 378(=
CO 380C
CO 381C
CO 484C
Pumpkin
Torquoise
Royal Blue
CO 1061C
CO 1062C
CO 1064C
Parchment
forward.
cover
LACQUERPAZNT
I;EATHERPANELS
Black
cover.
cover
Front spar cover aft.
Rearwindowtrim.
Engine control escutcheon.
Overhead fresh air panel.
Hat shelf.
trim is color coordinated with the leather
ing list contains the colors ava~able for the upper sidewall
the lower instrument panel paint trim.
Mocha
Ignition panel
b. Fuel selector
g. Instrument panel.
h. Glo~e compartment door.
Sable Brown
ANA Color 514
118684-257
Sandusky
Sun Beige
Pumpkin
Torquoise
Broadway Blue
118684-237
118684-285
118684-279
118684´•275
118684-283
Instrrnent Black
LACQUER PAJNT
VI~NYLPANELS
(Interior Colors)
(Interior Colors)
Platinum Bone Chalet
Blue Chalet
Beige
Alpine Blue
Arctic
5647
5652
118684-235
11868463
EJI~ERIOR AND INTERIORPRIMERS
Interior
(Alumin~nn)
Exterior (Al~nninrrm)
MfLP-8585
EnmnT M-2016G
ANA Color No. 514
INTERIOR COLORS (E-283 and after)
LACQUER
Arctic
(a)
(b)
Issued
118684-235
Beige
Forward trim on cabin door frame.
Inner side of baggage door and door frame not
covered by upholstery.
1971
(a) Console cover.
(b) Elevator tab drum shield.
(c) Upper and lower center console.
(6) Engine control levers.
(e) Nose gear indicator bezel.
(f) Instrument faces and bezels.
(8) Radio.
M-2A
INTERIOR COLORS
~-283 and after)
Ch)
(1)
(Continued)
&ndix ignition switchhandIes
Instrument panel cutout covers
bezels).
(j) Compass
hole
Dun Black
and brad~ef conecticm plate
context filled with black lacquer process paint
equivalent to Wamow No. 2-700.
Black
Fuel unit
Lacquer
118684-133
case
(a) Passenger chair exposed frame areas and
exposed cabin support structure.
(b) Chair track structure and track lower flange.
426-514
Vinyl Lacquer
(a)
r
(b) Ignitionpanel.
(blank
(c) Pilot’s fresh air vent, exceptknob.
(d) Instnunent sub panel face.
(e) Sloping radio panel.
cover.
Armrest escutcheon color is coordinated with sidewalI material color
as
follows:
Sidewall Color
EscutcheonColor
Gold
244 CM
Red
667 CM
Sky
1125 CM
323 CM
105 E
Use Chairman Gold
Use Chairman Red
Use Chairman Blue
Use Olive
Use Executive Brown
124 CM
’Use Parchment
RU-71
RU-82
RU-78
RU-73
Use
Use
Use
Use
Blue
Olive
Light Brown
Parchment
Crimson Rogue
Walnut Rogue
Blue Rogue
Rawhide
Rogue
Olive Rogue
Parchment Rogue
RU-86
RU-74
BAKING ENAMEL
Blue Antique
Rawhide
Use New Bronze
Use Castle Tan
118684-494
118684-495
118684-475
11868461
Black
insignia Red
94-509
(a) Fuelselectorhandie.
(b) Landing gear emergency operation handle.
(c) Control lock assembly, except portion of pin
(d)
Red Antique
Walnut
118684-479
118684-481
118684´•483
118684-485
118684-487
118684-489
1186&4-493
118684-493
94-515
(a) Control arm.
VINYL
which extends into con~ol column.
rudder pedal safety, and
assembly
Arctic
chain,
(a)
EXTERIOR PAINT TOUCH-LIP REPAIR
Hat shelf.
smooth joint,
use a
sand scratches left
a
Mask around the skin containing the damaged area.
edges of paint by using a high tack
edge of the damaged area
a
coarse
Using
sandpaper, fair the edge of the damaged
b. Remove any loose
adhesive tape around the
c
arrawiththemetal
d When the edge of the
32-2B
118684-243
Beige
Lock
paint begins
to
"feather" into
a
be
perfectly
metal than is
f~ne grade of sandpaper
by
the
smooth Take
to eliminate the
paper so that the finish win
to avoid removing any more
coarse
care
absolutely necec~arv.
e. Wash the sanded area with a solvent, such as naphtha
toluol. Change the wash cloths used for this purpose frequently so that an the sanding dust win be picked up.
f. After the area to be touched up has been cleanld
or
Issued September, 1971
~iith solvent until all trace of discoloration is gone, apply
coat of pretreatment primer to the damaged area.
g.
Spray
two or
three coats of zinc chromate
a
primer for
heavier than normal build-up.
h. After the primer has dried, sand the area being repaired with a medium fine sandpaper. Sand the edge of the re-
a
pair area until the indention where the metal and the old
paint meet is gone. If it is necessary, apply additional
primer until the junction of the paint and metal is no longer
Spray
on
two thin
topcoats of finish paint.
CLEAN/NG AND WAX/NG THE AIRCRAFT FINISH
Because the wax seals the paint from the outside air, a new
paint job should
not be waxed
for
a
period
of 90
For uncured
painted surfaces, wash
(never hot) water and a mild
nondetergent soap. Any rubbing of the painted surface
should be done gently and held to a minimum to avoid
cracking the paint film.
After the paint cures a thorough waxing will protect painted
and unpainted metal surfaces from a variety of highly corto cure.
or
lukewarm
rosive elements. Flush loose dirt away fust with clear water,
then wash the airplane with a mild soap and water. Harsh,
abrasive or alkaline soaps or detergents should never be used.
Use soft cloths or chamois to prevent scratches when cleaning and polishing. Any good grade automobile wax may be
visrtiie.
i.
allow the paint
only with cold
days
to
used to preserve painted surfaces. To remove stubborn oil
and grease, use a soft cloth dampened with naphtha. After
cleaning with naphtha,
polished.
the surface should be rewaxed and
12-3
ELECTRICAL SYSTEM
the
battery should be maintained
d.
Federal Aviation Agency Manual AC 33.13-1 should be used
as a guide to aid in establishing a standard of workmanship
inspection, replacement
repair
and
a
fully charged
state to
water
be charged sufficiently to
electrolyte as a precaution against freezing.
COMPONENT REPL4CEMENT
for
in
is added, the battery should
thoroughly mix the water with the
prevent freezing. When
of
eiecirical
compo-
For
peak performance, the battery must be kept
dry. If foreign materials are present in sufficient
quantities, the resultant deposits may form conductive paths
that permit a rapid self discharge of the battery. To prevent
clean and
collection of such
nents.
deposits,
the batter~ should be cleaned
after each 100 hours of service
occurs
or
every
0 days,
whichever
first.
BATTERY
airplane electrical system is proampere-hour battery (prior to E-li41,
e?cept E-]]I]), or a 13-volt, 110 ampere-hour battery (E]111, E-12´•ll and after). The batter~ is located on the right
side of the engine compartment, just forward of the firewall.
Power for
vided
by
operation
of the
CAUTION
12-~o11. 35
a
Excessive spewage may result if the cell
kept clean and open.
The
e.
CAUT/ON
evaluated
to
log of battery service performed should be
to service the battery at the
determine the need
above recommended intervals
The batterv
aees
or
mav
higher than
be
damaged
if
exposed
to
vo)t-
justified.
l.s volts (for Ii-volt batteries),
further
each
or
to
extend the intervals if
consumption data is a valid baroadjustment of the servicing intervals. For
Accurate water
meter to use
30 volts (for’´•l-volt batteriesl.
vents
are not
for
servicing information
instructions
are
furnished with
battery.
BATrrRY CHARGING
BATTERY MAINTENANCE PROGRAM
battery should be charged at a rate that will not produce
or bubbling of the electrolyte. Monitor battery temperature during the charging cycle to ensure that cell temper-
The
gassing
The batter~ is accessible for
engine
co;l
and
removing
servicing by raising
the
battery box
the
cover.
right
A sys-
banen maintenance program should be established
follow s:
ature
does
rematle
limit, the
as
turer
A
a.
log
in the services
performed
on
the
battery
should be maintained.
b.
the
recommends
charging the battery at
a rate
of
3
amperes
until four consecutive hourly readings show no rise in specific gravity and voltage for each cell. Refer to the Service
charging procedure recommended by
facturer rreledyne Battery Products).
the
battery
on
the
manu-
first, If the ambient temperatures are above 90"F or
between engine starts averages less than 30
time
minutes, the time between servicing may be reduced,
The fluid level of the battery should be checked
c.
e\.erq i5 hours and maintained at 3/8 inch above the top of
the separators. Add
specific fnlvit)
only distilled
warer
to
are
overfilled.
water
not self-excited and requires the airplane battery power for
the electrical energy to excite the alternator field when the
alternator is switched on. To meet emergencies such as a
and acid will spill
on
the lower portions of the engine accessory section and lon´•er fuselage. Neutralize the acid in
spillage immediately with a water solution of sodium bicarbonate (baking soda),
any such
completely discharged battery, an emergency excitation circult is incorporated into the electrical system. The circuit
consists of a small, rechargeable battery and its charging
circuit which will excite
re
exe" switch, located
switch panel, is
On
During periods
E-IB4)
The 70 ampere alternator output is controlled by a transistorized voltage reeuiator/overvoitage relay. The alternator is
Of between 1.’7_5 and 1.29_5.
Do not overfill the batter~. When the battery
cells
AL TERNA TOR
(Serials E-l thru
m;iintain the
NOTE
B9
exceed 115"F. If the temperature reaches this
of charge should be reduced. The manufac-
Manual (PR4J GSM-IZ77) for additional information
The
Datte~´• should be removed from the airplane
and serviced after 100 flight hours or 30 days, whichever
occurs
not
rate
when the ambient temperature is below 3’"F,
airplane
the alternator field when the "alt
on
the BATTERY/ALTERNATOR
pressed momentarily.
serials E-i
through E-141, a relay senses the
energized by the output of the
alternator output. The relay is
13-1
nuncjator
interrupt the illumination of the alternator anlight. The output of the alternator is sensed by an
alternator
out sensor on
Disconnect the electrical
b.
alternator to
harness from the
wiring
alternator.
the serials E-l?l and after.
Remove the four
c.
bolts. Remove the al-
attaching
ternator.
AL TERNA TOR
1 (Seriars
E-185thru E-1240, excepf E-llll)
ALTERhTATOR INSTALLATION
The alternator output is controlled by a transistorized voltExcitation current for the
regulatorioven´•olta~.e
Install
a.
gasket
a new
on
the alternator
flange.
age
normally derived from the airplane bus
through a 5 ampere circuit breaker, the voltage reguluorio\´•en´•olta~:e relay, and the alternator switch. The
alternator used on serials E-185 and after is self-exciting and
can be started in the event the battery has been discharged to
the extent it ~´•iii not energize the battery relay. The alteralternator field is
field is designed to have a small amount of residual
nator
magnetism. This residual is strong enough to excite the alternator field circuit if the alternator is not heavily loaded.
~:hen attempting to start the alternator without battery current, turn off all electrical load and operate the engine at
near cruise speed (a minimum of 2000 rpm). The output of
the alternator is sensed by an alternator out sensor to illuminate an alternator annunciator light in the event of an aiternator
CAUTION
Do
not
force the alternator into
position or dam-
drive gears could result.
Care must be taken to assure that the alternator
age to
pilot
the alternator
or
enters the crankcase
squarely.
bore
pilot
on the mounting pad.
attaching: nuts and washers bringing to a
snug condition. Torque the nuts to l_s0 to 180 inch-pounds in
diagonally opposite pairs.
Connect the electrical wiring to the alternator.
d.
b.
Position the alternator
c.
Install the
failure.
CAUTION
ALTERNATOR
(Ser~als E-llll, E-1241 and afte~
Never turn the battery switch "Oh’" until all
wiring harness connections have been made and
On the serials noted above,
properly tightened
’gvolt. 50-ampere, gearequipment, although a 100installed as optional equipment,
a
ing
ampere alternator may be
dental
The alternator output is controlled
re~ulaloriovervoltage
by
a
f.
normally derivedfrom the airplane bus through
30 amp switchlcircuit breaker and the voltage regularor~
relay. The alternator is designed to have
.I small amount of residual magnetism. In the event the
baner?´• is discharged to the extent that it will nor excite the
~lrernaror field, the residual magnetism is strong enough to
proper
nator
serious damage
to
the wir-
grounding.
transistorized volt-
relav. Current to excite the alter-
age
or
harness and alternator may result from acci-
dri\en alternator is standard
field is
Start the
engine and
check for oil seepage and
operation.
NOTE
If
a new
alternator is
to
be installed, refer to
excite the alternator field if all load is removed from the
DRIVE GEAR AND COUPLING INSTALLA-
~lrl?lane electrical system until the bus is brought up to
proper \oltage. When attempting to start the alternator without battery current. turn off all electrical load and operate
the engne at near cruise speed. In the event of alternator
TION ON NEW ALTERNATORS
failure the alternator
sensor
will illuminate
an
the drive gear and
coupling
to
change
to the new alter-
nator.
annunciator
DRIVE GEAR AND COUPLING INSTALLA’I’ION ON
i~Fht.
NEW ALTERNATORS
ALTERNATOR REMOVAL
The
a.
gained through the right
forward opening of the
Access to the alternator is
hand coul door and through the
ioul.
and
alternator will be received without the drive gear
coupling. The drive gear and coupling from the old
new
alternator will need to be installed
drive and
dures
as
coupling
may be
on
the
new
alternator. The
changed by following the
proce-
follows.
CAUT/ON
a.
The output terminal of the alternator is connected directly to the batter~. Make sure the
battery
switch is "OFF" before
wires at the alternator
or
serious
removing
damage to
the
the
harness and alternator may result from
accidental grounding of the output stud.
wiring
13-2
Remove the
shipping spacer and
led) from the 100 ampere alternator.
Install the woodruff key (if
b.
not
washer (if instal-
already installed),
coupling assembly and thrust washer. Ensure the bearing
surface (copper color) of the thrust washer is installed toward the alternator.
c.
Install the
nut
and
tighten
to a
torque of 400 inchB9
pounds. If the slots of the castellated nut do nor align with
the cotter pin hole in the shaft, the nut should be tightened
further, but not to exceed 500 inch-pounds. Do not back off
the nut to align holes.
Install an MS24665-302 cotter pin carefully to end.
sure clearance when the alternator is installed in the engine.
f.
For final check and adjustment, the engine should
operated at cruise rpm (2500 rpm) with the alternator
"ON" and carrying approximately S(Me load.
be
ADJUSTING THE OVERVOLTAGE RELA Y
(14 and 28-Vblt Systems)
If it is necessary
feasible
NOTE
made
The cotter
pin
must
portion
housing must NOT touch
trimmed. The
alternator
toward
Hasher when bent
over
the
bent away from the alternator
NOT reach be~ond the threads
must
the thrust
The
on
not
the bench, it may be
this adjustment the
as a power source, and the voltage
be
put out of adjustment and the entire
regulator
system subjected to abnormal voltages. Prior to making the
adjustment, torn off all unnecessary electrical and avionics
the
portion
housing must
nut.
adjust the overvoltage relay and it is
adjustments on
airplane. To make
the
on
to
make the
alternator is used
be installed and then
bent
to
and open all circuit breakers
equipment
the end of
not necessary
for
the test.
the shaft.
a
ALTERNATOR OVERHAUL
Refer
to
Connect
a
calibrated
precision
voltmeter to the
circuit breaker bus.
applicable Vendor Publications for complete
procedures.
CAUTION
tests
and maintenance
Observe engine operating limitations.
1/OLTAGE REGULA TOR AD~USTMENTS
(14 and 28-Vblt Systems)
voltage regulator
is
set
Operate the engine
c.
Monitor the voltmeter
ton 2&voIt systems).
d.
If the overvoltage
warranty limitations have been reached and it
should become necessar~ to adjust the voltage
14-volt systems (31 volts
trip
relay trips below 15.8 volts on
28-volt systems) or does not
on
when the bus reaches 16.5 volts
on
14-volt systems
measured
on a precision
adjusted. Remove
the plastic plug marked O. V. and turn the adjustable
potentiometer clockwise to increase voltage and
counterclockwise to decrease the trip voltage.
(33.0 volts
be made in the
28-volt systems)
on
as
voltmeter, the overvoltage relay
CAUTION
Observe
at
-e
prior to the warranty
factory. Breaking
limitations voids the warranty. Once the
may
cruise rpm (2500 rpm).
determine the voltage
to
increase the bus voltage. The overvoltage relay must trip at
16.0
.5
.2 volts ton 14-volt systems), or 32.0
1 volts
and sealed at the
the seal
regulator, adjustments
following manner.
at
which the overvoltage relay trips and remove the alternator
from the line. Slowly adjust the voltage regulator to
NOTE
The
b.
must
be
NOTE
engine operating limitations.
overvoltage relay to reset all power
momentarily removed from the unit.
To allow the
the voltage regulator and the alternator up
a.
Bring
operating temperature by operating the engine at 1800 rpm
with approximately 5(Me load for a minimum of 15 minutes.
Connect a precision voltmeter to the circuit breakb.
er
to
bus.
c.
Operate the engine at cruise rpm (2500 rpm) with
the alternator "ON", and the electrical load reduced to a
must
e.
f.
be
Recheck the adjustment,
Readjust the voltage regulator
volts ton 14-volt systems), or 28.5
systems). This adjustment should
on
ADJUSTMENTS.
corner
B1~
be checked with the
g.
Replace
the
plastic plugs
over
the
adjustable
potenriometers.
following step.
plastic plug labeled "REG" from the
regulator and adjust the regulator by turning
the potentiomerer clockwise to increase the voltage and
counterclockwise to decrease the voltage. Make any adjustments in small increments and allow 2 or3 minutes operation
time for the system to stabilize between adjustments.
e.
.2 -.25
at
.2 -.25
Check the bus voltage. If it is not 14.0
.25 vdc (2&voll
vdc (14-volt electrical system) or 28.50
electrical system), adjustment should be made as indicated
in the
14.0
cruise rpm (2500 rpm) and the alternator
and stabilized as noted in VOLTAGE REGULATOR
engine running
minimum.
d.
to
.25 volts ton 28-volt
Remove the
of the
STANDBY GENERATOR SYSTEM
A standby generator system is provided to power essential
equipment in the event of loss of electrical power on the
main system.
13-3
The
standb~tgenerator system is an independent electrical
s?´•stem incorporated into the main system in such a manner
to furnish power only to essential engine instruments, turn
coordinator and navigation and communication system. A
diode in the circuit from the battery to the standby
generator system prevents the generator from furnishing
any pon´•er to the battery, but allows the battery (if
serviceable) to supply power to the essential equipment in
the event of inadequate output or failure of the standby
generator.
On serials
relay will
prior
to
E-924
15.7
actuate at
excepi’EA-l and after overvoltage I
-r
.1 volts. On serial E-924
through
overvoltage
E-I240 except E-IIII and EA-I and after the
relay will actuate, at 16-.0 -C .3 volts, and
remove
the
standby generator from service should the standby voltage
regulator fail. The overvoltage relay will reset when the
input voltage is removed. When the overvoltage relay is
actuated it bypasses the ON OFF switch to lock the relay in
the actuated position until the engine is shutdown, at which
time the regulator will reset. Generator and battery fuses
the upper forward side of the firewall and the bus
and circuit breakers are on the forward side of the cabin.
are on
NOTE
The
two power relays are located on the upper right aft side
of the firewall. Maintenance of the system is limited to
The circuits from the
battery to the standby
generator system and the battery to the stall
wanting system are always alive, even though
the batten´• switch may be in the OFF
isolating
a
defective component and replacing it in
accepted electrical maintenance practices.
accordance with
position.
Refer
to
the
troubleshooting guide
for
probable
cause
and
corrective action.
The standby generator system should only be used when
a loss of electrical power on the main electrical
28-VOLT SYSTEM
loss of electrical power is evident,
turn the alternator/generator and battery switches OFF.
At serial E-1424 and after
there is
system. As
soon as a
(This is to prevent possible damage to the main system if a
short exists therein, and to save battery power for lowering
the naps and gear if the problem is determined to be only a
faulty alternatorigeneralor). After turning the switches
OFF,
turn
the
standby generator switch ON.
a 28 volt standby generator is
optional equipment. The generator is mounted
aft of the right magneto, aft of the engine baffle and is
cooled by air that is picked up from the engine baffle on the
left side of the engine. The switch and voltmeter are
located on the right side of the instrument panel.
offered
as
The switch is
placarded OFF ON GENTTEST.
regulatorlovervoltage relay is mounted aft of
I4-~rOLT SYSTEM
1
standby generator (optional on E-287, E-329 through E1241 except E-llll and EA-I and after) requires an engine
rpm of at least 1700 to function properly. With the engine
The
1700 rpm, place the standby generator switch
momentarily to the TEST position.The GEN TEST and
BAT TEST lights will illuminate, indicating that the battery
function
at
and generator
The
are
both
supplying
power.
standby generator is located on the alternate
pad of the engine. The on-off-test switch
the GEN TEST and BAT TEST lights are located
tachometer drive
and
above the NAV COMM XFER switch
panel. The terminal board,
zener
on
the instrument
on
the bracket attached
to
the
rear
of
the on-off-test switch. The number 2 transistor is located in
the
engine compartment
on
standby generator is self exciting and requires no
external electrical power for it to function, although it does
require 2925 to 4050 rpm (engine rpm is 1950 to 2700) to
properly. This standby system
sufficient power
turn
will
supply
operate essential instruments such as
coordinator, fuel quantity, oil and cylinder
to
temperature, Comm-l and Comm-2, transponder, audio
amplifier, panel voltmeter, glareshield light, and standby
panel light. The generator will produce a continuous 6.5
amps at 28 volts or for intermittent (1 minute on 2 minutes
off) operation 11 amps at 24 volts with a minimum engine
speed of 1950
rpm.
diode and number 1
transistor (which controls the conductance of the number 2
transistor) is located
voltage
the firewall
and controls the generator output.
The
running
The
the lower left aft side.
standby generator system is controlled and protected
voltage regulator/overvoltage relay. The regulator will
control the voltage at 28.50 r .50 volts. The overvoltage
relay will remove the standby generator from the circuit
0.1 volts. Although the
should the voltage reach 32.0
overvoltage relay is set to trip and remove the generator
The
by
a
-e
I
E-763 except E-710 and EA-I and after
the overvoltage relay and rheostat are on the lower aft side
of the firewall in the vicinity of the.landing gear warning
On serials
pn‘or
to
horn and flasher. At serial E-710, E-763
1
through E-1240
standby generator
except E1~I1 and EA-I and after the
was moved to the structure forward of
overvoltage rrla~
the control column, close
139
to
the center line of the
airplane.
from the circuit
small
at
32.0
0.1 volts it is not sensitive to
33 volts it will
trip for 50 mill
voltage spike cause the
overvoltage relay to trip removing the generator from the
system, it may be reset in flight by moving the switch
momentarily to the GENIRESET position.
voltage spikes (at
seconds). Should
a
not
transient
B11
STARTER
replaced when they have worn to a 3/8 inch length. Proper
brush spring tension with new brushes installed is 24 ounces,
STARTER REMOVAL
This tension is measured with a scale hooked under the
brush spring near the brush and the reading taken just as the
the
gained through
Access to the starter may be
a,
spn’ng
leaves the brush.
right hand cowl door.
b.
Disconnect the electrical
c.
Remove the
mounting studs,
and
win~ng from
the starter.
PRESTOUTE (14 and 28-Volt Systems)
hex nuts and washers from the
two
Brushes
the starter.
remove
must
length of
STARTER INSTALLATION
Install
a.
a
"0"
new
ring
the
on
the
flange of
starter.
b.
Position the
c.
Install the attaching
150-180
i
the
starter on
nuts
replaced
or
less. Refer
to
they have
worn
down
to a
Prestolite Service Bulletin
ASM-I for brush replacement procedure. There should be a
spring tension of 3’ to 40 ounces with new brushes.
Measure with a spring scale hooked under the spring at the
brush. Pull on a line opposite the line of force exerted by
the spring and take the reading just as the spring leaves the
nuts to
CABIN LIGHTS
inch-pounds.
J.
Secure the attaching
e.
Connect the electrical
f.
Start the
engine
nuts
with
wiring
"painuts".
to
the
CABIN READING UGHT BULB REPLACEMENT
starter.
check for oil seepage
and check for proper operation.
mounting flange
when
be
brush.
mounting pad.
and torque the
1/4"
to
at
the
(E-283
and after; EA-1 and
The cabin
airplanes
STARTER OVERHAUL
reading lights
after)
use
number 89 bulbs for 14 volt
and number 303 bulbs for 28 volt
airplanes (part
number of General Electdc, Cleveland. Ohio).
Refer to
applicable
and maintenance
Vendor Publications for
complete
tests
procedures.
a.
Pull the black lens retainer
ring
out
light
of the
assembly.
STARTF~R LUBRICATION
DUCO-REMY (I4-Vblt
No lubrication is required
rime of overhaul.
coated with
a
on
Bushings
Small
CAUTION
System)
the
The lens,
starting motor except at the
and the armature shaft should be
amount
Of
are
spring behind
to
the lens, and reflector
ring is
fall when the retainer
removed.
No.
Delco-Remy Lubricant
free
1960954. (Item 32. Consumable Materials Chart).
PRESTOUTE (14 and 28-Volt
Systems)
Soak new absorbent bronze bearings in SAE 10 oil before
installation. Saturate the felt oiling pad in the commutator
end head with SAE 20 oil. Allow
end head
installing
Lubriplate Bm
before
before and after
on
on
excess
motor.
Put
the drive end of the
ins~allinjS
oil
a
to
drain
Replace the bulb.
c.
Assemble the reflector,
lens.
of
shaft
the drive end head.
CAUTION
OVERHEAD CONSOLE LIGHT BULB REPLACEMENT
(E-283 and after; EA-1 and after)
The overhead console
or
grease
degreasing
tank
dissolving solvents. Avoid excessive
light
uses two
number 1816 bulbs for
and two number 1864 bulbs for 28 volt
airplanes
airplanes (part number
14 volt
Do not dean the starter in any
spring, and lens into the
ring in front of the
light assembly and install the retainer
out
light film
armature
b.
of General Electric, Cleveland,
Ohio).
lubrication.
a.
STARTER BRUSH REPLACEMENT
Remove the
screws
holding
the console in
and lower the console from the headliner.
Locate the inoperative light bulb and
b.
pull
place
it and
the socket from the
DELCO-F~EMY (I4-Volt System)
c.
bulb and socket
The
starter
make full
B12
brushes should slide freely in the holder and
the commutator. The brushes should be
contact on
d.
the
light assembly.
inoperative bulb and place
back into the light assembly.
Replace
the
the
new
Place the console into the headliner and install
screws.
13-5
applied, a
STROBE LIGHT
is
a
converter may be started
about 2 volts to the junction of R1 and R2.
applying
The s?atem consists of a solid state po~er supply unit, a
crrcuiz breaker switch on the instrument panel, a shielded
Foa´•er cable and a single, ventral-mounted xenon gas light.
S\stem operation is based
the
on
capacitance discharge
A DC converter steps up the aircraft battery
approximate~ 400 rolts to charge the capacitor.
voltage to
The trigger
"kick" is noted and then no current
poor solderjoint in the starting circuit,
current
E~ 1.3K and R1 31 ohms. The
GULLOCK UNIT
principle
small
drawn; look for
circuit consists of
unijunction oscillator and a
applies a pulse of negative
~oltare to the trigger transformer in the lamp. The trigger
rran;former produces an ionization voltage of
afprosimarel~ 4000 volts to i~nite the xenon gas in the
lamp. As the lamp ignites, the energy stored in the
capacitor is discharged through the lamp to produce a peak
liShr intensit~ of over a million candle power. When the
drops below 50 volts, the lamp will go out
capacitor
and the capacitor begins recharging for the next cycle.
S?~srem operational c~cle will repeat, until the strobe light
a
by
Low or no output voltage, but converter operates
c.
otherwise. Using an ohmmeter, look for a shorted diode in
the bridge circuit. In extreme cases, the transformer could
have a shorted winding. As a check, disconnect a lead from
the transformer secondary, if the current remains the same.
the transformer should be
replaced.
silicon controlled rgctifie~ which
is turned
off, at
a
d. Low output voltage can be the result of a faulty
capacitor C2. Check by removing the positive lead from the
capacitor.
Low
e.
buildup
voltage coupled with very slow voltage
a faulty transistor 2N3055. An
be traced to
can
ohmmeter check will indicate which transistor has failed.
Select
replacement
transistors
having
a
collector
to
emitter
resistance of ]00 ohms minimum.
flash rate of 45 flashes per minute.
Trigger Circuit Troubleshooting
’TrL´•tlble Andvsis
Usingahighimpendance voltmeter,checkforl80
at the junction of R8, R9 and C5. If there is no
a.
trouble occurs, check all primary power lines,
external circuit elements, fuses and wiring for a
malfunction before
troubleshooting
S\-stem electrical failure
general
the strobe
unit, lamp assembly
method of isolarin~ the trouble source is to remove the lens
of the xenon lamDcand test the lamp. Inspect the lamp to
areas; power
if it is broken
If there is voltage at the junction, it should
to around 30 volts as the SCR triggers. if
the SCR does not trigger, measure the voltage across R7
(100 ohms). This voltage will be below .5 volts. If the
b.
periodically drop
or loose in its socket. If the lamp is intact,
DC voltmeter to check for approximateb 350 volts at
the top of’ the lamp with the s~stem turned on. The rate
voltage
that the
recorded
see
use a
~oltage peaks should
per minute. If
voltage
no
C5 and SCR T1 145A2.
voltage, check
light system.
be traced to any of three
or wiring. A quick
ma~
volts DC
be between 40 and 55 times
is present, the fault is
probably
is
look for
indicated, place an oscilloscope
positive going pulse of around
a
repetition
R7 and
4 volts at the
of 40 to 55 times per minute. If the pulse is
the scope, then the SCR is not triggering and
rate
on
should be
across
replaced.
located in the power unit.
When
c.
Troubleshooting power Unit
ihsassemble
the
unit
power
by removing the
the end plates to the power unit. Remove the end
A´•hich
has the power plug and slide the bottom heat
plate
sirj; forward until it can be separated. The large capacitor
rear end plate by thermal epoxy for
efficient heat transfer and care should be taken to avoid
t~reakine this bond. The upper heat sink (with transistors
may be attached to the
on
it)
be
can
slid
forward, exposing the
component board and capacitor bracket.Remove the nuts
~sunnr the board to the metal bracket and the component
board will be
completely
is observed across R7, check for
and R6. if voltage is present, then the
voltage
at R5
trouble is in the
unijunction.
screws
securing
mounted
no
battery voltage
If normal voltage is observed
capacitor C4 for shorts and leakage.
d.
across
R7. check the
If unijunction Q3 is to be replaced, it may be
readjust the flash rate. This can be done by
or by changing the value of C4. in n~any cases,
e.
necessary to
changing R5
the component board, and it is
the exact value from the
the value is recorded
on
only
order
necessary
manufacturer
(see
to
the Vendor Publication
List).
accessible.
NOTE
Converter
Troubleshooting
In
If the fuse
a.
fclr
a
possible
ermtter
~iie.
ohmmeter
keepsblou´•ing, check transistor 2hT3055
short. It will be necessary to remove the
and unsolder the base wire before an
check
can
be
the fuse
b.
13-6
to
Many times only one
Capacitor C1 will also cause
made.
transistor will fail. Failure of
blow.
If the converter won’t start when
is first
instances, power supply units which
or
not
operated
on
the aircraft
considerable period of time, may not
operate instantly when the system is turned on.
for
a
Before
determining that the power unit is
inoperative, leave the system on for a period of
least 30 minutes. If the power unit does
operate in this span of time, refer
TROUBLESHOOTING POWER UNIT.
at
voltage
some
have been stored
not
to
119
L1
54
~1
2813055 /2)
01
j
2
805
VOLlClOl
06
.06,1
1
a
~llr
II
CII1
02
81+350V
112
111~
CP3
tl4
IP
aiazi!
I
~II
I
84
ct
100
Ci(5
113
1.5
mEc!,
7
300er
31!!
04
11145A2
1.5
TRIC
CS
MEG~1.25rl
410810
115
n543 08<
2N1671~
1.5 6180
03
116
3301!
10pl
03
cl
Irf--r
100 I!
OSTLTCTED
figure
89
TO *DJUST PltE
73-7. Bullock Power
33-~03-1
Supply Schematic (internai)
13-7
GRIMES STROBE UGHT SYSTEM
connectors are
properly
assembled and that red, white, and
white/yellow wires
black wires (white/red, whitelblack, and
The s~3tem consists of a solid state power supply unit, a
circuit breaker switch on the instrument panel. and 3 xenon
mounted in the tail and each
lights
wing tip.
on
the 28-volt system)
The
wing and
function of the Grimes Strobe Light system is essentially
the same as the strobe light system described earlier in this
structure
gas
connected to pins "A", "B",
respectively. The shields for the
tail light cables should be grounded to the aircraft
at the power supply.
are
and "C" of the connector
section. Use that system description for a more derailed
of the method by which the Grimes system
WARNING
explanation
operates. The Grimes system does not incorporate a timing
circuit, since an the lights flash at the same time at a rate of
Although
~O flashes per minute,
the
a
power
bleed-off resistor is
incorporated
supply circuit, high voltage
involved in the circuit between the
SUPPLY
POWER
j
UNIT
INSTALLATION (Prior
to
REMOVAL
AND
supply
E-1371)
turn
and
light assemblies. For this
To
gain
supply unit, remove the
baggage compartment.
may be removed by disconnecting the
to the power supply and removing the
to
access
fioorboard
on
electrical
screws
anchoring
reason,
to
lights
elapse
before
disconnecting the cables at the power
supply or light assemblies and before handling
or disassembling either of these units in any
way. Failure to observe these precautions may
result in physical injury from electrical shock.
the power
the RH side of the
The entire unit
least 10 minutes
at
is
power
the control switch for the strobe
OFF and wait for
in
the module to the support structure. To
supply unit, merely reverse the
reinaall the power
foregoing procedures.
POWER SUPPLY UNIT INSTALLATION (E-1371 and
after, EA-I and after)
CAUTION
a.
I
the
precautions noted
LIGHT WIRING when removing
the power supply,
in STROBE
e•´nesbOgniilatsni
install the
and
Connect the electrical
b.
as
wiring
to
the power
supply
indicated in STROBE LIGHT WIRING.
Place the
c.
screws
POWER SUPPL~ UNIT REMOVAL (E-1371 and after,
Place the power supply in its proper location and
screws which hold it in place.
access
in
cover
place
and install the
and washers.
d.
Reinstall the carpet.
EA-I and after)
WARNING
REMOVAL AND INSTALLATION OF TAIL STROBE
LIGHT
Make certain the power to the strobe
off, and that ]O minutes has elapsed
stored power will have rime
a.
fuselage
Locate the
station 170.
to
the
so
that
a.
dissipate,
access to
and
c.
the
screws
and washers from the
cover
cover.
Disconnect the electrical
wiring
from the power
d.
Remove the
place and
remove
screws
which hold the power
the power
or
LIGHT WIRING
will
either the power input
assemblies and the power
cause a
light
at
reversal of
polarity
that results in
serious component damage and failure. Care must be taken
to ensure that the red wire is connected to positive power
and the black wire to ground. Make sure that the
13-8
to
gain
or
in this section
before
installing the strobe light assembly.
supply
Remove the
light assembly
of the wires
between the strobe
supply unit
cover
damage to the strobe light system or
possible injury from electrical shock, observe
the precautions outlined under STROBE
b.
hook-up
light
supply.
STROBE LIGHT WIRING
An incorrect
and
CAUTION
removing
suppl?´•.
in
cone
light assembly.
To avoid
Remove the 4
remove
the strobe
right side of the airplane, in the
baggage compartment.
b.
Remove the tail
in the floorboard, aft of
access cover
on
lights is
in
two
place
retaining
aircraft electrical system.
Remove the Z screws
c.
assembly
to
screws
and disconnect the
on
that
secure
light
the
from the
the side of the
light
free the retainer and lens.
lamp until free if it is to be replaced.
replaced, remove the 4
screws on the backside of the light subassembly and pull it
apart from the light assembly.
d.
Rotate the
e.
If the flashtube is to be
B10
f.
Remove the 2
subassembly
g.
and
remove
Reverse the
screws
on
the bottom of the
observe
the flashtube.
preceding steps
to
the
precautions outlined under
removing or
strobe light assembly.
STROBE LIGHT WIRING before
reinstall the strobe
installing
the
light assembly.
REMOVAL AND INSTALLATION OF WING STROBE
Remove the transparent shield
a.
LIGHT5
over
the
wing tip
lights.
b.
light
CAUTION
to
Remove the
the
two
screws
securing the lens and
mounting bracket.
Remove the lens, and lift the strobe
c.
light
out to
disconnect the electrical
To avoid
damage to the strobe light system or
possible physical injur~ from electrical shock,
d.
Reverse the
wiring.
preceding steps
to
reinstall the
light
assembly.
LIGHT BULB REPLACEMENT GUIDE
BULB NUMBER
LOCATION
Alternator Out
Light
Light
I4-~OLTSYSTEM
28-VOLTSYSTEM
330
327
Cabin Overhead
1816 (E-283 and after)
1864
Clock Light
330
267
330
327
330
37,7
Compass Light
Condenser Door
Open Light
Dome
Light
Courtesy Li~ht
Door Ajar U’arnin_g Light
Edgelighted Panel
Flight Compartment Food Lights
330
1815
313
Fuel Select Lieht
330
327
Glareshield
Light
Instrument
Floodlights
Instrument Post Li_gh~s
Instrument Wedge Lights
Landing Gear In-Transit Light
Landing Gear Uplock Light
Landing Light
Light Tra\ Assembly
hlap Light
Navigation Light CTail)
89 (E-l thru E-t8’)
1816
1864
330
1815
89
330
337
266
267
330
377
330
327
4313
4596
266
267
1816
1495
1512
A7512-24
OAT Light
330
Reading Light
Rotating Beacon (Lou´•er)
Rotating Beacon (Upper)
Subpanel Post Lights
Strobe Light 1Bullock)
Strobe Light. Tail (Grimes)
89
or
327
1816
D7080A6-12
303
D7080A5-24
D7080A1-12
D7080A 1-24
330
327
82719
633 (Prior to E-763.
except E-710)
Strobe Light. Tail ICirimes)
30-0815-3 (E-710. E-763
thru E-1240. except
E-llil)
Strobe
Light. \I’ing (Grimes)
31-1850-1 (Prior to E-763.
Strobe
Light. Win~ (Grimes)
except E-710)
30-531-1 (E-710. E-763
thru E-1240. except
30-0815-1 (E-I 11I.
E-lt41 and after)
30-1467-1 (E-llll.
E-1741 and after)
E-llll1
Tail
B10
Light
4313
4596
13-9
ELECTRICAL UTILIZATION LOAD CHART
(14-VOLT SYSTEM)
coNn/vuous LOAD (STANDARD EQU/PMENT)
NUMBER PER
EQUIPMENT
AIRPLANE
AMPS
EACH
TOTAL
Indicator, nap
1
.10
.10
indicator
Light, Landing Gear
1
.08
.08
indicator
Light. Landing Gear Visual
1
.II
.11
indicator
Light,
1
.1?-
.12
1
.II
indicator. Oil
Tom Tah
Temp
.II
1
indicator, C~´•l Head Temp
indicator, Fuel Level
.30
.60
indicator. Turn Coordinator
i
.75
.75
tIEht, Na\iFation Wing
2
1.60
3.’0
Light, h’avjfation
1
1.01
1.01
Tail
Light,
Instrument Flood
1
.58
1.16
Light.
Fuel Select
1
.12
.11
3
.33
.69
Post
7
.08
.16
Reia~. Barterv hlasrer
1
.50
.50
Rela)..41~ Out Light
1
.3)
Regulator. Voltage
1
.33
.33
Light, Glareshield
8
.10
.80
LFhr, Alt Our
1
.08
.08
Lifhr. Engine
Insrrumenrs
LEhr, Suh-Panel,
MAXIMUM cOhn/NuOus LOAD
EQUIPMENT
(OPT/ONAL EQUIPMENT)
NUMBER PER
AIRPLANE
Heated Pitor
LEh~.
Instrument Post
Light, Rotating
Beacon
Light, Edgelighted Panel
13-~0
AMPS
EACH
TOTAL
1
6.50
6.50
Y
.08
2.00
2
6.80
13.60
8
.20
1.60
B9
INTERM/rrENTLOAD (STANDARD
EQUIPMENT)
AMPS
NUMBER PER
EOUIPMENT
AIRPLANE
EACH
TOTAL
Horn. Stall Warning
1
.50
.50
Horn. Landing Gear Warning
1
.50
.50
7.50
15.00
Cigarette Lighter
Light. Landing
1
7.70
7.70
Motor. Starter
1
280.00
280.00
1
17.00
17.00
Rela~´•. Starter
1
.50
.50
Light.
Dome
1
.58
.58
Pump,
Aus. Fuel
1
5.00
5.00
~lotor.
Landing
1
70.00
$0.00
Vibrator. Starter
1
1.00
2.00
Light. Compass
1
.08
.08
Light. OAT
1
.08
.08
I
.08
.08
Flap
l\iotor.
Light,
Door
Gear
Ajar Warning
INTERM/TTENTLOAD
EOUIPMENT
(OPTIONAL EOUIPMENT)
NUMBER PER
AIRPLANE
AMPS
EACH
TOTAL
1
.65
.65
Light, Landing Steerable
1
7.70
7.70
Deice. 2-Bladed Propeller
1
’3.00
73.00
1
34.00
34.00
1
.58
1.16
1
3.40
3.40
Rela~.
Magic Hand
Dejce,
-Bladed
Propeller
Light. Reading
Suitch.
B9
Magic
Hand
13-11
ELECTRICAL UTILIZATION LOAD CHART
d.
(28-VOLT SYSTEM)
Under
be
foilouing specifies the electrical load for each piece of
equipment. either standard or optional. available on the airplane. Based on this information. the total electrical load for
the airplane mav be determined. Intermittent items should
not befigured into the total figure since the short duration of
their usage will nor significantly alter the standard load.
She
Intermittent load
no
more
condition shall the total continuous electrical load
than
8047~
of the total alternator
continuous load consists of loads listed
the avionics
catagories
follows:
as
as
receiving loads. Transmit loads
capacity.
Total
continuous and
are
intermittent
loads.
NOTE
The loads listed
The electrical load has been divided into 4
(optional equipment)
continuous loads
as
equipment which will
15 minutes or longer.
be
operated
for
are
for
periods of
However. the intermittent
transmitting loads should
determining possible overloading during shorter periods of rime. i.e..
takeoff and landing.
loads and the avionics
b.
Continuous load (standard equipment)
Continuous load (oprionalequipment)
c.
intermittent load (standard
a.
13-12
equipment)
be considered for
B9
coNn/vuOus LOAD
(STANDARD EQU/PMENT)
AMPS
NUMBER PER
EOUIPAIIENT
indicator, Flap Position and P.C. Board
Indicator. Fuel and P.C. Board
Inverter, Electroluminescent
AIRPLANE
EACH
TOTAL
1
.06
.06
.0~
7
1
.50
.50
1
.33
.31
Hearer. Piror
1
4.60
4.60
Porentiometer. Light Dim
4
.03
.12
1
.04
.04
Reiay. Master Battery
1
.50
.50
Sensor. Alternator Our
1
.04
.04
Turn Coordinator
1
.40
.40
Voltape Regulator
1
3.00
3.00
.01
.01
Z
.30
.60
2
.17
.34
Ele\ator Tab
1
.04
.04
Flap Position
1
.04
.04
12
.17
2.04
Engine
Instrument.
Relay.
Annunciator Dim
Cfock. Panel
LIGHT1NG
3rd and 4rh
Cabin
Reading
Light
Glareshield Flood
1.02
1
Tail Position
2
.93
1.86
OAT
1
.04
.04
Fuel Select
2
.04
.08
Compass
I
.04
.04
Wing Tip
B9
h’av
Light
13-13
CONTINUOUS LOAD
(Optional Eqiupment)
NUMBER PER
EQUIPMENT
AIRPLANE
Air
AMPS
EACH
TOTAL
Conditioning
Actuator, Condenser Door
Compressor
Clutch
.86
I
1.70
1
Condenser Blower
ClocEr. Digital
Electrothermal
1
1
Prop
13.5
.20
.86 (1)
1.70
13.5 (2)
.20
Anti-ice
i’ Bladef
I
10.0
10.0
(3 Blade)
1
15.0
15.0
Ammeter
1
.01
.01
Timer
1
.10
.10
1
5.00
5.00
.30
.30
1
.04
.04
26
.04
1.04
instrument, Post Light (Dual)
37
.04
1.48
instrument, Wedge Light
14(3)
.024
.67
16(3)
.024
.77
1
.30
.30
Lower
1
3.22
3.22
Rc´•ratin~ Beacon. ~ipper
1
3.22
3.22
Tail
1
1.02
1.02
Power
Supply,
Strobe
UGHTING
_srh and 6th Seat
Reading
Clock. Control Wheel gDay
instrument. Post Lieht
instrument,
(Single)
(Singie)
Wedge Light (Dual~
MaF
Rotating Beacon.
tl)lntermittent operation.
i2) Unit operates in gear down position only.
(3) T\i~o bulbs in each light.
13-’14
B9
INTERMITTENT LOADS (Standard
Equipment)
NUMBER PER
EOUIPMENT
AMPS
AIRPLANE
EACH
Cigarette Lighter
1
6.0
12.0
Flap hlotor
I
11.0
11.0
Flasher. Gear Warning
1
.04
.04
Hem, Gear Warning
1
.20
.20
Horn. Stall Warning
1
.20
.20
Landing Gear
1
Moror
40.0
TOTAL
40.0 (1)
Fuel
1
3.00
3.00
Pump. Auxiliary Fuel
1
3.0
3.00 (2)
Relay. Dynamic Brake
1
1.25
1.25
Relay. Starter
1
3.30
3.30
Starter, Engine
I
Relay. Landing Gear Latch
1
.08
.08
1
.04
.04
.17
.34
1
.04
.04
4
.04
.16
1
8.93
8.93
1
.04
.04
.85
.85
1
.38
.38
1
8.93
8.93
Pump. Auxiliary
I00.0
100.0
LlGHTING
Alternator Out
Courtesy Light
Door Ajar
Landing
Gear Indicator
Landing Light
Condenser Door
Open
INTERMITTENTFOAD.S IOptional
Equipment)
Actuator. Eievasor Trim
Resistor. Trim Shuns
UGHTING
Taxi
Light
(1) Peak current after initial start-up load.
(2) Used only when dual auxiliary fuel pumps
B9
are
required.
13-15
TROUBLESHOOTING BATTERY
INDICA TION
i. No power indicated uith
PROBABLE CAUSE
battery
a.
Battery discharged or defective.
b.
Open circuit
REMARKS
Test.
a.
master switch "OK’.
master
c.
between
battery and
b. Check
continuity.
switch.
Master switch defective,
Check switch for operation.
c.
Replace if necessary.
d. Defective
Power
on
uith master s~itch in
a
relay.
Master switch defective.
"OFF’ position.
d. Check
relay for operation.
Replace if necessary.
Check switch for operation.
a.
Replace if necessary.
Complete failure to operate.
b.
Relay contacts stuck.
b.
Replace relay.
a.
Loose
or
broken lead.
a.
Secure lead.
b. Loose
or
disengaged terminals in
b. Secure terminals.
battery.
3. Excessive spewaee
deposits on
outside
(crystalline
ofbattery).
c.
Battery not charged.
a.
Excessive
charge rate.
c.
Charge battery.
a.
Clean the
the
b. Excessive ambient temperature
during charge.
battery and adjust
electrolyte level.
b. Clean the battery and
the electrolyte level.
adjust
TROUBLESHOOTING STARTER SYSTEM
i, Starter
in~perative.
Reset circuit breaker.
a.
Circuit breaker
b.
Battery switch inoperative.
cockpit lights; if not
operative, check switches and
battery solenoid.
c.
Defective starter solenoid.
c.
tripped.
a.
b. Check
Check continuity of starter
system.
d. Low
e.
battery.
Open
circuit.
f. Defective startingmotor.
d. Test
battery;iflow, replace
with external power.
or
start
e.
Check continuity of circuit.
f. Check brushes, springs, condition, and commutator. Replace if necessary.
TROUBLESHOOTING ALTERNATOR SYSTEM
i. No ammeter indication.
a
Loose connection.
a.
Check connections
out
b. No alternator output.
13-16
through-
system.
b. Check alternator output.
B9
TROUBLESHOOTING ALTERNATOR SYSTEM (Continued)
IND/CA TION
REMA RKS
PROBABLE CAUSE
c.
Defective
d.
Overvoltage relay tripped,
voltage regulator.
c.
Replace regulator.
d. Check
overvoltage relay
(See Item 2).
2.
Overvoltage relay trips,
e.
Defective ammeter.
e.
Replace
a.
Alternator overcharging.
a.
Check alternator output. Re-
pair
3. No alternator output.
or
ammeter.
replace
as
necessary.
b. Defective
voltage regulator.
b.
Replace regulator.
c.
Defective
overvoltage relay.
c.
Replace relay.
a.
Circuit breaker
a.
Reset.
b.
Open
c.
Defective control switch.
b. Check continuity ofcjrcujt.
circuit.
d. Brushes
e.
tripped.
worn out.
Dirty slip rings.
switch.
c.
Replace
d.
Replace brushes.
e.
With alternator running,
slip rings with No. 400
clean
f~ner
sandpaper. Use air jet
remove
f. Brushes
not
contacting slip rings,
a
cloth.
Open
or
shorted circuit in
h.
Open
or
shorted circuit in stater.
i. Defective
4. Alternator output low,
a.
rotor.
voltage regulator.
Defective rectifier diode.
grit.
f. Clean brushes and holders
with
g.
or
to
clean, lint-free, dry
Replace weak springs.
g. Test resistance of rotor.
Replace if defective.
h. Test resistance of stater. Replace if defective.
i.
Replace regulator.
a.
Replace
diode.
a.
Clean
replace
TROUB LESHO OTING.I GN ITION SYSTEM
i.
Engine fails to start,
a.
Spark plugs loose, wet, fouled,
or
b. Magneto primary
short circuited.
c.
Dirty, burned
points.
or
ground wire
pitted magneto
breaker
d. Moisture
e.
or
defective
spark plugs.
defective.
or
oil in magneto distributor.
Internal trouble with magnetos.
b. Check
primary ground wire
between magneto and switch.
c. Clean points or replace if
badly burned or pitted.
d. Clean magneto distributor.
Turn engine over and check
spark jump. Replace magneto
if there is no spark or if spark is
e.
weak.
B9
13-lit
TROUBLESHOOTING IGNITION SYSTEM (Continued)
2. Hard
starting.
REMA RKS
PROBABLE CAUSE
/NDICA TION
a.
Low
a. Measure voltage between
vibrator terminal marked "in"
and the ground terminal while
operating starter. Must be at
voltage at vibrator input.
least 13 volts.
b.
Inoperative
or
defective vibrator,
b. If voltage is
adequate, listen
buzzing of vibrator during
starting. If no buzzing is heard,
for
either the vibrator is defective
or the circuit from the "output"
terminal on the vibrator to the
retard (dual breaker) magneto
is open. Check both "Switch"
and "Retard" circuits. Also
good electrical ground.
check for
or impulse coupling
Engine
operating.
may kick back
during cranking due to advance timing
ofignition.
c.
Retard breaker
not
c.
Points may not be
closing due
adjustment, or may
electrically connected
to wrong
not be
in the circuit due to
nection.
a
poor
con-
Inspect points to see
if they close. Check for proper
contact at the terminals of magneto and at the vibrator. Check
wiring.
d.
d. Turn engine in proper direction of rotation until retard
Vibrator-magneto combination
"functioning" electrically.
not
points just open on No. 1 cylinder position. Remove input
connection from starter to preengine turning and while
vent
holding No. 1 pluglead 5/16
ground energize vibrator by turning switch to start.
Plug lead should throw a 5/16
inch spark. If spark is weak or
inch from
missing try
new
vibrator. If this
does not correct trouble remove
magneto and check for improper
internal timing or improperly
meshed distributor gears.
e.
Magneto improperly timed to
Check
magneto-to-engine
engine.
timing.
f. Advance breaker out of adjust-
f. Check magneto internal
ment
(internal timing off).
g. Retard points opening too late
impulse coupling timing wrong.
Rough Nnning engine.
e.
timing.
or
g. Check
timing of retard
points
impulse coupling.
or
Clean and regap
spark plugs.
a.
Spark plugs loose or fouled.
a.
b.
Spark plugs leads or connectors
b. Clean leads and connectors
oily, dirty
or
cracked.
and
replace damaged
con-
nectors.
13-18
B9
TROUBLESHOOTING IGNITION SYSTEM (Continued)
/NDICA TION
PROBABLE CAUSE
c.
Defective
ignition harness.
REMARKS
Make continuity and high
tests on harness.
Replace harness or leads if
c.
voltage
necessary.
d.
Magnetos incorrectly timed,
e.
Dirty
or
burned breaker points.
d. Time magnetos to
e.
Clean
or
engine.
replace if badly
burned.
4, Low power,
a.
f
Burned
or
defective ignition
a.
Check continuity of harness
replace if necessary.
harness.
and
b. Magnetos incorrectly timed.
b. Time magnetos
c.
Internal trouble with magnetos.
c.
Turn engine
to
over
engine.
and check
spark. Replace magneto if there
is weak or no spark.
TROUBLESHOOTING LANDING GEAR POSITION INDICATOR CIRCUIT
i. One indicator
light inopera-
a
Defective
light bulb
or
indicator.
a.
Check bulb for proper confilament.
tact and burned out
tive.
b. Defective switch.
b. Check
continuity of switch.
Replace if necessary.
Z Both indicator
lights inoperative.
c.
Open circuit.
a.
Tripped circuit
b. Defective bulbs
c. Check continuity of circuit
affected.
breaker.
or
indicators.
Check for short circuit. Reset
circuit breaker.
a.
b. Check bulbs for proper conand burned out filament.
tact
c.
Open circuit.
c.
Make continuity check
on
circuit and check for loose
connections.
3. Indicator lights in3perative when
navi~ation lights are turned on.
a.
Open circuit through dimming
a.
Check
dimming resistor for
open circuit and loose wire
connections.
resistor.
TROUBLESHOOTING WARNING HORN CIRCUIT
i.
Warning horn inoperative.
a
Tripped circuit breaker.
a.
set
b. Throttle switch
out
ofadjustment.
Check for short circuit. Recircuit breaker.
b. Check throttle switch for
proper
adjustment and con-
tinuity.
c.
Open circuit.
c.
Check circuit for continuity
and loose connections.
89
13-19
TROUBLESHOOTING FLAP CONTROL AND INDICATOR CIRCUIT
IND/CA TION
PROBABLE CAUSE
flaps ~sill not lower,
a.
Tripped
circuit breaker.
REMA RKS
a.
Check circuit. Reset circuit
breaker.
b. Defective down limit switch,
continuity of switch.
b. Check
Check for loose connections. Re-
place
c.
Open circuit
or
loose
Run
continuity check
on
circuit. Check for loose connections.
connections.
d. Defective
c.
switch if defective.
flap motor.
brushes, springs, con-
d. Check
dition of commutators.
Replace
if necessary.
e.
Defective
nap motor switch,
e.
Check continuity of switch.
Replace if necessary.
Flaps
uiil not raise.
a.
Tripped circuit breaker,
a.
Check circuit. Reset circuit
breaker.
b. Defective up limit switch.
b. Check
continuity of switch.
Replace if necessary.
Check for
loose connections.
c.
Open circuit or loose
d. Defective
c.
Run continuity check
on
circuit. Check for loose connections.
connections,
flap motor.
d. Check
brushes, springs,
condition of commutators.
Replace
if necessary.
e.
Defective
flap
motor
switch.
Check continuity of switch.
Replace if necessary.
e.
TROUBLESHOOTING STALL WARNING INDICATOR CIRCUIT
I.
Warning buzzer inoperative,
a.
Tripped circuit breaker.
a.
Check and reset circuit
breaker.
b.
Open circuit.
b. Check
c.
Defective switch.
c.
continuity of circuit.
Check switch for proper
operation. Replace if necessary.
d. Defective indicator.
d. Check buzzer for proper
operation.
Buzzer operates
continuously.
a.
Grounded circuit between
a.
Test for
ground in
circuit.
buzzer and switch.
b. Defective switch.
b. Check for proper switch
operations.
13-30
B9
TROUBLESHOOTING LANDING LIGHT CIRCUIT
INDICATION
i.
PROBABLECAUSE
L~rht inoperative.
a.
Tripped circuit breaker.
REMARKS
a.
Check for short circuit.
Reset circuit breaker.
b. Defective
light.
b. Check bulb for proper contact
and burned out filament.
c.
Open circuit.
c.
d.
Landinglight switch defective.
d. Check
Check
continuity of circuit.
continuity through
Replace if necessary.
switch.
TROUBLESHOOTING NAVIGATION LIGHT CIRCUIT
h’avigationlights inoperative.
i.
a.
Tripped circuit breaker.
a.
b.
Open circuit.
b. Check
Check for short circuit
Reset circuit breaker.
continuity of entire
circuit.
2. One
navigation light inoperative.
a.
Defective
b.
Open circuit.
light.
a.
Check bulb for proper contact
and for burned filament.
b. Check continuity of circuit
wiring from switch to ground.
TROUBLESHOOTING FUEL OUANTITY INDICATOR CIRCUIT
i. Fuel indicator
tank
inoperative
on one
a.
Defective selector switch.
a.
only.
Check selector for proper
contact.
b. Defective transmitter.
b. Check
continuity for fuel
transmitter.
c.
Open circuit from
switch
c.
Check continuity of circuit.
a.
Check for short circuit.
transmitter.
2. Fuel indicator
inoperative
on
a.
Tripped circuit breaker.
both tanks.
Reset circuit breaker.
b.
89
Open
circuit.
b. Check continuity of circuit.
13-21
TROUBLESHOOTING STANDBY GENERATOR
PROBABLE CA USE
IND/CA TION
REMA RKS
ENGINE NOT RUNNING
NOTE
The number 2 transistor and other components
mounted to the rear of the ON-OFF-TEST switch
will be referred to
1. Battery switch OFF.
a.
ON-O~F-TEST suitch to
TEST-BAT TEST light
the
voltage regulator.
Open circuit between battery
and BAT TEST light.
b. Fuses between
will not illuminate.
as
battery and
a.
Locate and
repair
open
circuit.
b. Check for and correct
ON-OFF-TEST switch blown.
cause
of blown fuse.
Replace
fuse.
c.
Faulty diode between battery
diode.
c.
Replace
d.
Replace lamp.
e.
Replace
a.
Replace relay.
and ON-OFF-TEST switch.
d. Defective BAT TEST
e.
lamp.
Defective ON-OFF-TEST
switch.
switch.
With STBY switch to ON
and PNR XFER switch to NAV
relay.
a
Defective power
a.
PWR XFER switch
COMM I-COMMI, NAV 1, Audio
Amplifier, Turn Coordinator,
Engine Instruments are
inoperati\re.
and
3. HTith STBY suitch to ON and
PHTR XFER s~itch
to
NA\7 2 and COMM 2
defective
NAV COMM 3,
or
a.
wired
incorrectly.
are
Replace
or
switch
rewire
as
necessary.
inoperative.
ENGINE RUNNIhTG
3. With SIBY s\riitch to
engine
light ~ill
at
TEST,
a.
Loose connections.
a.
Secure connections.
b.
Replace lamp.
c.
Check for correct
1200 RPM, GEN TEST
not
illuminate,
b. Defective C;EN TEST
lamp.
c.
Blown
standby
generator fuse.
overvoltage
d. Defective
of blown fuse.
cause
Replace fuse.
d.
Replace relay.
e.
Replace faulty component
relay.
e.
Defective voltage
of voltage
regulator.
f. Defective
standby
regulator.
f.
Replace standby generator.
g.
Replace
generator.
g. Defective ON-OFF-TEST
switch.
13-22
switch.
B9
TROUBLESHOOTING STANDBY GENERATOR (Cont’d)
ENGINE RUNMNG
(Cont’d)
the STBY switch to
5.
TEST, engine
at
REMA RKS
PROBABLE CA USE
INDICA TION
1200
a.
Faulty overvoltage relay
a.
Replace relay.
RPM,
b. Bench set rheostat
replace.
GEN TEST light illuminates
dimly but uill not get
b. Rheostat out of adjustment.
brighter as engine RPM
c.
Faulty generator,
c.
Replace generator.
d.
Faulty voltage regulator.
d.
Replace faulty component
of regulator.
a.
Faulty overvoltage relay,
a.
Replace relay.
or
is increased.
6. With the STBY switch to
TEST, enejne
GEN TEST
at
1200 RPM
light will illuminate
as engine
b. Rheostat out of
adjustment.
b. Bench set rheostat
c.
Defective
voltage regulator.
d. Defective generator.
B9
or
replace.
diml~ but goes out
RPM increases.
c.
d.
Replace faulty component
regulator.
of
Replace generator.
13-23
WIRING DIAGRAMS
The individual circuit
identify
diagrams shown on the following pages
a code assigned according to its
each wire with
usage in the aircraft. The individual circuit components are
indexed and listed in the nomenclature accompanying each
diagram. Wire bundles and harnesses are not indicated. The
arrangement of the components in the diagram was chosen
for cf arity without the attempt to indicate the actual location in
The wire codes used, closely follow the military numbering
system. Briefly, a wire code consists of: a circuit function
letter, wire number, wire segment letter, and wire size
(American Wire Gage). Frequently, a suffix indicating
ground (N), phase (A, B, etc.), or material (alumei, etc.)
added.
The
win’ng diagrams
for the Model 36 and A36, serials E-l
the aircraft.
E-709, and E-711 thru E-762
tion 14 of this Shop Manual.
Optional equipment and changes have been noted by placing them in emphasized manner such as dotted lines and
ual P/N 35-5907 02-7 for the
heavily
when
outlined sections. Notes have been added for clarity
specific requirements
a
is
thru
are
contained within Sec-
Refer to the BEECHCRAFT Bonanza
Bonanza Model A36
Win’ng Diagram Manwinng diagrams pertaining to the
airplane seirals E-710, E-763 through
E-1240 except E-1111. On airplane sen’als E-llll, E-1241
BEECHCRAFTWin’ng Diagram Manual
need to be met
and after refer to the
Electrical
symbols
used in
diagrams appear
on
pages 14-3
PIN 35-590102-9.
and 14-4.
P
52
A
j
N
CIRCUIT FUNCTION LE~ERS
WIRE NuMBER
WIRE SEGMENT LETTER
WIRE SIZE (AW.G.)
SUFFIX
STD´•364-24
A list of circuit function
A
follows:
Armaments
B
Photographic
C
Control surfaces: automatic
D
Instruments other than
E
air temperature, cabin pressure, etc.
Engine instrument: fuel flow, fuel quantity, tachometer,
pilot
flight or engine instrument: ammeter, landing gear position,
L
synchroscope,
Flight instrument
Landing gear, actuator, retraction, waming, down lock, etc.
Heating, ventilating, deidng
Ignition
Engine control; starter, prop pitch, prop synchronizer, etc.
Lighting
M
Miscellaneous electric; windshield
P
F
G
H
J
K
wiper,
etc.
R
S
Radar: SA-aitimeter, SS-search, etc.
T
Special electronics; TK-telemetry, TR-receivers, etc.
Miscellaneous electronics (other than R, S or T)
U
V
DC power for AC systems
W
Warning
X
AC power
Y
Armaments
free
etc.
DC power
Fuel and oil: fuel valves, fuel pump motors, throttle control, coil pumps, etc.
Radio: RC-radio command, PM-marker beacon, etc.
O
B9
designations
and emergency
spea‘al systems
14-1
INDEX OF WIRING DIAGRAMS
Air Conditioner
14-58
Alternator
34-11
,4wilian´•Fue~PumD
....14-18
B
Batten´•andExternalPower
.34-5
.....14-22
Beacon,Rotating
P
I
A
Indicator
(Confinued)
Temperature
Flap Position
14-45
14-35
FuelFlow.......
14-33
Fuel Quantity
Landing Gear Position
OilTemperature....
14-42
14-54
CiearetteLiehters
Constant Copilot
14-49
14-55
CooldinatoI,Tum
Engine
Flight
Instrument
Engine
Flight
InteriorLiehts.....
Cylinder Head and
Interior and Instrument
14-19
]4-32
14-28
14-29
Propeller Deice,
14-27
Pump, Auxiliary
Three Blade
14-´•1S
Two Blade
14-47
i~hsuibntion, Power.....14-7
DoorWaming,
Utili~
14-44
E
Electrical Symbols
Electroluminous Panel
.14-3
Li~htr
14-31
~ngine Instrument Wedge
Lights,.......14-27
Fuel
Exhaust Gas
Temperature.,....
External Power,
Batter~and...,..
14--15
.14-5
F
Flap
F~apPositionfndicator
Flight Instrument
Motor
14-34
...14-35
.....14-28B
14-53
..14-31
14-27
Engine Instrument
Flightlnstrument...
Q
Quantity,Fuel...... 14-15
Optional....... 14-16
Rotating Beacon
14-7,2
S
StallWarning....... 14-i0
.14-9
Starter and Ignition
14-50
Strobe Light
Symbols, Electrical
.143
Standby Generator
14-56
T
Tachometer
.14-28B
.14-14C
FuelSelector
InsuumentT;lood.... 14-30
TaxiLights.....,
InteriorLights.... .14-26A
ExhaustGas....,
Oil
Interior and Instrument
14-25
Landing
Navigation
14-21
14-23
Optionallnternally
LitInsuuments.
14-21
Temperature Indicator,
CylinderHead..... 14-19
14-45
14-32
Throttle W~rning,
LandingC;earand
TurnCoordinator
14-40
.....14-55
.14-28C
Rotating~eacoa.... 14-22
U
Strobe
Fiood Lights
instrument
Fuel
FuelFlowlndicator
ElectroluminousPanel
14-47
14-18
R
Landing Gear,
WithoutSafet~System ..14-36
WithSafetySystem... 14-38
Landing Gear and
ThrottleWarning.... 14-40
Landing Gear Position Indicator 14~2
34-21
Landing Lights
14-54
Lighters,Cigarette
Lights,
Courtesy
14-28
14-29
1448
L
Deice, Propeller
14-35
14-42
.14-7
ThreeBlade
Two Blade
.14-26A
D
1430
14-21
Taxi
Maniiold Pressure
W
Motor, Flap.......14-34
N
Navigation Lights
.14-9
14-19
14´•44
14-46
QuanciN, Standard
Selecto; Light.....lgl4C
J~Ilition,Starterand
Indicator,
C2’lindeI HeadTemperature
Utility Door Warning
1´•l
...14-33
74-18
Pump, Auxiliary
Quantity, Optional...l4-16
fd2
Flap
LandingGear.....
Post Lights
Engine instrument
FlightInsaument....
Power, Battery and
External
Power Distribution
Lights........14-25
14-20
Position Indicator,
14-30
Wedge Lights,
14-53
Courres?´• Light
Cylinder Head
Temperature..... .IPlsA
Oillemperanue..,..
14-15
.14-46A
Tachometer
Instrument Flood Lights
Instrument Post Lights
C
PitotHeat........
Exhaust Gas
14-23
14-40
Sta11.........14-20
Throttle
14-40
..14-32
UtilityDoor...... 1444
Wedge Lights
Engine InstNment...14-27
FlightInstrument... .14-2811
O
OilTemperatuleIndicator
Warning,
Landing Gear
BQ
ELECTRICAL SYMBOLS
SWITCHES 8, RELAYS
O
Positive Contact
v
Momentary Contact
These contacts r~ay be iound in varon most oi the iol-
ious combinations
lowing type
switches and
relays.
3
Position
2
Position
----O
2
Pole
Thermal Switch
--3
Pressure Switch
ANODE
^___
,f
´•CGATE
CATHODESCR
Low Current
High Current
Transistor
MOTORS
-~t
Circuit Brea~ter
2
Diode
Wire
3
Wire
TERMINAL BOARDS g BUS BARS
OOO131415123
Terminal Board
Terminal Board
with Bus Bar
Open
Bus Bar
143
ELECTRICAL SYMBOLS
(Cont’d)
WIRES, CONNECTORS,
Wire
Crossing
(Not Connected)
Pennanent SoLice
CABLES
Wre Connection
Quick Disconnect
----f-----t----Q=Quaa
T
Triple
P
Pair
Multiple Conductor
Twisted
Shielded Wire
Wiring
Cables
GROUND CONNECTORS
i
and
Receptacle
LIGHTS
13
~i7
2
O
~4DGI
I’
Case Ground
Ground Connection
Plug
Connection
I
I
R=Coior
I
Light
.Press to Test Light
MISCELLANEOUS
~iliiilt
--´•lt
V
BatterS
Capacitor
Heating Element
Electrical Instrument
1~4
Spealrer or
Warning Horn
CI
Thermocouple
Warning
Horn Flasher
+C’
P25A20
+C’
P24A2
P25B20
i’
P24B2
P
TO~
BUS
pfiafi
P5A6
~I
P
-~f
a
P1B6
P1C20
P1A2
P4A20
OFF?i
PU)2
EI
W1A20
I.
r
P4B20N
I
d
TO
STALL
WARNCIR~3IT
TO
STARTER
RELAY
"i
PZA2N
I
BREAI~ER
1. External Power
2. ExterndlPower
Receptadle (Optional)
Relay (Optional)
3. Ammeter
4.
5.
BatteryRelay
Battery Master Switch
6. Terminal Board
7.
Battery
8. I~iode
Figare 14-1. Battery and External Power
E-l thra E-184
145
r
g
a
TO STALL WARNING
W1A20
ItI
PSB4
P5A4
P4A20
I 0- P4B20N
1
-iP28A20
a(´•)
~L--,--
3A
P29A20
~ir
TO COURTESY
L81A20
<LIGHTS
(OPTli)NAL)
~1
P3A2
s
pZ~Z
T
TO SI‘ARTER
P2A2N
AND IGNITION
1
1-
SjtI~
P24B2
f;1~0
P25B20
OPTIONAL
I
1. Maiu Bus
2. Battery Master Relay
3. Battery Master Switch
4. Fuse
5,Shunt
6. Ammeter
Battery
3. Errternal Power
9. E~Eternal Power
10. Diode
Relay
Receptical
C
Figure 14-1A. Battery and External Power
E-185 thru E-282
14-5
I~ued:
September,
1971
E-287, E329 AND
GENERATORTO STANDBY
I--"--P38A’8 ------7
I
I
W1AaD
TOSTALL WARN~NG
TO POWER
P5A4
I
P4A20
I
1
tL63A20N
P4B20N1
~L
3
38
4 I-P29A20
-------~--P29
5
´•TO COURTESY
L81Aa0
P1A2
TO
INSTRUMENT
LIC;flTS (VERTICAL)
P3A2
P24B2
TO STARTER
AND IGNPIIION
I-
I
,IIC~Q(OPTIONAL)
I
T
P2A2N
~L
1
P24B2
P2482
P25820
V35&3C9´•310
1’
I
P25B20
1. Diode
2. Battery Master Relay
3. Bztterg Master Switch
4. Pose
5. Shunt
5. Ammeter
OPTIONAL
7. Battery
3. scternal Power
9. ~xternal Power
10. Diode
figwe
IdlB.
Relay
Receptical
Battery and External Poww (Vertical Insbuments)
E-283 tf~ru E3~3
irtud: Decembu, 1972
lesA
P38A18~-------) TO STAMIBY GENERATOR
TO STAUWARNING
TO POFYER
DLSTRIBUTIONF-P5B4
C
I
P
BFI
P4A20
I O- P4B20N
AMMETER
+1
5
1
-~8
5A
5A
----rL-’P29
AMMETER -1 6
L81ASO-~
P~A2
I
P3A2
Pa4B2
T
~h
TO STARTER
AM) ~GNITION
TO COURTESP
LIGIITS (OPTIONAL)
I
P2A2N
~L
C
I
I
ciL asBz
P2~2
I
I
I
P25A20~-rb´•
1
P25B20
f´
I
OPTIDNAZ~
i,
2.
3.
4.
5.
6.
Diode
Battery
Battery
Master Relay
~JIaster Switch
~hse
Shunt
Engine
Instrument Cluster
?.Battery
8. External Power
9. External Power
10, Mode
Relay
Receptical
vasusM*
C
Figun le~C.
tdGB
Battery end Extemal Power
8-364 thru E-f62 except E-710
88
TO
AMMETER
T
2.
P6A6
3.
Bus Bar
.1paleR
Avionics Protection
Avionics Bus Bar
CYLINDER HEAD TEMP
FUEL QUANTITY
AUXILLARY FUEL PUMP
LANDING GEAR INDICATOR
d-tbl
(O~b
PROPELLER
DEICE
I I
FLAP ~NDICXTOR
~b---p
ALTERNATOR
OUTPUT
TURN COORDINATOR
67~--P38A8--SPrPb
LANDING
LIGHT
ROTATING
BEACON
FLAP MOTOR
LANDING
MOTOR
GEARG1A1
P39A10
LANDING GEAR AND
THROTTLE WARNING’
STARTER
I
YU
I
Prror
I’l’
HEAT
$a-
AND IGNITION
NAVIGATION
15 GIITS
STROBE LIG~
P
L-
P2?A18
TO STARTER
ALTERN~TOR
FIELD
P21A18N
I
AND IGNITION
Figure
CIGARETTE
OIL TEMPERATURE
LIGHTER
INTERIOR LIGHTS
INSTRUMENT LIGHTS AND UTIL~TY
DOOR WARN
14-2. Power Distribution
E-l thru E-184
167
3~5900013813
PITCH
TRI~a
P
CPLINDER HEAD TEMPERATURE:
AND OIL TEMPERATURE
FLOODIJCJITS
FUEL
QaANTPPY
P2
TURN
CABIN AND MAP LIGHTS
COORDINATOR
LANDING GEAR
RADIO AND INSTR IJQITS
POSITION
STARTER
LIGHTER
RELAY
AUXILIARY
FLAP MOTOR
FUEL PUMP
DOOR WARN AM)
ALTERNATOR OUT
FLAP POSITION
ALTERNATOR
TO
BATTERY
MASTER
RELAY
THROTTLE AND LANDING
GEARWARNING
FIELDA
Pl1B4
LANDING
GEAR
SAFETY
LANDING GEAR
r
PROP
DEICE
I
H25A10
P5B4
s
n
LANDING
LIGHT
P11A4
TO
TAXI
NAV
I~IQIT
LIGHTS
STROBE
BEACON LIGHTS
ROT
PITOT
HEAT
P23A4
ALITERNATORP26A8-;pg
´•DP2~A18
P21A18N
--Z TO
3gjB969
STAILTER RELAP
1.
2,
3,
4.
DCBus
AvionicsBus
Avionics Protection Relay
Power Terminal Board
C
Figure
14-8
14-2A. Power Distribution
5-785 thru E-282
Istued:
September, 1871
36-590001-36/5
PITCH TRIM
TACHOMETER
MANIFOLD PRESSURE
OIL TEMPERATURE AND PRESSURE
CYLINDER HEAD TEMPERATURE
FLOOD LIGHTS
9,
FUEL QUANTITY
891
CABIN AND MAP LIGHTS
RADIO Ah?) INSI~R LIGHTS
n
LIGHTER
92
LANDING GEAR POSITION
O
STARTER RELAY
O AUXILIARY FUEL PUMP
FLAP MOTOR L~
DOOR WARN AND ALTERNATOR OUT
FLAP POSITION
THROTTLE AND LANDING GEAR WARNING
ALTERNATOR FIELD
TO
BATTERY
MASTER
RELAY
TURN COORDINATOR
PllB4
LANDING GEAR
r
LANDING
GEAR
SAFETY
I
B
;1
DEICE
H25AIO
P5B4
PllA4
PROP
I
LANDING
TAXI
NAV
ROT
STROBE
PITOT
LIGHT
LIGHT
LIGHTS
BEACON
LIGHTS
HEAT
P23A4
L-~
TO ALTERNATOR
r
V35B-369-tO2
P27A18--)
P21A18N
Figure
Itsued: December, 7972
14-29.
2.
DC Bus
Power Terminal Board
3.
Avionics Protection
4.
Avionics Bus
t.
Relay
Power Distribution (Verticai Instruments)
9-283 thru 9-286
14-8A
20-590001-20/5
PITCH TRIM
TACHOMETER
MAMFOLD PRESSURE:
OIL TEMPERATURE AND PRESSURE
CYLINDER HEAD TEMPERATURE
FLOOD LIGHTS
P,
FUEL QUANTITY
P49A4
TO
TURN COORDINATOR
CABIN ANC, MAP LIGHTS
STANDBY
GENERATOR
P48A4
RADIO AND ~NSTR LIGHTS
U STARTER RELAY
L
AUXILIARY FUEL PUMP
LIGHTER
n LANDING GEAR POSrTION
FLAP MOTOR
DOOR WARN AM) ALTERNATOR OUT
FLAP POSITION
ALTERNATOR FIELD
TO
BATTERY
MASTER
RELAI’
~I
THROTTLE AND LANDING GEAR WARNING
PllB4
LANI~ING
LANDING GEAR
PROP
SAFETPGEAR
I
~f
H25A10
i
P5B4
LANDING
LIGHT
PllA4
I
DEICE
P23A4
P26Ag
STROBE
TAXI
NAV
ROT
LIGHT
LIGHTS
BEACON LIGHTS
PITOT
HEAT
-´•Cle
V358-369304
´•iSPZ1A~8N
P27A18--~
2.
DC Bus
Power Terminal Board
3.
Avionics Protection
4.
Avionics Bus
i.
Relay
Figure 14-2B. Power Distribution (Vertical Instruments)
E-287
14-88
Ittud: December. 1972
3~540001-3B/5
PITCH TRIM
MAMFOLD PRESSURE
OIL TEMPERATURE AND PRESSURE
HEAD TEMPERATURE
FLOOD ~LIGHTS
FUELQUAM~TY
a
CABIN AM) MAP LIGHTS
P
C~
TURN COORDINATOR
P49A4
TO STANDBY
RADIO ANI) INSTR I,IGHTS
STARTER RELAY
GENER4TOR
P48A4
LIGHTER
AUXILIARY FUEL PUMP
FLAP MOTOR
LANDINGGEAR PO~ITION
FLAP POSITION U
ALTERNATOR FIELD
TO
BATTERY
MASTER
RELAY
O DOOR ~trARN AND ALTERNATOR OUT
THROTTLE AND LANDING GEAR
D
PllB4
LANDING GEAR
r
LANDING
GEAR
SAFETY
PROP
1
DEICE
H25A10
P5B4
I
B
LANDING
LIGHT
TAXI
NAV
ROT
LIGHT
LIGHTS
BEACON
STROBE
LIGHTS
PIITOT
HEAT
PllA4
TOALTERNATOR
~Jrucr
1.
2.
figure
Irsu#i:
1912
74-2B.
DCBus
Power Tenninal Board
Power Distributions (Verticai Instruments)
8-288 tbru E-3~3
14-88
I
B2d
TO
AVIONICSCIRCUIT
P~
BREc~IlERS
r
_
i
P49A4
A2
P34A18
AVIONICSMASTER
rL
D-P49A4
P48A4
REFER TO STANDBY GENERATOR
CYLINDER HEAD AM)
oa TEMPERATURE
START RELAY
AUXILIARY
FUEL PUMP
FUEL QUANTITP
TURN COORDINATOR
CABIN AND
MAP LIGHTS
AUTO PILOT
INSTRUMENT
FLOOD LIGHTS
LIGHTER
RADIO AND
FLAP MOTOR
INSTRUMENT LIGHTS
DOOR AND ALTERNATOR
OUT wARNING
ALTERNATOR FIELD
LANDING GEAR
SAfETP S~TCR
TO
BATTERY
MASTER
RELAY
C
LANDING ~EAR
POSITION
FLAP POSITION
THROTTLE AND LANDING
GEAR VTARMNG
P11B4
LANDING GEAR
P5B4
B
LANDING
LIGHT
STROBE
TAXI
NAV
ROT
LIGHT
LIGHTS
BEACON LIGHTS
PITOT
HEAT
PllA4
~L
TG ALTERNATOR
1.
2.
Figure leX.
148D
DCBus
Power Terminal Board
C
Pomr DisMkrtion (with standby generator)
8-364 thru 8-782 cxcc~t 8-710
88
TO AVIONICS
CIRCUIT BREAKERS
AVIONICS ~ASTER
CYLINDER HEAD AND
OIL TEMPERATURE
START RELAY
AUXILIARY
FUEL PUMP
TRIM
Y
y
FUEL QUANTITY
D~
O
TURN COORDINATOR
CABINAND
AUTOPILOT
MAP LIGHTS
INSTRUMENT
FLOOD LIGHTS
LIGHTER
FLAPMOTOR
n
n
RADIOAND
INSTRUMENT LIGHTS
r!
FLAP POSITION
DOOR AND ALTERNATOR
ALTERNATOR FIELD
OUT wARNING
LANDING GEAR
THROTTLE AND LAND~G
SAFETY SWITCH
TO
BATTER’I’
MAST EP,
REL~I’
LANDINGGEAR
POSITION
GEAR WARNING
PllB4
LANDING GEAR
r‘
P5B4
LANDING
TAXI
NAV
ROT
STROBE
PITOT
LIGHT
LIGHT
LIGHTS
BEACON
LIGHTS
HEAT
PllA4
TC ALTERNATOR
F33~569´•301
1.
2.
Figure 14-2D.
(without stamlby genendor)
except 6-710
Power DisMbution
6-364 thN 6-762
B8
DC Bus
Power Terminal Board
14-86
J
EI
10A
P
I-
Lj
glA18
C~
J~-A18
LR
J3A18
R
I
32A18
S
SW
~--I--------gZA18
IBAT
BO
I
0--- J1A18
I
GRI)
L,,,,,,J
I
BOd I
Ef
r
SW
J5A18N
i
TO POWER
DISTRIBUTION
T
P2?A18
Ijjl
r
-i
Pmz---i
K~42
TO
BATTERY
AM)
EXTERNI~L
POWER
L,,,--J
Ii5A2N
I
K3A18NI
I.
Circuit Breaker
Ignition Switch
3. R. H. Magneto
2.
4.
L. R.
5. Starter
6. Starter Relay
7. Vibrator
Figure 14-3.
Starter and
Ignition
E-l thru E-155
14-9
~59000138/3
C
I~
~I
i,
I
L
glA18
1
34418
1
LRI
R
I
J2A18
s
B;jT
1
EAls
1
BOI
QO
~RD
SW
35~8NJ5A18N
TO AVIONICS PROTECTION
PI
P21~8
g4A2
^1
BATTERY AND
P1D2--) TO
EXTERNAL POWER
I
K5A2N
1
L"
I
_
g3A18N
_
1. Ignitioa Bo~st and Pitch Trim Circnit Breaker
2. T~nifinn S~vitch
3. RE Magneto
4. ISI Magneto
S.Starter
6. Starter Relay
V35.169-7
C
FTgure 143A. Star&r~d Ignition
8-156 ti~ru 8-184
14-10
rssued:
Septamber. 1971
3669000138/3
I7
I
IC1A20
J1A18
-ollR1
u
R
I
J2A18
SW
i
B;iT
GRD
K2A20
I
~o
BO
f
I
sw
J3A18N
1
TO POWER
DBTRIBOTION
P2~A;8
-~i-
-t
BA~TERY
P3Aa--~ TO
EXTERNAL POWER
AND
K4A2
KSA2N
i
PI
i
IC3A20N
-L
Engine Start Relay Circuit Breaker
2. Ignition Switch
3. RH Magneto
4. LH Magneto
S.Starter
6. Starter Relay
1,
Figure 1438. Starterand Ignition
E-185 thru E-242
[3Rlsd:
SCPtMnCla~ 1971
14-104
3~53000338/5
C
a
I
I~--
1~3A18
I
J1A18
LI
rr
i
O LR I
I
R
I
J2A18
gW18
I
BAT
QZD
BO
I
t
35A18N
a2’Als r-
~3
-r
I
E4A2
1
BATTERY AM)
P3A2--) TO
EXTERNAL POWER
K5A2N
i
i. Engirte Stut Relay Ci~eaft Breaker
2. Zpnitim Swftch
3. RH Magneto
4. LH Magneto
L.Stuter
6. Strter Relay
Figure 14-30. 31artwand ignition
E-243 and after and earlier aircraft
in compiiance with S, i. 0410-354
14-123
Irrud: Decambar, 1972
C
0\
80A~-
10A
~B
"i
,I
P34A18
8
P19A18
1
PIDAG
P9A18
P20A18N
L,
A
P31A18 ------Z~L--I B
P42A18
I
8
P 17A18N
BLACK
OR~TU’GE
P34A18
1
RED
WIIITE
BLUE
P32C18
P33A18
I
‘t
I
IP
18GA
la
m
P41A18N
I
OFFgs,
P
ON
tj_P32B18
P40B18
P32A18
m
F
P10A6
I
R
P22A6N
r
P40A1S
3A
I
i.
Alternator Circuit Breaker
7.
2.
Alternator Field Circuit Breaker
8.
Alternator Out Relay
Re-excite Switch
9.
Alternator Switch
Alternator Out
Light
EmerCcncv Excitation SuDply
5. Ovcrvolt~e Relay Re~lator
3.
4.
i;.
10.
Alternator
11.
Resistor
Fuse
Figure 14-4. Alternator
E-l thru E-123
1411
IOA
P
"i
P34A18
8
P19A18
1
PIOA6
P9A18
i
L
P20A18N
P9A1
=L-, A
P31A18 ~B
P42A18
r
8
P 17A18N
P34A18
ORANGE I BLACK
REI)
WHITE
OC13A
BLUE
P32C18
’t
P33A18
i
O~cr
la
I
OFF
la
18GA
m
P4 1A18N
I
oN
cr,
P32B18
P40B18
P32A18
m
F1AUX
P10A6
F2
P51A20
I
iB
P40AIS
I
7. Alternator Out Relay
8. Re-excite Switch
i. Alternator Circuit Breaker
2. Alternator Field Circuit Breaker
3. Alternator Out Light
4. Emergency Excitation
5.
3A
9. Alternator Switch
10. Alternator
Supply
11. Resistor
12. Filter Capacitor
13. Bus Bar
Opervolt~e Relay Regulator
6. Fuse
Figure 14-4A. Alternator
E-124 thru E-141
14-32
;f
10A
1E3
P34A18
P 19A18 ---$O
I
P10A6
i
8
P9A18
L
B
P20~18N
~if
P9A1
’A
P31A18 ----~---I 8
P42A18
1:
8
P 1?A18N
P3PA18
ORANGE I BLACIZ
RED
WHITE
EJC\3A
BLUE
P32C18
1
i-;
BLACI(
P33A18
jl
i P32B18~Pe
o
OFF
P40B18
P32A18
DE~
P10A6
j: m+ _Fzm I
P40A18
3A
PS1A20
1. Alternator Circuit Breaker
2. Alternator Field Circuit Breaker
3. Alternator Out
7. Alternator Out Sensor
8. Re-excite Switch
9. Alternator Switch
Light
Emergency Excitation Supply
5. Overvoltage Relay Regulator
10. Alternator
4.
6.
11. Filter Capacitor
12, Bus Bar
Fuse
Figure 14JZB. Alternator
E-142 thru E-184
1613
B
_
mlA4
t
P10A4
80A
I
m
e
n
BRIGHT DIM TEST SIGNAL
1
P19A20
WA20
1115A20
3
51
51
m
7´•
t
SIGNAL
P18A20~GREEN
OUT
I
m
j !~-P19
rP
IP
2
4
I BLACK)OGROUNDSIGNAL
tRED
P20A20
Pt6B20
P19C20
P
P20B20
L51B20
3A
M4A20N
L51A20
TOUTILT~Y
DOOR WARNING
la
P91e20
P16A20
m
-L~
IP
F,
L50A20N
TO LANDING GEAR
P~TION IM)ICATOR
I----Y19A20
plo,
Aux
f
.T
F2
_i
P14A16
OFF
3A
B
C
P12A20
1
F---P17A20N1-
v
Y
P13A20
P13B20
PI
m
3,
ON
j
ii
r
Bus
2.
3.
4.
5.
6.
7.
8.
Alternator Field Circuit Breaker
Navigation Lights Circuit Breaker
Door and Alternator Out Circuit Breaker
Alternator Circuit Breaker
Alternator
Weraator-Master Switch
Fuse
9,
10.
11.
12.
13.
14.
Overvoltage Relay
LowVortage Sensor
Alternator Out Light
Warning Light dim Relay
15.
16.
Resistor
Diode
Warning Lights Switch
Capacitor
C
Figure
1614
74~C. Al~ernator
E-185 thN E-269
IElued:
September,
1971
P5B4
P1lA4
REF:
POWER
80A
7
m
DTSTRIBUTION
BRIGHT DIM TEST
SIGNAL
m
1342
P18A20-+GREEN´•Ca SIGNAL
I
I´•T
m
Lsszo
;I;P
P
P19C20P20B20-C I
1
B
P16A20
P10A4
F1~UX,
f
L50A20N
POSITION IND~CATOR
i
L
m
_L
a
TO LANDING GEAR
P9B20
IN
r
DOOR WARNING
L51A20
SELECT LIGEIT
OFF
GROUNDSIGNAL
P16B20
TO FUEL
i
5A
L51B20
TO UTILITY
M4A20N
BLACK
fRED
M5A20P20A20:
I
5A
1_
P19A20
M5B20
PI
OUT
IP
n
P19
P10A4
r
L,,J
r
F2
-1-
P14A16
P13A20
3A
P12~20
v
r
C
P13A20
IT
i
m
P17X20N
I
1
n36389.101
1.
Bus
2.
alternator Field Circuit Breaker
Navigation Lights Circuit Breaker
Alternator Out Circuit Breaker
Alternator Circuit Breaker
Alternator
Alternator Master Switch
Fuse
3.
4.
5.
6.
7.
8.
9,
10.
II.
12.
Overvoltage Relay
Low Voltage Sensor
Alternator Out Light
Warning Light dim Relay
13.
Diode
14.
Warning Lights
15.
Resistor
16.
Capacitor
Figure
B1
Switch
14-4D.
Alternator
E270 thru E-497
14-14A
PI
i
~-P5B4
PllA4
REF:
POPIER
80A
T
I
888
P10A4
r
,J
L,
DISTRIBUTION
m
T
1
R
m
"~p-P19B20
I-
P19A20
MSA20
T
i~t
M5B20
sA
23 i
11~4r12ON
SA
OFF
;r;n
sA
61
P91j20
L51B20
TO UTUlrTY
DOOR WARNING
L51A20
POSITION INDIC~TOR
B
1:
IN
C PI
P16A20
C
TO MNDING GEAR
GROUNI)SIGNAL
3A-)
m
_L’
1P
OUT
P16B20
P19C20-P20B20-C j
TO FUEL
SELYFCT LIGEIT
I
BLACK to
rRED
P20A20
3-´•
SIGNAL
P18A20-+GREEN
51
m
P
f
F1AUX
LSOA20N
F2
P10A4
1,
P14A16
P13A20
3A
P12A20
‘,V
i
C
"P13A20
"T
r
m
I
P17ri20N
-L
n3~384´•108
2.
Bus
Alternator Field Circuit Breaker
3.
Navigation Lights Circuit Breaker
4.
5.
6.
Alternator Out Circuit Breaker
Alternator Circuit Breaker
Alternator
7.
8.
Alternator Master Switch
Fuse
1.
9.
10.
rl.
12,
13.
OPervoitage Relay
LowVoitage Sensor
+illerna~or Out Light
Warning Light dim Relay
Diode
14.
Warning Lights
15.
16,
Resistor
Switch
Capacitor
Figure 14-4E.
Alternator
E498 thr! E-537
’16145
54
P5B4
PllA4
____
r
REF.
POWER
m
DISTRIBUTION
80A
P10A4
7
,_,,
m
m
P19B20
r_
P19A2D
,I´•
~PI5A
rC
SIGNAL
OUT
BLACK
RED
f
P20A20
´•fO GROUND
1~
SIGNAL
IN
P16B20
M5A20
2000
L51820
M5B20
L6B20
I
TO FUEL
SELECTOR
LIGHT
gl
5A
GREEN
P18A20
51
sl
7-
OFF
P19C20_I -I I
r~
1/2W
L
P20B20
WOR
P16C20
L51A20
P16A20
m
n
WAR N ING
P1DA4
AUX
F1
n
L50A20N
TO LANDINGGEAR
P9B20
POSITION
B
X
v
INDICATOR~,,,,
-L
F2
-L
P14A16
P13A20
3A
P12A20
i
C
~T
I
P13A20
m
I
P17~20N
FJJA´•364-109C
i.
2.
3.
4.
5.
6.
8.
9.
10.
11.
Bus
Alternator Field Circuit Breaker
Navigation Lights Circuit Breaker
Alternator Out Circuit Breaker
Alternator Circuit Breaker
Alternator
AltematorMasrer Switch
Fuse
OPervoltageRelay
Voltage Sensor
Alternator Out Light
12. Warning Light dim Relay
Low
13.
Diode
14.
15.
16.
Waming LightsSwitch
Resistor
Capacitor
Figure
14-4E.
Aiternator
E-538 thru E-762
B8
except E-710
14-14C
TO CPLlNEIER HEAD
TEMPERATURE
r
Q4A18
Q4B18
Q6A18
Q4018
Q5A18
QQCIS
P
I/I
CASE
CASE
Q1OA18N
Q9A18N
I
I
Quantity Indicator
Quantity Indicator
Fuel Quantity Transmitter
FuelQuantitp Transmitter
1.
L.R. Fuel
2.
R.R. Fuel
3.
L.H.
4.
EL.H.
Figure 14-5.
Fuel Quantity
E-1 thru E-184
14-15
TO CY~INDER HEAD
TEMPERATIiRE
r
Q4A18
7
Q4C18
Q5A18
Q6A18
Q4D18
CASE
CASE
Q8A18
Q7AIB
CASE4"
\--CAsE
Q9A18N
QIOAISN
I
I
Quantity Indicator
Quantity Indicator
1.
L.H. Fuel
2.
R.H. Fuel
3.
4.
L.& Inboard Transmitter
R.H. Inboard Transmitter
5.
L.H. Outboard Transmitter
6.
R.R. Outboard Transmitter
Fiyre 14-5A.
Fuel
Quantity (Optional)
E-l thru E-184
14-76
36´•590001-38/5
E43A20
E13A20
E42A20N
E44A20N
II
31
4
13
RH
LH
2
1
El
4
5
P
O
E15B20
5
2
r
o
LE1
E15A20
E14A20
000
543
16~2a
IID 9 O1 i]
d
o
E18A20
E16A20
D
O
Q
43 ~2Q
PRINTED
O
I
L
43
26
BOARD
~PRINTEI) CIRCUIT BOARD
vajlblu
IS MOUNTED ON INIIICATOR
TERMINALS
´•´•GROUMD
THE
FOUOWING INSTRUMENT WIRES
AT A SINGLE POINT: E31A20N
(CYLlNDER HEAD),
E42A20N AND E44A20N (FUEL QUANTITY). DO
NOT GROUND ANY OTHER WIRES AT THIS POINT.
1.
2.
3.
4.
5.
Fuel Quantity Circuit Breaker
Printed Circuit Beard
Fuel Quantity Indicator
Eoboard Fuel CellTransmitter
Olltboard Fuil Cell Transmitter
figure 14-6.
Illud:
December, 1972
Fuel Quantity
E-185 thN E-282
14-16A
3659MK)13B15
C
g
5*
´•H
2(
*20----( 2
1~141
’I
5
I
I
5
C
i
GROUND THE K)LLOWtNG
AT
A
SINGLE
POINT:
WIRES
E31A20N
(OIL
C-
TEMPERATURE), E39A20N (CYUNDER HEAD
TEMPERATURE), 6424203
AND 6443203 (FUEL
OUANTTTY), DO NOT GROUND ANY OTHER
WIRES ATTHIS POINT.
1
OUflOllD
r----------7
61
1
L:
LEFI FUEL ~NI;
IICHT FUEL
n9*20N
I
OUtlOllD
~Nw
_L
n
fo MC~E Innluman~ ncHls
i. ti,cri, I~Ht´•´•
Inaico,or
2. Fr´•i
3. Ilbo´•rd Fr´•l Ouontil~
4.
Oulboold F´•´•l
Itoalli,l´•r
C
Figure 14-6A, Fuel Quantity (Verh’cal
E-283 tlltu E363
16168
Irsud: Dn#mber, 1972
(j~
u
E43A20
;1
E13A20
E42A20N
E44A20N
1_
I
31
1
RH
LH
1
2
5
o
a
4
3
1
,1
5
2
IIE~
ul
O
o
LE14B20
E15B20~
E15A20
E14A20
000
L3
543
160
1
4n
00
160
4n
O
O
E~Sk26N
I]
O1
E16A20N
O
I
I
O
Q
O
I
i
I
PRINTED CIRCUIT BOARD
PRINTED CIRCUrT BOARD
F3356930~
IS MOUNTED ON INDICATOR
TERMINALS
.IGROUND THE FOLLOWING INSTRUMENT WIRES
AT A SINGLE POINT: E31A20N (CYLINDER HEAD),
E42A20N AND E44A20N (FUEL QUANTITY). DO
NOT GROUND ANY OTHER WIRES AT THIS POINT.
i. FuelQuantity Circuit Breaker
2. Printed Circuit Board
3. Fuel Quantity Indicator
4. LH ~el Cell Transmitter
5. RH Fuel Cell Transmitter
Figure
746A.
Fuel
Ouantity (Standard)
E-364 thru E-504
B1
14-166
5A
E43A20
41
E13A20
E42A20N
E44A20N
_L
I
3
LH
RH
B
g
1/
\1
E15A20
E14A20
PI
60
i
4n
E18A20h’
E16A20N
I
I
"PRINTED CIRCUIT BOARD
ON GLARESEIIELI) SUPPORT
IS MOUNTED
(UPPER
PORTION OF FIXED INSTRUMENT
PANEL)
´•GROU~
THE
FOLLOWING INSTRUMENT WIRES
AT A SI~GLE POINT: E31A20N
E42A20N
AND
E44A20N
(CYLINDER HEAD),
(FUEL QUANTITY). DO
NOT GROUND ANY OTHER WIRES AT THIS POINT.
1. Fuel Quantity Circuit Breaker
2. Printed Circuit Board
3. Fuel Quantity Indicator
4. LH Fuel Cell Transmitter
5. RH FuelCeilTransmitter
Figute
14-6.
Fuel
Quantity (standard)
E-505 thru E-762
14-16D
except E-710
B10
u
(II*
E43A20
E13A20
E42A20N
E44A20N
_L
I
31
4
13
RH
LH
2
1
jO
4
5
P
O
E15B20~
5
2
1
o
LEl
E15A20
E14A20
000
543
16 ~2n
00
I]
O1
O
76 t2n
O
E18A20
E16A20
D
O
r
O
I
1
43 -´•2n
49+
2n
PRINTED CIRCUIT BOARD
PRINTED CIRCUIT BOARD
IS MOUNTED ON INDICATOR
V3536P16A
TERMINALS
´•GROUND
THE
FOLLOWING INSTRUMENT WIRES
AT A SINGLE POINT: E31A20N
E42A20N
AND
E44A20N
(CYLINDER HEAD),
(FUEL QUANTITY). DO
NOT GROUND ANY OTHER WIRES AT THIS POINT.
1. Fuel Quantity Circuit Breaker
2. Printed Circuit Board
3. Fuel Quantity Indicator
4. Inboard Fuel CellTransmitter
5, Outboard Fu~l Cell Transmitter
Figure
B1
14-6A.
Fuel Ouantity (Optional)
E-3~4 thru E-504
14-166
D
il´•´•
E43A20
4
E13A20
E42A20N
E44A20N
1-
_L
3
4
3
LH
RH
O
P
1/
\I
EISA2O
76
i
E14A20
2r!
E18t~20
E16A20
2!?
*PRINTED
CIRCUIT BOARD IS MOUNTED
ON GLARESHIELD SUPPORT
(UPPER
V3bJ69´•16B
PORTION OF FIXED INSTRUMENT
PANEL)
´•GROUSD
THE
FOLLOWING
INSTRUMENT
WIRES
AT A SINGLE POINT: E31A20N
E42A20S
AND
E44A20N
(CYLINDER HEAD),
(FUEL QUANTITY). DO
KOT GROU~D A~Y OTHER WIRES AT THIS POINT.
1. Fuel Quantity Circuit Breaker
2. Printed Circuit Board
3. Fuel Quantity Indicator
4. Inboard Fuel Cell Transmitter
5. Out~oard Fuel Cell Transmitter
figure
B10
le6A
fuel Quantity (optional)
E-505 thru E-762 except
E-710
14-17
TO CYLINDER HEAD
TEMPERATURE
5A-C:E3A18
g
"1"
41a18
IEl
OFF
42A18
M
ON
Q4A18
1
TO FUEL
QUANTITY
Quantity Indicator. Cylinder Head Temperature.
Auxiliary Fuel Pump Circuit Breaker
Fuel Pump Switch
2.
3. Auxiliary Fuel Pump
I. Fuel
and
Figure 14-7, Azrxiliarg Fuel Pump
E-l thru E-184
P
p OFF
~--glA18
10A
aLo
Q2A18
ON
i.
2.
3,
Auxiliary
Auxiliary
Auxiliary
Fuel
Fuel
Fuel
Pump Circuit
Pump Switch
Pump Motor
Breaker
Figure
14-18
le7A
Auxiliary Fuel Pump
M85 thru 8-782 except 8-710
88
36´•590001-38/5
EJAI~
E4A18
5A
FUEZ. PUMP
P4A18--~
FUEL 4UANTPPY
V35´•JE~21
FuelQuantity Indicator Cylinder Head Temperature
and Arailiarg Fuel Pump Circuit Break_er
2. CyIinder Head Temperature indicator
3. Cylinder Head Temperature Transmitter
1.
Figure 14-8.
Cylinder Head Temperature
E-l thru E-184
5A
ESA20
E31A20N
AD
B g---- E41A20
H
E40A20N
-L~
I,
OIL TEMP
HGROUND WIRE 531A20N (CYUNDER
HEAD TENtPERATURE) AND WIRES
V35-369-U
E~2A20N AND 544A20N (FUEL
OUANTIN) AT A SINGLE POINT DO
NOT GROUND ANY OTHER WIRES AT
THIS POINT
Head and Oil
Temperature Circuit Breaker
I.
Cylinder
2.
Cylinder Head, Oil Temperature, and Oil Pressure Indicator
Cylinder Head Temperature Transmitter Bulb
3.
Figure 14-8A, Cylinder Head Temperature
8-185 thru 8-282
Issued: December, 7972
14-18A
3~5900013B/5
C
I
J*
C
GROUND TtE H)UOWING INSTRUMENT WIRES
POINT:
E31A20N
(O1L
TEIHPERATURE), E39A20N
(CYLINDER
HEAD
AT
A
SINGLE
TEMPERATURE), E92A~N AND ElC4A20N (FUEL
QUANTTP~. 00 NOf GROUND ANY OTHER
WIRES AT THIS POINT.
15-)6~-71
I. Cucuir Ir´•ot´•~
i.
a.
Criind´•+ Hcod
Crli~l´•r I~d
I´•aic´•tor
Irr~in´•r
C
Figure 1488. Cylinder Head Temperature (Vertical Instruments)
8-233 thru E-3M
14-188
Itrued: December, 1972
II
g
4’
EHGIHE1NST
ELUSTEL
C’IL1NDEI( HEAD
AND OIL TEMP
CIRCUIT BREAKER
ESA20
I
INST POWER
1NST OIOUHD
C~L HEAD TEMP
)21
CI~L HEAD TEMP
E11120U~--lll
TRANSMITTER IULB
1 3 ~----E41AZO
OIL TEMP
E40A20N
I
E32A20
TEMP
TRANSMITTER
3ULB
EJJA2DN
I_
GROUND THE FOLLOWING INSTRUMENT WIRES
POINT: E31A20N (CILINDEII HEAD).
AT A SINGLE
E42A20N AND E44A20N (FUEL OUANTITr).
DO
NOT GROUND ANI OTHER WIRES AT THIS POINT.
FU~JbP239
Figure
14-88.
Cylinder
Head and Oil
E-384 thnu 8-782
88
Temperature
except 8-710
14-19
TO BATTERY AND
EXTERNAL POWER
r
WlA20
I
Iczo
i.
T
Circuit Breaker
2.
Stall Detector Switch
3.
Stall
~Traming
W32B20
Horn
P
Figure
16-0
Stall
Warning
E-l tfiru E-762
except E-710
F4B 18
10A
r~UI’
F5A18N
j
i.
Circuit Breaker
2.
Pitot Heater
Figure
1420
16-10.
Pitot Heat
E-l thru E-762 except E-710
B8
66--L28A16
L28B16
10A
L24A16N
1.
CircuitBreaker
2.
Landing Light
I
Figurel4-11. LandingL;igM
E-l thru E-162
--20A----- L28A12
L28B12
----20~-------- L16A12
L16B12
~"’*""1
I
L22A12N
-li
I
’f
E-185 AND AFTER
i,
i.
2.
3.
4.
Figure
Landing Light Circuit Breaker
LandingLight
Taxi Light Circuit Breaker
TaxiLight
Lnding
and Taxi
Lights
E-163 thru E-162 except E-710 and those serial airplanes
in
B6
compliance
w8h S.I. 0312-360
14-21
f~ IEl
0
15AL25B14L25A14
L2’IA14N
I
CircuitBreaker
Upper Rotating Beacon
3. Lower Rotating Beacon
2.
Figure
le~Z
Rotating
L26A14N
Beacon
E-l thru E-762 except E-710
’14´•22
BE
A~
t~
A
L35A20
P
L19A20
L18A20
I
I
T
T
LISBID
L8
6P
L17B20
L19B20
I
’I‘
I~
’j‘
L17C20
L8
I IP(
L36B20N
I~
L36A20N
~YIRES FURNISHED BY VENDOR
i
i.
CircuitBreaker
2.
Subpanel
Post
Lights
3.
L.H. Position Light
4. Tail Position Light
5.
R.H. Position
Light
Figure 14-13. Navigation Lights
E-l thru E-184
14-23
M5A20--i
5A
TO ALTERNATOR
L19A20
L1?A20
L18A20
L19A20
L17A20
L18B20
L19B20
L1?C20
L19C20
L18C20
L36820N
L36A20N
L
1,
2.
3,
4.
Navigation Lights Circuit
Navigation Light
Tail Navigation Light
LH Navigation Light
Breaker
RH
Figure 14-13A.
Navigation Lights
E-185 thru EQ23
14-24
81
MSAZO~
TO ALTERNATOR
5A
f7.5A
.U~V LIGHT
NAV LIGHT
20
P
El
GSD-PO
L36B20N
1
NAV LIGHT
20
20
GND-20
I
i
L36A20N
I
E-578 and after
i.
2.
3.
4.
Navigation Lights Circuit Breaker
RH Navigation Light
Tail Navigation Light
LH Navigation Light
Figure
14-13A.
Navigation Lights
E-424 thru E-762
88
except
E-710
14´•24A
10A
I
L1A20
L10A20
LSA2()
i
TO
\L
L8A20
\1
Y
1C~I L3f320
OFF
L30A2018c
Y
\1
AVIONICSL3GfITS
Y
r--------~
L4A20N
L8C20
I
L14A20
L31B20
1~
EI
c
L13A20
L8B20
L29A20N
m
I
PPP
L40A20
L41A20
i
~2A20
P
r--
m
m
rm
O
c
c
c
c
c
I
L2A20
L32B20
L16A20N
L,,,,,,,,~
~L
L7A2DN
m
L6A20
\1
Y
L7B20N
L5A2D--´•---3/
Y
m
c
0
I i
c
I
mL5B20
L2C20
L2D20
T0
I
I
L21C20N,t
c2B20C
I,
r-
ii
C
L21B20N,I
\1
1.
2.
Radio Light IUleostat
3.
Instrument Flood
9.
Reading Light
Light Switch
10. Dome
11.
5.
Lights Rheostat
Compass and O.A.T. Light Switch
O,A.T. Li~ht
4.
‘r
Circuit Breaker
12.
6.
Fuel Select Light
13.
3.
Comp’d~isLight
14.
S.
Reading Light Switch
Dome Light
Engine Instrument
L21A20N
Lights
him Tab Light
Glareshield Lights
15. Landing Gear Visual Indicator Light
I
T
m
L9A20N
I
Figure la-14, Interior and Instrument
E-lthru E-184
1425
L1
L1ID20---t--L11
1A2
L1
8(1 A012AL
OA20--C L8A20--------------~ ~DINTERIOR
I1
3
e
cc
c
C
OMNI
II
SUCTION
FLAP
POSTION
C
C
C
MANIFOLD
PRESSURG
FZ~EL
PRESSURE
C
---+--LrB20----I
INSTRUMENT
LIGHTS
81
L2A20
TACHOMETER
~IL
2
L2A20
Lr2D2
rl
L2B20
L21
L21A20N
B20N_L
L2A20
II
c
ilz~nu
i
0
0
ALTIMETER
1
i
8
c
c
DIRECTION
RATE OF CLIMB
GYRO
8
i
0
i
9
TURN
COORDINATOR
i
’L13’B20
8
ADF
C
L12C20
L2C20
I~
1;5A20
II
Ilil
L6A20
L13A20
C
I~
c
c
1
I
c
I
c
1
I
I
I
8
c
9
L5B20
L30B20
HORIZONTAL GYRO
AIR SPEED
C~X
CLOCIC
L2D20
C
I
L3an0 --t- L3 OR20
L30R20
1
L30Q20
Q´•
NOTE: UNCODED WIRES .9RE FURNISHED WITH LIGHTS
Figure 14-14A. Interior and Instrument Lights (Optionai)
E-l thru E-184
14-28
_~a;a.
i
L30P20
L30n0-r"""
L30N20
c
r
L30M20
;O
L30L20
Q´• Q Q´• Q´•
1. Instrument Light
2. Interior and Instrument Lights Rheostat
3. Instrument Flood Lights Rheostat
4. Landing Gear Visual Indicator Light
5. Trim Tab Light
5. Engine Instrument Lights
7.
8.
9.
10.
Glareshield Lights
Fuel Select Light
Interior and Instrument
Glareshield Connector
Lights
Circuit Breaker
3~59000138/3
o.l
Ia
L15A20
L23A20
L8A20
i
L38A201
WHITE
BLACK
m
L8B20
L38B20
~L29B20NL39A20h’1
OPTIONALla(a
L39C20
L39B20
r
L8C20
L~OA20N-->1
L1OBZON
L31A20
L32A20
P
I~
L41A20 ------O
L32B20
L31B20
’o~´•-
OPTIONAL
1. Cabin and Map Lights Circuit Breaker
Compass and OAT Light Switch
OAT Light
G~areshield Connector
2.
3.
4.
5.
6.
7.
8.
9.
Compass Light
Light Switch
Light
Reading Light Switch
Reading Light
10. Map Light Switch
ii. Map Light
Figure 14-15.
Illued:
September. 19TI
Cabin
Cabin
In~erior Ligh~tr
5-185 tt~ru 5-282
14-26A
eL;1~
66
WtfTrT:
I
GREEN
SWfiCH
LWZO
BLACI<
I
CJMIBN
-L
CO~ROL WHEEL
BI
COUS)CORD
U8~20
IL10~A2093e
lil
LIWO
4;
_CL105A20T
L?9AZO
L29B?ON
Ll~szn1P
I
LIOSBZON
L1OM2D
i;
~--L10M20
L1OOBZO
-"~i
LIOUZO~
fBIRD SUI
RUD~G UMT
f
L10~B20H
O-
L100C20
L101C20N
Mtp Lights Ckruit Brclltu
Lights Svitch
Light
C Rrdine Light Stvitch
5. R~ding Light
FOURfX SEh’l
IZUDINC f~kiffP
O--L~orwo
t
Ctbia tad
2
a
Ctbin
6
Coiled Cord
C~bm
7.
LightSuitch
9.
Compur Light
la
OAZ Indiator
11
aclp~Jsht
CLtcrhicld Conaector
LlounoN
L1WDZD
fIffIlSE~f
REMINC LkB1
Light
(OP1XIHAL)
SVITCfl
olw~HI
C
Figure 74-75A,
14-268
interior Lights
E-283 tfiru EQ76
B1
IP
B
eLa
WHITE
-~------O
GREEN
1
I
I
SWITCH
LUA20
WOAIBh
m
I
UBO~o
L~lo4nn,
m
MA2OMB2DN
IB
I
3
b,
L1SluD
r,l,~
l0EE20N
1103n2D
~IP
L~msto
Lrole2os
sHIRosanT
READING LIGHT
O-- L’07CUo
L1OIUON
i. Qbm Rnd
FOURTH SEAT
READING LIGHT
4
Ru6lng Light 5~lrch
7. LH)h~ Slnfch
0 Gl~mh+ld ConnCctgl
PI
r10331D
IIM´•~L19kl
L1OIDION
-1-
IFTHSEAT
READING LIGHT
B
BruLcr
5. Rcdlnp LljrI
6. blled to~d
Q-- L’DeL2J
1- -1
L19hU Orcult
i. Clbln 119hU S~llch
I Qbln Llghi
IOPTIDNAL)
fnlTTH
SIXTH SEAT
LIOIEZON
RElOtNtLltcTT
n
-~08--1
IOPTIONAL1
Figure
14-15A.
Interior
Lights
E-4T/ thru E-762 except E-710
B8
14-26(=
3~540001-38/5
UI*20
12 11DIO IK;HIS
O O
10
IIOWE
wmururr
1211 LltntS
I
I
QIWL
G*OE
r
ruO*io---
a,,,,,
1
’10 O
NOWI
Inneurtm
I
UGI(TS
I
YIWIIOLD
111 ~UfL
11111111
00
011111
I*CnOMEI~L
Ol)llt
O O
Ln RIB
OU*WITn
00
linlUQ
ouumn
00
~*nnu
t Di Cr~l tr~iw
*OuiLi~k
a
DIIIIIIIIG 11111 OCnOn*L NGHI IWmUIIENT
ucRls IwnurED
Figure14-16.
Engine fns~umenrnredge Lightr
8-185 thru 8-282
tsruedr
Deccmkr, 1912
14-27
36-590001-3B/3
r
FLICHI )NSTIUMEXT LIOH1S
OMNI II
L10120
OMNI I
ENGINE
’_II
0405
I
I
99
M’X’U"E
COIIT1OL
IMMEEU
IR FUEL
nEssurr
j
/~,tlor
XI*Nn-rcE
OUlmnr
FUEL IND
I
J
ZI
LN pun
OU*HTnl
C
i. lu´• N´•.1
ucnomna
2. ´•u~ No.2
14~
3. r´•.r
Lfo*r
4. Olni Indirotor
Lilkl´•
OYNIIHDICI~OI UCinTSIIE
EONHECtED 19 PtlGHt
IHSIIUMWT UCHI C1ICUII
IF OnlOWIL FUGH’I INS1IUMENT
UOHIS IIL 1NSZIULD
C
Figure 1416A, Engine Inrtrument Post Lights
2-269 1609 E-282
11-11
I~ucd: Septakr. ’1971
´•L:
IN)IlUMfNt DIMAIE(O IS
WW(N OI1)ONIL
CC)NH(CI L10A10 to 1))Al D)MMINO 1IAN)ISIOI
(r)
L43
e
a
L4SAI1ON
I
mm
W~
L44*10
4
L43130
m
iA~3
a
r
(9s
i
t---L1OAI,
MANUAL
os
tACI(oMttttl
f~ L71A10
LI3A30
33nlOW
lAOlO LIOHIS
L73A10----)VV\~---LIIA
175120
a
rloAlo--
--I
r0 OCtlOHAL
)llOH1 INStIIUMtNt
D)MM)ND
0111tMf----LbPA10
FUtL rl´•OW
AMMtrStl
tot
t------LIIA
L13C10
t---l
I---- L)~A
L~3D10
RH ~UII OUANIIIY
I. Clttutt Ir´•oL´•r
ond tn~ln´• (nllturn´•nl
1.
3. I,on,f,~oc´•llodlo cine) Eng~n´• Incl,um~n) Dia~inp
I1´•c(~lor´•llnllinl tnr)rum´•n) L)Oh)l
J. omni In(i~atoc LlphIe
~tmnlns
LH tuft
CYIINDII HIAD ItM)
IlOAio
t~-. I(rAlO------~
LIJE?O
L)OI10
VI
f--"~64A10------------;Y
OMHI II
B
3$.519.16
mG,
~3*10r
L(1~0
10 UDIO LDHIS
00
TO OmOl(U
ENGINE
I
Htrtru*Qlr
1
LIJOIIIE
O*CE
I
K)S~LK;HIS
1
a
TUo~o´•
m,,H,
I
’_l0 o
fLltHt
--I INmUMENI
UCWTS
I
Y*IIIIOU)
1
*ND FUEL
CIESSUIE
O O
OMNII
9111112
1
TICNOMETEE
oo
LH FUU
ov*nmr
~ua:
00
IH CUEL
OU*Nlm
"10
O
IMMETEI
1. Di C~nntln´•´•Lc´•´•
Olli ti´•L*
´•r´• Yr 3
a
DIMIIIIIC WHEN OmON*L NOnl INnlUMLNr
UCHrS INn*UfD
QSMeMI
C
FiOJre 14-16C.
Engine Inmument Wedge Lights
E-364 thru 3-493
14288
81
P
RADIO AND
INSTRUMENT LIGHTS
’~CIRtUIT BREAKER
L43AZO
56
g
1~5120N
I
L44A20
143B20
i..20~t3i
Dlm CONTROL
E-ZD
TRANSISTOR
TO OPTIONAL ENGINE
L84A20------
INSTRUMENT POST LIGHTS
P
I
IEl
B10-~--gLICK
1
WHIIE------t- L86B20N
O O
ENGINE
GAGE
BL*CK
WHITE
is
O O
TO OPTIONAI
~laonzo-
--j
FLIGHT
INSTRUMENT
MANIFOLD
I
LIGHTS
AND FUEL
PRESSURE
BLACK
P
Or~
O O
OMNI 1
TACHOMETER
OMNI 2
LACK
00
LH FUEL
OUANTITI
BLAtK
W
00
RH FUEL
OUANTITI
L)LACK
1. lodio ond
WHITE
O O
Lipht. Cirrvit ~r´•oL´•r
2. Oia Control Ih´•ol,or
AMMEIER
3. D,I ControlTlonllrto´•
4. Onni
5.
r
L86A20N
tip~ll
W´•dp´• L9hh
6. 8vl No. 1
3. 8ur No.
OMNI LIGHTS CONNECTED 10 FLIGHT INSTRUMENT
DIMMINC WHEN OPTIONAL FLIGkT INSTRUMENT
LIGHTS INSTALLED
tU~36P85B
Figure
14-16C.
Engine
Instrument
E-494 thN E-762
BE
Wedge Lights
except E-710
14-28C
1*010 310 INSTIUMENT
LIGHTS CIICUIT IIEI~EP
L43I20
I
(5130H
I
D
~O 11D10 LIGHfS
i*20
IIUE
LU
~US NO. 4
NO. 3
IP
120
WEDGE
LIGHTSEl
TO OrnONIL
ENGINE
i
INSTIUMENI
rOST LIGHTS
I
I-L
[o ol
ENGINE
I
G*CE
lLICK-----I
L8
n
yLa0l2D------I
81o ol
10 OrTIONAL
FLIGHT
M*NIFOLD
INfTIIUMENJ
110 FUEL
LIGHTS
PIESSURE
LI
OMNI LIGHTS
L)LICK
O O
OMNI 1
T*CHOMETEI~
OMNI 2
WHITE
~LICI:
O O
LH FUEL
OUINTITI
WH
IL*CK
O O
IH FUEL
OUINTITI~
ILltK
g i,,
L14~20
AMME~EIL
_r""^’""
INSTI LTS 17
LT. CND
18,
PENGINE
INSIIUIIIENI
CLUS1EI
L861)20N
a
O..,,I,,,, CONNLCTED ~O ~L1GHT INQIUMENT
DIMMING WHEN OPIION~L FLIGHT INSTILUMENT
LIGHTS INSTILLED
F33*363~298
Figure 14-16D.
Optional Internally Lit Instruments
E-364 thru EQ93
14-2813
B1
RADIO AND INSTRUMENT
LIGHTS CIRCUIT BREAKER
4342
5A
P
LISAPON
I
L44A20
I
113BZO
L84AZO
1-
TO OPTIONAL ENGINE
INSTRUMENT POST LIGHTS
8-20
EI 1
L~I.US
I
1
DIM CONTROL
NO. I
BVS NO.
LB 4820 --t- BLACK
t84A20
TRANSISTOR
4~
~WHITE -------t-086 820N
I
I
WEDGE
C-20
E-20
I
I
ENGINE
GAGE
BL~CK
WHITE
LBO
n
r180A20---
O O
TO OPT1ONAL
FLIGHT
INSTRUMENT
I
LIGHTS
I
MANIFOLD
AND FUEL
PRESSURE
OMNI L1CHTS
LACK
WHITE
O O
El~i
OMNI)
TACHOMETER
1
OMNI 2
ILACK
WHITE
O O
LH FUEL
OUANTITI
BLACK
WHITE
O O
IIH FUEL
OUANTllr
BLACK
WH
B
L84~20
00
lo
ol
AMMETER
INSTR LTS 1
LT. GND
EI
r
L86AZON
7
181
EHOINE
INSTRUMENT
CLUSTER
LB6B20N
n
DIMMING WHEN OPTIONAL FLIGHT INSTRUMENT
LIGHTS INSTALLED
FUA´•369~248n
Figure
18
f4-l6D.
OptioMI Internally
Lit Instruments
E-494 ti~ru 1-762 except E-710
14-28E
LBOA20
LBOBZO
BLACK
WHITE
IOOIY
CLOCK
81
88
BLACK
WHITE
I
1
III
00
AIl( SPEED
WHITE
BLACK
~-L-L-,
lool
B
CIRO HORIZON
BLACK
WHITE
I
1"
00
I
ALTIMETER
WHITE
BLACK
I00Ie
ADF
WHITE
BLACK
--LL
lool´•
TUIRN COORDINATOR
BLACK
~WHITE
-------I
rLLI
IOOIY
DIRECTIONAL CI~RO
WHITE
BLACK
rLL1,
L82620N
LPZ~.OH
IOOj’
VERTICAL SPEED
1-
L12B20
81
BLACK-5- L12DZO
L6F20
LB2C20N
L12C20
00
L6D20
L12A20
Alll PREESSURE
L12t20
LJOA1ON
88
L47A20
i.
Wedge Ligh,
6.
Lending Gcor Viluol Lighe
2.
But Na. 1
7.
CID~L
3.
But No. 2
8.
Di~nning I,onlillol
4.
Flop Porition
5.
Tri~n Tob
Lghr
9.
10.
Rh´•orlor
i(odio end Inltru~s´•nl
Liphlt
11.
L46BZO
L45AZON
-L
OFF
L44A20
rCI
Circuil Br´•oLer
Onni fndico,or Lonpr
TO ENGINE
1HSTRUMENT LIGHTS
C13-369-(6*
ngure
14-~7.
Right
Instrument
8-185 thru 8-762
14-28F
Wedge Lights
except 8-718
88
14~120
(TOENGI S~PUMENTGH5OTF
P
p sn
,,,,,~L45A20N
146BM
c
1,
I~
1~7nzo
13
L121~2
282
IIIM TAB
Afl SPEED
B
11
~LT(METEII
11
O
TUI(N AND BANK
ADF
PIIESSUIE
GIIO
I
B
11
/I
PITEOFCLIMI
HOI1~ON
g
FLAP POSITION
CLOCK
LB0A20
P
DIIIECTIONAL GIRO
1. BUS NO.
1190820
i. BUS NO. 2
OMN12
Il
OMNII
J. POST LIGHT
4. PADIO IIND INSTI(UMEHT LIGHT Clr(CUIT BILEAKEIL
5. )HEOSTA7
6. DIMMINO TIIANSISTOII
63t3~eC3´•
Figure
14-17.
Fiight Instrument
Post
Lights
9-269 thru E-493
B1
14-286
0--sn-----O-------~
LISI20N
047420
i
I
0-20
E-20
I
1l1120
fOlM 140
IlnuTtEn
1UIIN 400 1400
410 SrEED
400
rllEJJUIE
OllO~Y
I
B
B
~jy
~Y´•IIIOTCII*.
P
/I
El
HOIIION
FL40 )OSI1ION
P
CLOCI(
11
I
DI.ECTIONILGIIO
1. 202 NO. 1
OMN12
OMN11
Z 202 NO. 2
3. ron ucnr
0204000
24010 400 INSIIUMENT UCHI CI)CUII
G13-309-030
5. InEOn*T
6. DIMMING tl4NSISTOI
Figwe
14-27.
nigM Inrtrumsat
0040
UgS~ts
Ej494 thru E762 ucept E-710
14-29
B8
3~9000136/3
(I
TO ELECTROLUMINOUS
PANEL LI~GHTS
L33A20
L34A20
---C-+
L35A20N
L6A20
~1
L21A20N
L6F20
L6E20
B
z
1
L2B20
i
L2C20--~L2D2(1
i-
L21B20N----0
-I
-I
L2F20
L2G20
i. Flood Lights Circuit Breaker
2. Dim Control Rheostat
3. Dim Central Transistor
4. Trim Tab
5.
6.
8.
9.
Light
Landing Gear Visual Light
Fuel Select Light
Clock Light (Optionai)
El
Glareshicld Connector
Glareshicfd Flood Lights
t
Figure 14-18.
14-30
Instrument Rood
E-185 thru E-282
Ligt~´•tr
Issued:
September,
1971
I~
´•TO ELECTROLUMINOUS
PANEL LIGHTS
L33A20
(OPTIONAL)
’$L33L35A20NIEi
iL6C20
L34A20
L6A20
~T1
L6G20
L6F20
L103A20N
2
1
L102B20
L102D20
L102E2
-I
L103B20N-O
IL102F20
L102G20
i. Flood
Lights Circuit Breaker
2. Dim Control Rheostat
;3. Dim ControlTra~istor
4. Trim Tab
5.
Light
Landing Gear Visual Light
6. Not Used
i.
V351´•369-54
Not Used
8. Glareshield Connector
9. Giareshield Flood
Lights
Figure 14-18A.
B1
Instrument Flood
E-283 thru EQ93
Lights
14-30A
´•gsAI[j
L33A20
:ITLT~
L33
c-20
szo-tL34A20
El
L35A20N
E-20
L6A20
f
L6C20
L6F20
L103A20N I
L61)20
z
1
11P
L102B20 -~t--L102C20
L1 02D2 0
L1
I
L103B20N---;0
IL102F20
L102G20
i. Flood Lights Circuit Breaker
2. Dim Control Rheostat
3. Dim Control Transistor
4. Trim Tab Light
raual Light
7. Not Used
8. Glareshield Connector
9. Glareshield Flood Lights
ngure
V358´•J69´•54A
14-18A.
Instrument nood
Lights
8-494 thru 8-762 except 8-710
14-308
88
n(;´•
+´•~´•-´•i
L1A20
L1B20
L3A20
L4A20
B
L5A20
TO INSTR
FLOOD LIGHTS
h1
L9A20N
tl-´•--´•-1
BLACK
BLA
CIRCUIT
SWITCH
PANEL
PANEL
i.
2.
3.
4.
5.
PANEL
Flood Lights Circuit Breaker
Electroiuminous Panel Lights Dim Transistor
Dim ControlRheostat
Inverter
Electroluminous Panel
Figure
B4
P
74-79.
Ele~troluminous Panel
E-785 thru E476
Lights
14-31
P
P´•
U3a20---i TOINSTRUMENT
FLOOD LI
L7A20
L7
L3A20
L9A20N
L4A20
-L
INVERTER
BLACK
L5A20
L4B18N
PL5C20---=T
I
i, I
rL5D20Nf
RED
REDLH f""""I
RED
BLACK
BLACK
E.L.
PANEL
t L5F20N
BLACK
CIRCUIT
RH
CIRCUIT
""E’
PANEL
I
BREAKER
13
I
V35B369-57B
Lights Circuit Breaker
Eiectroluminous Panel Lights Dim Transistor
i.
2.
Flood
3.
Dim ControlRheostat
4.
Imrerter
Electroluminous Panel
5.
Figure
14-32
14-19.
Electroluminous Panel Lights
8-477 thru 8-762 except 8-710
88
10A
L1A18
TO INSTRUMENT LIGHTS
L8A18
E1A20
L10A18
E2A20
I. Instrument
Lights Circuit Breaker
2. Oil Temperature Indicator
3. Oil Temperature Transmitter
Figure 14-20.
n(
Oil Temperature
E-l thru E-184
5A
E5A20
--I
TO CYLINDER HEAD
TEMPERATURE
E31A20N
-L
E32A20
E33A20N
I
GROUND THE FOLLOWING INSTRUMENT WIRES
AT A SINGLE POINT: E31A20N (CYLINDER
HEAD),
E42A20N AND E44A20N (FUEL QUANTITY). DO
NOT GROUND ANY OTHER WIRES AT THIS POINT.
Cylinder Head and Oil Temperature Circuit Breaker
Cylinder head, OilTemperature, and Oil Pressure Indicator
3. Oil Temperature Transmitter Bulb
i.
2.
Figure 14-20A.
Oil
Temperature
E-185 thru E-282
84
14-32A
9+
_r
2
E34*20
3
E36120
4
EJ7A20
s
rjsn2o
6
B
L35120H
I
I
~31110N
L~------
--------,J
ESA20
I
---i
2
3
E32A20
4
1
I
I
I
r
I
I
I
I
1
I
i
I
i
IIP
E3JA20
--1
5
’6
L68A20
L69A20
WHITE
RED
BLACK
~1
Engine Inrtrument
Lisht~
To
i.
tircui, Bleater
2.
Oil Prer,ure Indicator
3.
4.
Oil icnperolure Indica~or
Oil Prerlure Tronrnittcr
5.
OilTcnperature ironrnit)er
35-369.74
GROUND ME FOLLOWING INSTRUMENT WIRES
AT
A
SINGLE
POINT:
E31A20N
(OIL
TEMPERATURE), E39A20N (CYLINDER HEAD
TEMPERATURE), E42A20N AND E44AZON (FUEL
OUANTIN). DO
NOT
GROUND
ANY
OTHER
WIRES AT THIS POINT.
Figure 14-20B. Oil Temperature and Oil Pressure (Vertical Instruments)
E-283 thru E-363
14-32B
B4
36590001-35/5
E9*20
I . ,IE26ilON
61
J1
E29120~I
VI*20
1.
I1*CL:
WHITE~
10 fHtlNE IHnlUMENf
UCHtS
i. Circui, ~r´•oL´•´•
2. Fu´•I flo´•r indicotor
35.)~P.ll
i. Fu´•l Flo~ Tlonlduc´•r
Figure 1421. Fuel Flow Indicator (Vwticar Instruments)
E-283 thru E-3W
i1tu2d:
Decemkr. 7972
14-33
au~´•
I
d.
OFF
D"V
I~U
T
QIIII
UI11
i
1~
a
NO
’E.106IND*FIER
OWC7
C341(
\1
y
t
tJB11
QC14
c
CS~I1
GREEN
~ICt(
ILICK’
r~m
-L
Figun
14-22
F~ap Motor
E-l tbru E-762 exapt 2-710
t
14-34
BE
*PRINTED CIRC UIT BOARD
DIRE CT LY CONNECTED
TO INDICAT OR
C16A20
I
2
C18AZO
7
C18B20
T
C’7A20
C17B20
4
C19A20N
PRINTED CIRCUIT BOARD
I
O
O
1.
O
Flap Position Indic ator Circuit Breaker
Printed Circuit Board
3
Flap Pos ition indic ator
4. Flap Position Tra~;mitter
2.
o
I
I
o
n
O
o1
Y35-369-1~
Figure
14-23.
Flap Position
indicator
E-l thru 8-762
88
except E-710
14-35
0´•´•?9´•
PI
lo
UP
EI
V
G6B12
-t´•ori31
-a
i
G2A12
I
G35A12
O
G8A12 -~-O
G3A12
G12C12
6-- G8B12
10C12
j~jl
G10B12
1
~--G3B12
I
"-i
ii
DN
G22B2
G1OA1"
~t
G4~12
TO LANDING GEAR
POSITION INDICATOR
P
NO
1
G1TX12
GIlf12
-1\
G11C12
G~X12
j
WHITE
RED
t’P
~Dh’
Landing Gear Circuit Breaker
Landing Gear Control Switch
3. Landing Gear Up Brake Switch
4. Landing Gear Down Brake Switch
5. Landing Gear Up Limit Switch
6. Landing Gear Down Limit Switch
7, Landing Gear Safety Switch
8. Landing Gear Motor
1.
2.
BLACK
C2nX12N
i
CIRCUIT IS SHO~ WITH AIRCRAFT ON THE GROUND
Figure 14-24. Landing Gear CWithout Safety System)
E-l thm E-184
~4-36
36500003-36/3
UP
j
G35A121
~r
I
t~
i
a
j
G2A12
G~A1ZN
_1
r""i- i
G3A12
G10B12
1
G6A12 --´•-~--o
m2C12
a
VP
-D""i
b----~-------l
DWN
AIR
G10A12
COM
Ltr""l
NOTE:CIRCUrTr
GllA12
NC
G18C20
i
REF.
GllB12
j
G13B20
LANDING~ TKII~TEUP
GEAR AND
THROTTL;E
WARNING
IS SHOWN
AIRCRAFT ON TRE GROUND
G4A12
P
1.
2.
RE~
3.
Landing Gear Circuit Breaker
Landing Gear Control Switch
Landing Gear Up Brake Switch
4. T~ndina Gear Down Brake Switch
5. Landing Gear Up Limit Switch
6. Landing Gear Down Limit Switch
7. Landing Gear Safety Switch
DWN
BLACEZ
8.
Landing Gear Motor
G20Ar2N
-L
WIRE FURNISHED BY
VENDOR
Figure 74-24A. tanding Gear (Without Safety System)
E-lg3 tt~ru E-225
trtued:
Sep~embu. 1O71
14-36A
20Ar"
TO LANDING
G12A12
GEAR POSrrION
INDICATOR
UP
G2A12
G6B20
~--G6C20
G6A12
DPrrN
G7A12N
-L
G35A12
rcGIOC12
b- G8B12
I
G´•10B12
~J
RE~F.
i
-DtTrN~
G4B12
G12C12
GllA12
NC
G18C20
G3A12
~-G3812
’1
COM
GBA12~
DWN
A~R
G10A12
i
~ap
NOTE:CIRCUIT IS SHOWN WITH
G4A12
AIRCRAFT ON THE GROUND
GllB12
G13B20
GllC12
1.
LANDING~ WII~TEUP
GEAR AND
THROTTLE
WARNING
i,
2.
RED
h
/A\
P
DWN
BLACI(
3.
4.
5.
6.
8.
Landing
Landing
Landing
Landing
Landing
Landing
Landing
Landing
Gear
Gear
Gear
Gear
Gear
Gear
Gear
Gear
Circuit Breaker
Control Switch
Up Brake Switch
Down Brake Switch
Up Limit Switch
Down Limit Switch
Safety Switch
Motor
G20A12N
FURNISEIEI) BY
VENDOR
CP36081
Figure 14-248.
14-368
Landing Gear (Without
E-226 thru E-603
Safety System)
84
HC
ton
fOUIT
7
SW1ICH
a
n
L~i
NC
HO
060012
L,,,I,,~
1141111111011
010112
C63o12
01112
C6~2
r-ro
LIHDINC CE41
*NDIHIOT1Lf
WIININC
,J
02412
OWH 11411 SWTtCH
012412
CONIIOL
SW1ICH
r,,7
tlfI12
012012
r-
L,,,,~
UT UMn SWIICX
015420
kL´•~’
I
DOWNJ
012012
r---~
C61~12
I C41 2i
WHIIE
noral
DOWN LtllT SWftCn
04412
t
""n
T’iToC61112
~Lltl:
C2~2N
n
WIIE TUIH~SHED I~ VEWDOI
IICHI
SOU4T
SW"tW
Figure 1624&
I
I 011020
HC
i
LNCL
Landing
Gear
(without safety system):
except 6-710
6-664 thru 6-762
BS
14-37
‘r"
G1A10
SA) g
NOTE: CIRCUIT SHOWN WITH AIRCRAFT ON
THE GROUND AND THROTTLE OFF
G15B187
20A
NC
I
G555-10
TO LANDING
DIKN
G16A18
F122-18~
NO
GEAR POSITION
INDICATOR
1.
G399-10
NO
TO
G2AIO
THROTTLE
WARNING
G15A18
NC
j
W13B18
1
Landing Gear Circuit Breaker
Landing Gear Warn Circuit
3. Landing Gear Control Switch
4. Landing Gear Down Limit Switch
5. Landing Gear Up Brake Switch
6. Landing Gear Down Brake Switch
7. Landing Gear Safety Switch
8. Landing Gear Up Limit Switch
9. Landing Gear Motor
1.
F100-18
NC
2. Throttle and
O
O
G49-10
DWN
NO
GND
o
0~
G48-10
10. 90 MPH Pressure Switch
11.
d,
AIR ~-G10A12
UP
1
G4B12
i
ft
LRED
Switch
13. Throttle Control Switch
14. 120 MPH Pressure Switch
Diode
16.
GllA12
r--
Landing Gear Safety System
Landing Gear Safety Relay
12.
UP
.51suB
DWN
GllB12
G6Ar0
L~ WHITE
BLACK
G31B10
UP
G12A10
t
G8A10
~I
G8B10
c---
G8B10
G3A10
CIIA1ON
i ~tr G13Alo
i
I
i_"___J
~h
DWN
Figure 14-25.
Landing Gear (With Safety System)
E-l thru E-184
1438
.1
rC31A10
G15Br8
G14A18
I
G333-16
OFFG30A18N
C29A18
,O
ON
I,
120 MPH
I:
m
6
ON
G32A10
,I
5
TEST
G33A10
G31Ci8 I
1
90 MPH
oF
G35A18
G34A18N
m
G33sl8
LATCHING SOLENOID
Breaker
3~69000138/3
NOTE: CIRCUIT SHOWN WITH AIRCRAFT
ON GROUND AND THROTTLE OFF
5A)a
20A)s
I
G52A20
/P\
NO
TO
WHITE
DTKN
WARNING
r
NC
G15A20
ONC
G6A~2
DWN
G13A20
Up
BLACK
G23A20
GlIA12
G20A12N
NOG12B12
tNO B
AIRj
NC
NC
Gear Circuit Breaker
Gear and Throttle Warn Circuit Breaker
Gear Up Brake Switch
Gear Down Brake Switch
12. Landing Gear Safety Switch
13. Landing Gear Safety System Switch
14, 120 MPH Pressure Switch
15. Throttle Co~rol S~vitch
16. Landing Gear Control Switch
COM
C10B12
i.
2.
Gear Up Limit Switch
Gear Down Limit Switch
Gear Motor
8. Landing Gear Safety Switch Circuit Breaker
9. 90 MPH Pressure Switch
10. Diode
11. Landing Gear Safety Relay
GllB12
RED
G4A12
Landing
Landing
3. Landing
4. Landing
5. Landing
6. Landing
7. Landing
5q)P
7
UP
THROTTLE
G2A12
TO LANDING
GEAR WARNING
G1
3B20-~REF´•
Y----Gi6C20-4AND
GND
LANDING
THROTTLE
WARNING
G12A12 L---------+----+- G24A12
ONC
I
UP
I
~NO
I
LATCHING SOLENOID
DWN
r-
/P\
G3A12
WIRE FURNISHED BY VENDOR
f--$--G6A12
G5A20
GBB12
t
I
G8A12
I
I
I
I
I-------,I
I
i.,,,
t03
C31A12
G’IA11N
Im
4A12
G55A~12N--=t
G22A12
C21A12
5
OFF
TEST
m
L,,,
DWN
m
Figure 1625A. Landing
Gear (With Safety
E-185 thru E-225
li3wd:
September. 1971
ON
G30Ar2N~LG5A20
6ON1
12GA
3
OFF
L, ---J
C56A12
90 MPH
120 MPH
Syt~em)
le38A
NOTE: CIRCUIT SHOWN WITH AIRCRAFT
ON GROUND AND THROTTLE OFF
20A
1.
Landing Gear Circuit
Breaker
2. Not Used
UP
WHITE
NO
UP
El
DWN
G6Ar2
INDI6ATOR
DWN
TO LANDING
CEAR WARNING
G15A20J
I
5.
6.
7.
8.
9.
10.
11.
12.
BLACg
NC
TOLANDING t-G6C20
GEAR POSITION
4.
GS1B1S
ri
IG6B20
G2A12
s) g
C´•C11C127
RED
C35A12
NC
3.
No
1,
AIR
G1OA12IA11~
UP~NO B
G23A20
G11A12
NOt
j
-6~---G13B20
NC
NC
G13A20
r
~ear Up
Brake Switch
Gear Down Brake Switch
Gear Up Limit Switch
Gear Down Limit Switch
Gear Motor
Gear Safety Switch Circuit Breaker
90 MPH Pressure Switch
Diode
Landing Gear Safety Relay
Landing Gear Safety Switch
13. Landing Gear Safety System Switch
14. 120 MPH Pressure Switch
15. Throttle Control Switch
16. Landing Gear Control Switch
17. Fuse
COM
I
II
Landing
Landing
Landing
Landing
Landing
Landing
´•REF. LANDING
G18C20--~AND THROTTLE
GND
WARNING
G24A12
_1NC
~1
No
vP
r-
C4Bl2
LATCHMG SOLENOID
DWN
QB12
WIRE FURNISHED BY VENDOR
OD12
ft-la
G5A20
G8B12
I
C1$2N
i
G8Al2
1
I
I
1
.1.
-r~C ~3812
I
1
I I
C31A12
i.,
r---7
~i)
i t03
Im
G~4A20
SA
m
,,2
i.
C21A12
5
OFF
G29A20
m
n
DWN
ON
G30A20N
TESTI’
´•3_
aoN1
G8C12
C5A20
3
OFF
L---J
G56A12
90 MPH
~P
120 MPH
Gear (With
E-226 thru E-605
Figure 14-25B. Landing
14-388
Safety System)
84
MOTOR
n
K.;lTE
DOWN
UP
RED
ND
GlntZ
UPBR~KE
n~iTm
TO*IR CONDITIONER
T
hC
06020
n3tC18
"e
I
CIRCUIT
BREIKER
G6C12
TOLaNDIHtEEaR
AYDTHRDTTLE IYAPINING
DWRIBR*~E
C2~12N
’T
H33F18
I
LIMT SWITCH
bNCr´•´•;
G15~112GLAr2
DDWIS
ND
f
UP
I
I
LEFI
NC
sovn-rl
UP
NO
SH
SWITCH
w,
i
018020
009012
ND
CI~B12
DOWN
069812
G1K12
t
G69n12
GZnl?
C70B12r 1´•;
WB12
TNo
015a20
RICIHT
MVAT
SWITCIII
018020
"I_IC~
r
(tCrBQO
S~FEN SWI’FCH
Csn~2
CIRCUITBAEPIIER
C12~
i
i
1
G23A20
EY\
?i
FUSE
SnFEn
SYSTEM
Sn
SWITCH
DFF
i
TEST
E1S~2O
L_U_ d
CG31A12
"""1
z
O:r
DCYFh
CD~RDL
THROTTLE
SWITCH
CONTROL
6
3
OFF
120 MPH
PRESSURE
SWITCH
t5SA12
SmTM
DIODE
L~
NDTE
G21A13
H.IRE FUIINISHED SY ~ENWR
L___J
Z
EIRNITSWDWWKIT**IRERIIFT
ON GROUND ~liD THROTTLE OFF
I
SAFETY RELAY
~5*12N
I
9OMPH
PRESSURE
SWITCH
G6qAA12
Figure
14-25C.
Landing
Gear
(wfth safety system)
except E-710
E-606 thru E-762
B8
74-39
OPEN
I~
NC
0
C16B20
G17A20--~t-
ESOLC~02B71G
G18A20
L
PI GND_ NO
1
P
0~-----G18B20
G18C20
G13B20
NC
G15A20
1.
G2Bb20h’
i
G13C20
G2jA20
NOTE: CIRCUTT SHOWN WITH
ATEK=RAFT ON GROUND AND
THROTTLE CLOSED
i.
2.
3.
Circuit Breaker
Throttle Warning Switch
Landing Gear Warning Switch
4.
Flasher
5.
Landing Gear Safetg Switch
Landing Gear Warning Horn
Landing Gear Control Switch
6.
Figure 14-26. Landing
Gear and Throttle
E-l thru E-184
1440
UP
Warning
I-’-----------I
-I
REFERENCE: LANDING GEAR
POSITION ~DICATOR
I
NOTE: CONT~UITY WHEN
ANY GEAR NOT
DOWN AND LOCKED
G47B20
I
G46B20
NOTE:
CIRCUIT SHOWN WITH
AIRCRAFT ON GROUND
UP
AND THROTTLE
CLOSED
P
G53A20
OPEN
O
AIR
CLOSE
G18A20
L
XI/
c:
oNC
G15A20
G18B20 --C-- G18C20
NO
G28A20N
G13B20
GND
G13A20
C;27A20
-~iC]"
I.
Landing Gear
and Throttle
Warning Circuit Breaker
UP
2. Throttle Control Switch
3. flasher
4. Landings Gear
5. Landing Gear
6.
Landing
Figure
Saf~ty Switch
Warning Horn
Gear Control Switch
74-26A.
Landing
P
DOWN
Gear and Throttle Warning
E-185 thru E-603
54
14-40A
NOTE: CIRCUIT SHOWN U1TH
AIRPLANE Oh’ GROUND
ASD THROTTLE CLOSED
TO
LANDING GEAR
POSITION
INDICATOR
THROTTLE
CO~TROL
SWITCH
OPEN
NC O
h’OC17A70
--t-
?A81G35G
CLOSED
FLASHER
C27A20
LANDING GEAR AND
THROTTLE WARNING
CIRCUIT BREAKER
L-
,n_..
5,
G15A20
A~O
‘k!C18B70~c--G18C20
I
fG68B12----j
RSQUAT
SWITCH
L
e
I------~
1
G18A?-ON
I
G13B70
-wd--1
UN~IKC
LANDING
GEAR
CON7ROL
GEAR
WARNING
I
L
~_J
HORN
F33369319
Figure
14-26A.
Landing
Gear and Throttle
Warning
I
8-604 thru 8-762 except 6-710
88
1441
TO FLAP
C16A20-----i
POSITION
INDICATOR
G21A20
G23A20
P
-1
TEST
r~3
I
I
2
a
i
I’
J
I
G24A20
4
z
G
I
I
I
G22A20
G24B20
and
G22B20
TO LANIIING
GEAR CONTROL
ii
Landing Gear Position Indicator
Circuit Breaker
2. Landing Gear Up Indicator
3. Landing Gear I)o~n Indicator
Figure 14-27. Landing
Gear Position Indicator
E-l thru E-154
1642
TEST
G26d~ZON
I
Flap
i
I
G2jAZON
i,
El
II
3~590001-38/3
WWDING
Cl(i´• 5~)8
o
L17A20
Lr8A20
L19A20
C44A20
---i
NAVIGATION
GEARUXK
SWITCHES
TO LANDING GEAR AND
THROTTLE WARNING
TO
(5A
G15A20
3
LIGHTS
UP
O--f
i
I
M5A20
I
G44B20
G42A20 -t- G42B20
L51A20
--5
TO
ALTERNATOR
lA9A20
II
a
G44C20
G41B20
6
RH
TO WLNDING
I
I
C,G44D20
I
----1
I
G39A20
GEAR
7
ANDG40A20N
1
6
3
THROTTLE
1 I
I
I
1
I
G5;D20
I
ICL1-V~ I
I
G55A20
1
1
-1
i
1
G51B20 ´•--tG51A20
DWN
I
I
I
I
I
I
1
I
G33B20
C133A20
181
2
a
G45B20
GEAR
NOSE
G31A20N -CO~
-C
IN
G54B20
TRANSIT
G54A20
1
3
G36A20CG36B20
G54D20
NOSE
G48B20--C WUIAZO
6
G36~UO
HAM)
HAND
7
I
G45A20
NOSE
RIGHT
LEFT
r
I
10
G55B20
I
I
r
G53A20
L
8~
G55C20
M4A20
S
(G25P20
I
UP
~--7
G39B20
G39A20
WARNING
D
RII
G41A20
G43A20
f
L50A20N
I
2
049
815820
I
G54C20
IP t
SWITCH TYPE CIRCUIT BREAKER
15 I
I
I
I
I
I
I
L~-- G47820~ C47A20
UP
m
0---t
LH
6
5
G50B20 t
G44C20
1.
Landing
Gear And Throttle Warn Circuit
I
I
I
I
Breaker
a.
Ligms
P
Cirruit Bre~r
Luding Gear Position Circuit Breaker
Lights Test Switch
Lights Mm Relay
6. tuding Gear Position
Lights
7. Gear In Transit Light
3.
Irl
7’
’5 1
I
IB1(
I
I
I
I
I
IDWN
I
I
I
I
G33A20
41Pl)l
I
Ci3WO~--GJZB20
Wun
5. Warn
8. Terminol BoYd
9. Terminal Board
10.
fl.
12.
13.
14.
Mode
-I m
2
G33B20
1
G44D20
LB
m
_tC;28A20N
1
3
G25A20 --t G25B20
S
Dim Resistors
RH Gear "Up" Lack Switch
Rtl Gear "Down" Lock Switch
GQ8B20
C46A20
Nose Gear "Up" Lock Switch
G49 820
,G49A20
15. Nose Gear "Down" Lock Switch
16. LH Gear "Up" Lock Switch
17. LH Gear "Dowm" Lock Switch
0~1
L----------~
4
6
DtYN
Gear Position Indicator
8-185 thru lE-225
Figun 14nA. Landing
Issued:
Septmba,
1971
14´•42A
38590001-38/3
e(3´• SI)B
PI
L17A20
L18A20
L19A20
G44A20
TO
TO LANDING GEAR AND
NAVIGATION
LIGHTS
THROTTLE WARNING
GEARLANDINGLOCK
j~A
t--G15A20----~
3
G57A20
FUEL BOOST PUMP
G41A20
G57A20
CLLD
M5B20
2
f
LSOA20N-L
L6B1
UHszo
G43A20
I
LS1A20
--5
C42A20 -f- G42B20
TO
ALTERNATOR
o~
G32A20
O
"9A2D
G~4C20
PO
RH
i
MSA20
ISA18-~
UP
2
G4 1B20
RH
TO LANDING
G44
Q9~0
G40A20N
GEAR AND
´•I
3
THROTTLE
I
I
I
I
IrP
~--f
S
7
G25A20
6
G39A20-tG39B20
WARNING
I
1
G48B20
--e
m
NOSE
G48A20
G53A20
C55D20
G51B20 --t-GS1A20
9
G50B20
M4A20G55C20
10
G55B20
I
DWN
t
LEFT
RIGHT
dAND
HAND
NOSE
G45A20
G55A20
3
C
C
L
~cl
D
I
G45B20
GEAR
IN
TRANSIT
G54820
I
C5qA20
NOSE
I
EJ
I
Isl
I
I
I
I
I
G57A20
I
I
Navigation Ligfrts Circuit Breaker
3.
Landing
4.
5.
6.
7.
Gear Positiom Circuit Bre~ker
Warn Lights Test Switch
Warn Lights Dim Relay
Landing Gear Position Lights
Gear In Transit Light
6. Terminal Board
9. Terminal Board
G36Ba0
G47B20
G47A20
6
-r
1
6
UP
19
LH
6
G33A20
2
G32A20 -C- G32B20
TO LANDING
GEAR
1
G44M20
-171
D~N
G6C20
21 m
m
4
2
G33820
LH
1’
1
G26A20N
3
10. Diode
11. Dim Resistors
G25A20 --e Gzsszo
12. RH Gear "Up" Lock Switch
13. RH Gear "Down" Lock Switch
14. Nose Gear "Up" Lock Switch
15. Nose Gear "Down" Lock Switch
Gl6B20-3- G46A20
S
G49 820
4
G49A20
6
16. LH Gear "Up" Lock Switch
17. LH Gear "Down" Lock Switch
18. Relay
19. Fuel Select
3
-L
Breaker
2.
1
6A20
r-
G44C20
i
I I I
G50B20 t GSO
4
And Throttle Warn Circuit
I
5
o
Landing Gear
I I
5
z
1.
1
G37A20N
o
G54C20
I
m
2
C
B
G54D20
2
G38A20 --o- G38820
r
’S~TCH TYPE CIRCUfT BREAKER
6
I-
DWN
Fluepe~
Light’
Figure 1Q27B. Landing Gear Position
indicator
E-226 thru E-282
14428
Irpuct~:
Septanber, 1971
st5A
Lr7A20---LIBA20
L19A20
C44A20
i
B
TO
TO LANDING GEAR AND
NAVIGATION
THROTI~LE WARNING
LANDING
(i*
GEAR
LOCK
SWITCHES
LIGHTS
3
GS7A20
1
MSA20
1
I
-L~---C
LS1A20
i
L49A20
TO
ALTERNATOR
G42A20
0~1
C32A20
I
C54E20,,,,,,
I
1
~7"1
~P
Z~ I
I
I
I
I
G55D20
I
I
Isa
1
r
1
G39A20
TOLANDINGI
I
I
RH
I
GEAR AM)
THR(YITLE
WARNMC
I
C39A20
M4A20I
LEFT
RIGHT
HAND
t
i
cssn2o
GS1B20
C51A20
I
I
I
1
I~
BJp
o
TRANSIT
C54A20
NOSE
I
I
I
I
rl---------C37A20N
C36820
LH
017 820 C C147A20
C57A20
4
820 t
6
I
I
1- I
I
I
I
I
-I
I
I
Navigation Li~ts Circuit Breaker
3. Landing Gear Position Circuit Breaker
4. Warn Lights Test Switch
5. Warn Lights Dim Relay
6. Landing Gear Position Lights
7. Gear In Transit Light
I
I
_
r-
I)
I
I
I
I
I
I
DWN
I
1,1
I
G33A20
G6C20
2
W2A20-CG32[320
5
I
I
TOLANDINC
G33820
LH
1
G26A20N
I
15. Nose Gear "Do~vn" Lock Switch
LH Gear "Up" Lock Switch
If. LH Gear "Down" Lock Switch
16. Relay
Im
2
GEAR
8. Terminal Board
16.
m
3
c
2.
11. Dim Resistor
12. RH Gear "Up" Lock Switch
13. RH Gear "Down" Lock Switch
14. Nose Gear "Up" Lock Switch
2
Im
z
G54F20
And Throttle W?m Circuit
´•NOSE
C45820
oll~
BREAKERG54D20C54C20
m
0~71
DWN
C45A20
zm
Landing Gear
IDlf
C38A20 --t- G38L~20
IN
Breaker
I
UP
6
I
NOSER
C54B20
6
-Cb~
G50B20
I
GEAR
’SwlTCH TYPE CIRCUIT
c~sszo
GSSA20
G
G
I
~CI
GSSB20
RAND
’I
3
W9B20
-t
s
7
czsaao
G53A20
G55C20
m
2
C~lB20
6
I’
C42B20
B
G54F20
RH
2
C43A20
LSOA20N
pn
G41A20
G57A20
Q~LD
MSB20
1.
UP
~--f
J
G25A20 -t C25B20
5
G46B20
C49820
Ol6A20
4
C49A20
I
1
6
DwN
calsrJ~a
Figure
88
le27C.
Landing
Gear Position Indicator
E-2B3 thr, E-762 except 8-718
14-43
36590001-35/5
r
TO
CIGARETTE/I
VNO_~
R
WSA20N
W4A20N
I
i
1.
Warning Light
2.
Switch
36-JbeUt
Figure 14-28. Utility Door Warning
E-l tfiru E-184
-L B
a
t
m9B20
--5A----PI9A20
L51A20
I~
f
’t--~-pZOA20 -----~C ~I
P19C20
---5A----~--MSA20
_II---~d4A2DN
CI
f~SOA20N
I
ii.
LS1B20
P20B20
51n
OPEN
~I
51
P
fcL~D
2314
SIG
2.
3.
4.
5.
5.
Navigation Lights Circait BreakerSwitch
Door Warning and Alternator Out Circait
Warning Lights Dim Relay
Warning Lights Test Switch
Utility Door Warning Light
Utility Door Switch
I)IM
BRT TEST
Breaker
Dim Resistor
8.
P
ISWrrCB TPPE CIRCUIT BREAEIER
BlockingI)iode
Figure 14-28A. Utility Door Warning
E-185 thru E-4n
I~tued: December, 1922
1644
lp
~´•r
g
t
P19B20
----5A----------P19A20
L51A20
I~
I
PZOA20P19C20
M5A20
5A
P20B20
1_~-"’4A20"
I
Ci
L50A20N
I
L51B20
150 ~Z
OPEN
’10
I.
IF~
Narigation Lights Circuit Breaker Switch
2. Door Warning and Alternator Out Circuit Breaker
3. Warning Lights Dim Relay
4.
5.
Warning Lights Test Switch
Utility Door Warning Light
6. Utility Door Switch
7. Dim Resistor
8. Blocking Diode
+SW~CH TYPE CIRCUIT BREAKER
36-369-104A
Figure
14-28A.
Utility
Door
Warning
except
E-428 thru E-762
B8
E-710
14-44A
36-540001-3B/5
REPLACEMENT PARTS
MUST BE IDENTICAL
i. Indicator
2. Thermocouple
3, Thermocouple
EIarness
RED
Probe
TANOR
YELLOW
t’i
RED
OR ENTIRE UNIT
MUST BE REPLACED
TANOR
YELLOW
v35jeos
Figure
74-29.
E-l thru
E-282, E-364 and after
I~f--n5121N
rEuow
-----t-o
I
I
o
4
SED
--J:OD:~INE
INSTPUMINt
~lfS
MUST SE 1DENflLlL
OC: EHnlE UHrT MUST
´•E IEILICED.
1. EGT indica,or
2. ECf Sulb
35-769-70
Figure 74-29A.Exhaust Gas Temperature (Vert’cal Insb´•umen´•ts)
6-283 thn! 6-363
Isrued~ December, 7972
1445
38-59000138/5
r
E71ZO
I
B
I
E27~20N
I
1
E~o*ao
I
I
E29*20
~1
5
a
-~ED
1
CL
fO ENGINE IHmU~IIENf
C
r. Citcui, It´•ot´•r
2. Moniiold Cr´•l,vre Indico~or
3. Moniiold rt´•´•~vr. Tron.duc´•r
35-069-12
C
Figure 14-30. Man‘rfold Pressure (Vertical insbumen´•ts)
E-283 thru E-363
1646
I2sued:
December, 1972
36540001-38/5
P~I
j´•’
2
nl*?o
B
IL)
1
ILICK
51
f
I
61
1
:i:
1
111
1
IB
V2*20
I
WHltE
II
\J
TOENClnE1NS~IUMENT
UGHTS
1. CilLYi)
Z
I.diCOlOr
O. Tockol´•~´•r
rictup
Prob´•
Figure 1P3’1. fachometer(Vertical Instruments~
5-283 thru 5-346 except 8-287
Irtued: December. 79M
74-464
~-5900013B15
C
2
8r*10
_1’
a
ILIO:
4
;I
pi
5,
ill
1
II;
61--~
iii
)a
L72*10
I
WHITE
TQfNGINEINnlULIENT
LIGHTS
C
i. Ctcvi, ~r´•oL´•r
ZTocioll´•r´•r Ildico,or
3. Tochol´•,´•r CicLrp rrob´•
4. L´•linor
C
Figure 74-31. Tacfiomaer(Vertical insbuments)
E-287, E-3Q7 thru E-333
1646B
iuued: December. 1972
Amendment Vm
B3A12
r----1
188A167
DI
HllA16--t--H12A16
I
CI
~al
H6A16N~
A
’A
c
I""*’"
r
L Bus Bar
2. Circuit Breaker Switch
3. Ammeter
4. Timer
5. Brush Block
6.
Slip Ring
7
L,,,,~J
7. Deice Boot
Figure 14-32.
h´•opeller
Deice
(Two Bladed)
E-l thru E-184
I
LH1SAI
OCtPH14A10H15A10
’I
B
1
H17A14
C
H18’A14
D
E
H19A14
H21A14
F
G
I
A
H23A14N
-L
B ~H20A1
I
n((y
IA~H22A14
C
1
Figure
B8
14-32A.
Propeller
Deice
i.
PrOp Dere
2.
3.
4.
5.
6.
7.
8.
Ammeter
Connector
Circuit Brealter
Timer
Slip Ring Assembly
Deice Boot
Brush Block
Bus
(two bladed)
E-185 thru E-762 except E-710
14-47
P:
81
H25A10
l~’j* T
H14A10
H15A10
81
B
i
H17A14
C
H18A14
E
H19A14
I
1
F
H21A14
c
I
C
A
I
~I
H23A14N
H22A14
-L
A"
i’
B"H20A14
v
-~------f
I c
H16A14N1
1. Prop Deice Circuit Breaker
2. Ammeter
3.
.4rotcen oC
Timer
5.
6. Deice Boot
7. Brush Block
8. Bus
\v,
Figure
‘14-48
Slip Ring Assembly
14-33.
Propeller
Deice
(three bladed)
E-l thru E-762 except 8-710
88
P"
n(sA
PRIOR TO E-185
C20A20*
C40A20
j3-
C23A2~
C41B20
C24A20Nf
C~ C42A20N
OFF
BLACK
WHITE
1"Q,LD"J
OFF
i.
2.
3.
4.
5.
Avionics Bus
Constant Copilot Solenoid Valve
Constant Copilot Switch
Constant Copilot Wheel Switch
Constant Copilot Autopilot Circuit Breaker´•
Figure
14-34.
Constant
Copilot
E-l thru E-762
B8
except E-110
14-49
TO POWER
DISTRIBUTION
P50A10
5A
ij,
L37A14
C
1.
Strobe Light Circuit Breaker
2.
Pou´•erSupplp
StrobeLight
3.
IL--~--BLACI(
B
B
A
A
Figure 14-35. Strobe Light (Hoskins)
E-l thru E-184
SA
L37A14
C
i.
Strobe
2.
PonerSupp~y
3.
Strobe Light
B
/------tWHITE -f--lB
A
A
Light Circuit Breaker
Figure
14-50
BLACK
14-35A
Strobe
Light (Hoskins)
E-185 thru E-752 except 8-710
B8
TO POWER
DISTRIBUTION
P~DAW
El(
5A
L38A20
1
I
-c~L39A20 --------------srl 2
I-
L39B
L40C20N
L40B20N
L40A20N
L4
IL42Azo--(
4
7
8
P
WHITE
BLACK
Ltg, Circui~
Supply
3, Strobe Light
1. Strobe
RED
4L"l
Breaker
n
2. Pou´•er
Figure 14-36. Strobe Light (Bullock)
E-l thru E-184
’2
t76A20
_L
L76B20
_LL79A20N,4
L79B20N
WHITE
BLACK
i. Strobe Light Circuit Breaker
2. Power Supply
3. Strobe Light
RED
El
figure 14-36A
Strobe
Light (Bullock)
except E-710
E-185 thru E-762
B8
14-51
SWITCH TIPE
CIIICUIT BIIEAKEII
10LL
LI6A18
4
Y
BLACK
IIED
I
CABLE ASSEMBLI
PI’
r~
9ED
WHITE
B
1
vI
BLACK
C
WING LAMP
CABLE ASSEMBLI
Al
9ED
B
WHITE
I
1
I
1
IACB
BLACK
u
WING LAMP
CABLE I\SShMI)Lr
WHITE
C
BLACK
11
rOWEP SUPP1T
BLACKI
IED
WHITE
REFEIL TO NAVIGATION LIGHTS
JO1~NCE
ILUE
FJ3*-369-96P´•
TAIL CONE LAMP ASSEMBLI
Figure
14-37.
Strobe
Light (Gn’mes)
E-291 thru E-762
1652
except E-710
B8
2A
LsiB2o
v
L81C20
L81n20
L81E20
v
EI
i.
2.
3.
4.
Figure
Battery Bus
Courtesy Light
Courtesy Light
Courtesy Light
74-38.
Fuse
Switch
Courtesy Light
E-l thru E-476
zn
LB1B20
L81C20
L81D20
BLACK
BLACK
I=t
I
P
L81E20
VJ5B´•~6967A
1.
2.
3.
4.
Figure
14-38.
Battery Bus
Courtesy Light
Courtesy Light
Courtesy Light
Fuse
Switch
Courtesy Light
E-4n thru E-782 except E-710
B8
14-53
BLACK
15A
H1A18~ BLACK
H2A18N
~FFEREDEITHRU E-283
1.
Circuit Breaker
2.
Cigarette Lighter
Figure
14-39.
Cigarette Lighter
5-1 thru E-762
14-54
except E-710
BE
7
I-
c4
F1A20
05AC
r´•
nA20N
I
I
1.
2.
Circait Breaker
Coordinafor
f
Figure
14-40.
Turn Coordinator
E-l thru 5-702
88
except 5-710
14-55
pljntsru
,aetsN
BAf
GEN
TEST
TEST
8136(8
TO
L;;
I
POWER
r------7
DISTRIBUTION(
88891
B’
82
I
TEST
OFFI
A
FUSE
DIODE
_!
lA5PkC_L-~
80111)
8316(8
A’1
"2
mCIBFUSE
1188111
REF.
)41*18
To
85(9(8
X1
BATTERY
MASTER
RELAY
1.
8318
BATTERY
8818(8
Psants
RLLAY
x2
8109(8
vl
P3~5C() I
I
I
8´•16(8
,P46Bl(l
8560(8
ps6c~e
825018
I
12
8366(88
851818
RHEOSTAT
RELAY
L,,~J
re
ts0r:
SWITCH
211
FUSE
I
PYOI)
AUDIO
AMPLIFIEA
0--
ps nteNps rts
OVERVOLTAGE RELAV
8160(0
832618
Plen~B1
856611
B2
Pson~sn
mausPMloEn
tcr.
COYM
1
N*V
t
COY~
21
2
5
1
STANDBY
GENERATOR
NLV
rsspt8
I-
O
O
r
RESISTOR
81(918
NAV
COMMI
"’~’"1
20
GA---~
RESISTOR
IPq"’"
DIODE
1 PS?Bta
I
I 1L\TAANSISTOR
ro
NAV 2
I
ZENER DIODE
20CPI
8846
ps2n~s
20 GA
1
2066
~OAV
TERMINAL
BOARD
1
TO AVIONICS
81(011
looa
7
I
20 69
TO
COMM Z
I
A
I
GROUNDEDTO
STRUCTURE
TRANSISTOR
BVSBAR VSEO
1973 MODE L
2099
TO
COMM
20 Cd
I
I
8539(8
1
35369(0)1
i,_ _I
NAV
COMM 2
Figure
14-41.
Standby
Generator
E-281, E-329 thru E-162 except E-710
1456
B8
TO
ALTERNATOR
r
L6B20
d
SELECTOR
LIGHT
F33-369.313
Figure
14-42. Fuel Selector Light
E-226 thru E-476
TO
ALTEINA’TOII
L6820
WHITE
WHITE
nL6C2ON4
FOEL
SELECTOR
LIGHT
LbA20N
1
Figure
14-42
111.16.-.1.
Fuel Selector
Light
except
6-477 thru 6-762
68
6-710
14-57
BUS 3AR
LANDING GEAR POWER
CIRCUIT BREAKER
E-391 ONLI
2AIZ----f
204
I
Inroow
7
T-H~2AION-t;-BLACK--.
lnIOOW
ORANGE-:
I’
*IPI
r-;1
tONDL~IONES]
-H28BIO--
O
SWITCH
LOWI
121100W
"a
Hzs’nio
31
In i
t
H29A10
I
H27A1
AIR CONDITIONER
_
_
_J
_
EVAPORATORBLOWER
RED
Z8A10
121
BLOWER
~EO
_
lol
I
CONDITIONER
-BLACK-
loloowl
j
AIR
29410
ORANG
33s~ncr
I
H’GWI
CIRCUIT BREAKER
18
ZbAlo
r~911
301
H26s10
I
OFF
b~liP´•ObAiB
,I
5]
FUSE
211813~1011
37a1
1
61
L-
riSo-i~
I
THROTTLE
SWITCH
1
IOA
OI.W
NC
----O~-rBLU
I
I
ANC
L--J
LU__I
LOW PRESSURE
SWITCH
HIGH PRESSURE
SWITCH
3311
RH LANDING GEAR
POSITION SWITCH
5
H35A18
)6_
i
H33E1
BLACK
L51~2
r
i:
DIODE
COMPRESSOR CLUTCH
fO LANDING
REF TO ALT OUT LIGHT
GEAR POSITION
1
DIODE
D1
INOltAJOR
33F18--CH33C1
’10
I
LANDING
I
O
GEAR
FLIGHT POSITION
LH SOUAT
SWITCH
SWITCH
H30B18
(PARTlAL OPEFI)
CLOSED
8
10
RED
3
11
Ib,,,
1
PIPDZO
I~
1
001
_CWHIT~
DOOR
LIGHT
RESISTOR
_j
CONDENSED
1
LH LANDING GEAR
ODOP
POSITION SWITCH
OPEN LIGHT
5
O
ICLOSED
TO ALTERNATOR
t
NAVIGATION LIGHT
1208
REF
L
i
CI
OPEN
BREAKER
ALTERNATORl
H31P~IB
CTVITOI;
COND
2
)OI~-P19
=IYr 6
r-snFsn20--/
CIRCUIT
CONDENSOR(
IIC~1CF
LIGHT
-1
~t"o
NC
4
6
r"
~H43A20N--eH43B20---4
I-
~----n42A20
H42820
L____~
_L
CONDENSER DOOR
POSITION SWITCH
DIMMING
RELAr
SHOWN 1N GEAR DOWN L LOCKED THROTTLE
BACK AND III CONDITIONER OFF
ngure
16-66.
~uaPao
Air Conditioner
E-391, E-716, E-732 thru E-762
1658
812
OVERHAUL AND REPLACEMENT SCHEDULE
overhaul and replacement rimes designated herein are but guideiines, NOT
MANDATORY REQUIREMENTS. Climatic conditions, maintenance practices, and other
factors may either extend or decrease these times. In the fmai analysis, adjustments in the
overhaul and replacement periods should be determined by inspection findings and
All
seN1Qng expenence.
no way to be construed as a warranty or en~ne life
basis. The TBO recommendation is based on the projected time for the most
A TBO recommendation is in
proration
advantageous initial overhaul. The individual operator’s experience may indicate
departure in either direction from the recommended TBO for the particular operation.
B2
a
15-1
Ray~heonAircraft
BEECH BONANZA 36 SERIES SHOP MANUAL
Manual Affected:
BEECHCRAFT Bonanza
instructions:
insert this page
Reason:
Revise text under OVERHAUL AND REPLACEMENT SCHEDULE.
Shop
facing page
Manual
15-2
(B11)
(36-590001-3B)
of Section 15.
OVERHAUL AND REPLACEMENT SCHEDULE
ITEM
OVERHAUL OR REPLACE
LANDING GEAR
Main Gear
On condition (Leaking or collapsed struts that
cannot be corrected by seal replacement will
constitute the "On condition" requirement. Any
pitting, corrosion, cracking, distortion or visible wear
noted during the seal replacement will also
constitute the requirement for an overhaul.)
Nose Gear
On condition (Leaking or collapsed struts that
cannot be corrected by seal replacement will
constitute the "On condition" requirement. Any
pitting, corrosion, cracking, distortion or visible wear
noted during the seal replacement will also
constitute the requirement for an overhaul.)
Actuator
Assembly
Gray
and green color actuators every 2,000 hours.
White color actuators every 4,000 hours.
Page
Temaatarv Revisi6n Na. 15-1
or?,
1 of 2
RaytheonAlrcraft
BEECH BONANZA 36 SERIES SHOP MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
Page
n~,
2 of 2
lot
Tnmnnrnrv RF?visinn Nn
1Fi.l
OVERHAUL AND REPLACEMENT SCHEDULE
ITEM
OVERHAUL OR REPLACE
LANDING GEAR
Main gear
Every 2000 hours
Nose gear
Shimmy dampener
Every
Every
Every
Every
Every
Wheels and tires
On condition
Brake
assembly
On condition
Brake lining
Master cylinder
On condition
Actuator
assembly
Retract motor
Retract motor brushes
2000 hours
2000 hours
2000 hours
500 hours
1000 hours
On condition
Shuttle valve assembly
On condition
Parking
On condition
brake valve
All hose
On condition
POWER PLANT
’Engine (E-I and after)
Engine (EA-I and after)
Turbocharger and wastegate
Every 1500 hours
Every 1400 hours
Every 1400 hours
Engine
vibration isolator
Exhaust
condition
On condition
mounts
On condition
svsrem
Starter
Inspect
replace
at
engine overhaul,
on
overhaul
or
condition.
On condition
Alternator
Oil cooler
On condition
A~opeller ~E-l
and after)
(repiace when contaminated)
engine overhaul but not
At
to
Propeller (EA-I and after)
Propeller controls
Propeller governor
exceed 1500 hours
Every 1400 hours
or
3 years
On condition
engine overhaul
Every 1200 hours
At
Pressure pump
rZfl hose nor carrying flammable
On condition
AII hose
Ar
Standby
Standby
Standby
or on
On condition
Engine controls
liquid
carrying flammabie liquid
engine overhaul
generator
1500 hours
generator (IJ or 38 volt system)
generator brushes (28 volt system)
500 hours
or
5 years
1500 hours
FLAPS AND FUGHT CONTROLS
Fight controls
On condition
Elevator tab
On condition
flap
Flap
Flap
Flap
Flap
actuator
motor
and drives
Every
motor
brushes
On condition
2000 hours
Every 2000 hours
Every 2000 hours
Every 2000 hours
gear box
actuators
flexible shaft
IVOTEr Please
see
the
TEMPORARY
that revises this
page.REVISOE/
811
OVERHAUL AND REPLACEMENT SCHEDULE
(Cont’d)
OVERHAUL OR REPLACE
/TEM
FUEL SYSTEM
Fuel Cells
On condition
Wing fuel quantity
transmitters
On condition
Fuel cell drain valve
On condition
Fuel system check valves
Fuel selector valve
On condition
Inspect
every 600 hours
Fuel boost pump
Overhaul every 1200 hours
Every 1200 hours
All hose
On condition
not carrying flammable liquid
carrying flammable liquid
All hose
At
engine overhaul´•or 5 years from
delivery, whichever occurs
date of
first
INSTRUMEHTS
On condition
Turn coordinator
24 months per FAA Directive
Altimeter
Every
Directional g~o
Gyro horizon
On condition
Gyro pressure gage
Engine gage units
Airspeed indicator
On condition
On condition
Rate-of-climb
On condition
Fuel flow/manifold pressure indicator
Tachomtter
On condition
Clock
On condition
Flap position indicator
On condition
Fret air temperature indicator
All hose
On condition
On condition
On condition
On condition
On condition
Every 500 hours
Pressure system filter
Air pressure regulator valve
On condition
ELECTRlCAL SYSTrFA
On condition
relay
relays
Voltage regulator
Battery
master
On condition
An other
On condition
Starter
On condition
Battery ~Emcrgency LoMtor Transmitter)
Replace
stated
at
on
50% of useful life las
the battery) or any time
transmitter is used
more
than
one
cumulative hour.
MlSCELLANEOUS
Hand fire
extinguisher
Inspect
every 12
months, recharge
as
necessary
Cabin heating and ventilating ducts
Oxygen regulator
Oxygen cylinder (iight weight)
On condition, inspect every 12 months
Every 48 months or 2000 hours
Hydrostatically test every 3 years and
replace every 24 years (ICC Regulation)
Air conditioner filter
On condition
Air conditioner compressor
Wing attach bolts
On condition
Replace
initial
10 years after the
inspection
or on
condition. See Section 3.
Refer
813
to
Teledyne Continental Motors Sentice Bulletin M74-20
Rev. 1 dated November 7, 1974
or
later issue.
15~
100-HOUR INSPECTION GUIDE
NOTE
Corporation strongly recommends that the
airplane
inspected at 100-hour intervals rather than
annually. The 100-hour interval between performance of
the procedures specified herein should NEVER be
exceeded by more than 10 hours, and then only if the
additional time is required to reach a place where the
inspection can be satisfactorily accomplished.
Beech Aircraft
be
This
inspection procedure meets the intent
Appendix D.
of
FAR 91.169 and Part 43
owner or operator is primarily responsible for
maintaining the airplane in an airworthy condition,
including compliance with all applicable Airworthiness
Directives as specified in Part 39 of the Federal Aviation
Regulations. It is further the responsibility of the owner or
operator to ensure that the airplane is inspected in
conformity with the requirements of Parts 43 and 91 of the
Federal Aviation Regulations. Beech Aircraft Corporation
has prepared this inspection guide to assist the owner or
operator in meeting the foregoing responsibiliries. This
inspection guide is nor intended to be all-inclusive, for no
such guide can replace the good judgment of a certified
airframe and powerplant mechanic in the performance of
his duties. As the one priman~ly responsible for the
The
airworthiness of the
airplane,
the
only qualified personnel
select
operator should
maintain the airplane,
owner or
to
While this
guide
be
may
used
as
an
outline, detailed
information of the many systems and components in the
airplane will be found in the various sections of this manual
(especially Sections i, 2, and IS) and the pertinent vendor
publications. If is also recommended that reference be
made to the applicable Maintenance Handbooks, Service
Instructions, Service Letters, Service Bulletins,
Installations Instructions. and Vendor’s Specifications for
torque values, clearances, settings. tolerances, and other
It should further be verified that all interior
requirements.
and exten~or
placards
in the final
the
or
owner
legible and in place during the
analysis, it is the responsibility of
are
inspection.
operator
to
ensure
that the airframe and
powerplant mechanic inspecting the airplane has access to
the previously noted documents as well as to this inspection
guide.
NOTE
Additional
inspection forms are available under
or subsequent revision.
NOTE
Part Number 98-322270
In addition
The rime
periods for
the
inspections
noted in this schedule
normal usage under average environmental
conditions. Airplanes operated in extremely humid tropics,
are
or
based
in
more
on
exceptionaily cold, damp climates, etc., may need
frequent inspections for wear, corrosion, lubrication,
lack
and/or
of maintenance.
to
the
compliance with
requirements specified in FAR Parts 91.170
24-month intervals in
his
own
Bll
the
and
Regulations,
Under these adverse
inspection periods based on the contingencies
experience. A IOO-hour inspection MUST be
accomplished within each 12-month period for compliance
´•H´•i~h the Federal Aviation Regulations. To the extent that
the airplane is operated in excess of 100 hours per year,
set
this
91.177 under Title 14 of the Code of Federal
CAUTION
conditions, perform periodic inspections in compliance with
this guide at more frequent intervals until the operator can
of field
inspections prescribed by
schedule, the altimeter system and all ATC
transponders MUST be tested and inspected at
After
the
first twenty-five hours of
operating time,
a
new,
engine
or
newly overhauled engine should be given the
100 hour inspection including draining and
renewing lubricating oil.
No. 1
I
No. 2
1
No. 3
100 Hrs.
I
ZOOHrs.
I
300Hrs.
OPERATIONAL INSPECTION
I
I
X
X
I
I
X
X
I
I
X
Fuel Pressure
Cylinder Head Temperature
I
X
I
X
I
X
Aiternator Output...........,.,.........,..................................
I
I
j
X
X
I
I
I
X
Propeller Operation
Oil Pressure and Temperature
X
I
I
I
X
Magnetos..........,........,..,....................................,.........
I
X
X
I
X
Power Check
I
X
I
X
I
X
I
X
I
X
I
X
Standby Generator
Heating and Ventilating System........................................
I
X
I
X
I
X
idle RPM and Mixture
f
X
I
X
I
X
Idle Cut-Off
I
X
i
X
I
X
1
X
I
X
I
X
Engine Controls
Quantity Gages
Auxiliary Fuel Pump
I
I
X
I
I
X
X
I
I
X
X
I
X
I
X
I
X
Fuel Tank Selector
I
I
X
Starter
X
X
X
X
X
X
X
X
Ignition Switch Rotate the i~ition switch through the OFF
position to the extreme limit of its navel, if the engine stops
firing the switch is nonnal. IF THE ENGINE CONTINUES
TO R~TN WT~H THE SWTTCH HELD IN THE PAST OFF
position refer
February,
Bendix Service Bulletin No. 583 dated
to
1976...,..........................................................
All
Fuel
X
X
I
X´•
Ah Lights
X
I
X
Radio OKration...........~.,.........,.....,.....................,.......
X
I
X
I
X
X
X
Flaps
I
X
I
X
I
Pitot Heat
I
X
I
X
I
X
Brakes
I
X
I
X
I
X
Emergency Exit Hatch Check the emergency release handle
assembly for proper operation. Check that the
hatch moves out freely. Check complete hatch assembly for
condition and all moving pans for operation. With the hatch
installed, check for proper latching and seal.
I
X
I
X
I
X
X
I
X
and latch
Emergency
Check for proper
Locator Transmitter
I
X
NOTE
Tune radio
UHF, then
for
one
in ARM
´•gen
1~2
to
121.5 MHz
turn
signal. Turn
position.
System
on
VHF
ELT switch
to
or
243 MHz
on
ON and monitor
ELT switch OFF, then
place
I
Check all moving parts
twice a year.
Bli
No. 1
I
No. Z
I
No. 3
100 Hrs.
1
200 Hrs.
1
300 Hrs.
I
I
x
I
X
POWER PLANT
Nacelle Skin.................................................................
Nacelle Structure
I
I
Cowling........~....,.........................................................
I
X
Court
I
X
I
X
I
X
Covn Latch Rig..................~...................,......................
f
X
I
X
I
X
I
X
I
X
Plumbing
I
X
I
X
I
X
Brake Fluid Reservoir
1
X
I
X
I
X
X
I
X
I
X
Induction System and Air Hlter........................................
I
I
X
x
X
Alternate Air Valve..........
I
X
i
X
I
X
spark Plugs..........~...,,..................................................
Engine OilSump
I
I
X
X
X
I
I
X
X
I
I
tPropelIer................................................,...................
Propeller Spinner
I
X
I
X
I
X
I
X
I
X
I
X
I
X
I
X
j
X
X
I
X
I
X
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X
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X
X
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X
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X
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X
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X
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I
X
X
X
I
I
X
X
X
I
X
X
I
X
Exhaust
System
Inspect turbocharger
X
X
compressor wheel
for broken blades and freedom
of
~urbocharger Wastegate
Turbocharger Exhaust and Induction
7urbocharger System
Hearer Muff (See Chanter ]O)
Engine Heat Shields and Baffles
Check for cracks and location
Cowling
Seals
They
should
curve
X
I
X
X
toward
I
X
Cylinders and Baffles.............,.......................................
Ignition Harness............................................................
I
I
X
I
I
X
X
I
I
X
X
Alternator See Service Instruction No. 054~-359 Rev 1
I
X
I
X
I
X
Standby Generator
I
X
I
X
I
X
Oii Cooler..............~.....................................................
I
X
I
X
I
X
X
I
X
I
X
the air
Engine Accessories.,......................................................
Electrical Wiring and Equipment
I
X
I
X
All IXains and Plugs...,.......,...,........,..............................
X
X
I
I
X
Pressure Pump Intake Filter.............................................
I
I
Engine Mounts
I
X
Control Connections
I
X
I
X
I
I
Air
Conditioning
Check belt for tension and
condition
Exhaust System
Cabin Heater System
Bll
X
X
X
X
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1
X
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X
I
X
I
X
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X
I
X
X
X
X
j
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X
X
X
frayed or worn
X
I
1
No. 1
100 Hrs.
No.
3
7-00 Hrs.
1
1
No. 3
300 Hrs.
CABIN
I
I
I
X
Structure
I
I
I
X
Cables and Pulltys..............~..........................................
I
I
x
Landing Gear Gearbox and Actuating Linkage.....................
Flap Motor and
Auxiliary Fuel Pump
I
I
I
X
I
X
X
I
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X
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I
X
X
I
X
X
x
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X
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x
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x
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x
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x
Seats and Seat Belts
Instruments and Instrument Panel.....................~...............
I
I
I
X
Oxygen
I
X
I
X
I
X
Fuel Selector Valve
I
X
I
X
I
X
Pressure
I
X
I
X
I
X
Brake Master Cylinders and Parking Brake Valve.......,.........
I
I
RudderPedals
Control Column
Engine Controls
Electrical Wiring and Equipment
Plumbing
windows and
System in-line Filter
x
x
x
MI1NGS
I
I
I
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I
I
X
Structure
Access Doors
I
I
I
X
Skin.................,.................,.................................,.....,
X
I
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I
X
Ailerons
I
I
I
X
Fuel 7anks, Caps and Vents (See Service instruction No.
0488-281 and No,
1
Plumbing
Electrical Wiring and
Equipment
Flaps and Actuators
I
X
j
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X
I
X
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I
x
x
x
wing bolts for proper torque at the first 100
inspection and at the first 100 hour inspection after
reinstallation of the wing attach bolts.
Check the
Wing Bolts
hour
each
NOSE GEAR
I
X
I
X
Landing Gear Strut
Actuating Linkage
I
X
I
I
X
X
X
X
Gear Doors and Linkage
I
X
X
I
X
Shimmy Dampener
I
X
X
I
X
Strut Fluid Level.................~...,,.........,..........................
I
I
x
Strut and A-Frame Hinge Bolts
I
X
Visual Indicator.........................,..................................
static Cable
16-4
(If installed)
1
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X
WheelandTire
X
I
X
X
I
X
I
X
X
I
X
1
X
X
Elf
No. I
I
1
No. 3
100 Hrs.
I
200 Hrs.
1
300 Hrs.
X
I
I
X
I
I
X
No.
7
IAAIN GEAR AND BRAKES
Brake
Lining and Disc
I
I
Wheels and Tires..............,............................................
Landing Gear Strut
X
X
X
X
X
X
Actuating Linkage
Gear Doors and Linkage
I
X
I
X
I
X
I
X
I
X
I
X
Strut Fluid
I
i
x
Hinge Bolts........................~......................
I
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X
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X
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X
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X
"MAIN GEAR OPERATION
Doors
I
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x
Position Lights.....................................................,........
I
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x
Warning Horn...............................................................
j
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x
Uplock Cable Tension
Emergency Extension
I
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x
I)o\s~nlock ~ension...........................................,.............
I
I
x
Uplock Rollers........,.................,...~...,..,........................
Rigging Clearance................................
Safety Switch
I
General
x
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X
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x
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x
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x
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x
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j
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x
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x
Structure
Cables and hil eys.............................~........,............,.....
I
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x
X
Actuator Gear Box:
Operation
"NOSE GEAR OPERATION
Doors
1 I
~isuallndicator(lf Instalicd)
Nose Gear
X
Up Tension
Downlock Tension.........................................
.........__..
REAR FUSELAGE AND EMPENNAGE
Skin...................,........................................................
x
Control Surfaces
I
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X
TrimTabs and Actuators.................................................
I
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X
Static Ports
I
I
X
Plumbing
I
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x
Electrical Wiring and Equipment
I
I
I
x
Drain Static Lines..............,...........................................
I
X
X
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X
i
X
X
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X
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X
X
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X
X
I
1
X
GENERAL
Airplane Cleaned and Seniced.........................................
Airplane Lubricated in Accordance
Lubrication Chart..........................................................
Bll
with
Shop Manual
I
185
For
a
complete
annual
or
inspection of the airplane all items
on
the
airplane
that
are
noted
on
this guide should be
inspected.
tCheck the tip of the blades and shank of the blades for evidence of lightning strikes. If evidence of lightning strike, check the
of entering or leaving the blade for hardness. The inside and outside shank area should be checked for arcing. In all
cases of lightning strikes the thrust bearings should be replaced, soft blades rejected, and all steel parts demagnetized.
area
*First 100 hours and
ascertain that the
every
200 hours thereafter,
position lights operate
complete landing
place
the
on jacks and cycle the landing gear while checking
landing gear position. Check condition and operation
airplane
in conjunction with the
gear system.
ELECT~RIC PROPELLER DEICER
50 HOUR INSPECTION
clamp and clip, reposition
point
and
correcting such defects
inoperative:
To extend the life of the lead strap between the
the bend in the strap at a
d.
hub
The various components of the propeller deicer system
should be inspected every 50 hours for the appearance of
defects. The following inspections may provide a means for
detecting
to
of
before
they
least 1/2 inch from the
at
existing location of the
bend.
e.
worn or
Check for damaged brush
damaged brushes.
rods
or
springs
and for
render
the deicer system
100 HOUR INSPECTION
Lock the brakes and operate the engine at near
take-off power. Turn the deicer systems switch ON and
a.
observe the ammeter for at least 2 minutes. if the ammeter
needle does
not rest
uithin the shaded band
(except for
a
30 second intervals when the step switch of the
timer c~vcles) refer to the troubleshooting chart for the
flicker
at
probable
sources
b.
of trouble.
~ith the
engine shut off,
ON and feel the deicer boots
on
turn the
deicer switch
propeller for the proper
The presence of local hot
the
sequence of heater operation.
spots indicates sen’ice damage to the deicer
should be
repaired before
more
serious
heaters, which
damage develops.
Check for radio noise or radio compass
a.
interference by operating the engine at near take-off power
with the radio gear turned on. If, under these conditions,
noise or interference occurs when the deicer switch is ON
disappears when the switch is OFF, refer to the
troubleshooting chart for the probable source of trouble.
Check all clamps, clips, mountings, electrical
b.
connections and connectors for tightness and electrical
soundness. Check also for loose, broken or missing safety
and
wire.
following the instructions of step b.,
propeller back and forth to prevent
arcing between the brushes and slip ring.
Whiie
move
the
or torn
moving the propeller, make certain that
ignition sHitch is off and that the engine has
cooled completely. There is always some
danger of a cylinder firing when a propeller is
Before
the
moved.
c.
doors
Remove the
pertaining
to
the
spinner dome and open all access
wiring and components of the deicer
system. Turn the deicer switch ON and station an assistant
in the cockpit to observe the system ammeter. Flex all
accessible wiring, particularly the lead straps, leads from
the slip ring assembly, and the firewall electrical connectors
the
at
damaged
particularly
around the outboard end
point
areas
or
if the rubber is found
to
be
tacky,
deteriorated las from contact with oil or solvent
fluids), replace the damaged deicer boot.
d.
Check that the hub clamps are tight. Inspect for
swollen
or
see that the cushioning
missing or damaged in the area under the
hub clamp or on the edge of the spinner dome. Manually
operate the propeller from "high pitch" to "low pitch"
while checking that the deicer lead straps do not come
cracks
WARNlNG
check the deicer boots for wrinkled,
areas,
where the strap passes under the hub
clamp. Look for abrasion or cuts along the leading edge of
the flat or thrust face. If the heater wires are exposed in
and
CAU770N
Closely
c.
loose
or
other damage. Check to
material is not
under tension.
Check the slip rings for gouges, roughened
e.
surfaces, cracks, burned or discolored areas, and for
deposits of oil, grease or dirt. Clean greasy or contaminated
slip rings with CRC-2-26 solvent (a product of Corrosion
Reaction Consultants, Inc., of Philadelphia, Pennsylvania).
a cleaning, allow a run-in time of 5 hours
engine operation before turning on the deicer system.
After such
f.
If
uneven wear or
of
wobble is detected, check the
and their
slip rings to the prop shaft with a dial
indicator. While turning the prop to check the slip ring
alignment, push in on the prop to eliminate play in the
propeller thrust bearing. If the runout over 360 degrees of
the
rotation is
wiring. Any movement of the amneter, other than
c~cling flicker that occurs at 30 second intervals,
indicates
a
conrcted.
16´•6
short
or
open circuit that must be located and
alignment
of the
over
0.005 inch
or
if
exceeds 0.002 inch, refer to the
over
any Cinch
paragraph
on
are
it
Slip Ring
Ali~unent.
Bll
Examine the brush
g.
mounting bracket and housing
CAUT/ON
for cracks, deformation, or other indications of damage.
Make sure that connections are fight and that the leads are
nor
chafed
or
While
binding.
move
h.
Check to see that each brush rides fully on its slip
ring over 360 degrees of rotation. If the brush is not
properly aligned, add shims under the brush block or
elongate the holes in the mounting bracket to raise or lower
the brush block to the proper position. if the brushes ride
BOTH high and low with respect to the slip rings in 360
degrees of rotation, the slip ring assembly is eccentrically
mounted and the spinner bulkhead must be replaced.
i.
Check for proper spacing between the brush
block and slip rings as indicated in Deicer Brush
Replacement. If this distance is not within the specified
limits, loosen the mounting screws and reposition them in
the elongated holes until the block is properly positioned. If
necessary, add shims between the thrust bearing plate and
mounting bracket until the brush block is properly located,
Estimate the contact angle of the brush block in
j.
relation to the slip rings. If this angle is not approximately 2
degrees, as indicated in Deicer Brush Replacement, loosen
the mounting screws and reposition the brush block until
the proper angle exists between the brush block and slip
rings. The spacing established in Figure 11-4 must also be
maintained after the proper contact angle is established.
k.
With the deicer system operating and a man in
the cockpit observing the ammeter, visually inspect and
physically flex the wiring from the brush blocks to each
component of the deicer system and to the airplane power
supply. Jumps of the ammeter needle (orher than the
arcing
following the instructions of step k.
the propeller back and forth to
prevent
between the brushes and slip ring.
TURBOCHARGER
25 Hours
a.
Visually inspect system for
general condition.
oil leaks, exhaust
system leaks and
50 Hours
a.
Visually inspect system for oil leaks, exhaust
general condition.
system leaks and
100 Hours
Inspect turbocharger
system per the
Remove compressor inlet duct
compressor wheel for nicks, cracks
following
method:
assembly. Inspect the
or
broken blades. Turn
_
momentary flicker that occurs when the timer switches at
30 second intervals) indicate loose or broken wiring in the
area
under examination at´•the
continue
to
moment.
wiring in the area that first indicated
checking the continuity through the individual
Hires of the affected harness until the
located. Use the
deicer
wiring diagram
source
to trace
by hand and feel for excess bearing drag
rubbing against housing. Reinstall air inlet duct.
The oil inlet and outlet ports in center
checked for leaks, and the turbine
condition and
In such instances,
flex the
trouble while
wheel
the
of trouble is
circuitry
system.
of the
b.
the
or
wheel
housing should be
heat blanket for
security.
Check for any interference with linkage between
valve (wastegate) and actuator, its general
by-pass
condition and
security.
Inspect all exhaust system components for worn
or damaged areas, loose clamps, cracks and leaks.
d.
inspect lubrication system components for worn
or damaged areas, loose clamps and leaks. Special attention
should be given to the ducting downstream (pressure side)
c.
of the compressor.
e.
Inspect
reference
WARNING
connections, leaks
or
fuel
for
injection
nozzle
deteriorated
pressure
hose, loose
obstructions.
All fluid power lines should be checked for leaks
f.
Before
and
the
The compressor discharge reference line from the
g.
throttle air valve to the controller should be opened and
moving the propeller, make certain that
ignition switch is off and that the engine has
cooled completely. There is always some
danger of a cylinder firing when a propeller is
moved.
BH
the
manifold,
security.
inspected
cause
for
for oil
leakage from the controller. Any leakage is
replacement of the controller.
187