MERLIN MNSA26AT-TR-C 6420 Training Manual PDF

MERLIN
MERLIN
MODEL
MODEL SA-26AT
SA-26AT
TRAINING
TRAINING
MANUAL
MANUAL
AIRCRAFT
SWEARINGEN
SWEARINGEN
AVIATION CORPORATIQiv
MERLIN IIS-MODEL SA26AT

TRAINING MANUAL
INTRODUCTION
The following information comprises the Description and Operating Principles

for the Merlin IIB Aircraft. The material presented in this manual neither
supercedes nor supplements that contained in any official publications .
For a comprehensive coverage of the aircraft and the Garrett/AIResearch

engines installed, the reader is referred to the Merlin IIB Maintenance Manual,
the Merlin IIB Illustrated Parts Catalog, the AiResearch TPE 331-1-151G
Maintenance Manual and the AiResearch TPE 331-1-151G Illustrated Parts
Breakdown.
The material and illustrations were prepared from the basic aircraft design.
However, since the Merlin Aircraft are undergoing continuous improvements
in design and manufacturing, it is anticipated that the appearance of certain
parts or details may change as new refinements are introduced. These
design changes will be included in subsequent revisions.
SWEARINGENAVIATION CORPORATION
TRAINING MANUAL
TABLE OF CONTENTS ,
INTRODUCTION
TABLE OF CONTENTS
GENERAL INFORMATION
SECTION ONE
Basic Aircraft and Aircraft Related Systems
SECTION TWO
Power Plants and Related Systems
SECTION THREE
Reference Tables and Charts
SECTION FOUR
Environmental Systems
SWEARINGENAyiATION CORPORATIOIN . ..
MERLIN 118 -MODEL SA26AT

TRAINING MANUAL
GENERAL INFORMATION
The Merlin IIB, Model SA26AT, is a pressurized 8 10 place executive

- air-
plane powered by two Garrett AiResearch TPE 331-1-151G fixed shaft turbine
engines rated at 665 continuous shaft horsepower each. The Merlin IIB
cruises at 295 M.P.H. plus and has an economy range in excess of 1700 miles.
The MerlinlIB is an all metal, low-wing, twin engine monoplane with full
cantilever wing and tail surfaces, a semi-monocoque fuselage, pressurized
cabin designed for a normal operating pressure of 7.0 psi, and a fully
retractable tri-cycle landing gear. Dual controls are standard and the tail
group is distinguished by the swept back vertical stabilizer incorporating a
dorsal fin.
FUSELAGE
The jet type cylindrical fuselage of the Merlin IIB is designed to fail-safe
principles using multiple load-paths, low stress levels and'slow crack
growth material. The pressure vessel, designed for an operating pressure
of 7 .0 psi, is proof tested to 9.64 psi, and is fabricated to accommodate
pressurization between stations #51.31 and #406.56. Final assembly is
accomplished by jig mating three primary sections, i.e., Nose Section,
Constant Section, which is made up of four quarter panels, and Tail Section.
Stretched skins are used in areas of compound curves, with skins butt
joined and flush riveted throughout. By enclosing the empennage flight
controls inside the pressure vessel, the high friction normally associated
with control cable seals is eliminated.
There are six 17 X 22 inch windows of dry air sandwich construction located
in the passenger compartment. The 26 X 64 inch airstair entrance door is on
the left side of the airplane while the 19 X 26 inch emergency exit is on the
right .
The three piece windshield has electrically heated flat glass panels in
front of each pilot with a curved panel constructed of a stretched acrylic
sheet in the center. Pilot side windows are constructed of compound
curved stretched acrylic sheets.
SWEARINGENAVIATION CORPORATION .
MERLIN IIB-MODEL SA26AT
TRAINING MANUAL
FUSELAGE (CONT.)
The Nose Section houses environmental components and electronics. The

radome nose cap is of fiberglass honeycomb and will accommodate an 18
inch antenna. The baggage compartment and clothes rack are located in
the aft cabin compartment as is the snack bar and lavatory.
WING
The wing group is composed of the center section and nacelles, the outer
wing panels, the wing tips, the aileron tabs, and the wing flaps. Wings
and center section from Beech Twin Bonanza or Queen Air series are used
and remanufactured by Swearingen Aircraft. All fuel is carried in the
wings which are converted during remanufacture to intregal tanks. The
center sections contain the header tanks from which fuel is delivered di-
rectly to the engines. Tank areas are treated with PR1560M for corrosion
control prior to being sealed with PR1422A2 or B2 sealer. The PR1560M
is compatible with the PRI422 sealer and both are compatible with fuel
additives.
CONTROLS
All horizontal controls are remanufactured from the Beech Twin Bonanza
or Queen Air series. This includes the aileron and wing flaps, horizontal
stabilizer and elevators. The vertical stabilizer, dorsal fin, and rudder
are new Swearingen Aircraft manufactured. All controls are aerodynamic
and mass balanced, and are manually operated from the cock-pit with
dual controls a standard installation item.
LANDING GEAR
The landing gear is conventional tri-cycle operated from a ringle elec-

tric motor through torque shafts, chain and sprocket. Each landing gear
is completely enclosed, when retracted, by Swearingen manufactured,
mechanically operated wheel well doors. A manual extension system is
provided should the electrical system fail. Struts are the conventional
air/oil type the nose strut being modified to accomodate
, the Swearingen
designed electrical nose gear steering. Main gear wheels and brakes
are manufactured by B.F. Goodrich. The brakes are hydraulic disk type
and are self adjusting.
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SWEARING AylATION CORRORATION
EN
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TRAINING MANUAL
INTERIOR
The Merlin IIB interiors are Swearingen designed to give the utmost in
comfort, while remaining light weight for the greatest weight savings.
Interiors are part of the standard equipment and are complete, the only
option being the installation of a second card table .
SCHOOL NOTES
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SWEARINGEN AVIATION CORRORATIOI.V .
MERLIN flB-MODEL SA26AT
TRAINING MANUAL
AI RFRAME
Length 40 ft. 3/8 in.

Height 14 ft. 13/32 in.
Span 45 ft. 10.5 in.
Wing Area 279.74 sq. ft.
Aspect Ratio 7.51
Mean Aerodynamic Chord 77.80 in.
Wing Flap Area 37.80 sq.ft.
Aileron Area 13.89 sq.ft.
Horizontal Tail Area 64.74 sq.ft.
Vertical Tail Area 34.04 sq.ft.
Cabin Width 9 † 3 62 in. e +7
Cabin Height ¿ 4 gá 59 in.

Cabin Length (Overall) 255 in.
Cockpit Length 57 in.
Lavatory Length 65 in.
Main Entrance Door 26 X 64 in.
Windows (6 ea.) 17 X 22 in.
Emergency Exit 19 X 26 in.
'
Pressure Differential 7.0 psi
Design Gross Weight 10,000 lb.
Design Empty Weight 6,150 lb.
Landing Weight 9,300 lb.
Ramp Weight 10,062 lb.
Wing Loading (Gross Weight) 35.8 lb/sq.ft.
Powerloading (Gross Weight) 7.52 lb/hp.
ENGINES
Manufacturer Garrett/AiResearch
Model TPE 331-1-151G
Ratings (Sea Level) to 75°F.
Take-Off 665 SHP 705 ESHP-
Max. Continuous 665 SHP 705 ESHP-
Fuel Consumption 0.603 lb/ESHP/hr.Max.

Oil Consumption 0 .02 Gal/hr.
Engine TBO 2¾. 30°°
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SIMEARINGEN
AVIATION CORRORATIOIV
TRAINING MANUAL
PROPELLERS
Manufacturer Hartzell
Type Three blade, full feathering reversible
PERFORMANCE
Cruise @ 15,000 ft. 295 MPH

Range with 386 Gals. @ 27,000 ft. Ï785 mi.+
Rate of Climb (Two Engines) 2, 570 ft./min.
Service Ceiling 29,900 ft.
Single Engine Service Ceiling .
12, 500 ft.
Stall Speed (Gear & Flaps Down) 87 MPH
Take-off Distance (Over 50 ft. obstacle) 2, 600 ft.
Landing Distance (Over 50 ft. obstacle) 2,600 ft.
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SWEARINGEN
AVIAflOIV CORPORATICIV

TRAINING MANUAL
EXTERIOR DIMENSIONS
172.
'I 1 38 "
- -.
--
550.5"
--- 88 .0" D
15 3.0"
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SWEARINGEN
AVIATION CORPORATION
TRAINING MANUAL
BASIC AIRCRAFT
AND
AIRCRAFT RELATED SYSTEMS
SECTION I
SINEARINGEN
AVIATION CORRORATION

TRAINING MANUAL
SECTION ONE
BASIC AIRCRAl'T & AIRCRAFT RELATED SYSTEMS
TAßLE OF CONTENTS
PACE
SIC AIRCRAFT 1-1

Structure Repair .1-1
Seating 1-2
Main Cabin Entrance Door 1-2
Cockpit and Cabin Windows 1-4
Stretched Acrylic Windows 1-5
Cleaning Cabin Windows, Cockpit Side
Windows and Center Windshield 1-5
Polishing and Scratch Removal 1-6
Inspection of Acrylie Windows 1-7
Cabin Window Inner Pane 1-8
Cabin Window Guter Pane, Cockpit Side
Windows & Center Windshield Panel 1-8
I:I entrical Ly Iteated Class Windshield 1-9
Cleaning Glass Windshields L-9
(perating Procedure 1-9
Windsble la Construction 1-10
Insportion of GLass Windshields 1-10
Seratches L-10
Cracks L-ll .
Unbb l es 1-11
Delamination 1-11
Apµroved An tenna Loca t ions 1-12
Cockpit Instruments and Controls 1-13
CCTR ICAL SYSTl:M 1-20

Etertrical System Description 1-20
Generator overload and Overvoltage System 1-20
Start System 1-24
Starter-Generators 1-24
Batteries 1-24
Series-Parallel Relay 1-24
Parallel Start Relay 1-24
#1 Start Control Relay 1-25
#2 Start Control Relay 1-25
Starter Relay l-25
Dil Vent Valve 1-25
Propeller Unfeather Pump 1-25
Battery Relay 1-26
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SWEARINGEN
TRAINING MANUAL
TABLE OF CONTENTS
(CONT.)
PAGE
MAIN WilEEL BRAKE SYSTEM 1-94

Brake Installation and Operations 1-94
Main Landing Gear Wheels 1-101
DE-ICE/ANTI-ICE SYSTEMS 1-105
Surface De-Icer ßoot System 1-105
Distributor Valve 1-105
Propeller De-Icing System l-lll
General Description 1-111
De-Icers 1-112
Slip Rings -
Brushes & Brush Block 1-112
Timer 1-112
Trouble Shooting 1-113
Timer Check 1-113
De-Icer Resistance Check 1-114
Brush Block Resistance Check 1-114
Control Switches 1-114
Windshield lleat 1-116
Windshield Wiper System l-ll8
Adjust Parking of Wiper Blades 1-110
I:lectrie Motor 1-119
Flexible Drive Shaft Assembly 1-120
Converter 1-120
Drive Arm Assembly 1-120
Blade Assembly 1-121
Cockpit Do-Fog System 1-122
WARNING SYSTI:MS 1-123

Stall Warning 1-123
Cabin AI.titude Warning 1-124
Cabin Door Warning Light 1-125
PITOT/STATIC SYSTEM 1-127

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SWEARINGEN AVIATION CORRORATION
MERLIN 118-MODEL SA26AT

TRAINING MANUAL
SECTION ONE
LIST OF ILLUSTRATIONS
ElGURE TITLE PAGE
l-1 Rivet Code 1-1

1-2 Cabin Door Latch Assembly 1-3
1- S Cockpit K Ca'bin Windows 1-4
1-4 Craze Depth 1-7
1-5 Windshield Cross-Section 1-10
1-b
Antenna Locations 1-12
1-7 ßasie Instrument Panel 1-14
L-8 R.II. Consolo 1-15
1-0 L.II. Consolo 1-15
1-10 L.ll. Switch Panel 1-16
1-L1 R.ll. Switch Panel 1-16
1-12 Pedostal, Top Section 1-17
1-13 Pedestal, Center Section 1-18
1-14 Pedestal, llottom Section 1-19
1-15 Simplified Russ System 1-22
I-16 Generator Control Schematic 1-23
L-17 Simplified Start System Schematic 1-33
I-17A Battery Master UN 1-34
J-l7ß 0 -
10% R.P.M. Ground Start 1-35
L-17C LU -
50% R.P.M. Ground Start -
Battery Only 1-30

L-17D 10 -
50% R.P.M. Ground Start -
APU or Gen. Operating 1-37

1-L7f' 0 -
50% R.P.M. Air Start 1-38
I-L7F Start Test -
Unfeather Test & Engine Stop 1-39
1-18 A.C. Power System Schematic 1-42
I-19 I:xterior Lighting 1-48
1-LUA Cockpit Lighting - Non-essential Buss 1-49
1-198 Cockpit Lighting -
Essential Buss 1-50
1-19C Cabin Lighting 1-51
1-20 Contral Cable Pressure Seal 1-53
J -2L Aileron Control System 1-55
1-22 Control Column Assembly 1-50
1-23 Aileron ßalancing 1-57
1-24 Rudder Control System 1-59
L-25 Rudder Pedal Installation l-GO
L-26 Rudder Balancing l-Gl
L-27 Elevator Control S:ystem l-63
1-28 Elevator Walking Beam l-64
1-29 Elevator Bellerank Assembly 1-65
L-30 Elevator Balancing 1-66
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SWEARINGEN.
AglATION CORRORATION... .....

TRAINING MANUAL
(CONT.)
FIGURE TITLE PAG_E
1-31 Elevator Down Spring l-69

1-32 Down Spring Installation 1-70
l-33 Down Spring Electrical Schematic l-71
l-34 Trim Tab Control System 1-72
1-35 Pedestal Assemb.ly 1-73
1-36 Cable Tension Vs. Temperature 1-74
1-37 Control Travel Limits 1-75
1-38 . Flap Drive System 1-78
l-39 Flap System Electrical Schematic 1-79
l-40 Landing Cear Retract System 1-83
l-4l Landing Gear Electrical Schematic l-84
1-42 Flap & Gear Position Indicator 1-85
l-43 Nose Cear Steering Control 1-89
l-44 Nose Gear Steering Switch Installation 1-90
l-45 Nose Guar Steering Drive Installation l-9l
1-46 Nose Cear Steering Simplified Schematic 1-92
1-47 Turn Radius & Limits 1-93
l-48 Inspection Limits 1-94
1-49 ßrake Adjuster 1-95
l-50 . Brake Assembly l-97
l-5l Master Cylinder 1-100
1-52 Brake System l-100
l-53 Main Whee.I Assembly l-l02
1-54 Surface De-Icer Boot 1-105
l-55 Solenoids De-Energized 1-106
1,56 "A" InElation =
"B" Deflation l-lO7
l-57 De-Icer System Electrical Schematic l-109
1-58 Surface De-Icer System Installation l-llO
1-5'J Propeller De-Icer Cycling l-lll
1-60 Resistance Table l-ll4
1-Gl Propeller De-Icing System Components 1-115
1-62 Windshield lleat Schematic l-ll7
1-63 Windshield Wiper System Schematic l-ll8
l-64 De-Fog System Schematic l-l22
1-65 Schematic, Stall Warning l-l23
1-66 Schematic, Altitude Warning 1-124
1-67 Schematic, Door Warning l-l25
1-68 Annunciator Panel l-l26
l-69 Schematic, Pitot/Static System l-l28
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S IMEARI AVIATION CORRORA
NGEN flON .

TRAINING MANUAL
STRUCTURE REPAIR
The structural repair methods used on the Merlin IIB aircraft may be
in accordance with Advisory Circular 43.13-1 & 43.13-2. In the
pressurized area, all skins, formers, stringers, etc., are structure -
members and should be treated as such. Drilling, modification, or

any type of work which creates a break in the pressure vessel is con-
sidered the responsibility of the owner, or facility performing the
work, in obtaining approval of the work.
Skin replacements should be made from material of the same thickness.

Patches should be of the next thicker material with at least two
staggered rows of rivets in the faying area of the doubler. All repair
material must be free of any defects such as nicks or scratches which
can cause stress concentrations. Do not countersink deeper than 75%
of the material thickness.
When pressurization is introduced the additional loads imposed on the

window panels requires that they be considered as an intregal part of
the structure. Defect limits are established for windshield and
windows.
The following table contains the identification code cross reference

for the most common rivets used. For complete rivet coding consult
RIVET CODE - NAS 523.
NAS CODE MS NUMBER AN NUMBER
BJ MS20470 AD AN 470 AD
BB MS20426 AD AN 426 AD
AC MS20601 AD ---
AE MS20601 B ---
AA MS20600 AD ---
FIG. 1-1 RIVET CODE
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SWEARINGEN AVIATIQN CORRORATION
MERLIN 118 -MODEL 5A26AT

TRAINING MANUAL
SEALING
In order to maintain pressurization integrity it is important that

proper sealing of the skin and bulkhead seams, doore, etc. be main-
tained. When making a structural repair or modification which
creates a break in the pressure vessel, the mating surfaces must be .
sealed. All other components piercing the pressure vessel or

attached to it must also be sealed. PRC sealer PR 1221-A2 is used
for brush application, PR 1221-82 is used for injection application.
MAIN CABIN ENTRANCE DOOR
While most aircraft have additional structure at the main entrance

door to carry the normal load paths around the door opening, the
Merlin 113 utilizes a unique Swearingen patented latch assembly that
secures the main cabin door to the basic aircraft structure. This
allows the normal load pathe to be routed directly across the door,
reducing the amount of additional structure and thus effecting a
considerable weight saving.
There are seven of these latch assemblies installed, operated through

push-pull rode from a single latch handle. Operation is accomplished
in two phases. From the un-locked position to half-locked
_the
posi-
tion the bayonet is extended from the door into the door frame, where
a receptacle is installed at each latch position. From the half-
locked position to the locked position.the center plunger is extended
to expand the split barrel to secure each latch to its respective
receptacle.
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\ SWEARINGENAylATION CORPORATION .

TRAINING MANUAL
MAIN CABIN ENTRANCE DOOR
Receptacle is mounted in Latch mechanism is mounted

*
the door frame. in the door.
Un-locked
position
PoL kedn
There are seven of these
latch assemblies installed
in the main cabin door.
FIG. 1-2 Cabin Door Latch Assembly
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SWEMNGEN AVIATION CORRORAflON

TRAINING MANUAL
COCKPIT AND CABIN WINDOWS
Electrically heated flat glass panels are installed in front of each

pilot, with stretched acrylic panels installed in the center wind-
ehield and cockpit side window locations. All cabin windows are
stretched acrylic panels.
WINDOW PANEL DATERIAL PART NUNEE2
Pilot's Windshield class -

Heated 26-21126-5
Copilot's Windshield Glass -

Heated 26-21126-6
Center Windshield
outer Stretched Acrylic 26-21195-1
Inner Stretched Acrylic 26-21195-3
Cockpit -
Left Side
Outer Stretched Acrylic 26-21383-1
Cockpit -
Right Side
Cabin Windows
Escape Hatch
FIG. 1 -
3 Cockpit & Cabin Windows
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SWEARINGEN AVIATION GORPORATION .

TRAINING MANUAL
STRETCHED ACRYLIC WINDOWS
All of the plastic window panels installed in the Merlin IIB aircraft
are fabricated from monolithic stretched acrylic sheets._ Using as -
cast Plexiglass 55, manufactured to meet the requirements of Mil. Spec.

NIL-P-8184, Goodyear Aerospace Corporation flat stretches sheets to the
requirements of MIL-Spec N1L-P-25690.
-
Stretching gives certain improved properties over unstretched material

such as greatly improved resistance to crack propagation. Projecteles
fired through stretched Plexiglass 55 do not shatter it, even though
the structure is under pressurization. Stretching greatly increases
resistance to stress-solvent crazing, as well as reducing crazing by
exposure, handling and aging, resulting in a much longer service life.
Design stress allowables of 2500 to 3000 pounds per square inch are
considered acceptable.
Replacement of any acrylic panels in the Herlin 11ß should be of a

like material.
CLEANINC CABIN WINDOWS, COCKPIT SIDE WINDOWS & CENTER WINDSHIELD
To clean plexiglass wash with plenty of non-abrasive soap or detergent

and water using the bare hand to feel and dislodge any caked dirt or
mud. A soft, grit-free cloth, sponge or chamois may be used but only
as a means of carrying water to the plastic. Do not use cheese cloth.
Due to its initial sizing, cheese cloth will in itself, abraid plexi-
glas. Dry with a chamois.
Remove oil or grease with kerosene or Aliphatic Naptha, Spec. No. AN-N-3.
Do not use the'following materials on acrylic plastics: gasoline, alco-
hol, benzene, xylene, acetone, carbon tetrachloride, fire extinguisher
or de-icing fluids, lacquer thinners or window cleaning sþrays because
they will soften the plastic and/or cause crazing.
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SWEARINGENAyiATION CORPORATIQ/y .

TRAINING MANUAL
POLISHING AND SCRATCHREMOVAL
If, after washing, the surface shows a number of minor scratches, it

is possible to remove or reduce most of them by hand polishing. A
suitable cleaner, such as Duco Rubbing Compound #2, Simoniz Liquid
Kleener or Wilco Scratch Removing Compound #35, is applied to a small
pad of soft grit-free cloth. Iaitation chamois, soft flannel, Nu-
Wipe Tissue or surgical cotton may be used. Several applications may
be necessary, but the majority of scratches can be reduced and clatity
improved within a relatively short time.
For deep scratches where a considerable amount of material removal is

necessary, rough out scratch with #400 wet or dry paper and water,
using a circular motion, keep paper wet and avoid excess pressure.
If the depth of material removed in an effort to polish out a scratch
exceede .010" the window shall be replaced. The depth of material
removed can be measured with a straight edge and feeler gage. Smooth
out scoree left by wet or dry paper in the same manner outlined for
minor scratch removal.
Rubbing too long or too hard at any one spot is to be avoided since
frictional heat may build up enough to soften the plastic. If
frosting results add to Wilco #35 just enough water to make a thick
paste and proceed with polishing.
After cleaning and polishing the plexiglas should be waxed with a

good grade of commercial wax such as Simoniz Wax. The wax will im-
prove the appearance of the surface by filling in minor scratches
and will help prevent further scratching. The wax should be applied
in a thin even coat, and brought to a hi8h polish by rubb£ng lightly
with a dry, soft cloth. Cotton flannel, outing flannel, flannelette,
imitation chamois, Nu-Wipe Tissues or surgical cotton may be used.
Polishing materiale conforming to Mil-C-18767 have been acceptable.
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SWEARING
,- -
AVJATION CORPORATION
EN
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MERLIN IIB-WiÒDEL À26ÀT
RÄlNING MÁNUAL
INSPECTION OF ACRYLIC WINDOWS
The terminology used in this section is defined as follows:
(1) CRAZE - A fissure in the surface of the window material

that does not penetrate throurb the full thickness
of the pane.
(2) STAli CFAZE A condition
-
where several crazes radiate from
a control point. (Not to be confused with the
inter-section of individual crazes).
(3) CRACE - A separation of the window material extending

through the entire thickness of a single pane.
(4) SCRATCl! - Surface mark caused by contact with ron3b or
pointed objects.
Small 6" scale -
(Calibrated in 1/64"s). Deep craze
is only approx. 1/" of

actual depth of thickness
of the window.
Image of.reflection
of scale
Fic. 1-4 Craze Depth
Detennini.ng the exact depth of crazing is diffLcult on an installed

window; however, the following procedure has given very close approx-
imations of the exact depth of any crazing or fissure. Measure the
deepest crazLng from whatever angle it is visible to the ocepest dimen-
sions and double this measurement. The apparent depth of crazing can-
not be used because of the refraction qualities of the plexiglas but
doubling the apparent depth has been substantiated in tests to be a
favorable method and checks reasonable close with actual measurements.
It is suggested that the scale used should be held at approximately
right angles to the surface and the depth of the crack viewed at
approximately 45 degrees.
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SWEARINGEN Ay;ArioN COAPORATION

TRAINING MANUAL
CABIN WINDOW INNER PANE
1. Any crazing whatever of the inner pane is cause for rejection and
the pane should be rejected.
2. Any scratch on the inner pane, that can be readily detected by
passing the thumb nail across it, must be polished out or the pane
replaced.
3. Any crack in the inner pane is cause for rejecting and the pane
must be replaced.
4. Small surface scratches on the inner pane are not cause for
rejection but may be polished out.
CABIN WINDOW OUTER PANE, COCKPIT SIDE WINDOWS & CENTER WINDSHIELD PANEL
1. Any crack in the outer panel, center windshield or side window panels
is cause for immediate rejection and pane must be replaced.
2. It is recommended that any of the panels covered in this section
having a craze 1/32" in depth be replaced. However, any craze 1/16"
or more in depth regardless of length is cause for immediate rejection.
3. Star crazing of the listed panels is cause for rejection and effected
pane must be rejected.
4. Scattered crazing of the listed panels not covered in ltem 2 or 3
is not cause for rejection. Visibility will be the determining
factor for acceptance or rejection.of the pane.
5. Scratches in the listed panels will be cause for rejection as deter-
mined by restriction to visibility. However, any scratch exceeding
a depth of .010" is cause for rejection and pane must be replaced.
6. Spots or streaks on the listed panels, caused by paint remover or

other damaging solvents are not cause for rejection. Obstruction
to vision or appearance will be the determining factors. Spots or
streaks may be polished out.
7. When aircraft are subjected to high ground temperature for extended
periods of time, the listed panels may bulge due to the expansion
of the plexiglas. This condition is not considered serious from a
strength standpoint, provided that the windows are not crazed or
scratched. Windows bulged up to 1/2" are considered satisfactory.
Windows bulged more than 1/2" but less than 1" should be replaced
at the earliest convenience. Windows bulged over 1" require
immediate replacement.
1-8

TRAINING MANUAL
h
ELECTRICALLY HEATED GLASS WINDSHIELDS
The electrically heated glass windshield panels installed in the Merlin

IIB are specifically designed for the Merlin Aircraft so that electrical
characteristics, glass thickness, size, shape, and mounting surfaces are
correct.
The windshields are made under the "Aircon" trade name of Pittsburgh
Plate Glass, using a fine wire.heating element that is powered from the
D.C. electrical buss system. They provide maximum light transmission
for both day and night visibility. Heat strengthened glass assures
resistance to thermal shock so no warm-up time is required. Each wind-
-65°F.
shield has been fully tested to perform at temperatures as low as
A special anti-static NESA coating applied to the outer surface of each
windshield provides safety under all conditions. Windshield wiper oper-
ation is excellent, and maximum scratch resistance is assured.
CLEANING GLASS WINDSHIELDS
Cleaning techniques normally used for any glass or automobile windshield

are satisfactory. Water, soap and water, or any household detergent are
satisfactory. It is not good practise to permit dry wiping of a dirty
windshield.
DPERATING PROCEDURE
The windshields may be turned on prior to take-off or at any time during

the flight when icing conditions are anticipated. Bird resistant charac-
teristics or structural integrity of the windshields are optimized when
the power is on. Windshield temperatures will automatically be main-
110°F.
tained at 90 -
Windshield heat should not be left on when the
aircraft is parked as considerable battery drain would be experienced.
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SWEARINGEN AViATION CORRORATION.,

TRAINING MANUAL
WINDSHIELD CONSTRUCTION
The windshields are constructed of two panes of tempered glass lami-

nated together with a tough aircraft vinyl inter-layer. A typical
cross-section of the windshield is shown below.
Vinyl Extended
V ny Edgeetal
Insert
Tempered Polished
Plate Glass
FIG. 1-5 Windshield Cross-Section
INSPECTION OF GLASS WINDSHIELDS
SCRATCHES -
Although glass is extremely abrasion resistant, it is
possible to scratch it. Windshield scratches can generally be defined
as follows:
1. Ha_irline Scratches -
these can be seen but not felt with a
fingernail. Hairline scratches offer no serious problem and
should be considered nothing more than an appearance defect.
2. Light Scratches Light- scratches-are less than .010" in depth
and can just barely be felt with a fingernail. Like hairline
scratches, they should be considered only appearance defects.
3. Heavy Scratches A heavy
- acratch is greater than in .010"
depth and can readily be felt with a fingernail. This type

of scratch is usually accompanied by chipping along the edge
of the scratch. Such scratches can be quite annoying and if
they occur on the inboard glass ply, it is recommended that
the window be replaced. Heavy scratches on the outboard ply
can be reason for windshield replacement only if they cause
serious problems.
l-10
SWEARINGEN
AVIATION CORPORATIQiN .

TRAINING MANUAL
INSPECTION OF GLASS WINDSHIELDS
CRACKS Cracks
-
could occur in either the inboard or outboard ply or
both. Cracking of the inboard ply is cause for immediate replacement.
Windshields which have a crack in the outboard glass ply should be
replaced at the first opportunity.
BUBBLES If -
bubbles
appear in the windshield, they will have formed
in the vinyl plastic
interlayer with which the two glass plies are
laminated together. Bubbling in the vinyl is induced by overheating
of the panel. If this were to occur, an immediate checkout of the
windshield electrical system should be made.
DELAMINATION Delamination -
is defined as visible evidence of a physi-
cal break of the bond between the plastic binder and either glass ply.
It may be caused by 1mninating stresses, preload on installation or
excessive heat.
Delamination resulting from abnormal laminating stresses is usually

characterized by deep penetration of the delaminated area, usually along
a narrow base, whereas delsmination on an installed panel is more fre-
quently characterized by shallow penetration along a longer base.
The relief of installation stresses normally reduces to a minimum the

tendency toward further delamination. Low adhesion between glass and
vinyl has been intentionally produced near the edges of the windshield
where the metal insert protrudes into the glass sandwich. For this
reason, it is quite possible that some minor delamination will be evi-
dent in these areas from the start. The strength of panels in bendin3
or tension is not affected by.moderate delamination within the following
limits:
1. Delam'ination may be allowed to accumulate up to 1/4 inch inward
from the outer edge of the clearview area.
2. Local delamination for a total of 50% of the area within 1/2
inch from the outer edge of the clearview area may be allowed
providing no individual separation exceeds 25% of the length
of any one side.
3. Local delamination for a total of 25% of the area within one
inch from the outside edge of the clearview area may be
allowed providing no individual separation exceeds 12% of the
length of any one side.
l-ll
-
SM/EARINGEN
TRAINING MANUAL
APPROVED ANTENNA LOCATIONS
The ADF sensing antenna mounted in the dorsal fin is provided as

standard equipment. Structurally and operationally approved mounting
locations and provisions are provided for communications and naviga-
tion antennas, transponder, 00E and marker beacon. Swearingen Air-
craft will install these standard antennas in the prescribed locations,
and pressure seal them during aircraft construction, as an optional
item to the production specifications if proper arrangements are made
at the time of purchase.
STA
STA. STA.
412.86
171.48 341.2
STA.
153.43
STA.
STA. 108.
61.38
STA.
0.00
37P-4 ANTENNA 14772 ANTENNA

26-88023-1 ANTENNA
MI-591089 ANTENNA
26-88004-1 ANTENNA
2372.1 ANTENNA CL
37R-2 ANTENNA
137A-4 ANTENNA L.H.
37X-2 ANTENNA R.H.
FIG. 1 - 6 Antenna Locations
1-12
\ SWEARINGEN AylATION CORPORATIQlN

TRAINING MANUAL
COCKPIT INSTRUMENTSAND CONTROLS
The standard instrument installation provides all instruments essential

to safe and efficient operation of the aircraft, engines and associated
systems. Instruments are installed in shockmounted panels, are indivi-
dually lighted and visible from either crew position. Instrument panels
and instrument faces are black. Instrument numerals and pointers are
finished in matte white. The instruments are divided into three cate-
gories; Flight Instruments, Engine Instruments and Hiscellaneous.
Engine instruments are installed in the center section of the panel
while the flight instruments are installed in both the left and right
panel sections. Miscellaneous instruments are located where best asso-
ciated with other related instrumentation. All instruments are function-
ally grouped for related readout of associated instruments and the need
for crew surveillance. ßlank spaces are provided in the instrument panel
for the installation of avionics equipment.
A sloping switch console is installed along the full width of the lower
edge of the instrument panel. This switch console is wide enough to
accept one row of rocker switches and is arranged so it will ru>t inter-
fere with les room for the crew. Side consoles outboard of each crew
chair provide a location for electrical system circuit breakers and other
auxiliary controls. All circuit breakers are provided and installed on
insulated panels for the standard aircraft electrical systems. Spare
locations are provided for avionics circuit breakers.
The pilot flightinstrument lights are powered from the left essential
buss and are
controlled by a rheostat on the pilot's console panel. The
co-pilotis flight instrument lights are powered from the right essential
buss and are controlled by a rheostat on the co-pilot's console panel.
The overhead map lights are powered and controlled in the amne fashion.
All other cockpit lighting is powered from the non-essential buss,
controlled by rheostats divided between pilot and co-pilot console panels.
The pedestal contains the engine power and RPM levers, all trim controls,
landing gear and flap controls, parking brake, oxygen and oil shutter
controls, and the necessary switches for prop sync and fuel system
management.
1-13
SINEARINGEN
AyfATIQiv CORRORATION
118-MODEL-5A26AT
MERLIN
TRAINING MANUAL
INSTRUMENT PANEL & PEDESTAL
19
8
ELECTRICAL SWITCH PANEL ELECTRICAL SWITCH PANEL
POWER LEVERS FLAP CONTROL

PI2CH TRIM WHEEL L - - J PARKING BRAKE
R.P.M. 1.EVERS
FUEL CONTROL PANEL
LANDING GEAR
CONTROL OIL SKUTTER CONTROLS
YAW TRIM WHEEL

ROLL TRIM WHEEL
OXYGEN VALVE CONTROL
LEFT PANEL CENTER PANEL RIGHT PANEL
1. Clock 9. OAT lndicator 21. Altimater

2. Atrapeed Indicator 10. Left Engine RPM 22. Airspeed Ind.
3. Altimeter 11. Right Engine RPM 23. Rate of Climb
4. Rate of Climb 12. Dual Torque Indicator ?&. Gear & Flap
5. Turn & Bank 13. L.E. Turbine Inlet Position Ind.
6. Cabin Rate of Climb Temperature Indicator 25. Fuel Quantity Gage
7. Cabin Pressure Differential 14. R.E. Turbine Inlet 26. Oxygen Press. Gage
8. Cabin Pressure Controller Temperature Indicator 27. Deicer Pressure Gage
15. Annunciator Panel 28. Suction Gage
16. L.E. Fuel Flow Ind.
17. Fuel Consumed Totalizer
18. R.E. Fuel Flow Ind.
19. L.E. Gage Unit.
20. R.E. Gage Unit
FIG. 1-7 Basic Instrument Panel

UNFEATNER ENDICATON TWANSFE y,
outWNEAD ENGHIE CO PILOT PLT
LN AM MAP LIGHTS INST LIGNTS
COOL Rugn
WN ESitWriAL BUSS----
WINDENIELD- • - - - -
PROPELLE
RM RN AN ANT1 RNBETANN
OOOOOOO ,
WIPER POWER CONTROL ICE PoinT
-NL
ART MELD AN NORM LN AUN CROM OUA
OOOOOOO
CONTI SW BODUT UODET SMUT4FF @LOW GMD
FILDT FLT tisti Dva-NEAD MAP RN TUAN 40 CD-PILOT LAND
Li START CABIN BANK AN ENG FLT GEAR
GLA BMtELO MADio C TROL NBADE
,Q,,.Q. DuMP
.9 .Q .Q Q.
WARN LTE 05
O
PEDSETAL AUDIO PANEL RN INTAME HIAT Mi Pagts
-
ColtiOLE NOT LIGHTS LioNTE START LN RN DE ICE Met RN Itti
..........LM HHN St IS
LN Les LNNETA LN
LN ANTI
O O O O O O O
DLOAD BOOTE DE.FOG MAP LTS itiP
oooloooo . ..-
551955 OWER CONTEDL ICE PITOT L anciL RNTDROUE AN EN 2000BT
FUEL
ART wtEO LN isDAM RM AUN CMGM QUAM
9, 9 , .9. ..Q.S., .9. 9
LN TURN & PILOT LAMD
BTART CAstW BANE LMEND FLT ORAN
OOOOOOO
CONT29RESSDPIND FIRE IMET FLAP
.= •
..
DL ooooooo
AN GEN FIELD & CONTROL
OA TS B LT
M¥AC 11s¥AC DC
LNFutL LMD1L ANTORDUE LN LN tilST NM ESS BUES TIE
... .
Q.. 9. p p go o
.°" """"^'
,-OMNO
oo o oo oo C TROL NNN Y AL D L ALOWER
N
O O O O O O O WM FLAP S BE NOSE TEMP
PUniR CONTEDL ELEV ORAR OIL QUTilDE FUEL
LN SUts TIE
O O O O -
OW OFF LN GEN FIELD & CONT ,,Q, Q Q,
CAgiN Pat LICTON FUEL DtiMPO FUEL OIL WARNING LTS
LN RM PMSS PRESS $ LL CAOIN CANN
CABIN PRS COMTROL
MANUA WARN WARN ALT DODR
DEC MASE Lt0MTS ce
WARN LTSPRDP CABEN TANI WING ROTARY NAV
Lee---EMENTIAL BUB N
TRANSFER
TEST SYNC READ ICE BEACOtt
URL ENO CABI
I NO KE R
S
LO MIEC GAST BELT LAND t AND
MIC 44tK
DE ICt
O MiGM PRESS
O DE ICE 80075 C >
9950WE JACK
.^:".6::,",'
c O
-.- OOOOOOO
O INDICAtom
IANDI OEAR
O "
Mit CK
ATNTAmt 510W ESS SUSE TIE
• -
O
PNONE JACK
O
l
woorlogem Airerofo
-
MERLIN IIB HODEL SA26AT
BASIC AIRCRAi'r
SWITCN PANEL3
DE-ICER kNu a PHuF WINUNHitLD

80015 PITOT HEAT ANTI-iCE HEAT PIPER BATTERY GENE4ATOA START LIGHTS
WING LAND-
ALifO L R L ON R LOW ON MASTEA LH AH TAXi ROT6EACON NAV ICE ING
-OFF i -OFF- -OFF-
MANUAL -OFF-- HIGH PARK -OFF- -(FF- STOP --OFF--
-
FIG. 1 10 L H. SWITCH PANEL
- PUMP--
iMST INV AISLE NO FASTEN CAGIN BLEED AUTO TEMP CONT FUEL
NO. I LTS SMOKING SEAT BELTS PAESS Ain FAN LH RH

AUTO
OFF-
L, 's
,J,
-
H LD /
O NOT DUMP FUEL

--OFF- WITH FLAPS DOWN
No. 2 CONTINUOUS
FAN
-
FtG 1 11 A H. SWITCit PANEL
1-16
SWEARINGEN AVIATTQiv CORRORATiofy
MERLIN I!B-MODEL SA26AT

TRAINING MANUAL
PEDESTAL
THE· OF
LANTNG
T.O.
PL
'
OE
VV
EE os -
RR
S
it. Id)
e
L Grd. Id1
y Reverse
E WGINE STOP AND

PE Alegg
L Put a R
O O
FIG. 1-12 PEDESTAL, TOP SECTION
1-17
SWEARINGEN
AyiATION CORPORATION

TRAINING MANUAL
ÞARWINGSRAMS
L
S
... ON
FIG. 1-13 PEDESTAL, CENTER SECTION
1-18
SWEARINGEN AVIATION CORPORATION

TRAINING MANUAL
PEDESTAL
Shutter
-RUDDER TRIM - Bil Shutter
Oil
Pull to Op mll to Ope
Oxygen
Pull On
FIG. 1-14 PEDESTAL, BOTTCH SECTION
1-19
-
SWEARINGEN 4AytATION CORPORATIQig
MERLIN 11B-MODEL SA26AT

TRAINING MANUAL
ELECTRICAL SYSTEM DESCRIPTION
The electrical or D.C. power system consists of two essential busses,

a non-essential buaa, and an air conditioning buss. The system is
powered by two 200 ampere D.C. generators and two nickel-cadmium
batteries rated at 25 amp. hours at the 5 hour rate, giving a total -
battery capacity of 50 emp. hours. Buss tie switches are provided on

all busses except the air conditioning buse, where the air condition-
ing switch acts as a buss tie switch.
Several essential iteme may be transferred from one essential buse to

the other by transfer switches located on the left hand console. The
transferrable items are normally guarded to the left hand essential
buse.
Each essential busa is protected by a 200 ampere circuit breaker located

on the left hand and right hand consolee. Protection for the non-
essential buss, the air conditioning buss, and the battery is provided
by 150, 120, and 200 ampere circuit breakers respectively. These cir-
cuit breakers are located under a protective cover on the floor behind
the pilot's seat.
The generators are protected by overload

and overvoltage sensing devises.
In addition, the generator circuitry
arrangedis so that the air condi-
tioning freon compressor motor is automatically disabled during single
engine operation. During single engine operation, the air conditioning
control bridge circuitry still functions to provide bleed air for
pressurization and heating.
In normal operation, the D.C. power systen is controlled by a battery

master switch, and by two generator switches.
GENERATOR OVERLOAD AND OVERVOLTAGE SYSTEM
In normal operation, the generators are turned "ON" and "OFF" by means
of two switches on the left hand switch panel. These switches "Make"
and "Break" the generator field "A" lead, the reverse current relay
"switch lead", the paralleling "D" lead, "lockout" power for the
control relay, power to the load relay, and power to the paralleling
relay. The operation of the generator does not depend on power from
another generator or from the battery.
1-20
SWEARINGEN AVIATION CQRPQRATIQIN

TRAINING MANUAL
GENERATOR OVERLOAD AND OVERVOLTAGE SYSTEN
The field "A" lead, the paralleling "D" lead, and the voltage regulator
sampling "B" lead, are carried through the normally closed contacts of
a AP-DT "control" relay. The "control" relay "lockout" voltage is
carried through a normally open contact of the control relay. In nor- -
mal operation this relay does not cycle. The voltage regulator sampling
"B" lead is carried through the normally closed contacts of the #1 start
control relay. This relay cycles during starting, and prevents a feed-
back voltage from the generator "B" lead to the generator field circuit
in the event the generator switch is left "ON" during the start cycle.
An overload on a generator will be felt at the overload sensor, which

will actuate. This action will apply power from the starter circuit
breaker, through the generator switch contacts, to the coil of the con-
trol relay. When the control relay actuates, the generator "A" lead is
disabled, allowing the generator field to collapse; the voltage regula-
tor sampling "B" lead is disabled, causing the load relay, the reverse
current relay, and the paralleling relay to all open; and the paralleling
"D" lead is "opened". The generator is now completely disabled, and the
feeder buss "B" lead is isolated from the reverse current relay to the
load relay. Opening of the paralleling relay has also disabled the freon
compressor motor load. The generator may be "reset" by turning the
generator switch to "OFF", then back to "ON".
An overvoltage on a generator would cause the same sequence of events

as an overload condition, except that the control relay action would be
initiated by the overvoltage relay.
The paralleling relays serve another purpose other than disabling the
air conditioning-load. When a generator fails for some reason other than
overload or overvoltage, these relays will disable the paralleling cir-
cuit to maintain the integrity of the mmaining generator voltage output.
If aut overload or an overvoltage condition were to occur, and the sensing

system or the generator control relay failed to function properly, the
generator could still be completely disabled by the generator switch.
In addilion, the generator field "A" circuit contains a 10 ampere trip-
frãe circuit breaker, which would function to disable the generator under
nigh field currents associated with an overload or overvoltage conditioni
1-21
SWEARINGEN AVfATION CORPORATIQii

TRAINING MANUAL
SIMPLIFIED BUSS DISTRIBUTLON SCHEMATIC
Battery Master Switch
Aft Battery Relay
+-Forw d Battery Relay
Aft Battery ->

a Forward Battery
Left
200 Right
Left Right ---Essential
Essential--
Buss Tie Busa Tie
Bus* Switch Switch
Le ft \........ . / ra tor
Generator
Left Generator Right Generator
+Load Relay -Load Relay
ISO /20
on Eesential Air Con Freon Compressor

Busa Buss g--Motor
«--
Non Essential
Buss Tie Switch --
I
-*
,« Parallel Relays
To Regulator "K" he...---..- To Regulator "K" Lead

Lead Left
-
Hand i Right Hand
FIG.1-15 Simplified Buss System
1-22
TTIT iÊ'
NE.M X;NiiC '
-
IIS MODEL SA26AT
cA: wsitu
?!JOZ ¿Yr J¥-,72J 7

ry arr
' A-F23dz.
rzzoa
FA7 "fZid
-
nr a to r ÷v
c.
Et.
--o
G.f¾
- -
PP i Sceemati
SWEENGEN AytArtolv coRPORArioiv .

TRAINING MANUAL
START SYSTEM
The Herlin IIB start system consista of two starter-generators, two

nickel-cadmium batteries, and associated valves, relays, switches,
circuit breakers, and wiring necessary to furnish fuel, control and
power to the start system. The various components are furnished by
both the airframe manufacturer and the engine manufacturer.
1. St.rter-GeneratoC3
The Lear Siegler starter-generators are rated at 12.9 H.P.

and 37.5 lb/ft. of torque at 1800 RPM with a nominal input
of 28 VDC. Starting completed, the unit becomes a genera-
tor, and delivers its full 200 ampere rating under all
operating conditions from 7,000 to 12,000 RPM. Overload
racing on the generator is 300 amperes for 5 minutes with
a peak load of 700 amperes for 25 seconda.
2. Batteries
The two niciel-cadmium batteries that power the start

system are lated at 25 ampere-hours each at the 5 hour
rare. Either Gul ten GETSA (MS24497-5) or Sonotone CA-9
ba'teries are i.nstalled.
3. Serire-Paralle3 Relay
The DP-DT Hartman ASS2DL series parallel relay is rated at

1500 maperes motor inrush current at 28 to 48 VDC. Maximum
pick p voltage is 18 VDC while maximum dropout voltage is
-65°F.
7 VDC maximum. Coll current is 9.6 amperes at The
series-parallel relay is used to switch the two batteries
from parallel to series and back to parallel connections
during the start cycle.
4. Parallel Start Relay
The DP-DT parallel start relay is rated at 10 amperes per

pole inductive. The coil voltages are 28 VOC nominal, 29
VDC maximum at .25 amperes. The maximum pickup voltage is
18 VDC while the dropout voltage ranges from 1.5 to 7 VDC.
The parallel start relay is used to disable the series-
parallel relay so that a start is made with the batteries
in parallel when an operating generator or auxiliary power
unit is connected to the buss system.
1-24
SWEARINGEN AVIAriotv coRPORATioci

. TRAINING MANUAL
START SYSTEM
5. #1 Start Control Relay
The AP-DT #1 start control relay is rated at 10 amperes per

pole inductive. The maximum operating voltage is 29 VDC
while the maximum pickup voltage is 18 VDC. The dropout
voltage ranges from 1.5 to 7 VDC. The coil current is .35
amperes. The #1 start control relay is used to control the

starter solenoisi and the oil vent valve during ground starts,
and the propeller unfenther pump durîng air starts. The
relay also disables the voltage regulator "B" lead to pre-
vent fiel<1 feedhnck during starts.
6. #2 Start Control Relay
The #2 startcontrol relay is the same as the #1 start con-

trol relay. The #2 relay is used to control ignition, fuel
valve "ON", and start pressure regulator power during both
air and ground starts. The #2 relay also directs power to
the series-parolle! relay during battery only ground starts.
7. Sta; r Relay
The SP-ST car.--r en lonoll relays are rated n•. 2400 amperes
mm imum inrush a its ont, 800 amperes for 1 minute, 600 amperes
for 5 minuted, and 400 amperes continuous. The coil is
rated at 29 VOC mr.ximum continuous at amperes.
.38 The maxi-
mum pickup volta¿,a ts 18 VDC while the maximum dropout voltage
is 7 VDC. The starter relays are used to energize the starter-
generator during ground starts only.
8. Oil Vent Valve
The oil vent valve is rated at 1 ampere at 18 to 30 VDC. It

is used to allow the oil pressure pump and the two oil scav-
enger pumps to ingest air from inside the enginecase to reduce
oil pump drne when making ground starts.
9. Propeller Unge t.her Pumÿ
The propeller unfeather pump motor is rated at 1/30 H.P., 27

VDC, 2 amperes continuous. The propeller unfeather pump is
rated at 30 G.P.H. at 125 PSI. The unfeather pump is used to
windmill the engine during air starts or for ground tests.
1-25
SWEARNGEN AMIATsoiv coRPORATiotN

TRAINING MANUAL
START SYSTEit
10. Jattery l<elay
The battery reinv is the same as the starter relay, ltom #6.
Two battery relays are used to control battery connection
to the buss system. Power is drawn from the aft battery to
close both rel.avs.
11. lg.ni.tion Exciter
The ignition exci ter is rated at 3.5.amperes maxi.mum at 10

to 30 VDC. De uni. supplys high voltage to the i.gniters
during both y cound and a ir etarts.
17. ruel Shut-ott Valve
The fuel shut-e1\ volve is rated at 3 amperes at 7 - 30 VDC.

The valve power is ,¡orated momentarily while the valve is
opening n- c.losing, during engine starting or stopping. The
valv: oyrat :s durin:. both air and ground starra.
13. Overl, usor
T' er tv i r is rat.ori 15 amperes. It will continuously

77°F.
carry 'LSI . ta minal rating at It will ultimatelv
77°F.
trip t 130% ,Ï its nominal rating at Trip time at 200¾
77°F
of nominal 1, ins at is 20 100 seconds. The unit
- to-
gethe i.th:n evt.1.:d relay and n remote control ci.rcuit
breaker is used to the control
·otect
buss to the inverters

an ' start contro' e'stem.
The overload relay is rated

sense at 300 emperes maxbr.um in-
rush current, amperes 200
for 1 minute, 75 amperes for 5
minutes, and 50 amperes continuously. The coil is rated at
29 7ac maxinoim continuous at ampere. The relay together
.26
with the overload sensor and the remote control circuit

breaker combine to protect the control buss to the inverters
and start control system.
l-26
SINEARINGEN AVIATION CORPORATION

TRAINING MANUAI.
STALT SYSTFil
15. I ne l Pressure Fogulator Valve
The fuel pressure regulator valve is rated at io 30 VDC -
at I ampere. When the normally closed valve is actuated,

high pressure fuel is routed through the valve to position
the Anti-ice lockout valve and to the start pressure regula-
tor. Dypasstna the fuel control unit, the pressure regula-
ted fuel is routed directly to the primary fuel nozzles to
provide additional start fuel. The valve is operated during
both air and ground starts.
16. Speed Switch
The speed switch is a solid state device containtng a D.C.

regulating system, a signal conditioning amplilier, Liming
pulse generators and voltage
discriminating circuits. The
speed switch receives an electrical signal from the tacho-
meter generator with frequency proportionat to engine speed.
The D.C. input to the speed switch is rated at ampere at .5
10 to 30 VDC. Two relays in the speed switch are used to

control engine starting sequence. The normally closed Srr.
'0°'.
relay opens at 50% engine RPM while the norma31y open
closes 101 engine The contacts o· both re-
:elay at RPN.
1::ys are rated at 5 amperes resistive and indus .ive.
17. Scissors switch

The scissors switcL is a two ci.rcuit swit.ch Lle contacts of
which are rated at 15 amperes resist ive, 10 a peres induc-
tive, and 5 am r<n motor load at 20 VIE. ih altitude
rat in is,
100,000 I t. maximum. The scissors swi.tch is use<i
to control the ground and air start modes of engine starting.
18. Start Switch
The st.art swi.Lch i.s a two circuit, normally op n, "sprine

loa<led off" switch. The switch contacts are rated at 10
amperes in<luctive at 28 VDC. The start switch is used to
mamaally engage the automatic engine start sequence.
1-27
SWEARINGEN AytATION CQRRQRATIQN

TRAINING MANUAL
START SYSTEli
19. Stop Switch
The stop switch is rated at 10 amperes resistance, 5 amperes

inductive, and 3 amperes lamp load at 28 VDC. It is used to
sb>p the enEine at any time after the automatic start
sequence has started.
20. Unfeather and Start Test Switch
The unfeather and start test switch is rated at 60 amperes

continuous, 20 amperes resistance, 15 amperos inductive, and
5 amperes lamp load at 2R VDC. This switch is used for
round testing only. The unfeather portion of the switch is
used to unfeather the propeller on the ground. By energizing
the unEenther pump, and moving the power lever into the re-
versing range the propeller may be out on the start locks.
This is necessary before attempting a ground start. The
start portion of the test switch is used to energize the star-
ter for any tesc requiring engine notoring. The oil vent
valve is powered open by this test operation also.
START OPERATION
The followint, is a description of the various steps and modes involved

in the difFerent startin?. Operations. Refer to the simplified start
system schematic series as follows:
i Ecure 1 -
17 Simplified beart System
Fi,cura 1 -
L7A Battery liaster 01:
Vi ure 1 -
17B C 10% Ground
- Start
Flaure 1 -
17C 10 50% Ground
- Start -
Dattery only
Figure 1 -
170 10 501 Ground Start
- - A.P.C. or
Generator Operating
Fioure 1 -
17E 0 - 502 Air Start
rigure 1 -
17F Start Test -
Unfeather.Test & Engine stop
1-28
SWEARINGEN AyiATION CORPORATION
MERLIN liB-MODEL SA26AT

TRAINING MANUAL
ST.JT OPERATION
An eng.ino start cycle is ini.tiated by manually enga;,in -the start

switch. Jf the start switch is released before an engine .P.N.
of 101 ts attained the stort cycle utll be stopped. To stop the
engine at any time after the enr.ine W.I'.N. has passed 1û , tr.e
stop swLtch emst be engaged. The battery switch is on for all
1. Ground t rt
hen the
hattery master switch is engaged nover is made
available to operate the inverters, and ti rough the speed
switch circuit breaker to terminal #6 of the start switch.
(Reference Figure 1 17A).
-
When the start swltch is eng,aged, power is taken from term-

inal 06 and carrted to terminal 04 of the start switch,
throu the coil
,h of the 91 start control relay, and to
tround through con acts 1 and 2 of the stop switch. L'he #1
start control relav .Ls now actuated. When the 01 start
control relay is actuated, power is taken from the 15 ampere
#1 control circuit breaker, through termLnals 1, 5 and 2 of
the scissors switch, through terminals C2 and Cl of the él
start control relay, through the coil of the starter relay
to 7,round, and through the coil of the oil vent valve to
ground. With the actuation of the oil vent valve the oil
pumps are allowed to Lngest air from inside the engine case
to reduce starting dras. With t.he starter solenoid engaged,
power is taken from terminal 12 of the series -parallel re-
lay, through the starter solenoid, thron h the starter-
,enerator to ground. The starter-generetor begins to accele-
rate the engine. (Reference Figure 1 -178
).
at 101 engine R.P.N. the 101 relay of the speed swi ta closes,
and power ts taken from terminal 4 of the engaged start switch,
through the 501 and 10% relays of the speed swi*ch, through
the coil of the #2 start control relay, through contacts 1 and
2 of the stop switch to ground. The ú? esort control relay is
now actuated. With the #2 start control relay acciated, power
is taken from terminal Al of the overload sense relay, through
the D2 and Di terminals of the #2 start control relay, through
the coil of the #1 start control relay, through controls 1 and
2 of the stop switch to ground. This locks the 91 and #2
l-29
SWEARNGEN AVIATION CORPORATION .
MERLIN IIB-MODEl. SA26AT

TRAINING MANUAL
START OPERATION
start control relays in the actuated position. Actuation of

the #2 start control relay at 10% R.P.M. also supplies power
from Al of the overload sense relay, through its own termi- -
nals C2 and Cl to power the ignition exciter "ON", the fuel.

shut-off valve "ON", and the start fuel pressure regulator
valve through the 1 and 3 contacts of the manually engaged
start switch. When the #2 start control relay is actuated
power from the 15 ampere #1 control circuit breaker is routed
through the 1, & and 2 terminals of the scissors switch to
C2 of the #1 etart control relay, through the 52 and 31 con-
tacts of the #2 start control rel.ay, through the coil of the
series-parallel relay, through contacts A2 and A3 of the
parallel start relay, to ground. The series-parallel relay
actuates and places the batteries in series. The series
connection of the batteries acts to increase the voltage and
current available to continue to accelerate the engine, and
to maintain control buss voltage. the engine is now supplied
with fuel and ignition, and light-off occurs shortly after.
Light-off is indicated by a sudden increase in temperature on
the turbine inlet temperature indicator. At light-off, the
start switch is released to remove power from the sta. t-fuel
pressure reßulator valve. After light-off and release of the
starter switch, the starter-generator continue . to accelerate
the engine because the start control circuit is "Locked IN".
(Reference Figure 1 17C).
-
At the self sustaining engine speed of 507. R.P.M., the 501

relay of the speed switch opens. This renoses power from the
#2 start control relay coil allowing the relay to relax and
remove power from the series-parallel re!.ay, the i.=nition
exciter, the fuel. s..at-off valvo, and the coil at :he al start
control relay. The ut start control relay rol.a:ss, and re-
moves power fron the starter relay and the of vei '.alve.
Although no power is now applied to the fuel chut-of!. valve,

the valve remains open until power is applied to the "close"
or "off" portion of the valve. To stop the engine, the stop
cuitch is ensaved to close the fuel shut-oEf valve.
1-30
SWEARINGEN : AktATION coRRoRATrom.
&
.... .
.

TRAINING MANUAL
START OPERATION
2.. Air Start
An air start follows the same starting sequence except that

the scissors switch has moved to the air start position
thereby preventing power from reaching the series-parallel
relay coil, the starter relay coil, and the oil vent valve.
Instead, power from the sciesors switch is directed through
the B2 and B1 contacts of the #1 etart contro' relay to ene
propeller unfeather pump which unfeathers the Popeller and
allows it t windmill the engine during the start sequence.
Since the series-parallel relay does net. netrata oir starts
are made with the batteries in parallel. Durin2 air- .,n
start the start switch is held in the en a e position until

en aches ¾ference Figure T-17
3. A.P.U. Starts
With an auxillary power unit connected to the aircraft APU

receptacle, power from the small pin of the receptacle is
routed through a diode, through the coil of the parallel
start relay to ground. This actuates the parallel start
relay, and its A2 and A3 contacts open to disable the coil
circuit of the series-parallel retly. Sin':e che series-
parallel relay cannot actuate, auxillary power plent starts
are made with the batteries in parallel. The e art sequence
other rise is identical to a self contained battery start.
4. Generator Assisted Start
When either engine is started, and the opposite engine

generator is operating and connected to the buss system,
power from the indicator terminal of the operatLng generator
reverse current relay is used to disable the series-Darallel
relay in the same manner it is disabled by an aux=ilary power
lant. The second engine start, when starting both engines,
is always made with paralleled batteries. In practice, the
right hand engine is always started first to take advantage
of the shorter starter leads which induce less voltage drop,
and therefore deliver higher current to the starter.
*NOTE: A recent change in air start procedures ca13e for release
of the start switch after engine light off is indicated
on the T.I.T. gauge, the same as ground start procedure.
1-31
SWEARINGEN
AylAT70N CORPORAT70N

TRAINING MANUAL
START OPERATION
5. Discharged Batterico
Engine starting should never be attempted with discharged at
partially discharged batteries as this condition would result

in excessive turbine inlet temperature and possible abortive
hot starts. If batteries are known er suspected to be die-
charged, an auxiliary power plant may be connected :o the bums
system, the battery switch turned "GN" and e,- bar.eries vi.Low-
ed to charge. Batteries may be considered C 1 < etted when
the load on the A.P.U. anseter stops dec ensinz., and remaine
at a constant level.
POSSIBLE ELECTRICAL FAILURE DURING ENGINE START
Due to the possibility of an electrical failure dt.:Lr,g engine start,

a change in starting technique is recommended. Heretofore the general
starting procedure was to F.Ld the start button until the f.I.T. started
to rise indicating a light-off. The start button war then rel ased,
monttor T.I.T. observing limits, check RPM stabilization at 65-11,
standin8 by the stop button to abort if necessary.
In the event of afull or partial electrical system failure during start

it la possible loose instrumentation,
to re19d'n?
-
7 T. in "cati.on,
along with elect.rical power loss at the starter. E' ice the son, ne ,
.
quires etarter assist to accelerntc beyond approxime.tely 7% a failure

po°nt
below this would result in a hung start and an a re--temo condition.
The stop button, being a part of the electrical system, would al.so be
subject to failure. An attempt to cbort in this mane-- after condition
was detected would then ½c la no avail.
Mthough sl' the normal cauti.ons and limits still apply, it is recom-
mended that, nince the RPM indication in a self contal.ned system, RPN is
mon tored nions with T.I.T. indication. In the event an electrical sys-
tem fallo a would resnie in an erroneously iov '.I.~ indication the PFN
l.ndi.ca or would show RPM stabilization at a lover than normal percentage,
with posible RPM decay, indicating a "hung" suert and st.art should be
ab<.rted. It is further recommended to stand by the "Engine Stop and
Feather control". When the above conditionn :indicate start should be
aborted, pull "Engine Stop and Feather Control". This will manually
shut off the fuel to the engine, although the propeller v;.11 not feather
at this time since the propeller is on the start locks. The stop button
should then be depressed to release any relays that may still be
"locked-on".
l-32
SWEARINGEN AViATION CORPORATION
MERLIN IlB-MODEL SA26AT

TRAINING MANUAL
AIR CONDITIONING AND PRESSURIZATION
Operation of the engines and the generator system has a direct

effect on the operation of the Air conditioning and Pressuriza-
tion System. Bleed air is extracted from each engine to provide
the necessary airflow for pressurization and is also the heat
source for cabin heating,. Since the engine manufacturer does not
permit extraction of bleed air during engine start, the control
system for the air conditioning and pressurization system is
wired in such a way that, under normal operation, air flow into
the cabin is not initiated until take-off.
The control circuit for the air conditioning and pressurization

system is routed through one set of contacts in each of the gene-
rator parallel relays, and through a micro switch at the mixing
valve full hot position, and a micro switch at the mixing valve
full cold position. The mixing valve must be in the full cold
position in order to engage the freon compressor motor. If either
of the parallel relays is relaxed to the open position the freon
compressor motor is disabled. Therefore, to operate the freon
portion of the system both engines must be running and both gene-
rators on the line either on the ground or in flight.
Once the struts have extended at take-off and bleed air flow is
established heating is no problem with either or both engines
operating. However, since the circuitry is routed in such a way
as to prevent bleed air extraction on the ground, special provi-
sions are provided for ground heating of the cabin. The mixing
valve must be in the full hot position to provide power to a
special relay that will allow the bleed air shut off valve to be
opened on the pround. Since the control circuit is routed through
the parallel relay it is necessary for both engines to be opera-
ting and both generators on the line for ground heating. This
arrangement precludes the possibility of bleed air extraction
during engine start.
NOTI:: Relerence Section IV for detailed information on

the I:nvironmental Systems.
1-40
SWEARINGEN AylATION CORPORATION

TRAINING MANUAL
A. C. POWER SYSTEM
The aaë# A.C. power requirements for the Merlin II3 at the time
the aircraft leaves the factory Sia"fõr instrumentation only. There
are three Autosyn transmitter/indicator type instruments per engine;
fuel pressure, oil prpssure and torque pressure, operated from the
26 volt, 400 cycle buss, and the temperature indicating system for
each engine operated from the 115 volt, 400 cycle buss. g-p ¡ÿ393k
The system consists of two rotary type 100 VA inverters operated as

#1 and #2 and powered r, the left
,m essential and right essentLal
buss respectively. Circu:t meperation is maintained by the use of 2
90 VA, hermetically sealed, transformers, with both 26 volt & 115 volt
output routed through a 115 volt 400 cycle relay to the respective
busses. This relay is relaxed during operation of the #2 inverter
and actuated during operation of the #1 inverter.
The 115 volt, 400 cycle outpur. from the #1 inverter is directed to
the left hand 115 volt buss and the 115 volt, 400 cycle output from
the #2 inverter is directed to the right hand 115 volt buss. The -
busses are connected through a i ampere circuit breaker. The 26

volt, 400 cycle output is routed in the same manner with the left
and right 26 volt busses connected through a 2 mapere circuit breaker.
The inverter output is 100 VA with an input of 9.7 «mperes D.C. Each
of the Autosyn instruments require 6 VA for a total 26 volt, 400
cycle load of 36 VA. The temperature indicating system requires
5 VA for the indicators and 5 VA for the signal conditioners for a
total L15 volts, 600 cycle load of 10 VA and a total inverter system
load requirement of 46 VA.
A. POW29 SYSTE .'
-
IERI E L A26AT
garttis 14 2 Irvefer Power Circuit Stealters

.assana 3 Control Switcn
- smen-as individual Testrument circat äreaiters
s.ezo i A.C. Powere: .Relay
rar
9 9 Conn:eto:s
3;ter
or.nector
l's VAC SussT:÷ Tiree::

26 .AC 3.ss Tie Circa.:
«-
ogg counteren
ens•s
1-•2
A.C. Power ste, Se emati

SWEARINGEN AyiATIOiv CORRORATION .

TRAINING MANUAL
ELECTRICAL DRAWINGS & WIRE CODE
In order to identify and isolate a particular project, a project

number is assigned and all items of material and data will carry
this identifying number. The Merlin 118 is identified by the
project number 26, and this number is evident in the modet desir-
nation, SA26AT, the serial number T26-100 and all oLher pertinent
data.
Drawing numbers are five digit with a prorix of 26 to identify the

drawing to the aircraft. The first two numbers after the prefix
identifies the general area and the specific part.
26-82301
--Actual Drawing
-Electrical
ystems -
Merlin Aircraft
Using this basic drawing number, the lasL Lwo dig.its are e,d. an<.
two digits are added, to mal:e up the wLre code for indiv'dual wire
identification.
26-82301
0100
-
Wlre Code 100 -

Start System
Any wLre used in the start system circuit will have a 100 ser:es
number stamped on Lt every 3 to 5 inches over its entire length.
In additLon a dash number is added,
100-18
to indicate the wire gauge. A list of circuits with wire code an

drawing numbers is provided.
I O
SWEARINGEN AytATION CORPORATION

TRAINING MANUAL
WIRE CODE CIRCUIT DWG. Nu
1.00 Start Circuit

200 D. C Power System
300 Instrument Inverters
'e00 Land i na Gear Motor

500 Wing Flap Motor
600 1.anal°ny, Gear and Wing Flap Position
300 ilose near Steering 26-
ßD LLal.' Warning
900 Elec ? ri c Windshield Wipers 26-823td
1000 Wi.ndshield Heat 26, ¿310
1100 01.1 Pressure Warning 26-8 311
!..700 OL1 Temperature, Oil Pressure &

Fuel Pressuro 26-8231'
1400 Fuel Pressure Warning 26-82.iU

-
' 500 Fue l an. t ? --87
1
1600 inel '.hut-Off 26-82

1700 Fuel cross Flow
' -22
1.00 ¥uel lur:ntity 26-62
000 , Fuel F'on vi th Total.izer 26-8
op. Iler De-ice 2 -
Prope! c Synchronizat.i.on 26-C'J2
Pitot at 26-82'
High l'ressure De-ice Boots 26-823,
1.-44
SWEAMNGEN AVTATION CORPORATIQtN .

-
TRAINING MANUAL
WIRE CODE CIRCUIT DWG. KUMBER
2800 Percent R.P.M. & Engine Speed Switch 26-82328

2900 Air Condition and Pressurization 26-82329
3000 Outside Air Temperature 26-82330
3100 Turbine Inlet Temperature 26-82331
3200 11,500: Cabin Altitude Warning 26-82332
3300 Turn and Bank Indicator 26-82333
3400 Navigation Lights 26-32334
3500 Taxi Light 26-82335
3600 Landing Lights 26-82336
3700 Wing Ice Lights 26-82337
3800 Rotary Beacon Light 26-82338
3900 cabin Door Warning 26-82339
4000 Cabin Reading Lights 26-82340
4100 Glareshield Lights 26-82341
4200 Pilot's Flight Instrument Lights 26-82342

4300 Co-pilot's Flight Instrument Lights 26-82343
4400 Engine Instrument Lights 26-82344
4500 L.H. Console Lights 26-82345
4600 R.H. Console Lights 26-32346
4700 -
Nap Lights 26-32347

4800 Radio control Head Lights 26-87348
4900 Cabin Lights 26-82349
5000 Nose compartment Illumination Light 26-82350
5100 No Smoking and Fasten Seat Belts Signs
Lights 26-82351
5400 Fuel Dump 26-82354
1-45

TRAINING MANUAL
WIRE CODE CIRCUIT DWG. NUMBER
5500 Lavatory and Entrance Light 26-82355

5600 Pedestal Lights 26-82356
5700 Engine Fire Warning 26-82357
5800 Attitude Sensing Elevator Downspring 26-82354
5900 Audio Panel Lights 26-82359
6000 Pedestal Spotlight 26-82360
Composite Drawing of Connections -
terminal Strips 26-82362
6600 Beta Light System 26-82366

6700 Windshield Defog 26-82367
Wire Routing Installation 26-82369
Placards: Switch Panels, Consoles
& Pedestal 26-82370
7100 Vacuum Warning Lights 26-82371
Overlay Console Panels 26-82372
7300 Chip Detector 26-82373
7400 Annunciator Panel 26-82374
100 Start circuit (Temporary) 26-82376
1-46
SWEARINGEN AVIATION CORRORAflOAl

TRAINING MANUAL
AIRCRAFT LIGHTING SYSTEMS
The lighting in the Merlin IIB is generally divided into three groups -
Exterior Lighting, Interior Cabin Lighting and Cockpit Lighting. The

Cockpit Lighting is further divided into those lights powered from the
essential busses and those powered from the non-essential bues.
All exterior lighting is powered from the non-essential buss. The

exterior lighting consists of a standard set of navigation lights, a
Grimes rotating beacon, two ice lights, two landing lights and a taxi
light. The left-hand and right-hand intake heat indicator lights, and
the left-hand and right-hand windshield heat cycle lights are auto-
matically dimmed when the navigation lights are turned on.
All Interior Cabin Lighting is powered from the non-essential buss with
the exception of the Lavatory and Entrance Light, which is powered from
the battery side of the left battery relay. In addition to the Lava-
tory and Entrance Light there are four aisle lights operated by "up-
stairs" - "down-stairs" switches at the entrance door and on the co-
pilot's switch panel; cabin reading lights at each cabin seat and at
the snack bar, compartment light in the nose compartment, and "Seat
Belt" and "No Smokinü" si8nS•
The cockpit lights powered from the non-essential buss are the radio
control head and audio panel lights controlled from the pilot's con-
sole, engine instrument lights controlled from the co-pilot's console,
and glareshield lights, pedestal lights, left and right console panel
lights and pedestal spot light controlled from the pilot's console
panel. The cockpit lights powered from the essential busses are the
pilot's flight instrument lights and pilot's map light powered from
the left essential buss and controlled from the pilot's console panel,
and the co-pilot's flight instrument lights and co-pilot's map light
powered from the right essential buss and controlled from the co-
pilotrs console panel.
l-47
\
' @msdogoo Airevo¾
I MERLIN IIB -
MODEL SA26AT
DT ELECTPICAI. SYSTEM
plic
A a
A B
Spl:ce
nunciator
Nav. Lign:s otating Beacor. Ice I.19¯IE
I.anding Ug-ts Taxi ..gut
Non-÷Esential Buss 1-49
FIG. 1 -
19 lxterior .ig-:tag
gš=Rig
iss 9s a
a g
,
ia is!-
ga:.98
ya;Eig-;
i li ;a
[[F oc :
5
I•
A oc
oo ..
6)
"I
CM
I"a r BEE.
i se e -
Ifi . «
ÎËi
. &
§woorimpo Aireroff
MERLIN IIB -
MODELBA26AT
AIRCAAFTUGHTING SYSTEMS (CONT.)
ELECTRICALSYSTEM
Pilot's Flight Inst. Lights
Pilot's Map Lights
Co-Pilot's Map l.ight
C
- ~ - * - - - -- - - - - - -
CD-Pilot's Flight Inst . Lighte
AAAAAAA6AbAA Tuman-==res
Compass Light
A " FTWVV
Splice
Splice
A B
C
R.H. Buse
L.H.Buse
L.H. Essential auss R.H. Essential Buse
1-50
FIG. 1-198 Cockpit 1.ighting -
Essential Buss
MRCENT MGHTING SYSTEMS (CONT.
A MERLIN IIB -
MOpçL SA26AT
ELECTRICAL SYSTEM
r -
' Cabin Lighte
il Nose Compartment Light
No Smoke/ Festan Seat Belt Sten
Cabin Reading Lights
si Lavetory & Entrance Light
r - - - - -
9
-----I U----a r'----- ------- Splice
Rela e' "a
5
R. H. Console Tertninal Strip
Non-Essential Buss
1-51
FIG. 1-19C Cabin Lighting
I
e
SWEARINGEN
AVIA-rlON
CORPORATION

TRAINING MANUAL
GENERAL DESCRIPTION
The Elight controls on the Merlin IIB are conventional surfaces

operated by cables requiring no power assistance for control
by the pilot or co-pilot.
The rudder, elevator and left aileron have cable operated,

flight adjustable trim tabs and the right aileron has a move-
able tab that is not flight adjustable.
Positive stops on the control surfaces limit their travel.

Proper routing off the pedestals and actuator drums insures
against crossing the cables and causing improper trim tab or
surface movement after the cables have been removed.
SCHOOL NOTES
1-52
SWEARINGEN
AylAflON CORPORATIQtt
MERLIN llB-MODEL SA26AT
TRAINING MANUAL
CONTROL PRESSURE SEALS
Cable I.D.
- will
Pressure vary with cable dia.
Installation
hole size --
Seal Retaining Ring
per seal
O.D• Pressurized
b kh d ,,,
Seal Retaining Ring
FIG. 1- 20CONTROL CABLE PRESSURE SEAL
Seale are to be used with cable diameters, Installation hole size

and retaining rings tabulated below:
CABLE INSTALLATION INSTALLED WITH

PART NO. DIA.
( 0
SI
6)
Smas rns LaÊge ing
S11K-3R,-13R,-23R, 3/32 .59 311L-131C S11L-132C
-AR,-14R,-2AR, 1/8 .69 -161C -162C
-5R,-15R,-25R, 5/32 .69 -161C -162C
-6R,-16R,-26R, 3/16 .69 -161C -162C
-10R,-20R,-30R 5/16 .91
-171C -127C
Seals aresplit for easy installation and field replacement.

Seale arepacked, prior to installation, with a Graphite Aircraft
Lubrication Grease -Mil-G-7187.
These seals are intended for applications where control cables pass
from pressurized to unpressurized sections of the airplane to reduce
all leakage to a minimum.
l-53
I
SINEARINGENAVIATION CORPORATION

TRAINING MANUAL
AILERON CONTROL SYSTEM
The aileron control cables are routed from the control wheel
sprockets and chains through pulleys to the aileron bow tie
forward of the aft spar, using 1/8 inch cables. 3/16 inch
cables are routed from the aileron bow tie to the aileron
hell cranks.
Rigging is perEormod with the bow tie in neutra], from the con-
trol wheel to the bow tie and tension adjusted to 1/8 inch
cables. Then from the how tie to the bell crank.s with tension
Eor 3/16 inch cables and with the bell cranks parallel with
the wing rib. Align aileron in neutral position at wing tip
by adjusting the length of the push-pull rods.
Ailerons must be balanced to 0.2 inch pounds nose heavy after

painting or reworking. Add or remove counterweight to obtain
the desired balance condition.
The control cable pressure seals for the aileron and trim tab
cables are manufactured by Runington Rubber Mills, Portland,
Oregon. The part number indicates the control cable size.
See Figure 1 20 for schematic
-
and specifications.
The al I erons must be properl.y rigged before the ail eron trim
tabs can be rigged. See Figures 1 -
36 and -
37 for tension
and travel Lol.orances. The trim tab cable is routed from the
pedestal to the actuator in the left wing.
l-54
SWEARINGEN AylAYlON CORRORATION .

TRAINING MANUAL
AILERON CONTROLSYSTEM
O '
FIG. 1 -
21 Aileron Control System
1-55
SWEARINGEN AVIA ION CORPORATION

TRAINING MANUAL
f \
To Aileron Bowtie
a I
FIG. 1 -
22 CONTROLCOLUMN ASSEMBLY
J -56
SWEARINGEN AylATION CORPORATICIV .
MERLIN lIB-MODEL SA26AT

TRAINING MANUAL
Jig must be horizontally level
Steel Tube with
FIG. 1. 23 AILERON BALANCING
1-57
\ SWEARINGEN

TRAINING MANUAL
RUDDER CONTROL SYSTEM
The rudder control cables are routed from the rudder pedal torque
tubes through pulleys and fairleads to the rudder bow tie/sector
which is bolted to the rudder torque tube. See Figures 1 -
24
and -
25.
Rudder pedals are adjusted in the neutral position to the bell-

crank by adjusting the length of the push-pull tubes. Rudder
cables should be rigged to tension in Figures 1 36 and -
37-
by adjusting both cables to maintain rudder pedals and rudder

neutral. Always check for trim tab travel and alignment per.
Figuro 1 37 when rigging
-
rudder.
The rudder trim cables are routed from the control pedestal
through pulleys and fairleads to turnbuckles in the tail section.
From the turnbuckles the trim cable goes through control
pressuro seals to an actuator in the vertical stabilizer. The
actuator is attached to the tab by a push-pull rod.
The rudder must be balanced to 36 inch pounds trailing edge

heavy with tab installed for unpainted condition or painted
and assembled at 42.7 inch pounds. Remove or add to counter-
weight to balance. The maximum counterweight that may be
added is 3 pounds.
l-58
SWEARINGEN AytATION CORPORATION .

TRAINING MANUAL
FIG. 1 -
24 Rudder Control System
l-59
SINEARINGEN
TRAINING MANUAL
Push/Pull Rode
Pedal Position RatcheL
ßrake Pedale - Co-Pilot

Bellcrank
Rudder Pedal Torque Tubes
Rudder--- ' .
O
Cables
Bellcrank ---
Brake Pedale -
Pilot
--Push/Fall Rods
FIG. 1- 25 RUDDER PEDAL INSTALLATION
1-60
SWEARINGEN AylAyroN commonArtoN

TRAINING MANUAL
Jig must be
horizontally level
FIG. 1 - 26 Rudder Balance
1-61
SWEARINGEN AVIAflON CQRPORATIQN

TRAINING MANUAL
ELEVATOR CONTROL SYSTEM
The elevator control column is connected to the elevator walking

beam by a push-pull rod. The control cables are secured to the
structure at their forward end and routed through pulleys on the
walking beam, then through pulleys and fairleads to the bell
crank in the tail section. Connected to the bell crank are the
altitude sensing elevator down spring assembly and the elevator
push-pull rods. The push rods connect to the elevator torque
tubes which are sealed by a hose, clamp and bracket seal as they
pass through the side of the fuselage.
The trim
tab cables are connected to the trim wheel chain and
sprocket and are routed through pulleys and fairleads to turn-
buckles at the "Y" in the tail section. From the "Y" the trim
cables pass through cable control pressure seals at each side
of the tail section to the tab actuators located in the trailing
edge of the horizontal stabilizers.
Rig the elevator cables with elevator control and elevator in

neutral. The column movement is adjustable at the push rod
connection to the walking beam. The cable tension and travel
limits are given in Figures 1 36 and -
37. -
The trim cables are rigged from the to the "Y" and then
control
from the "Y" to the actuators. elevator
The must be balanced
after repainting or repair to a maximum of 9.0 inch pounds trail-
ing edge heavy. Weight may be removed or added to counterweights
to properly balance the elevators,
1-62
SWE glATION
ENGEN
CORPORATION

TRAINING MANUAL
ELEVATOR CONTROLSYSTEM
(0
FIG. 1 -
27 Flevator Control System
1-63
SwEARINGEN IAT"iCN .
B
_
CORPORATIOly

TRAINING MANUAL
ELEVATOR CONTROLSYSTEM
FIG. 1- 28 ELEVATOR 14ALKINGBEAM
1-64

TRAINING MANUAL
Cables routed forward

to walking beam
Push-pull rods
to each elevator
\ torque tube
Cable attaches to
elevator down spring
FIG. 1 -
29 ELEVATOR BELLCRANK ASSEMBLY
1-65
SWEARINGEN
AylATIDIV CORPORATIQi_V

TRAINING MANUAL

e Steel Tube with
o Pig Lead ,
Jig must be
horizontally level
FIG. 1- 30 ELEVATOR BALANCING
\ -66
SWEARINGENAVIATION CORRORATION

TRAINING MANUAL
ATTITUDE SENSING ELEVATOR DOWNSPRING
The Attitude Sensing Elevator Downspring is installed on the Merlin IIB

to insure that the forces on the control column, as felt _by the pilot,
will increase when the attitude of the aircraft is increased beyond 6
nose up.
When the nose of the aircraft is past 6 nose up, the mercury switch .
will operate and cause the actuator jackscrew to extend. This.extension
of the jackscrew will load the spring, P/N 26-73018-1. This load will
act to place the elevator in a nose down configuration. In order to
maintain the nose up attitude, the pilot must overcome the nose down
force applied to the elevator by the attitude sensing elevator downspring
system. If the pilot succeeds in maintaining the same attitude, the
actuator will run until the mercury switch is level, and will then be
de-energized. As long as the pilot maintains the same nose up attitude,
the same control force will be present.
If the pilot acts to cause a further nose up attitude, the mercury switch
will again close, the actuator jackscrew will be extended further, and
will cause a greater elevator nose down force to be felt at the control
column. The pilot must again overcome this force to maintain a nose up
attitude. The process will be repeated each time the nose up attitude
of the aircraft is increased, until the actuator has reached its full
extension limit of 2.5 inches. The full extended position of the
actuator corresponds to a nose up attitude of approximately 12°. Since
the actuator has reached its full extended position, a further increase
in the nose up angle will not cause an increase in elevator nose down
loading.
If the pilot applies elevator control to lower the nose of the aircraft,
the mercury switch will close and run the actuator jackscrew to a retracted
position. This retraction of the jackscrew will act to unload the spring
and will lessen the elevator nose down force previously applied. If the
pilot decreases the nose up angle to below 6 the actuator will mn to
its fully retracted position. In this position, the attitude sensing
elevator downspring system is completely unloaded except for the 0.5
inch pre-load applied to the spring on installation. If the pilot acts
to bring the attitude of the aircraft to any attitude from 6° nose up
to full nose down, the attitude sensing elevator downspring system will
remain in the pre-loaded position.
1-67
SINEARINGEN AVIA¯rt0N
CORPORATION

TRAINING MANUAL
ATTITUDE SENSING ELEVATOR DOWNSPRING (CONT.)
The rate that the motor introduces the force into the system is 4.6 pounds/
second, full travel being obtained in 4.5 seconds. The maximum amount of
additional force necessary for the pilot to overcome with the most adverse
conditions is 20.5 lbs.
The downspring actuator is rated at 2.5 amperes at 26 VDC, with a further

rating of 20 inches/minute travel at a load of 150 lbs. Duty cycle is one
minute on, In minulos off The travel of the actuator
. jackscrew is restricted
to 2.5 inches f>y adjustment of the extended and retract limit switches of the
motor assembly. The actu<itor jackscrew may be made longer or shorter by
adjusting the jackscrew and assembly. This adjustment will change the
relative position of the 2.5 inch travel..
ATTITUDE SENSING CLl:VATOR DOWNSPRÏNG ADJUSTMENT
,. With all bracketry,

installation springs, and hardware in place, attach the
motor of the actuator
and to its mounting bracket. The jackscrew of the
actuator must be in the fully retracted position. Adjust the jackrcrew end
adjustment until the elevator stability augmentor spring has a pre-load
extension of 0.5 inch when the jackscrew is attached to the arm assembly.
6°
B. Jack the nose of the airciaft until a nose up deck angle of is attained,
as measured at the cockpit floor adjacent to the pilot seat track.
C. Manually open the system circuit breaker (located on non-essential buss

in R.H. console)., Place the leads of a multimeter across terTninals l and
2 of the terminal.strip (Rol'Fig]-33). With the meter set to the RX l
Scalc, adjust the mercury switch until it just contacts and reads continuity
on the motor. Secure the mercury switch, and check the adjustment.
Remove the leads of the multimeter, and re-set the Circuit Breaker. The
foregoiny procedure will adjust the extend circuit of the actuator. The
retract circuit will be automatically set by the mercury switch differential
o
of 3 .
D. Lower the Nosc Gear jack until the aircraft rests in a normal static attidude.
1-68
SWEARINGEN AytATION CORRORA7"lON

TRAINING MANUAL
26-73018-1 Spring
Cable Attaches To
Elevator Bellcrank
R244M13-1
Actuator
311 AS 60281
Hercury Switch
Adjust mercury switch by

loosening bottom clip screw -
rotate clip to desired position.

Retighten screw
FIG. 1 -
31 Elevator Down Spring
1-69
MERLIN IIB-MODEL 5A26AT

TRAINING MANUAL
Elevator --->
,
Push/Pull Rods
Bellcrank
to Elevators
sao2 _or
Pre-load Spri.ng
to.5" Stretch
3 01 X1X2 - -
27 b 5804 br
buss
white
F.S.
311
F.S.
294
FIC. 1- 32 Down Spring Installation
I -70
SWEARINGEN AgiATION CORRORATION .

TRAINING MANUAL
(1) D6761-1-5 Circuit Breaker (5) AS60931 Mercury Switch

(2) 237EAU Relay (6) 105002 Fuse Clip
(3) R244M13-1 Actuator (7) Extend Limit Switch
(4) AN3436-1 Terminal Strip (8) Retract Limit Switch
FIG. 1- 33 Down Spring Electrical Schematic
The two Leach 237 CAU relays installed in this system function to
prevent power application to the motor in both up and down circuits
simultaneously . Action of the relay applying power in one direction
- opens the circuit to the opposite relay so that it cannot function
even with both contacts made in the mercury switch.
1-71
SWEARINGEN
A\/iATION CORPORATION

TRAINING MANUAL
TRIM TAB CONTROL SYSTEM
FIG. 1-34 Toim Tab Control System
1-72
SWEARINGEN AylA¯flON
CORRORATION..

TRAINING MANUAL
TRIM TAB CONTROLS
---
ELEVATOR TRIM WEEL
RUUDER TRIN WEEL
AILERON TRIM WEEL
FLOOR LEVEL
FIG. 1 -
35 PEDESTAL ASSEMBLY
1-73
SINEARINGEN
AylA'T lON CORPORATION
im
MERLIN lis-MODEL SA26AT

TRAINING MANUAL
CABLE '1ENSICN CHART

'
_l. . ..l.L).
.-1 -
-L
-4-
.L .
r
-
t',Î
60 90
°E
TEMPE ATURE
1 - E Cable Tension Vs . Temperature 1-74

SWEARINGEN
AgiAT10N CORRORATION
TRAINING MANUAL
CONTROL TRAVEL CHART
RL:QUIRED TRAVEL NUMINAL CABLE

ITEM AND TOLERANCE TENSION
Rudder
25° + 1 5.0 lbs.
Left 45+
Right 250 go -
0.0- Ibs.
Rudder Tab
25° 1
Left + 2 lbs.
Right 25 1 -
a a ,
Elevators
Up 25 + l 5 Lua.
lo 35 +
Down 25 + 0 il>s.
Elevator Tabs
Up. 10 1 2 1bs.
_+
10 +
Down 2L + 14" O lb
AEt of "i"
cablq
5 + c ibs.
-
0 lbs.
O Ailerons
Up 20 + li"
3/lb"
50 +
cable
5 lbs.
Down 20 + 1 -
0 lbs.
L/H" caLle
30 + 5 lbs.
-
0 lbs.
Aileron Tab -
Le Ft Up 1.5 " +, l 10
Down 14 + 1 0 b
Unly
Servo lip 0° + 2
Action Down 0° + 2
Ai I oron Tab Anti-

Servo Action
Right Up 9 0 + j 0
Unly Down 99° + 1 Fig. 1 -
37
Flaps
Control Travel Limits
Up 0
Down 30° + 1
l-75
SWEARINGEN AVIA ION CORF'ORATION
'
TRAINING MANUAL
t
'ONTROL TRAVEL CilART (CONT.)
Trim Tabs Max. Allowable

-
Free Travel (Play) Of:
Aileron Trim Tab = .10 (Mous. at I. B. End of Tab T.E.)
l:1evator Trim Tab = .08 (Meas. at I.B. End of Tab T.C.)
Rutitler Trim Tab =

. LG (Meas. at Bottom End oE Tab 1'.P.)
Witit Rudder and Rydder Tab initially in the neutral position

a tolertnee of + 'j is permitted between trailing orige oE
RLtddCC and Ëfailing Udge Of ÎûL When Rudder is deElected
25° R. or L
Alleron Tab-Servo Act ion measured w.ith Ail.eron at Full

deElect.ion.
to up 0°- down 30°+_ lo then rig; O.B. FJup to

R.ig 1.B. Elap -
up go (aga.inst stops) with I.B. Full up.
Aileron I railing be even witli <dge or alg< T.E. may of Elan

(Max. .ull)
-
be below
it mustAileron T.E. mayno_t -
be even witli, or
or .17 above, or below T.E. of wing tip (Max.).
Min. Dims. are desired at both ei.ds -
With Aileron in neutrai position.
Nuintain min. Clearance oE as Eollows: .125

-
hetween -
11.0. ond oE Aileron & Wing Tip Rib. -
1.0, und oF All.oron N 0.8. Wing flap. -
But t om a l Rudder N T.I i I Cune Fairing. -
I.B. end of Elevator N Tail Cone Fairing. -
All !ah tnd ribs & adjacent control surEace structure.
1 -7 (,
l
SWEARINGEN Ay/ArioN CORPORATION

TRAINING MANUAL
WING FLAP CONTROL SYSTEM
The four wing flap sections are controlled by a single electric

motor and gear box located beneath the center utsle between the
two spars. Each flap has an actuator which is driven by a flex
90°
drive cable through a drive adapter. The Elex drive cable
and housings pass through the fuselage seals and are connected
to the flap motor bracket assembly. The cable drives pass through
pressure seals and connect to quill drives at the gear box and
are driven simultaneously by the flap motor assembly.
Flap travel at 0° up and 30° down is limited by two limit switches

located on the inboard Elap track of the right inboard Clap. A
potentiometer transmitter located at the same Elap track trans-
mits the amount of travet to the indicator which registers from
D% to 100%. The flap control switch is marked "UP", "OFF", and
"DOWN". The flaps may be stopped at intermediate positions by
moving the selector to off and the degree of travel will be shown
in percentage. Rigging must be adjusted to the right inboard
Elap after its travel has been set at full up and full down. If
the right inhoard flap actuator is inoperative or disconnected,
the Flap control switch must be in the "OFF" position to prevent
d mange to the flaps and w ings.
1-77
wmeioµo Akszok
-
I MERI.IN IIB MODEL SA26AT

AC-'
FIN ATCR in EM
AIRCRAFT FLImfr carrROL SYSTEMS
't
Flap Track (typ.)
;-Flap Actuator
. (inboard)
Plap Actuator
(outboard'
Flap Motor
riap Plex Drive 90 Drtve Adapter
tve Adapter (outboard)
Etap Gaar Bax .. >
Flap Aux Drive

Pressure Seal ,' Pressure (inboard)
Seal
FIG I 18 Plap Drive System
L-78
SWEARINGEN
AVIATIQtV CORPORA7"10N .

TRAINING MANUAL
FLAP CONTROL SYSTEM
Non-Essential
Þ/
Flaps shown in full up position &

Control handle in neutral
1 Control C/S 4 Relay

2 Power C/S 5 Flap Motor
3 Selector 6 Limit Switch
FIG. 1 -39
Flap System
Electrical Schematic
1-79
unis---
SWEARING AyiATION CORPORATION

EN
TRAINING MANUAL
GENERAL DESCRIPTION
The 1.anding gear installed on the Merlin IlB is a electrically

operated system with nose wheel steering. A sp3it-field, D.C.
olectrie n:otor retracts or extends the gear as selected by the
gear setretor on the pedestal. The main gear actuators are
driven by torque shafts from the motor gear bo× ano the nose
gear actuator is driven by a chain from the main torque shaft
drive sproeket. A spring-Loaded friet ion clutch between the gear
box and the torque shat't protects the system in the event of
mechanical malfunction and a 50 amp circuit breaker on the non-
essential buss prevents damage from electrical overloads. Each
main gear has down Lock-hook attachments and the nose gear uses
over-eenter action to give positive mechanical down locking.
The actuator .jackserews hold the gear in the up position.
The posit ion of the landing gear is judicated by the grear/flap

position indicator in the Lower left co-pilot panel.
The indicator and warning horn systems are independent so a

malfunction of onewill probably not alleet the other.
The down indicator switch on the main gear is closed when one
of two down latch hooks on each drag brave is locked . The
warning h<>rn switch, normally closed, is opened when the down
lock is ongaged. The switch on the nose gear is actuated when
the drag brace passes the over-center position.
The warning horn circuit from each geur is wired in parallel

with the corresponding switch on each of the other gears and in
series with the power lever warning horn switches. When either
or both power levers are retarded in flight to L'H" of the gate,
with one or more gear not down and locked, the circuit is closed
and the warning horn sounds with an intermittent beeping to
warn the pilot that all three landing gears are not down and
locked. The indicating system would normally indicate the
malfunctioning gear.
A safety switch, located on the inboard side of'the left main

strut, breaks the landing gear control circuit whenever the
strut is compressed, preventing accidental gear retraction on
the ground. The gear selector should always be in the down
position Eor Landing, taxi, ground or take-oft operation and
should not be moved until the operator is ready for the gear
to retract,
1-80
SWEARINGEN AVIATION QQRRORATION
.
TRAINING MANUAL
RIGGING
The aircraFt should be placed on jacks and the landing gear retrac-
tion and extension should be checked after any repair, replacement
or adjustment of the retract s:ystem is made.
The nose gear should be rigged first, then the main gear. Dis-
connect both main gear actuators at the universals nearest the
actuators prior to rigging the nose gear.
1. Major adjustments are made by disconnecting the nose

actuator at the drag brace and turning the screw in
or out a half turn at a time. Check actuator spring
compression from full extension to partial extension.
Adjust the nose gear chain to proper tension through
the right nose access door.
The down Limit swLtch, located in the left wing center

section, should be adjusted so the plunger is depressed
1/16" beyond the point where the switch clicks when
gear is down and locked and the actuator spring is
compressed to 0.78 in. length. The up limit switch
should be set, with the gear doors disconnected, to
where it stops the motor when the nose gear assembly
clears the upper wheel well structure and the tire
rests above the doors by approximately one inch. Make
line adjustments on the limit switches to compensate
for coast or backlash. Check and adjust the nose
gear doors as necessary at the linkage.
2. Major adjustments to the main gear are made at the

actuators. Turn the drive shaft to actuate the
jackserew to the desired position or remove the
actuator bolt at the drag strut and turn the jack-
screw in or out 9 turn at a time. Do not retract
tlie gear until the gear doors are disconnected and
positive electrical means are used to slowly raise
the gear. The down limit switch is set to stop the
motor when the gear is down and locked. The up limit
switch is set to stop the motor when the main gear
strut is approximately 1 inch from the spar and the
tire is l inch above the doors when closed. Fine
adjustments are made by changing the position of the
inboard universals on their splined drives.
The actuator springs should be compressed to a length

of 0.78 inches with 0.20 inches clearance between
the spring coils,
l-81
TRAINING MANUAL
RIGGING (CONT.)
3. Check the down look switches after the system has been
rigged and inspected. Adjustments to the switch are
made by loosening its mounting bolts and moving the
switch until the correct action is obtained and then
tightening and safetying the bolts. Test the gear
indicator and warning horn operation through at least
one eyele after every rigging operation prior to
lowering the aircraft from the jacks.
4. While still on jacks and with the gear fully extended

and serviced check the adjustment of the safety switch.
Piace a small jack under the left shock strut and
ra.ise the wheel until the shock is compressed 3/4".
The safety switch should just click at this point.
Ad justment may be made by loosening the switch mount-
ing and reposit ioning the switch.
5. The clutch torque may be checked by placing wooden

blocks between the spar and main gear st·ruts on the
up eyele. Using a strap wrench around the elutch
housing, manually raise the gear until it bottoms
on the blocks. Using a spring scale attached to the
wrench handlo, the clutch should slip at 320 + 10 in.lbs.
Adjustments are made at the tens ion nut using a special
wrench.
1-82
§wooriogem A§vevo
IJJfDING ÇEAR SYSTEM
MERLIN !!8 -
MODEI. SA26AT
10
12 29 LANDING GEAR
y 13
11 $ 14
\ is
i 16
\ 17
9 2o
22 23
21 ) 26
24
8
6
2 •
I. Nose 1.anding Gear 15. Main Drive Shaft
2. Nose Gear Actuator 16. Nose Gear Drive Sprocket
3. Chair. Assembly 17. Emergency Extension Drive
4. Sprocket Assy. Nose Geer
-
18. Emergency Extension Ratchet Link
5. Sprocket Assy. -
Nose Geer 19. Center Support Bearing
6. Sprocket Assy. -
Nose Gear 20. Clutch
\ '.
8.
Emergency Gear Actuator Handle
Emergency Gear Clutch Release
21. Emergency Clutch Release
22. Pressure Seal
Handle 23 Gear Box
.
9. Sprocket Assembly Nose Gear
-
24. Landing Gear Motor
10. Tack Screw 25- L Toint ,
II. Drag Strut 26. Spitne
12. R. H. Torque Tube 2 .imit Switen
13. Support Beartne 2E. LH Torque Tube
14. Pressure See: 29 Main i.anding Gear
aG l -
46 sar.dine Gear Retract System
a 83
SINEARINGEN

TRAINING MANUAL
LANDING GEAR SYSTEM
Landing Gear shown down & locked

with aircraft weight on wheels.
Mon-Essential
I 4
FIG .
1-41 Landing Gear
Electrical Schematic
1 Control C/B 5 L/G Safety Switch
2 Power C/B 6 Relay
3 Selector 7 Retract Motor
4 Limit Switch
l-84
SWEARINGEN
aviarrosv comeogrios ! -

TRAINING MANUAL
i I i
LANDING GEAR & FLAP POSITION SYSTEM
, LABC
..
ICO J gr GN AA
LH RH
Es l Circuit Breaker 6 Gear "Down" Switches
2 Indicator 7 Gear "Up" Switcher
'
FIG . 1 -
42 Flap & Gear 3 Flasher 8 Resistor

Position Indicator 4 Throttle Switch 9 Horn
5 Flap Transmitter 10 Buss Trans. Switch
1-85
SINEARINGEN
AVIATION CORF3DRATION '

TRAINING MANUAL
NOSE GEAR STEERING SYSTEM
GENERAL DESCRIPTION
The nose landing gear on the SA26AT is a modified Beech gear (P/N
50-820001-9). The nose gear is full castering, and has a mechanism
that uses nose gear cylinder pre-loading pressure to center the gear
during extension and retraction. When the nose gear steering system
is not in uso, the aircraft is steered with engines and brakes as are
all tri-cycle landing gear aircraft without nose gear steering .
A servo (P/N 26-53022-1) is mounted on the nose gear strut. A ring

segment sprocket is mounted on top of the nose gear strut attached
to the nose gear spacer slecve assembly. The servo pinion gear and
the ring segment sprocket are connected by a chain which has both
ends attached to the ring segment sprocket. A nose gear scissors
switch (P/N MS24331-4) is mounted on the lower part of the gear so
as to be controlled by the nose gear scissors. Two shorting type,
seven contact switches, (P/N 26-53314) are mounted on a support
bracket on top of the nose gear. An actuating arm is mounted on a
bearing on top of the nose gear. The inner race of this bearing is con-
nected to the same support as the shorting switches while the outer
race is connected to, and supports the actuating arm. The servo, the
ring segment sprocket, and the chain all extend and retract with the nose
gear. The actuating arm and the shorting switches are mounted on a
yoke which remains stationary during retraction but which has a uni-
versal connection to the nose gear strut.
Mounted in the cockpit on the L.H. console, is a rack and pinion

assembly. A rod connects the rack and pinion to a handle above the
console. The handle has a fiducial mark which indicates when the
handle is centered to center the nose gear. The handle has a button
ín the center of it, and when the palm of the hand is placed in contact
with it, an engage switch is actuated. The engage switch is mounted
below the console, and is actuated by a rod extending through the
handle and shaft of the rack and ptnion, to the switch mounted beneath
the consolo.
A nose gear steering indicator light is part of the annunciator panel

which is mounted on the instrument panel. The light indicates when
both the engage switch and the scissors switch are actuated to show
that power has been applied to the system.
1-86
SWEARINGENAyfAffDN CORPORATION

TRAINING MANUAL
GENERAL DESCRIPTION (CONT.)
A voltage dropping resistor network is mounted on the bulkhead inside

the radome. The purpose of this network is to supply varying amounts
of current to the servo clutches as varying numbers ot the shorting
switch are shorted out. The more shorting switch contacts are
shorted out, the greater the deflection of the nose gear wheel.
NOSE CEAR STEERlNG SYSTEM OPERATION

(REFER TO ENCLOSED SIMPLIFIED SCHEMATIC)
With the aircraft on the ground, the nose gear scissots switch is made.
When the steoring handle is grasped, the palm of the hand pushes
a button which closes the engage switch. When the engine switch
is actuated, power is routed from the non-essential buss circuit
brraker, through the engage switch, through the scissors switch,
to the resistor network, through the servo motor, to ground.
The servo motor is now energized and running .If the steering handle
is moved so as to rotate to the left, it will rotato the pinion gear to
move the rock aft or in a L.H. direction. This action will cause the
cable which is attached to the rack to move the actuating arm to
whtch the cable is als< attached. The actuating arm, pivoted on
a ball bearing, will strike the L.H. shorting switch, and depending
on degree oí movement, will short two or inora of the l..H. shorting
switch contact together. Depending upon the number of contacts
shorted together , a certain amount of the resistors in the voltage drop-
ping no, k are shor ted out . The more switch contacts that are
shoited together, the mon: resistors are shorted out, and the more
currant is delivered to the servo clutches. The a .H. servo clutch
now energized, engages the servo motor to the servo pinion gear.
The pinion gear, through the chain drive, moves the segment sprocket
to turn the nose gear wheel to the left. As the nose wheel turns to
the loft, the L.H. shorting switch moves away from the actuating
arm because the switch is mounted on the same part of the strut that
is moving the nose gear wheel. The actuating arm remains stationary,
however , because only the inner bearing race of the arm follows the
nose whool. The outer race of the bearing is attached to the actuating
arm which is held in place by the cable attached to the rack and pinion
gears. The L.H. shorting switch will continue to move away from the
1-87

TRAINING MANUAL
NOSE GEAR STEERING SYSTEM OPERATION (CONT.)
actuating arm until all of its contacts are open. At this point, current
is removed from the L.H. clutch which disengages the servo, and stops
further travel of the nose wheel. While the L.H. shorting switch was
moving away from the actuating arm, the R.H. shorting switch, which
is mounted on the same structure,was moving toward the arm. If the
steering handle is now centered, the actuating arm will strike the R.H.
shorting switch, close its contacts, apply power to the R.H. servo
clutch which will act to turn the gear toward its centered position. When
the noso gaar wheel has rotmned to its centered position, the contacts
of the R.H. shorting switch will open, and will remove current from the
right hand clutch which will disengage the servo and stop the nose gear.
Operational sequence of R.11. turns is identical to that of a L.H. turn.
The nose gear indicator light is in the system to show when power is
applied to the system.
It should bo understood that the nose gear is full castering, and

that the conventional tri-cycle landing gear method of using engines and
brakes to steer aircraft, may also be used to steer the SA26AT. There-
fore, in any nose gear steering system failure where power can be removed
from the system, the SA26AT can be steered in the conventional manner.
SCIIOUL NOTES
1-88
SWEARINGEN
AVIATION CQRRORATION

TRAINING MANUAL
NOSE GEAR STEERING
FIG. 1-43 Nose Gear Steeržàg Control
1-89
MERLIN lla-MODEL SA26AT

TRAINING MANUAL
NOSE GEAR STEERING
26-53314 Switch Controlex Cable

to Cockpit Control
O
Control Arm
26-53314 Switch -
FIG. 1- 44 Nose Cear Steering Switch Installation
Switch Ad justment
1-90
SWEARINGEN AytAnON CORRORATION
MERLIN IIR-MODEL SA26AT

TRAINING MANUAL
NOSE GEAR STEERING
Nose Gear 26-53314 Switch ,
(2 ea) Control Arm
Gear Drive Chain

Segment
Servo & Clutch
FIG. 1- 45 Nose Gear Steering Drive Installation
1-91
NOSE ÇEAR ENERINÇg¶ M
L.H. W@@ŒÔU Œ iÔŒG ŒŒÛÛ
Steering
-
Control MERLIN IIB MODEI. SA26AT
I IANDING GEAR
Engage Swtrch
Piruon
Controlex Cable
Rack
L.H. R.H.
Artn
NoseWheel L.H
Bearing ..-----.---
Nose Gear Lignt ,e' 's R.H.

Panel ,- 4,
in Annunciator
R H.Shorting Sw. LH Shorting Sw.
- - -
L.H
R.H - - - - -
Segment
Non-Essential Gear
D.5 VDC Buss
-
Grounc _
Chain Servo Clutch
Pinion
150
Air
Nose Geer 100

Scissors SW
3round
30
A H t late
utch
Nose Gear Servo
B .HC
.atest
configuration uses single contact switches. This allows full
°
current to be applied to the clutches regardless of the degree of turn.
- SLmplitted chemanc
FIG. l 46 Nose Gea: Ste 10)
1-92
-
SWEARINGEN AVIATION CORRORATION .

TRAINING MANUAL
NOSE GEAR STEERING Wing Tip Arc
Rt ar
Lef t Main Gear

Track
24.0(
153.00
.325.75 R.
I
651.50 Dia. •
|
Turn Radius -
Merlin IIA & IIB
Nose Gear
Turn Limits
FIG.l-47 Turn Radius & Limits
l-93
SIMEARINGEN
AyiATION CORPORATIOf.V
MERLIN Ils-MODEL SA26AT

TRAINING MANUAL
BRAKE INSTALLATION AND OPERATIONS
The brake system consists of a multiple disk brake assembly at each

main gear wheel, right and left master cylinders for both pilot and
co-pilot, a hydraulic fluid reservoir, and a parking brake valve,
along with necessary shuttle valves, lines and fittings.
Hydraulic pressure is applied from the master cylinders to the brake

assemblies, forcing the pistone to press the torque buttone assemblies
against the rotor diske, carrier, lining, and torque plate.
The brake is designed for use with MIL-B-5606 hydraulic fluid to with-
stand 550 poi operating pressure with "O" psi back pressure. The brake
assembly is composed basically of the following parts, Ref. Fig. Page ;
The torque plate (11)

is fastened to the piston housing (36) with bolts,
nute, and washere (1 thru 6). A carrier and lining assembly (13) is in-
stalled between two rotor diske (12, 14); and three segmented carrier,
lining, and torque button assemblies (7 thru 9) and (15 thru 17) are in-
stalled on the outside of each disk. One set of three is attached to
the piston housing (36); the other, to the torque plate (11). Automatic
adjustment is provided by a pin (25), spring (23), retainer (22), nut (21),
and adjuster housing (24). Heat is shielded from the torque plate and
housing by insulatore (10, 18).
Install brakes by netting assemblies in place over the axle spacer, and
bolt in place on the axle torque flange. Brake mounting bolte should be
installed from the brake side to pennit line inspection of the nute.
Apply coating of anti-seize compound, MIL-T-5544, to bolt threads, to.the
bearing surfaces of the bolt head and nut, and to both sides of the
washere before installation. Tighten bolte in across-diameter sequence
evenly to 150 to 180 lb. inch torque. Then recheck torque once around.
Index 12, Index 9,17 Index 13

14 Brake Carrier and Carrier and
Disk Lining Lining
THICKNESS Max. 0.248 0.278 0.288
Min. 0.180 0.198 0.148
DISH Max. 0.110 NOTE
Min. 0.000 Min. thickness is for
85 percent of lining
I.D. Max. . 7.352
surface.
Min. 7.000
FIG. 1-48 INSPECTION LIMITS

SWEARNG Ay;Artosv cons=onArroN
EN
MERLIN IlB-MODEL 5A26AT
TRAINING MANUAL
BRAKEINSTALLATION & OPERATION

Install Housing (24)
Flush with Insulators (18)
Pin (25) in Retracted Position
Carrier, Lining &

'' Torque Bottom Assy.
(15, 16, 17)
--Spring (23)
Brake Wear
Housing (24) ==
Indicator
-
) ËBrake Clearance
Lo.0380.032 -
Nut (21)
LRetainer (22)
NOTE: Numbers in this figure refer to Fig. 1-
FIG. 1- 49 BRAKE ADJUSTER
Figure 1-49 shows the brake adjuster retracted to full brake -
clearance with no pressure applied to the brake. When pressure is

applied to the pistone (not shown), the carrier and lining assembly
(17) is forced in the direction of the arrow. The headed pin (25)
is pulled in the same direction by the movement of the carrier and
lining assembly, compressing the spring (23) until the retainer (22),
held by nut (21), seats against the press-fitted housing (24). At
this point, all the brake clearance B is taken up and braking follows
in proportiòn to the brake pressure applied. As the lining wears,
the extra movement of the carrier and lining assembly will, under the
pressure of braking, pull the housing (24) forward in its carefully
controlled prees-fit, by means of the pin (25) and retainer (22).
Now, when the brakes are released, the spring (23) will push the
retainer (22) back to the same clearance relation as before. (The
housing (24) stays in advanced position.) The carrier and lining
assembly is returned to the preset clearance by the pin (25). In
this manner, the brake clearance is automatically adjusted for
constant value.
1-95

TRAINING MANUAL
BRAKE INSTALLATI.ON & OPERATION
Maintenance of the brakes while installed on the aircraft is limited

to a visual check for hydraulic leakage, bleeding brakes as required,
check for loose bolts, and nuts, and tighten or replace as necessary.
Check adjuster dLmension "A". When dimension "A" is zero or flush,

the brake is ready for a lining inspection. If segmented carrier and
lining assembly thickness is below minimums in Fig.l-48 , the brake
is ready for overhaul. Do not tamper with brake adjuster setting.
No adjustments, repairs, or replacements are recommended while the
cquipment is on the aircraft.
SCHOOL NOTES
1-96
SWEARINGEN AyrArioN CORRORAŸ'ION

TRAINING MANUAL
BRAKE INSTALLATION & OPERATION
5 6 29 30 31 32 33 26 27 28 34 35 36 14 13 12 2 1
3 21 22 23 24 4 20 19 18 16 17 15 25 7 9 8 10 11 2 1
FIC. 1 -
50 Brake Assembly
1-97
SWEARINGEN
AylATION CORPORATIOIV

TRAINING MANUAL
BRAKE INSTALLATION & OPERATION
INDEX TO FIG. 1- 50
ITI.M PART NUMBER NOMENCLATURE
2-993 Brake, Multiple Disk, .015 X 1.673.4

1 AN363-524 Nut, Self Locking, 550 F
2 AN960-Sl6 Washer, Flat
3 AN5-25A Bolt, Machine, Aircraft
4 AN960-516 Washer, Flat
5 ANS-17A Bolt, Machine, Aircraft
6 AN960-516 Washer, Flat
- 342-18 Carrier, Lining and Torque Button,
Assy of
7 38-606-07-91 Rivet, Steel, Drive
8 322-18 Torque Button
9 244-137 Carrier and Lining,Assy of
10 115-101 Insulator
11 184-202 Torque Plate
12 133-149 Disk, Brake
13 244-138 Carrier and Lining, Assy of
14 133-149 Disk, Br ike
- 342-18 Carrier, Lining,and Torque Button,
Assy of
15 38-606-07-91 Rivet, Steel, Drive
16 322-18 Torque Button
17 244-137 Carrier and Lining, Assy of
18 115 -102
Insulator , Piston
19 74-416 Piston
20 MS28775-122 Packing, Preformed, Hydraulic
MS20364-428 250°F
21 Nut, Self Locking, Thin,
22 56-467 Retainer, Spring
23 40-387 Spring, Helical Compression
24 260-284 Housing, Automatic Adjuster
25 20-191 Pin, Straight Head
26 AN507-1032-6 Screw, Machine, Flat Head, 100°
27 170-95 Insert, Keyway
28 3591-3CNO285 Insert, Heli Coll
- A155-1 Bleeder Screw Assy, 3/8
29 AN520-10-5 Screw, Machine
30 AN935-10 Washer, Lock
1-98
SWEARINGEN AylA¯TION
CORRORATION .

TRAINING MANUAL
BRAKE INSTALLATION & OPERATION (CONT.)
INDEX TO FlG . 1 -
50 (CONT .)
31 AN6204-1 Valve , Hydraulic Bleeder

32 274-17 Fitting, Reducer
33 MS28778-6 Packing, Preformed
34 AN919-6D Reducer
35 MS28778-6 Packing, Preformed
36 260-283 Housing, Piston
1-99
SIMEARINGEN AVIATION CORRORATTON

TRAINING MANUAL
BRAKE HYDRAULIC SYSTEM 2
18
15
gg 16
12 13
17
gg 11
4 16 7
3
10
1. Snap Ring 7. "0" Ring 13. Piston

2. Cylinder 8. "O"Ring 16. "O"Ring
3. Clevis 9. Washer 15. "O" Ring
4. Check Nut 10. COLter Pin 16. Valve
S. Cotter Pin 11. Collar 17. Piston Rod
6. Guide Bushing L?. Valve Spring 18. Return Spring
¥IG. 1- 5 I MASTER CYLINDER
. Reservoir -
Beech - 50-580038-6
teter
Cylinder
' ræ nt Mach. Co.
A
To Lef t Brake
Goodrich 2-993 -
To Right Brake
Parking Valves
Beech - 45005-Al
Control Arens
20-032-36
FIG. 1- 52 BRAKE SYSTEM

1-IUU
SWEARINGEN g;A-rrotv
coRPonArtorv
TRAINING MANUAL
MAIN LANDLNG GEAR Wilil S
The main landing gear whenls consist of an inner and outer wheel half
made of cast aluminum alloy, bolted together, with washers used beneath
the nuts and bolL heads to prevent galling and stress concentration. A
packing in the groove in the inner whoel half seals the wheel against mir
leakage. Bearing cups and conos are installed in the hub area; balance
weights are fastoned with nuts and screws to the inner surfaces. Identi-
fication and instruction platos are fastened with drive screws to the outer
surfaces. /\ hub cap an<i lock Iing in the outer wheel half hub area retain
bearing lubricant an<i nr al against dirt. The inner wheel half contains a
groase seal consisting of a lubricated felt encloscri by two steel retainers
hold in place in the hub ar' a by a lock ring. Torque keys are installed in
slots in the flange area with scrows fastoned to holi coil inserts installed
in the slotted flange surface. The torque keys retain the lugs of the brake
disks which rotate with I be wheel, when the wheel and brake are mounted
on the landing gear axle .
Wheels are normally shipp' d completely assembled. The bearings are

packed with the proper grease and may be installed as received. In senrice,
wash bearing cones in clean cleaning solution; rotate the bearing cage by
hand while it is submerro d in the solution. Pack grease, specification
MlL-G-3545A or equivalent, into berwing cones and smear grease on ends
of rollers. Do not over -lubricate.
Spread a thin coat of grease on the
surface of the bearing cups.
ln re-assembling wheel, lubricato threads of bolts and nuts and face of

the washers wnh throad compound, specification MlL-T-5544, or equiva-
lent. Tighte.n nuts on tio units to 140 to 160 lb. inch torque, using a
pre-set hand wrench in cries-cross sequence across the diameter. Re-
check the torque onco around before inflating the tire .
Install by placing the wheel assembly onto the axle, install outboard
cone in outer wheel half and tighten the axlo nut until a definite bearing
drag is noticed when rotating the wheel on the axle. Make sure that the
lugs of the brake disk engage the slots of the inner whcol half. Rotate
the wheel while adjusting the axle nut to assure proper setting and check
that there is no side motion. Rack off the axle nut to the next castellation
and install cotter pin in axle. Fasten hub cap to outer wheel half with
lock ring.
1-101
SWEARINGEN
AVIATioev coRPORATioiv

TRAINING MANUAL
MAIN GEAR WHEEL 5
25 ---
23 -
2
24 ----
22
20
11 -
12 -26
17
16
15
---------19
35
"'
10 29
39
38
37
33 34 ---3
32 2
K 1-53 Main Wheel Assembly 1 30

SWEARINGEN
Ay;Ariotv coReoprArioty .
TRAINING MANUAL
MAIN GEAR WHEEL
INDEX TO FIG. l-53
[TEM PART NUMBER NOMENCLATURE

3-1174 Wheel, Landing Gear, 7.50-10, Type HI
3-1225 Wheel, Landing Gear, 7 Type III .50-10,
1 A85-218 Ring, Lock, Internal

2 32-330 Cap, Hub (Used on 3-1174)
118-69 ap Assy, Hub (Used on 3-1225)
3 07100 Cone, Bearing
4 A85-41 Ring, Lock, internal
5 56-410 Retainer, Pelt, Offset
6 277-116 Felt, Mechanical, Preformed
7 56-409 Retalner, Eelt, Plat
8 19150 Cone Bearing
,
9 AN363-524 -
Nut, Solf Locking, 550°F.
10 AN960-516 Washer , Plat -
11 AN5-14A Bolt, Machine, Aircraft

12 AM960-516 Woshot , Plat
13 68-216 Packing , Pre toi med
- 300-228 Whol Hal Assy, inner
14 MS20995C32 Wlo , Lock
15 ANSO1A10-5 Screw, Machine, Fillister Head
16 259-29 .
Key. Torque
17 35913CN0190 Insert, Heli Coil
18 MS20364-1032C Nut, Solf Le ing, Thin, 250 F.
19 A97-33 Weight, Balance
' 0
20 ANSO7-1032-12 Screw, Machine, Flat Head, 100
21 AN535-6-4 Screw, Drive, Round Head
22 50-169 Identification Plate
23 AN535-6-4 Screw, D ive, Round Head
24 50-170 Instruction Plate
25 19268 Cup, Bearing
26 10-1028 Wheel Half, Inner
- 300-172 Wheel Half Assy, Outer
27 MS20364-1032C Nut, Self Locking, 250°F.
Thin,
28 A97-33 Weight, Balance
29 AN507-1032-12 Screw, Machine, Flat Head, 100°
30 ANS3-6-4 Screw, Drive, Round Head
1-10 3
SWEARINGEN AylATION CORPORATION

TRAINING MANUAL
MAIN GEAR WHEEL (CONT .)
INDEX TO FIG. 1-53 (CONT.)
lTE M PART NU MBER NO MENCLATURE
31 50-169 Identification Plate

32 AN535-6-4 Screw, Drive, Round Head
33 50-170 Instruction Plate
34 07196 Cup, Bearing
35 10-977 Wheel Half , Outer
- TR725-03 Valve Assy, Tubeless Tire
36 TR-VCS Cap, Valve
37 TR-C4 Valve, Inside
38 TR725 Stem
39 TR-RG30 Grommet, Rubber
-
SWEARINGEN AylATION CORRORATION .

I
TRAINING MANUAL
SURFACE DE-ICER BOOT SYSTEM
The high pressure de-icer boots, manufactured by B. F. Goodrich, is

essentially a fabric reinforced rubber sheet, containing built-in
inflation tubes. The boots are attached to the leading edge of the
surfaces to be protected by means of EC-1403 cement, a 3M product.
Air connection stems, either aluminum or plastic, project from the

underside of each boot into the leading edge and are connected to the
aircraft air supply system. Air pressure from the bleed-air system
is supplied to the inflatable tubes as sequenced by the distributor
valve.
De-icer boots are Lnstalled in sections along each wing and on the
horizontal and vertical stabilizers. A .010 ply of conductive neoprene
is provided on the surface to dissipate static electric charges. The
type 235 boots are lightweight construction and are provided with only
one inflation port so that all tubes in any individual section are
inflated simultaneously.
DISTRIBUTOR VALVE
The de-Lccr boot system is served by one distributor valve located in

the right centersection. The distributor valve functions to apply
pressure or suction to the de-icer boots in a sequence selected by
the electronic timer.
,esi
All Tubes
Inflation Area
Inflated
TYPE 23S
FIG. 1- 54 Surface De-Icer Boot
1-105

TRAINING MANUAL
SURFACE DE-ICER BOOT SYSTEN
DISTRIBUTOR VALVE
The distributor valve incorporates a pressure inlet port, a suction

port, two ports "A" & "B"
- -
to the boots, an exhaust port piped
over board to a low pressure area, and two solenoids "A" "B".
-
Anytime "bleed-air" is available, de-icer boot system pressure is

available at the pressure inlet port. Suction is available at all
times at the suction port. Port "A" is plumbed to the wind de-icer
boots and port "D" is plumbed to the empennage de-icer boots. The
exhaust port allows the air under pressure in the boot to be dumped
over-board at the conclusion of the inflation cycle.
When de-icer action is not required, both solenoids are de-energised

allowing constant suction to be applied to the boots for "hold down"
in flight. Each solenoid, when energized on a sequenced si.gnal from
the electronic timer, operates a servo valve, movement of which re-
verseesuction and pressure conditions across a diaphram. The diaphram
Diaphra Diaphragm
Suction Port / Suction Port
Pressure Por Pressure Port
Close Close
Boot Port "B" Valve Boot Port "A"

Closed -
I I
Low : I
• • Pressure . .
Area
FIG. 1- 55 SOLENOIDS DE-ENERCIZED
1-106
SWEARNGEN AVIATION CORRORATION
TRAINING MANUAL
SURFACE DE-1CER BOOT SYSTEM
DISTRIBUTOR VALVE
mechanically positions a valve which shuts off the suction and admits
pressure into the boot port thereby allowing that section of the sys-
tem to fully inflate for a predetermined time. When a solenoid is
deenergized, airflow through the valve on that side is cut off. When
this occure, the air discharges out of that particular section through
a check valve until the pressure drops to approximately 1 inch Hg, at
which time that section is ported to the suction manifold and the re-
maining air is evacuated. The boot is again held down by suction
until another cycle starts.
When boots are cycled through the electronic timer they are sequenced
as follows:
1. All wing boots are inflated from tip to tip. This phase
lasts 6 seconds.
2. All empennage boots are inflated for a period of 4 seconds,
the wing boots deflating at this time.
3. System rests for 170 seconde, making the overall single
cycle time 3 minutes.
Solenoid "B" Solenoid "A"
De-Energ Enervized
Suction l'ort
(¯
Suction Port
Pressure Por
0 g g a
lo eOpen
P rt '
o
Low 'a a !
: •
Fressure • •
Area
FIG. 1-50 "A" INFLATION = "B" DEFLATION
1-107
SWEARINGEN
( AVIATION JORPORATION
m¥

TRAINING MANUAL
SURFACE DE-lCER BOOT SYSTEM
DISTRIBUTOR VALVE
The control switch, located on the pilotts switch panel is a 3 way,

conters-of f swi tch. Placing the switch forward in the "auto" posi--
tion, booLs will be automatically cycled by the electronic timers
on the above schedule.
When the control switch placed

in in the spring,-loaded alt, or
"manual" position, electrical power is directed to both solenoids
on the distributor valve, by-passing the electronic timer, and
causing all boots to inflate sLmultaneously. Boots will remain
inflat.ed as long as the switch is held in this posi tion. 'Jhen
switch is released boots will deflate and again be he.d flat by
suction.
SCIIDOL NOTES
SWEARINGEN AylATION CORPORATICIM .

TRAINING MANUAL
0--26/4-20 o--240‡-20-- g
26/2·20---¢
o-- 2 &I Ÿ 20 ----

5
L Transler Switch
2 Control Switch
3 Relay
' 07-
4 !'Timer E 20 ---
A
5 Distributor Valve "
FIG. 1- 500 De-Icer System Electrical Schematic
When the control switch is in the momentary

placed ,
spring-loaded
manual position electrical power is directed to both distributor
valve solenoids simultaneously , by ing the relay
-pass
and the timer .
1-109
SWEARINGEN
AVIATIQN CORPORATION

TRAINING MANUAL
To cert i Ey the alrecui L or

light into known icing es ditions
-
-
a pressure relief valve is in-

stalletl ill this line, set to reliev
illV PPt'MStiPU Í11 O'<Pt'SS UÍ PSÍ,
[1 I ( It' OVel'Ì) MI't! Ø\llatt I ,
1 Pressure Regulator
cuE je ogulator
3
4 Vacuum Warning Light Switch
5 Overboard Exhaust
67 BooSpS
7 r T em
5
FIG. 1-58 Surface De-Icer System Installation
l-llO
SWEARINGEN AVIATION CORRORATION p

TRAINING MANUAL
PROPELLER DE-ICING SYSTEM
GENERAL DESCRIPTION
The propeller De-Icing System consists of an.electrically-heated De-lcer

bonded to each propeller blade, a slip ring assembly with a brush-block
assembly to transfer electrical power to the De-Icers, a tímer, an ammeter,
a control switch, a transfer switch along with the necessary circuit breakers
and wiring to complete the circuit .
To conserve power drawn from the aircraft electrical system, current is cycled
to the De-Icer heaters at timed intervals rather than continuously. Each
De-lcer has two separate heaters, one for the outer half and one for the inner
half. By heating all outer or all inner heaters on only one propeller at a
time, rotational balance is held during de-icing, and current draw is held to
approximately 18 amperes. The timer successively delivers current via the
slip ring and brush block to:
(1) The outer heaters on the right propeller .
(2) The inner heaters on the right propeller.

(3) The outer heaters on the B propeller.
(4) The inner heaters on the left propeller .
L.H.
Ess.
DE-ICER Buss
--
ntake heat
SLIP RING
FIG. 1 -
59 Propeller De-Icer Cycling
1-111

TRAINING MANUAL
GENERAL DCSCRlPTION (CONT.)
The timer energizes each of these four phases in turn for 30 set onds, making a
complete cycle every two minutos. This two minute cycle is repeated as lonu
as the control switch is on. This cycling sequence is vital so that outboard
heater s on nach propeller operate before the inboard heater s.
The timer does not have a "home" position. Heating may begin at any phase in
the cycle depending on the timer position when the switch was turned of foam
previous use.
The use of heat at the ico adhesion surface reduces the grip of the ice which w
then a moved by the centrifugal effeel of rotation and the blast of airstream.
The thichness or weight ol the ico build-up will vary the timo toquired for comp-
late de-icing, however, the system may be useri r:ontinuously in flight il
The 13e-Icors contain special heater wires protected by fabiic plies and by oil
, abiasion
ud resistant rubbor . The De-lcers are cornented no to eacE pin-
p. !b i DLule with I f:1403 roment, a 3M product. l ach i>c ..
Das a wpa d '
h al foi the inboard and ontbo,nd heater and a third load wbb l is a ennunen
ainund. There h·ads are so marked on all but a v ry h=w ot the very muly
do--icers.
:'I It' WINt1: BRilllll::: N PPil.Eli HLCNIK
To toni:Her electiical powet to the rotating De-Ice s, a brush block assembly

is mounind in the engine nose case at the thrust plate, with brushes which
are spring loaded to press against the revolving slip rings. The slip ring
assembly is mounted on the aft side of the spinner bulkhead (Pef. DO.1-GI)
I'ypical Installation of Brush Block Assembly is shown in FIG, I also. -bt
T1MER
Tho timer is a scaled unit. If found inoperative, it must be replaced as an

assembly -
no field repairs are authorized. FIG.l-59 shows the timer

cycling sequence.
] -1
12
SWEARINGEN AVfATION CORPORATIQN

TRAINING MANUAL
TROUBLE SHOOTING
The ammeter can be used to indicate the general nature of most propeller de-
icing system electrical problems, whether in flight or during ground testing.
Whentrouble shooting, o Make--eM-pewer, turnDe-.
De-Icer 2-m°uu j6
Icer System switch "ON" and observe ammeter for at least Ga
Ammeter needle must rest within the normal operating band of 14 to 18 amps r
except for a "flicker" each 30 as the step switch of the timer operates. If O
not, refer to the appropriate section of the trouble shooting chart. (ara
With engines stopped, turn lle-Icer switch "ON" and teel De-lcers on pro-
pellers for proper sequence of heater operation. The starting point is not
important but sequence is vital and must be: Right Outboard, Right Inboard,
Left Outboard, f.cft inboard. Temperature rise should be noticeable and
each heater should warm for 30 seconds.
.ibout
If the ammeter reading drops to two-thirds normal current, this indicates that
one ho<iter circuit is open from the slip ring assembly to the De-Icer heater.
I.xetst.S current readint¡ on the <smmeter alw.lys indiesite ,1 power lettd shorte'd
to ground. In slich <:etso, it is possible th<it the exce: curren! may have
welded the timor <:ontacts in one phase. The vanilt m<iy he a !i.rer which
does not cycle or possibly,
, the timer mrty continue to cycle but also feeds
the welded contacts continuously. The latter condition will, in the heat
tr·st, show as two phases heating simultaneously, over 3 of the 4 phases.
TIMER CHECK
The timer may be checked by disconnecting harness at timer and with De-Icer
switch "ON", check voltage from pin B of harness plug to ground. If system
voltage is not preserit, the fault is not in the timer. If system voltage is
prescrit at pin B, check ground circuit using Ohmeter from harness plug pin
G to ground. lf no circuit is shown, the fault is in ground lead, not in timer.
If ground connection is "OPl:N", the timer step switch will not change posi-
tion. When power and ground circuits have been checked, connect a jumper
wire from pin B of harness to B contact of timer socket, to power timer.
Connect jumpor from pin G of harness to G contact of timer socket to complete
the power circuit. Using a voltmeter from ground to timer socket, check
that timer is cycling to deliver system voltage to C, D, E, and F contacts
in that order. Each of these four contacts must deliver voltage for approximately
30 seconds, in turn, and there must be zero voltage on the three contacts
not energized .
1-113
SWEARINGEN
A.VIATION CORRORATION
MERLIN IIB-MODEL (A26AT

TRAINING MANUAL
DE-ICER RESISTANCE CHECK
To determine Lncorrect resistance, short or open at the brush-to-slip ring

contact, disconnect harness at the timer and use low-range Ohmeter to read
resistance from each De-Icer Circuit lead to ground. If not in the range
shown in the table (FIG. 1-60 ), disconnect the De-Icer lead straps to
measure heater resistance individually. If first check is off limits but
second check is OK, the trouble is probably in the brush-to-slip ring area;
if the second check is off limits, the de-icer concerned is damaged and must
be replaced.
In Parallel
1.55 to 1.78
At Harness Ohms
Individual 4.58 to 5.26

Heater Ohms
FIG - 1-60 Resistance Table
BRUSH BLOCK RESISTANCE CHECK
To determine when open, short or high resistance is present in brush block,

use low range Ohmeter to measure resistance from face to brush to its
terminal studs or recepticle pin. If over 0.013 ohms, locate and repair
cause of high resistance; if zero, locate and repair open or ground or
else replace the brush. Check resistance between the three terminal
studs or receptacle pins. This resistance should not be less than 0.5
mego hms .
CONTROL SWITCHES a
As shown in FIG. 1-59, the propeller de-icing system is controlled by

the engine air inlet de-icing system switches. Anytime either one or
both air inlet de-icing system switches are placed in the on position
the propeller de-icing system is also turned on. To de-activate pro-
peller de-icing while maintaining air inlet de-icing the propeller
de-icing circuit breaker must be pulled.
1-114
SIMEARINGEN
AVIA-r/ON
CORPORATION

TRAINING MANUAL
Button Head Socket Screw

428 UNF-3A
Slip Ring Assy .
4E1555
0
e0C416L
Nut H10-4
Clamp
P/N2E1063-1
Terminal Strip
P/N lEll50
Clip Assy .
2E118 5
FIG. 1,-61 Propeller Dè-Icing System

B 1-115
Components
SWEARINGEN
A%flATION CQRRORATIQ/V

TRAINING MANUAL
PROPELLER DE-ICING SYSTE STALLATION
siip ains Assy.
Brush Block
Assy. 4E1311
P/N 57
(Used i f necessar,j
for proper alignment)
AN9b0CS Washer /
MS203b5-h32C ANS2bC832R2b Screw
Nur
A
Mount ing Bracket
P/N Œl41H-
Bru h Bl k Assv.
1/3 to 3/22
A

TRAINING MANUAL
WINDSilIELD HEAT
The windshield installed

panels in front of the pilot and co-pilot
are electrically heated, manufactured by Pittsburgh Plate Glass
especially for the Merlin ÏIß. We have discussed the structural
aspects of these panels earlier. We are interested in the anti-
icing capabilities at this time.
Until the a.irernEt was certiflod for flight into known icing condi-
tions there was not a requirement for heated windshields. With
icing certificat ion it was necessary to have not only heated wind-
shields as such, but also to have windshiolds with heating capa-
bilities to maintain the 'HI to Ll(l° F. windshield temperature at
a low ambient temperature. The windshield being installed at that
time had an average toitd ing of 2.8 watts per sqiiare inch. Since
this higher wattage .is necessary only as the ambient temperature
requires, the rivetricat circuit is modified to provide a high heat
and a low heat posi.tion.
With the unntrol swilob in the low heat posit ion power is supplied
by tlie 3eEt essent ial huss to actuate a relay t hat places the heat-
ing elements oE the windslt.iolds in series. Power for the heating
elements is also Eurnished by the leEt essential buss. The power
requirements for the temperature control elreul ts is unalTocted,
the le Et von t voi rece ives power Erom the le Et essent i.a1. buss, the
right control Erom the right essential buss. The sensing elements
in oneh windshiold are rvEvrenced only to their respect .ivo temp-
erature controls. l'ach temperature control operates a separate
cout rol ro I ay Power
. appl ind by the temperature control to operate
these relays also is appl:iod to tliewindshield eyele li.ghts located
on the annunciator panel. Both of the control relays must be closed
to have an operat ing e iron i t in this low heat pos i tion. Since it
is poss ible for one pano l to reach temperature and out of f before
the other, it is aLso possible Eor cycle indication to be limited
to one Light, the other remaining on. Since the heating circuit is
in series one relay eyeLing applies and removes power Eor both
windshields.
With the control switch in the high heat position power is supplied
to the leEt windshield Erom the left essential buss and to the
right windshieid from the right essential buss. Eachwindshield
is eye3ed i.ndependently through the individual temperature controls.
smoedogoo06eero
-
WINDSHIELD HEAT MEPilN !IB tiCDEL SA26AT
DE-!CE/ANTI- 2 SYSTEM
LH Essential
B B&
3 i
Úb O u
LH. Ess
R.H.Es i
L. 7 .
To Nav. Lights
AnthullC10tOf ŸSnei
L.H. W/S Heat on
to L
.H W/S Heat On
----
Off
High
- -
Test -.
J Control Switon S Hi/low Relay ITO i Wandahteld Heat Schemanc

.H. Essential
I Diode 6 Heat Cycle Relay
3 Bus Transfer Relay 7 Temperature Conitol
4 Bus Tranaler Switch 8 Windshield 1-117

TRAINING MANUAL
WINDSHIELD WIPER SYSTEM
The electric windshield wiper is an electro-mechanical

installation system
consisting of several major assemblies, designed to increase and aid visi-
bility for the aircraft flight personnel. The Merlin Illi aircraft is equipped
with a separate and complete system for the pilot, and a separate and com-
plete system for the co-pilot.
Electrical power is supplied by the L.H. essential buss for the pilots sys-
tem and by the R.H. essential buss for the co-pilots system, each through
its own 10 amp circuit breaker. A single rocker type double pole-double
throw switch with center "OFF", maintained "ON" and momentary "PARK"
positions provides one switch operation while maintaining positive system
separation.
With electrical power on and the circuit breakers in, the system is acti-
vated by moving the rocker type control switch to the maintained "ON"
position. The wiper will run at its maximum speed of approximately 250
strokes per minute when operated on wet glass. To stop wiper operation
move the control switch to the "OFF" position. To "PARK", move control
switch to the momentary "PARK" position, hold until both pilot and co-
pilot wiper blades stop in their parked positions. Spring will return
control switch to the "OFF" position when released.
Motor
Microw Switch
(On Rear of Converter )
EIC. 1 -
63 Windshield Wiper System Schematie
SWEARINGEN
TRAINING MANUAL
WINDSHIELD WIPER SYSTEMS (CONT .)
During the normal operating position, electrical power is directed around the
normally open relay to the field winding of the motor, to the armature and
then to ground. The cam, operating as a unit of the converter, "makes" the
micro switch as the wiper blade reaches its normal park position. However,
with the relay normally open the circuit is uneffected.
Whenthe control switch is placed inthe momentary "PARK" position; as shown

in FIG. 1-63 , the normally open relay is powered closed with one set of relay
contacts applying power to the field windings and the second set of relay
contacts providing a ground to one side of the cam operated micro switch .
When the wiper blade now reaches its normal "PARK" position the cam operated
micro switch is closed shorting the field windings and causing the motor to
stop. Relax the pressure on the control switch and the switch will return
to the "OFF" position.
ADIUST PARKING OF WIPER BLADES
A. Operate wiper and stop blades at the extreme left or right

side of the windshield, depending on the side most suitable
for parking blades.
B. Rotate the cam shut-off slowly until you contact the micro
switch and when contact is made, the micro switch will
click. When this point is reached, hold cam to keep from
turning and tighten cap screw with an allen wrench Turn .
wiper "ON", then to "PARK", and observe if blades stop in

the same position each time .
CAUTION:
Do not operate wiper on dry surface .
The wiper blade should be replaced at least every

six (6) months or sooner if necessary.
ELECTRIC MOTOR
The electric motor utilized in the windshield wiper system is an enclosed ,
lightweight, series-wound motor rated at 1/12 HP drawing 3.5 amps. The
1-119
SWEARINGEN
AyiATION GORPORATION

TRAINING MANUAL
ELECTRIC MOTOR (CONT.)
motor has a squared hole in one end of the shaft and a threaded connection
on the housing so that a flexible shaft may be attached to it in order to
transmit power to the converter.
FLEXIBLE DRIVE SHAFT ASSEMBLY
The flex-shaft consists of an inner core of spirally wound wire, squared

at both ends, and an external housing of wire covered with a plastic
shielding The casing
. is attached to the motor and converter by threaded
fittings and the inner cable engages the motor and converter shafts.
CONVERTER
The converter utilized the rotating force of the electric motor, transmitted
by the flexible shaft, and developes a reciprocating motion at its output
shaft. A warm and gear in the converter provide a 100 to l reduction of
the motor RPM. Each revolution of the large gear produces two strokes, one
in each direction. The length of the stroke, or blade travel, is deter-
mined at the factory, and the "dash number" of the converter indicates
this particular travel.
The converter has a doulbe-ended worm shaft so that the flexible shaft may
be connected at either side depending on the motor location. The unit is
life-time lubricated and sealed so that no maintenance is necessary. Auto-
matic parking is provided by a micro switch attached to the rear of the
converter which actuates through a cam shut-off when the system control
switch is placed in the momentary "PARK" position.
DRIVE ARM ASSEMBLY
The drivo arm assembly attaches to the shaft of the converter. The arm
may be mounted and turned until the correct position is obtained, then
as the retaining elastic stop nut is tightened, the splined segments in the
mounting head will engage the tapered splines on the converter shaft and
the connection will become rigid. Tighten the retaining elastic stop nut
to 80 in Ibs
. .
SWEARINGEN
AVIATION CORRQRATION
TRAINING MANUAL
DRIVE ARM ASSEMBLY (CONT.)
The length of the arm may be adjusted from 11 in. to 15 7/8 in. by loosening
the small clip near the outer end of the arm body, move the arm to the
desired position, tighten the clip and then safety wire it. The arm is black-
ened in order to reduce the glare, and a spring enclosed in the arm provides
the correct blade pressure. The blade holder, or saddle, at the outer most
end of the rigid-type drive arm may be rotated to any angle for the best blade-
to-arm angular relationship. The tightly crimped pivot rivet will retain it
in the selected position.
BLADE ASSEMBLY
The blade is rigidly attached to the drive arm by means of a spring clip,
to provide a radial sweep of the same angle as the drive arm. To install
blade, lift the drive arm end away from the glass surface and insert into
the clip on the blade. Press the two together until the spring clip snaps
into the locked position.
SCHOOL NOTES
1-121
\
\ SWEARINGEN
AVIATION CORPQRATIQN

TRAINING MANUAL
COCKPIT DE-FOG SYSTEM
Installed on side
each of the cockpit, aEt of the pilot and co-pilot
position, there two blowers,
are operated from a single switch on the
pilot's consoJe
panel. These blowers direct a flow ol' air along each
cockpit side window to prevent fogging. These units are built by
West_inghouse for continuous duty. They are rated at 27 volt, 1.2 amp,
1/100 h.p. at 7500 N.P.M. In addition, cockpit side windows are being
instal led with the dual þane, dry air sandwich construction similar
to the cabiit window conEigurat inn. Installation oE the dual cockpit
windows as a retro-fit item i.s a customer's option.
Splice
Splice
ss
1 Circuit Breaker FIG 1 -

64 De-Fog System Schematic
2 Switch
3 Blower
1-122
SWEARINGEN
AylATION COR'PORATION .
TRAINING MANUAL
STALL WARNING
Installed on each Merlin IIB as a standard item, the stall warning

let~t
consists primarily of the transducer, located on the wing
leading edge, a warning horn and a red alarm light located on the
annunciator panel. The system is adjusted to provide a warning
7 -
8 M.P.H. above the stall. The warning horn is a steady sound,
as opposed to the beeper on the landing gear horn. The transducer
is heated, electrical power being furnished by the left pilot heat
system.
Non-Ess Buss
-
Horn Transducer
Annunciator Panel
To Pitot
Stall Warn.
Heat L - - - - -
o o
Test i
- - - - - - - - - - -3
FIG. 1 -65
Schematic, Stall Warning
1-123
SWEARINGEN
AVIATION CORPORATICIV

TRAINING MANUAL
CABIN ALTITUDE WARNING
A pressure sensitive switch, installed on the aft side of the

forward pressure bulkhead, is adjusted to light an amber warn-
ing light when the cabin altitude reaches 11,500 feet. Consult
the Airplane I'light Manual for proper procedures should the
A.ltitude Warning Light come on during flight.
Non-Ess Buss
1 --- - -
A Pressure
Sensitive
Switch
Annunciator Panel
Cabin Alt. Warn.
eed
FIG 1 66
.
-
o o † Schematic Altitude Warning

Test
•I
1-124
SWEARINGEN AytAriosv coRRoRATioly .
TRAINING MANUAL
CABIN DOOR WARNING LIGHT
Installed behind each of the seven door latch positions there are
seven normal Ly c'losed micro switches. These switches are wired in
paral Lel so that emy one switch not opened when the main cabin
door is closed and Latched will cause the cabin door warning light
to remain "()N". Any cabin door warning should be invest in,ited
before Eligitt. Witit a pressure ditTerential ol 7 psi, a t\oor
b5 inches X 29 inehos would have a total force in excess al
11,000 Lbs. act ing on it. This is reason enough to insuro al I
latches are in place prior to pressurized ELight .
i.atch
.witches
Non-Ess Buss ----
Annunciator Panel
Cab.Door Warn.
mb
en
a c
o o
St
FIG. 1 -67
Schematic, Doo a:ning
1.1%
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SWEARINGEN AyrArrotv coRPORArioix.

TRAINING MANUAL
GENERAL DESCRIPTION
The Pitot/Static System installed on the Merlin IIB is not unlike

similar systems installed on most other aircraft. A separate pitot
mast is installed on the left and right wing to furnish individual
pitot reference to the pilots and co-pilott airspeed indicators.
Each pitot mast is electrically heated, controlled by switches, -
located on the pilot's switch panel. Electrical power is furnished

by the non-essential buss through individual circuit breakers. A
single load meter is located on the pilot's console panel with a
left and right selector switch so that both circuits may be checked
for operations. The transducer heating element in the stall warning
gystem is powered from the left pitot heat pystem. Therefore, the
left pitot heat will always read a higher amperage than the right
pitot heat system.
The main aircraft static system furnishes static reference to both

the pilot's and co-pilot's instruments. The main system static
buttons are located on each side of the fuselage, aft of the main
cabin door. A drain is provided at each static button. Lines are
routed to a "TEE" at the top center of the fuselage to provide a
balanced system. From this "TEE" a line is routed down and forward
along the right side of the cabin to the instrument panel. A third
drain is provided in this line where it turns to run forward.
An alternate static system is provided utilizing the unpressurized

nose as the static source. An alternate static selector is located
on the pilot's instrument panel. Operation of the alternate static
selector transfers the pilot instruments only to the alternate
static source. The co-pilot's instruments use normal static system
only. The Airplane Flight Manual contains correct curves for static
position error for both airspeed and altimeters.
A set of static buttons located in the nose area provide a balanced

static reference to the differential section of the pressurization
controller.
The two static buttons located forward of the tail cone provide
individual static reference to the safety relief valves on each
of the two outflow valves.
1-127
SWEARINGEN
AVIATION CORPORATION .
'
TRAINING MANUAL
PITOT/STATIC SYSTEM ROUTING
uH
s
H
u s' L-
To Stallrnin
1 Pitot Mast 7 Pitot Heat

2 Drain B Indicator
3 Static Selector 9 Shunt
4 A/S Ind . 10 Selector
5 Manifold 11 Control Switch
6 Vent
FIG . 1 -
69 Schematic , Pitót/Static System
1-128
SWEARINGEN

TRAINING MANUAL
POWER PLANTS
AND
RELATED SYSTEMS
SECTION II
SWEARINGENAylATION CORRORATIQi3/.
TRAINING MANUAL
SECTION TWO
POWER PLANTS & RELATED SYSTEMS
TABLE OF CONTENTS
PAGE
BASIC ENGINE 2-1

ENGINE INSTALLATION 2-5

Engine Mounting 2-5
Engine Vibration Mounts 2-6
Accessory Mount Torque Limits 2-7
PROPELLER INSTALLATION 2-8

Removal 2-10
Installation 2-10
Installation of Spinner Bulkhead and De-Icer
Platter on the Propeller for Cases When
the Bulkhead is Separated from the Propeller 2-11
Propeller Lubrication .
2-14
ENGINE RELATED COCKPIT CONTROLS 2-16

Power Lever 2-16
R.P.M. Lever 2-20
Power Lever/R.P.M. Lever Function 2-23
Beta Light System 2-24
Engine Stop and Feather 2-25
Intake Heat 2-26
Chip Detector 2-28
PROPELLER SYNCKRONIZATION 2-29

System Components 2-29
Synchronizer Operation 2-29
Flight Procedures 2-30
Functional Test 2-30
Adjustable Rod End Trimmer 2-31
ii-i
\ SINEARINGEN
TRAINING MANUAL
TABLE OF-CONTENTS
(CONT.)
PAGE
TURBINE 1NLET TEMPERATURE SYSTEM 2-33

Ceneral Description 2-33
System Components 2-33
Component Function 2-33
System Operation 2-35
System Circuit 2-39
TORQUE SENSING SYSTEM 2-40

Ceneral Description 2-40
Negative Torque Sensing 2-40
Torque Indicating System 2-41
PERCENT R.P.M. AND ENCINE SPEED SWITCH 2-43

GIL SYSTCM 2-44

FUEL SYSTEM 2-47

Fuel Boost 2-48
Fuel Shut-Off 2-49
Fuel Cross Flow 2-50
Fuel Quantity System Rigging 2-51
Fuel flow Indicating System 2-53
Fuel Dump System 2-56
Fuel Pressure Indicating System 2-58
FIRE WARNING SYSTEM 2-60

fire Detection Onit 2-61
OUTSIDE TEMPP.RATURE INDICATION 2-62

Coneral Description 2-62
SWEARINGEN
AWATION CORRORATION

TRAINING MANUAL
TABLE OF CONTENTS
(CONT.)
SECTION IIA
TPE 331 TURBOPROP ENGINE

PAGE
TERMS AND DEFINITIONS 2A-1
GENERAL INFORMATION 2A-6
TYPICAL ENGINE LIMITATIONS 2A-15
INTRODUCT10N TO THE TPE ENGINE 2A-23
GAS TURBINE OPERATING CYCLE 2A-29
GENERAL CONSTRUCTION 2A-32
LUBRICATION SYSTEM 2A-39
POWER MANAGEMENT 2A-43
FUEL SYSTEM 2A-53
PROPELLER CONTROLS 2A-65
RIGGING 2A-71
NECD FOR TORQUE INDICATOR 2A-77
REQUIREMENT FOR NEGATIVE TORQUE 2A-79
TORQUE SENSOR SYSTEM . 2A-82
BLEED AIR SYSTEMS 2A-85
ELECTRICAL SYSTEM 2A-89
TNSTRUMENTS 2A-93
SINEARINGEN
AVIAriCN CORPORATION

TRAINING MANUAL
SECTION TWO
FIGURE TITLE PAGE PA_GE
2-1 Basic Engine 2-4

2-2 Engine Center of Gravity 2-5
2-3 Pront Engine Mounts 2-6
2-4 Rear Engine Mount 2-6
2-5 Recommended Mounting Torques 2-7
2-6 Spinner Attaching Hardware 2-13
2-7 Propeller Hub Assembly 2-15
2-8 Power Lever Attachment to Engine 2-17
2-9 Power Lever Attachment at Pedestal 2-18
2-10 Power Lever in Beta Mode 2-19
2-11 Power Lever in Prop Governing Mode 2-19
2-12 R.P.M. Lever Attachment at Pedestal 2-20
2-13 R.P.M. Lever Attachment to Left Engine 2-21
2-14 R.P.M. Lever Attachment to Right Engine 2-21
2-15 R.P.M. Lever While Operating in Beta Mode 2-22
2-16 R.P.M. Lever While Operating in Prop
Coverning Mode 2-22
2-17 Engine Control function Schematic 2-23
2-18 Beta Light Electrical Schematie 2-24
2-19 Engine Stop and Feather Control Attachment
at the Engine 2-25
2-20 Intake Heat Electrical Schematic 2-27
2-21 Chip Detector Electrical Schematic 2-28
2-22 Propeller Sync. Tr‡mmer 2-31
2-23 Propeller Synchrontzation Electrical Schematic 2-32
2-24 Pressure Ratio Transducer 2-34
2-25 Essential Elements of the T.I-.T. System 2-35
2-26 E.C.T./T.I.T. Signal Progression 2-38
2-27 Turbine Inlet Temperature Electrical Schematic 2-39
2-28 Torque Indicating System Schematic 2-42
2-29 Tachometer System Electrical Schematic 2-43
2-30 Oil Shutter Control at the Pedestal 2-45
2-31 Oil Shutter Control at the Engine 2-45
2-32 Oil Pressure and Oil Temperature Schematic 2-46
2-33 Dil Pressure Warning Circuit Schematic 2-46
2-34 Tuel Boost Electrical Schematic 2-48
SM/EARINGENAVIATION CORPORATION .

TRAINING MANUAL
(CONT.)
FIGURE TITLE PA_GE
2-35 Fuel Shut-Off Electrical Schematic 2-49

2-36 Fuel Cross Elow Schematic 2-50
2-37 Fuel Quantity Electrical Schematic 2-52
2-38 Fuel flow System Schematic 2-53
2-39 Fuel Flow Electrical 2-55
2-40 Fuel Dump Clectrical Schematic 2-56
2-41 Fuel Dump Chute, Plaps Up and Flaps Down 2-57
2-42 Fuel Pressure Schematic 2-58
2-43 Fuel Pressure Warning Schematic 2-58
2-44 Fuel System Schematic 2-59
2-45 tire Detector Circuit 2-60
2-46 0.A.T. Electrical Schematic 2-62
SECTION II A
lA Directional ReEerences and Mounting Provisions 2A-7

2A Turbine Discharge Temp. Vs. Outside Air Temp. 2A-l6
3A Fuel Flow for Takeoff Vs. Outside Air Temp. 2A-17
4A Horsepower Available for Takeoff Vs.
Outside Air Temperature 2A-18
5A Cross Section View of Engine Airflow and
Sections 2A-31
6A Cross Sectional View 2A-34
7A Engine Mounted Accessories 2A-35
BA Engine Mounted Accessories 2A-36
llA Lubrications System Schematic. 2A-42
12A Engine Control function 2A-48
13A Example of Engine Controls 2A-49
14A Schematic of Propeller-Engine Control System 2A-50
15A Typical Standard Aircraft Controls Operation 2A-51
16A Typical STOL Controls Operation 2A-52
17A Fuel System Schematic 2A-56
18A Acceleration Control Mechanical Schematic 2A-57
19A Underspeed Governor Control Mechanical
Schematic 2A-58
20A Simplified Start Fuel System 2A-59
21A Fuel Flow -
#/Hr. 2A-61
22A Fuel System 2A-63
TRAINING MANUAL
(CONT.)
FIGURE TITLE PA_GE
23A Engine fuel System Schematic Diagram 2A-64

24A Prop Control System 2A-69
25A Simplified Propeller Control System 2A-70
26A Engine Control Linkage 2A-75
27A Engine Accessory Section 2A-76
28A Torque Sensing System 2A-84
29A Anti-Icing bystem Diagram 2A-86
30A Electrical System Diagran 2A-91
31A Typical Electrical Schematic 2A-92
SINEARINGENAytATION CORPORATION .

TRAINING MANUAL
GENERAL DESCRIPTION
The TPE331-1-151G is a lightweight, fixed-shaft turboprop engine

designed to provide primary power for fixed wing aircraft. The
engine consists of three major sections: compression section,
turbine section and reduction gear section; and five main systems:
fuel system, propeller governing and torque sensing gystem, lubri-
cation system, electrical system and anti-icing system.
The main rotating components of the engine are the turbine wheels,
the compressor impellers and the curvic couplings. These compo-
nonts are mounted concentrically about the hollow main drive shaft
which extends Erom the rear of the turbine section through the
compressor section and into the reduction gear section. This
shaft is spline driven by one of the curvie couplings. A torsion
shaft, positioned concentrically inside the main drive shaft,
extends through the length of the shaft and is coupled to the
reduction gear section. The torsion shaft is driven by a spline ,
at the rear of the shaft and drives the matched helical gearehaft
set through a spline coupling at the front. The matched helical
gearshaft set in turn drives the remainder of the gear train.
Inlet air entens the engine through an inlet air duct located
at the bottom of the reduction gear section. From the air duct
it enters the compressor section at the first stage impeller
where it is compressed and forced tþrough the interstage diffuser
assembly to the second stage impeller. Air is further compressed
by the second stage impeller and is discharged into the turbine
section.
The compressed air flows into a single reverse-flow annular

combustion chambe'r in the turbine section where it is mixed with
atomized fuel supplied by five primary fuel nozzles used for
starting and ten secondary fuel nozzles used in conjunction with
the primary nozzles for all other phases of engine operations.
The Euel-air mixture is ignited by two ignitor plugs. After
ignition out-out, combustion is self sustaining. The resultant
combustion gases are directed to the three stage axia3 turbine by
the transition-liner assembly. The gases then flow through the
three turbine stators and wheels, and exhaust to atmosphere through
the space between the exhaust pipe assembly and the tail cone.
Some compressor air is directed against the front and rear sides of t
of the first stage turbine wheel for cooling. The turbine section
provides power through the reduction gear section to drive the
propeller.
2-1
SWEARINGENAylATION CORPORATION
TRAINING MANUAL
The reduction gear section is located in the front of the engine

above the air inlet duc.t and is enclosed by the output and input
housing assemblies. The propeller cmd various engine and airframe
Eurnished accessories are driven by a series of gears, shafts,
and integral parts through the reduction gear section.
The major components of the engine fuel system are: high pressure
and boost pump assembly, fuel control, fuel solenoid valve, flow
divider and drain valve and primary and secondary nozzle and
manifold assemblies. Prior to starting, the electrical components
in the aircraft system are energized; the aircraft fuel valve is
opened and aircraft boost pung turned on. Fuel is then directed
to the engine mounted boost pump. As the engine rotates fuel is
discharged from the boost pump through a 40 micron filter to the
high pressure pump. The high pressure pung output is directed
to the fuel control. The fuel control then meters fuel flow to
the normally closed fuel solenoid valve. The fuel solenoid valve
opens at approximately 10 percent engine speed and permits fuel
to enter the flow divider and drain valve where it is routed to
the primary and secondary fuel nozzle and manifold assemblies for
combustion.
The propeller governor regulates engine and propeller speed as

selected by the pilot. The propeller pitch control provides a
variable blade angle stop which will prevent overspeed in the
event of propeller governor failure. In the ground operating
range and Beta mode propeller blade angle is selected by the
pitch control through the power lever.
The torque sensing system senses engine output torque and trans-
mits a modified signal to the cockpit indicator, _When negative
torque is experienced oil flow from the propeller governor is
by-passed to the input housing assembly causing the propeller
blado angle to move towards the feather position.
The engine oil supply is contained in an oil tank mounted on the

bottom of the reduction gear section below the air inlet duct.
The oil tank has a total capacity of 6.25 U.S. quarts. 011 is
drawn from the oil tank by the engine driven pressure pump and is
pumped through the oil filter and oil pressure regulator valve
through passages to the various jets, bearings, gears and com-
ponents throughout the engine. Scavenge oil is returned to the
oil tank by three scavenge pumps.
SWEARINGENAVIATICIV CORPORATION .

TRAINING MANUAL
The engine electrical system is designed to operate on 24 volt

d.c. power. The system has provisions for starting and control
and provides power for electrically actuated components, indi-
cator lights, meters, etc., for monitoring engine operation.
Once started, the engine will continue to operate even if elec-
trical power is lost.
The air inlet anti-icing system is supplied with hot air from
the turbine plenum assembly. Air is bled through a boss on
the plenum assembly and is routed to the normally closed inlet
anti-icing solenoid valve. When the valve is opened by an
anti-ice switch in the cockpit, hot air is routed to the inlet
anti-icing shield, inlet pressure and temperature sensor and to
a connection for the airframe installed inlet cowl.
For complete engine maintenance information, consult the Garrett/

AiResearch TPE331-1-15lG Maintenance Manual. For detailed in-
Formation concerning the engine operation consult the Airplane
Flight Manual.
SCHOOL NOTES
2-3
I
s i ,
if
\_I a
o -- o
l i
3 --
EN
4 4
SWEARINGEN AVIATION CORPORATION .

TRAINING MANUAL
ENGINE MOUNTING
The Garrett/AiResearch TPE33l-l-l5lG engine.s are attached to the

Swearingen Aircraft P/N 26-61301-1 and engine
-3
mount assemblies
by four Lord LM-82l vibration mount assemblies. There are three
engine mount pads located on the aft face of the engine gearbox.
A Lord LM-821-SA22 vibration mount assembly is instaeled at each
side mount pad, and a Lord LM-821-SA24 assenbly is.installed at
the top mount position. The fourth assembly, Lord LM-821-33, is
installed at the lower plenum mount located on the aft lower sur-
face of the turbine plenum.
The three engine mount pads located on the aft face of the gear-
box are the main support locations. The plenum located mount
pad is used for stabilizing purposes.
C.G.
FIG. 2 -
2 Engine Center of Gravity 2-5
SWEARINGEN AVIATION CORPORAT10N

TRAIN1NG MANUAL
ENGINE VIBRATION MOUNTS
-9a
,10 9 1
INDE) NO. [NDEX NO.

NO. PART NO. DESCRIPTION REQ*C NO. PART NO. DESCRIPTION REQiD
LM-821-SA2, Mountina Assy. 1 7 LM-821-43 Spacer, Outer 3

LM-821-SA2/ Mounting Assy. 1 8 LM-821-42 Spacer, Inner 2
1 08-821-37 Pin, Cotter 1 9 LM-821-40 Housing (used
2 LM-821-21 Nut 1 on -SA22) 1
3 LM-821-22 Hasher 1 9a LM-821-77 Housing (used
4 LM-821-44 Ring 1 on -SA24) 1
5 LM-821-41 Plate 1 10 LM-821-11 Lockwire 2
6 LM-821-93 Mounting, 11 LM-821-6 Bolt 4
Sandwich 3 12 LM-821-10 Washer 4
(Used on -SA22) 13 LM-821-19 Bracket, Engine i
1
(and -SA24 )
FIG. 2-3 Front Engine Mounts
INDEX NO.
NO. PART NO. DESCRIPTION REQÐ
1 LM-821-33 Mounting Assy.

bonded tube-fórm 1
FIG. 2-4 Rear Engine Mount
2-6
SINEARINGEN
AVIATION CORRORATION .

TRA1N1NG MANUAL
ACCESSORYMOUNTTO UE LIMITS
The following table presente the recommended torque ranges for

installing the engine and attaching the accessories to the engine
mounting pads. The torque values listed are in addition to the
torque required to overcome the self-locking features.
Nut, Screw, Recommended

Accessory or Thread Torque in-1b +5%
Starter Generator MS21044C6 160

Aircraft Accessory MS21044C5 100
Compressor Air Inlet NS21044C3 20
Tachometer Generator 1/4 - 28NF3 50
Prop Pitch Control MS16996-11 20
Prop Governor 5/16 - 2AUNF3B 100
Bleed-Air Pad 10-32NF3 40
Mounting Pade
Forward 7/16 - UNF38 350
Mounting Pade
Rear -
1/4 - 28NF3 65
Fuel Nozzle 1/4 - 28NF3 65
Fuel Control MS21043-4 75
Exhaust Diffuser
Flange 1/4 - 28NF3 65
FIG. 2- 5 RECOMMENDEDMOUNTINGTORQUES

TRAINING MANUAL
GENERAL DESCRIPTION
The HC-83TN-SC propellers installed on the Merlin IIB aircraft are

constant speed, feathering and reversible; designed primarily for
use with the TPE331 series turboprop engine. The blade shanks,
designated as "T", are equipped with two needle bearings in order
to reduce friction. These shanks can only be used in connectioñ
with turbo engine propeller shafts. The "N" flange has eight 9/16
inch diameter bolts on a 4¾ inch diameter bolt circle.
The -5
propellers have lengthened piston-cylinders in.order to
provide Eor the extra pitch range rgquired for reversing. The
maximum pitch range possible is ll0 ; however, the Merlin IIB
utilizes only 97 The feathered
. pitch angle is 87°. The full
reversing pitch angle is Start
-10°.
locks are set at 2.5° and
the flight idle blade angle is 10.5°.
The propellers are controlled in flight by the propeller governor

referenced as the "Propeller Governing Mode". The propellers are
controlled on the ground by the propeller pitch control referenced
as the "Beta Mode". 011 is supplied by the governor at 400 +_ 15
psi and delivered to the propeller by the oil transfer or "Beta"
tube. Adding oil pressure to the propeller decreases pitch,
including the reversing range. By returning oil from the propeller
to the engine case, action of the blade counterweights plus internal
springs cause an increase in the pitch to the Eull feathered position.
Feathering the propeller is accomplished by pulling the "Engine

Stop & Eeather" control, located on the front of the pedistal,
Unfeathering is accomplished by actuating the electrically
driven unt'enther pump. The propeller
-5
has spring loaded centri-
Fugal responsive latches which prevent feathering when the pro-
peller is stationary, but allows feathering when the propeller is
rotating.
HUB
HC B 3 T N -
5 C
L-Minor Modification
Feathering & Reversing
-Flange Mounting, 44" bolt circle
Single Shoulder with 2 needle bearings
-3
Blades
--Basic Design Designation
L-Hartzeil controllable
SWEARINGEN AviATION COAPORATION

TRAINING MANUAL
BLADE
T 101 -
78 H B -
13R
--Diameter Reduced
De-Icer Boots
Hard Alloy
----Design Basic Number
Basic Diameter before Reduction
Turbo-Prop .
The -5
reversible propeller is provided with a hydraulic low
pitch valve, commonly referred to as a "Beta" valve, which in
effect prevents the governor from moving the piston beyond a
prescribed low pitch position. Reversing is accomplished by
manually readjusting the low pitch stop position to the reverse
pitch position, or any intermediate position. During this
operation, the governor is adjusted automatically to produce
oil pressure for the reversing operation. Return from reverse
is accomplished by manually repositioning the low pitch stop
position to the normal low pitch position. This allows the
oil to drain from the cylinder by action of the springs moving
the piston.
In the case of the propeller-5

mounted on the AiResearch
TPE331 engine, the "Beta" valve is the propeller pitch control
mounted at the rear of the engine gear box on the propeller axis.
The linkage connecting the valve with the front of the piston
consists of a tube, referred to as the"Beta Tube", mounted along
the propeller axis.
Control of propeller blade angle is transferred from the pro-

peller governor to the propeller pitch control when the power
lever is brought back past the power lever gate. Operation in
this range, called the "Beta Mode" provides for manval control
of propeller blade angle by the power lever while engine R.P.M.
becomes a function of the R.P.M. or Condition lever through the
Underspeed governor on the fuel control.
It is necessary to hold the power levers in the reverse position

during shut-down to put the propeller blades on the "start
locks".
SWEARINGEN AylATION CORRORATION
TRAINING MANUAL
REMOVAL
l. Feather propeller by releasing the three A-883 automatic high

pitch stop ins. This can best be accomplished by slipping
blade paddles on two blades and first take pressure off of pins
by rotating blades against feathering spring pressure slightly
. toward reverse. This will release pressure on stop pins so-they
may be pushed clear of stop plates. Slowly release pressure
on blade paddles, following through as feathering spring pushes
blades to feather.
CAUTION: Do not allow blades to feather

abruptly. This could cause piston
damage if allowed to bang against
feathering stop.
(Propeller may be feathered with cockpit control before engine

shutdown.)
2. Remove Spinner dome by removing the screws from around the rear
circumference.
3, Remove the "Beta Tube" by unscrewing it from the front of the

piston,
4, Unsafety and remove propeller flange bolts, and remove propeller

assembly from the engine.
INSTALLATION
(When spinner bulkhead and de-icer slip ring have been installed
at factory'.)
1. Clean propeller and engine flanges, removing any possible nicks

which might prevent mating. Feather blades and remove temporary
aluminum dowel pins from flange of propeller.
2. Install dowel pins in flange of engine. (Dowel pins are already

installed on the AiResearch engine.)
3. Install PRP-909-8 "O" ring on engine shaft.
4. Install propeller on engine shaft.
5. Install eight A-2047 bolts and A-2048 washers through engine

flange onto propeller. Torque to 125 ft.lb. and safety,
2-10
SINEARINGEN AVIATION CORPORATIQIN .

TRAINING MANUAL
INSTALLATION (CONT.)
6. Install oil transfer tube (AiResearch P/N 855039 furnished by

engine manufacturer) from the front of the piston. Use "O"
ring also furnished with tube. This tube can be adjusted in
and out slightly to obtain proper compatibility of engine-
propeller control system. This is where adjustment is made
to set the flight idle blade angle of 10.5 When installing,
.
turn tube in seventeen turns for starting point during final

adjustment. Install safety bolt.
7. Unfeather propeller by using blade paddles on at least two

blades or by use ol' the aircraft electric unfeathering pung.
INSTALLATION OF SPINNER BULKHEAD AND DE-ICER PLATTER ON THE

PROPELLER FOR CASES WHEN THE BULKHEAD IS SEPARATED FROM THE
PROPELLER
Spinner mounting plate B-3029-1 along with 830-23 auto high pitch
stops are factory installed on the propeller in order to set blade
angle for engine starting. There are three auto high pitch stops,
one for each blade, bolted to the B-3029-1 spinner mounting plate.
Each auto high pitch stop is numbered to match its mating blade.
The 8-3029-1 spinner mounting plate is stamped ENGINE SIDE and
PROPELLER SIDE. This plate also has an arrow which lines up with
arrow marked on the propeller mounting flange. The parts are
all marked before being disassembled for shipment and must be kept
with propeller and reassembled according to markings; otherwise,
blade angle will be incorrect for engine starting,
l. Assembly of'bulkhead parts independent of propeller.
Fasten de-icer platter, spinner mounting plate, and spinner

bulkhead together before installing on propeller as follows:
(Note that auto high pitch stops cannot be installed until

bulkhead assembly is on propeller.) Fasten 4El5¿6 Goodrich
platter, B-3029-1 spinner mounting plate, and C-3030-4 bulk-
head together with the three AN4-13A hex head bolts, noting
the 1E1055 Goodrich spacer location around each bolt and
washer arrangement in Figure
Ïnstall spinner mounting plate with engine side and propeller

side in proper relationship.
2-11

TRAINING MANUAL
1. Assembly of bulkhead parts independent of propeller. (CONT.)
There is a total of 9 holes, Place the three AN4-13A bolts,

with heads toward propeller, in the holes that will fall under
the auto high pitch stops. Place the remaining 6 Goodrich
spacers between the platter and spinner mounting plate, aligning
the ypacers with the bolt holes. Tighten the three AN4-13A
bolts in order to hold spacers in place.
2. Assembly of bulkhead onto propeller.
Install bulkhead assembly on propeller with arrow on the

mounting plate in line with arrow on the propeller hub.
(Alighment can be held by temporarily installing a dowel in
propeller flange dowel pin hole.) Place 830-23 auto high
pitch stops under each blade clamp. The auto high pitch
stops are marked 1, 2 and 3, and must be installed under
blade clamps with corresponding numbers. Markings for blade
clamps are stamped on the end of the counterweights. Bolt
auto high pitch stops in place with AN4-16A hex head bolts
with head of bolt toward engin.e. Note washer location on
Figure 2-6 . (l each AN960-4l6L washer 1/32" under bolt head
and 1 each AN960-4l6L washer 1/32" under nut.) Position
high pitch stops until 10-32 adjusting screws contact AN4-
16A mounting bolts. Torque all k" diameter bolts to 48 in.lb.
and remove dowel pins from hub. Safety high pitch stop
positioning screw (10-32).
SCHOOL NOTES
2-12
SWEARINGEN AVIATION CORPORATION .

TRAINING MANUAL
SPINNER MOUNTINGDETAILS
2
3
6)
9
10
1. 8-3029-1 Plate, Spinner Mtg. 12. C-3030-4 Bulkhead Unit (with 3

2. B-3068 Spacer Ring (1), or plates as shown)
3. 1E1055 Goodrich Spacers (9) C-3030-3 Bulkhead Unit (with 2 plates)
4. 4E1526 Coodrich Platter 13. B-3071 Spacer (For C-3030-3 Bulkhead
5. AN960-4L6L Washers (3) 1/32" Unit Only). (Not shown)
6. 810-4 Kaylock Nuts (3) 14. AN4-13A Hex Head Bolts (3)
7. AN960-4l6L Washers (6) 1/32" 15. B-3028 Bracket, Auto High Pitch Stop
8·. AN4-16A Hex Head Bolts (6) 16. Hl0-4 Kaylock Nuts (6) with (1/32")
9. A-2047 Bolts, 12 points (8) AN960-416L Washers under eadh nut
10. A-2048 Washers (8) 1/16" 17. PRP-909-8 "O" Ring, Shaft
ll. Engine Flange 18. Propeller Hub Flange
FIG. 2 -
6 Spinner Attaching Hardware
SWEARINGEN AVIATIQN CORRORATION
TRAINING MANUAL
PROPELLER LUBRICATION
A. General Properties of Grease Required.
Any grease used must have the following properties:
(a) Waterproof.
(b) Temperature range between -15
F and 150oF•
or -40o
to 100°F if operation is in cold
climate.
(c) Freedom from separating oil from soap base
due to centrifugal force or high temperature.
(d) Low Friction.
B. List of Approved Grease, by Spec. or Name.
l. MlL-G23827
2. Stroma HT-1 (Z-801 Grease)
Union Oil Co. of California
3. Gulfex A
This grease is recommended for the blade ball bearings
as it will not bleed oil in hot weather.
4. RMP Aviation Grease No. 2
Standard Oil Co. of California
5. Stroma LT-1 (Z-8l5 Grease)
Union Oil Co. of California
6. Lubriplate 630 AA
Fiske Brothers, Toledo, Ohio
This grease will bleed oil in hot weather. It is
recommended only for lubrication of the blade pilot
tubes; but not the blade bearings.
7. RPM Aviation Grease No. 1
8. Lubriplate 707
Fiäke Brothers, Toledo, Ohio
9. Mobilgrease Aero Lo-Hi PD-535-K
Socony Vacuum Oil Co.
10. No. 84 Medium Grease
Keystone Lubricating Co.
ll. Texaco Regal Starfax Special
10oF
12. Molub-Alloy No. 2 Grease -
25°F
No. l Grease -
Imperial Oil and Grease Co., Los Angeles, California

13. Germany Calypsol
- H729
German Calypsol Company, Dusseldorf
2-14
\ SWEARINGEN AVIATION CORPORATION

TRAINING MANUAL
PROPELLER ASSEMBLY
asaamaxaras
AR & 47tPAIRJ
MEMÆÆRatuL
sir• see
E mrt
r -- _gguam asmara
eseram-e acerms.frargum anygmor .
-a-M moediggggfF Maf&
@ff ?!W AU t Æ¥A&f

gas arm Edwta drar
ausrarra --aar
ym m.-as twa sa
mr alwn anse sare 3.
sesesses.pnonsa.a.sa
couwaviesters amaussma
se sarsus
aer
er ra.m team.ass-rme aus
tam rammers naartaarassmenemidi
FIG. 2 -
7 Propeller Hub
Assembly
SCHOOL NOTES
ATIALL oi ot- paox)

,
84
3doo wr< Op
2-15
SWEARINGEN AVIATION CORPORATIQf4 .

TRAINING MANUAL
GENERAL DESCRIPTION
As in any engine, the operator or pilot has the prerogative of

establishing various engine speed settings, and horsepower out-
puts, as is necessary to meet the requirements for taxi or flight.
This capability is provided through the manipulation of one or
both of two levers placed at the cockpit quadrant. The levers
are connected by controlex cables and push rods to the various
applicable controls mounted on the engine.
POWER LEVER
The power lever quadrant is labeled at four specific positions:

REVERSE, GROUND IDLE, FLIGHT IDLE, and TAKE OFF POWER. When
tlie POWER LEVER is positioned between the reverse stop and
flight idle its function is such that prop blade angles are
mechanically selected; engine speed is established through
the operation of a fuel metering device called the underspeed
governor in the Euel control. Under these conditions -
manual
selection of prop pitch and automatic fuel scheduling -
the
engine is said to be operating in BETA MODE. BETA MODE is used
during ground operation of the engine such as for taxiing, re-
versing of the blades for braking action, etc. Moving the
power lever toward reverse of the start position (the start
position is ground idle) will establish reverse pitch; movement
of the lever from the start position toward flight idle will
generate positive blade angles for forward taxiing of the air-
craft.
With the POWER LEVER positioned between flight idle and take-off
it now assumes the function of a fuel throttle. It is to be noted
.that since the-power lever is now no longer a manual link to
select prop pitch as described for BETA MODE, some other device
must be employed for this function. This is accomplished auto-
matically by the prop governor.
In BETA MODE the underspeed governor metered fuel to establish

engine RPM. However, the power lever now acts as a manual fuel
control; consequently the underspeed governor no longer functions
to control speed, in fact, it is mechanically overridden by the
power lever. At this point, control of engine speed also rests
with the prop governor. When the power lever functions to select
fuel manually and the prop governor controls engine speed, the
engine is said to be operating in PROP GOVERNING MODE. The engine
operates in prop governing mode for most flight conditions.
2-16
SIMEARINGENAVIATION CORRORATION

TRAINING MANUAL
POWER LEVER (CONT.)
Prior to landing, at flare-out,

the POWER LEVER is moved to the flight
idle stop. At this position,engine fuel flow and prop pitch become
fixed values. This establishes a zero thrust and a predictable drag
at flare-out. The drag is calculated to allow the aircraft to settle
to the runaway at an established descent rate. Care must be taken
that the engine is properly rigged to assure proper aircraft landing
characteristics.
As the PowerLever is moved aft of the flight idle gate a guide con-
tacts the reverse spring pack as the control enters the reversing
range. This spring pack is installed to provide the pilot with an
indication that he is entering reverse.
Guide
~
Control Attaches
to the Prop. Pitch
Reversing Spring Control
Pack
'T Concentric Shaft
Guide is stationary, being attached

to Controlex Cable Housing
Controlex Cable
to Cockpit
FIG. 2 -
8 Power Lever Attachment to Engine
2-17
SWEARINGEN
Av.7ATION CORRORATION
TRAINING MANUAL
POWER LEVER (CONT .)
Landing Gear Warning Horn switch is set to make with Power Lever
1/8 inch ahead of Flight Idle Gate.
Power Lever
Flight Idle Stop
'h.. O
oo
handing Gear FIG. 2 -

9
Warning Switch
Power Lever Attachment
at Pedestal
2-18

TRAINING MANUAL
POWER LEVER Ground Power Lever

Idle
\ Fl t Idle
Reverse i
Take-off
EIG. 2 -
10 Power Lever in Beta Mode
Ground l'l.ight Power Lever

Idle Idle
Reverse Take-Of f
EIG. 2 -
11 Power Lever in Prop Governing Mode
2-19
SWEARINGEN

TRAINING MANUAL
R.P.M. LEVER
The RPM Lever as it is identified on the Merlin IIB is sometimes re-

ferred to as the "Condition Lever" or "Speed Lever".
Engine RPM can be established by either of two governing devices,

which of the two is controlling depends on whether the engine is
operating in the ground range (RETA MODE) or in the flight range
(PROP GOVERNING MODE). Recall that in Beta, the underspeed gov-
ernor has charge of engine speed. This governor is arranged to
permit the engine to operate at a minimum of 65% speed and a max-
imum of 97%. The cockpit RPM Lever is utilized to reset the gov-
ernor anywhere within this range. If the RPM Lever is placed at
the position labled "LOW" the underspoed governor will control the
spoed oE the engine at the minimum (65%). Moving the lever to the
"HIlli" position resets the underspeed governor to 97% RPM (maximum) .
If the lever is placed somewhere between "LOW" and "HIGH" the

engine speed would, accordingly, be between 65% and 97% RPM.
When the prop governor is controlling engine speed it can be reset

within the range of 96% to 100%. Again it is the function of the
RPM Lever to establish the control point of the prop governor. If
the lever is at "HIGH", the prop governor controls at 100% RPM.
To reset the governor to 96%, the lever is moved to the "LOW" posi-
tion' --
,, R.P.M. Lever
Engine Stop and

Eeather _Control
(RET.)
FIG. 2-12 R.P.M. Lever Attachment i

at Pedestal
2-20
\ SINEARINGENAylATIQiv CORPORATIQiv .
MERLIN IIB-MODEL
1
SA26AT
TRAINING MANUAL
R.P.M. LEVL'R
p- To
Concentric Shaft
Underspeed Governor
on Fuel Control Unit
Controlex Cable
from Cockpit
FIG. 2-13 R.P.M. Lever Attachment to Left Engine
MPM CONTROL
CABLE
TO
COMCENTWIC
cournot
PROPELLER
STMCMMONizta
ACTUATOR SMAFT
FIG. 2 -
14 R.P.M. Lever Attachment to Right Engine
SWEARINGEN AylAriotv CORRoRATION

TRAINING MANUAL
R.P.N. LEVER
Low High
6 5% 97%
FIG. 2 -15
R.P.M. Lever While Operating in Beta Mode
Low High
9 6% 10 0%
FIG. 2 -16
R.P.M. Lever While Operating in Prop Governing Mo
2-22
\ SM/EARINGEN AVIATION CORRORATION

TRAINING MANUAL
POWER LEVER/RPM LEVER FUNCTION
Power Lever Condition Fuel Engine Blade Angle

Position Lever Schedule RPM Selection
Reverse to Underspeed Underspeed 65 -

97% Prop Pitch Control
Flight Idle Governor Governor
(Beta Mode)
Flight Idle Propeller Manual- 96 -

100% Propeller Governor
to TakeofE Governor function of
(Prop Govern- Power Lever
ing Mode)
CONDITION LEVER -
Sets Underspeed Governor RPM between 65 97% -
(Low RPM to Righ RPM Stops) During BETA Mode,

and Sets Prop Governor RPM Between 96 100% -
(Cruise to High RPM Stop) During Prop Covern-

ing Mode.
Min. Cruise
Gr und Flight Idle

Takeoff- IËl
Reverse Takeoff
Taxi -
Land
Beta Mode Prop Governing

Mode
CONDITION LEVER POWER LEVER

(RPM.) FIG. 2 -17
Engine Control Function Schematic
2-23

TRAINING MANUAL
im
BETA LIGHT SYSTEM
When the engines are operated with the Power Levers aft of the Flight
Idle position, full propeller governor pump pressure of 400 + 15 psi
is furnished to the propeller control system. Operation in this, the
Beta Mode,.is sensed by the Beta pressure switch, set to operate at
270 + 10 psi. When actuated, this switch allows a light in the annun-
ciator panel to illuminate, serving to inform the pilot that ha is
operating in the Beta Mode.
A separate light is furnished for each engine and it is advisable

to ascertain that both Beta lights are on, indicating both engines
operating in the Beta Mode, prior to entering "Reverse" to prevent
an inadvertent asymmetrical power condition.
L.H.Essential Buss
nnuncia or Panel ---
R.H.Easential Buss
1 Circuit Breaker 2 Beta Pressure Switch

FIG. 2 -
18 Beta Light Electrical Schematic
2-24
\ SWEARNGEN

TRAINING MANUAL
ENGINE STOP AND FEATHER
The two controls located on the face of the pedestal placarded "Engine
Stop and Feather", are attached to their respective engines by Controlex
Cables. These cables are attached to the manual control arm of the fuel
shut-off solenoid. A push-pull rod attached to this manual control arm
is routed to a cam mounted on the top forward end of the engine plenux
section.
A second push-pull rod is routed from the cam to the feathering valve
mounted on the accessory section. A slot in the cam where the feather-
ing valve push-pull rod is attached allows the fuel to be manually
shut-off prior to actuation of the feathering valve.
When the Engine Stop and Feather Control is in the actuated position
the electrical portion of the Engine Fuel Shut-off Solenoid is rendered
inoperative. Placing the manual control back to its normal position
will allow the solenoid to again.be operated "Open" and "Closed"
electrically by the Engine Start and Stop switches.
To Feathering Valve
Controlex Cable
To Cockpit
-Fuel Solenoid Shut-off Valve
FIG. 2-19 Engine Stop and Feather Control

Attachment at the Engine
2-25
.
MERI.lN lla-MODE1. SA26AT
TRAINING MANUA1.
INTAKE HEAT
The Air Inlet Anti-Icing, or Inlet Heat System, using high temperature
bleed air, is furnished by the engine manufacturer. -P3 air is bled
through a boss on the turbine combustion plenum and is routed forward
to a normally closed anti-ice solenoid valve. This valve is controlled
by a switch in the cockpit. When opened, air from the valve is routed
to the inlet duct anti-ice shield, the fuel control inlet pressure and
temperature sensing probe and to the air inlet entrance cowl.
I:lectrical power for the system is furnished through individual circuits

for each engine from the left essential buss. Individual buss trans-
Fer switches are furnished to allow each engine system to be transferred
to the right essential buss. Left engine and right engine control
switches are located on the pilot's switch panel. These switches are
double pole, double throw, center off with one circuit in each switch
controlling the anti-ice system and the second circuit controlling
the prop anti-ice system.
Anytime either or both Inlet Anti-Ice switches are placed in the for-
ward maintained "ON" position the respective engine anti-ice system
is on and the prop anti-ice system is on. A mechanically operated
switch in the solenoid valve will cause an indicator light for that
engine to be illuminated in the annunciator panel.
The individual engine switch placed in the "OFF" position will close
the anti-ice solenoid for that engine. Both switches must be in the
"DEF" position to have th prop anti-ice system ofE. The anti-ice
indicator lights will be out.
Place the individual switches in the aft momentary position to obtain

air inlet anti-ice off indication.
2-26
\ SWEARNGEN AyiATION CORPORATION .
TRAINING MANUAL
INTAKE HEAT
H. Ess. Buss , , y
'
.il LL --
3
L.H.Eng & Prop Anti-ice Sw. ,4
ea
*.
I I --
I
5 Un .
, ,
xx ---
D
o--- -
g
-·
Off Annunciator Panel

o- Off
c-
Heat On l Breaker
-~
L.H.Intake Circuit
Cr Transfer Switch
Control Switch
Anti-Ice Valve
ntba Heat Of
cfC-------
R.H.Intake Heat sec-
Grr
en
R.H.Intake Heat Öff
A To Nav. Lights
'o
'op .
4 - -- - -- -
iti .
-
Ref.Annun.Panel
.ce
2 i ‡*
,
y Test
oOn
II.II.Eng.& Prop.Anti-ice Sw.
Off
(ff
FIG. 2 -
2(I Intake Heat Electrical

Schematic
H.Ess. Buss
2-27
SWEARINGEN
AVIATION CORPORATION j
MERLIN llS-MODEL SA26AT
TRAINING MANUAL
CHIP DETECTOR
The forward lower housing of the reduction gear case on each engine
is fitted with a magnetic plug, having an insulated electrical stud.
This stud is connected to a Chip Detector light located on the
Annunciator Panel in the cockpit. Any metal particals attracted by
the magnet will cause the light to illuminate for the respective
engine, alerting the pilot of the existing condition.
L.ll.Ess Ituss Circuit Breaker

Magnetic Chip Detector
Annunciator Panel
'
T,.71.Citi
¯ ¯ ¯
Case Gnd
Amb
o o Test
R.H.E Buss Case Gnd
FIG. 2 -
21 Chip Detector Electrical Schematic
2-28
\ SWEARINGENAVIATION CORRORATION
MERL1N 118-MODEL SA26AT

TRAINING MANUAL
GENERAL DESCRIPTION
The Woodward Electronie Synchronizer installed on the Merlin IIB air-

eraft automatically matches the speeds of the engines. The speed of
the "slave" engine will follow changes in the speed of the "master"
engine over a predetermined limited range. On the Merlin IIB the left
engine is tiv "muster", the right engine the "slave". The limited
range feature prevents the slave engine losing more than a fixed amount
of rµm in case the master engine is feathered with the synchronizer
on. Normal governor speed setting controls and procedures are un-
ebunged .
SYSTEM COMPUNENTS
The synchronizing system consists of a synchronizer control box, a

speed setting actuator, an adjustable rod end assembly, a flexible
rotary shaft, two synchronizer type Woodward propeller governors,
and electrical connectors and cables. The control box, which is
mounted on the cabin side of the forward pressure bulkhead, contains
all the transistorized circuits, and operates on a 28 volt d-c power
supply, drawingi less tlian 1 amp. The system has an "OFF-ON" switch
located on the pedestal p Lacarded "Landing & Take-off" and "Climb
& Cruise". This is the only control required.
Tlie notnator step-type

is a motor which operates on command from
the control bo<.
It is mounted in the right or "slavo" engine
nacolle. The sprod trinanor assembl.y mounts on the slave engine
opm control and is 1.inked to clie actuator by a flexible shaEt. The
ne t un t or I r ims I he s.l.ave ongine governor setting through the flexib1 e
shaft.
Each y=,overnor la a standard Woodward propelJoe governor which has

a magnet io spoed pickup incorporated in the body.
SYNCIIRONIZER UPERATION
Al ternating current by the magnetic

generated pickup in each gov-
ernor is End into the box.
control If any difference in the fre-
quency is detected, a signaJ is sent from the control box to the
actuator, wh.ieh t rims tho sl.ave governor speed to match that of the
master engine exactly. Normal governor operation is unaffected.
The synebron izer wil i runtinuously monitor the engine speeds and
reset the slavo engine sµeed setting as required. Operating range
of the actuator is approximately + 50 rym.
2-29
SWEARINGEN AVIATIQN CORRORAT10N
TRAINING MANUAL
FLIGHT PROCEDURES
Turn the synchronizer control switch to the "OFF" or "Take-off and

i,and.ing" position during take-off and landing. During take-off the
engine rpm is determined by the maximum speed setting of each gov-
ornor: thereEore the synchronizer is not used under this condition.
When t be swl teh is turned to this position, the actuator runs to the
center oE its range before stopping.
After making the first power reduction after take-off, roughly syn-
chron ize the engines manual ly and turn on the synchronizer by placing
the sw i teh in the "Climb & Cruise" position. The slave engine speed
wil I be automat.ically matched to the speed of the master engine.
In making .Mubsequent rpm ad justments (as from climb to cruise) ,
adjust the master and slave engines to the desired rpm moving both
governor control levers together as usual. This will keep both
governor speed settings close enough to remain within the limited
adjustment range of the slave engine. If synchronizer is unable
to adjust the slave engine rpm to match the master engine, the actua-
tor has reached the end of its travel. Turn the synchronizer switch ,s
to "Landing & Take-off" position (which will allow the actuator to

return to the centered position), synchronize the propellers manu-
ally, and turn the synchronizer switch again to the "Climb & Cruise"
position.
FUNCTl0NAL TEST
To test the operation of the

synchronizer in flight, first synchronize
propellern manual.ly and turn
the synchronizer on. Then slowly adjust
the master engine propeller governor control lever to a point which
is close to the end oE this limited travel. Turn the synchronizer
olT. An unsynchronized condition wi L1 develop as the actuator moves
to its mid-position. When the synchronizer is turned on again, syn-
Chronization will result. IE the units do not become synchronized,
the actuator has reached the end of its travel and must be recentered
in this manner:
I . Turn the switch olT.

2. Synchronize the engines manually.
3. Turn the switch on.
2-30
\ SWEARINGEN AylATION CORPORATION

TRAINING MANUAL
ADJUSTABLE ROD END TRIMMER
The rod end trimming assembly is designed to have more rotary travel
than the actuator with which it is used. If both the rod end assembly
and the actuator are centered before attaching the flexible shaft,
the actuator will provide the stops.
Rotate the shaft in the rod end trimming assembly by hand and count
the total number of turns available You may attach
. the flexible
shaft and turn the free end. Return it to the center of its range.
With the rod end trimming assembly centered, rig the rpm control
just as you would with standard rigging.
Again manually rotate the trimmer to one end of its travel. Move
the cockpit rpm control through its entire range to be certain it
hits both maximum and minimum rpm stops. Manually rotate the trim-
mer to the opposite end of its travel and again move the rpm control
through its entire range. This assures that the aircraft rigging
allows stop to stop travel with any possible trimmer setting.
Count the total turns available in the speed setting actuator motor
und turn to the center of its range (turn clockwise or counter-
clockwise by inserting a screwdriver in the actuator drive and
turning by hand). Recenter the trimmer and connect the flexible
shaft to the actuator and trimmer.
MPM CONTROL
CJWLE
. TO
CONCENTNIC
PROPELLER
SWMCHNOMilgM
ACTUATOR SMA‡T
FUEL CONTROL
FWD
owso
FIG. 2 -
22 Prop. Synchronization Trimmer
SWEARINGEN
TRAINING MANUAL
PROPELLER SYNCHRONIZATION CIRCUIT
Non-Esa Buss
Splice
.H.
22-
I 77
plic
Splic r .H
U -
1 Circuit Ureaker 4 Connector (Part of Item 2)

2 Control Box 5 L.H.Governor (Master)
3 Switch, Prop Syne. 6 R.H. Governor (Slave)
Control (Part of Item 2) 7 Actuator
FIG. 2 - 23 Propeller Synchronization Electrical Schematic
2-32

TRAINING MANUAL
GENERAL DESCRIPTION
The pilot's instrument panel Turbine Inlet Temperature Indicator,

also called TIT or T4, has two modes of operation:
(l) It reads actual exhaust gas temperature, also

called EGT or Tg, during engine start cycle, and
(2) It reads TIT during normal engine operation.
Except during starting, the critical engine temperature is TIT.

It is not feasible to measure this temperature directly, and it
is difficult to calculate from curves. A computer system is
incorporated with the engine. Exhaust stack pressure, compressor
discharge pressure, and the EGT are fed into the computer, the
output of which operates the pilot's TIT indicator.
SYSTEM COMPONENTS
There are five basic elements in the system:
(1) The engine thermocouple harness located within the

exhaust stack.
(2) A compensating resistor, located on the forward left

side of the engine.
(3) The transducer packages located under the left front

seat in the cabin.
(4) The signal conditioner also under the left front

seat in the cabin.
(5) The cockpit temperature indicator. In addition, a

supply OE 28 volts d.c. and 115 volts, 400 cycles a.c.
are required.
COMPONENT FUNCTION
(L) The engine thermocouple harness assembly produces a low volt-

age, dependent upon the exhaust gas temperature.
(2) The compensator resistor is directly connected to the har-

ness assembly. The particular compensator is factory selected
and has a dash number indicating the characteristic performance.
SWEARINGENAylATION CORRORATION -

TRAINING MANUAL
COMPONENT FUNCTION (CONT.)
(2) (cont.) Its purpose is to add or subtract a fixed number of

degrees of temperature; correcting for variation in indivi-
dual engine operation. The compensator contains a reference
diode and resistive network, and is supplied with 28 volts.d.c.
(3) The transducer package contains two absolute pressure cells

which are operated by compressor and exhaust gas absolute
pressures, Mechanical motion of the cells actuates rheostats,
the output of which is connected to the signal conditioner.
(4) The signal conditioner contains a 10-volt d.c. reference supply

and divider network. Output voltage from the conditioner is
dependent upon the EGT signal voltage, the reference supply
voltage, and the influence of the transducer's rheostats,
(5) The cockpit temperature indicator is a servo-operated instru-

ment. It draws no appreciable power from the signal condi-
tioner source, but does require a ll5 volt, 400-cycle input.
COMPRESSOR ) EXH (Ps5)
10,000 ,A O^
A B C D E F
FIG. 2 -
24 Pressure Ratio Transducer
2-34
\ SIMEARINGEN AytATION CORPORATION

TRAINING MANUAL
SYSTF,MOPERATION
T Resistor
R3 \
Signal •"
28V DC
Conditioner R
- - -- - -- - -- -- --
2 Rl
Al |
EGT Thermo-
10V \ Ch I couple
Regula-
_j
EGT.ll5V
A tor - -
TIT
at
L 100 - -- - - -
- - - - -- - ---- -
Ch
g
R2
s3 i . I
PRES.
INC. 49009
SDUCI:R R3 k
Indicator
Ps5 R4
30.1 k 115V
INC.
AC
FIG. 2 -25
Essential Elements of
the T.I.T. System
Figure 2 -
25 is a schematic of the essential elements of the T.I.T.
system, exclusive of the power supply. Note the following:
(a) The indicator is powered by ll5v, 400 cycle power, and

is controlled by the strength of the signal applied to
the chromel-alumel inputs.
2-35
SWEARI AylATION
NG EN
CORPORATION
TRAINING MANUAL
SYSTEM OPERATION (CONT.)
(b) The indicator is a null-baLance mechanism in which

electrical components within the housing control
a voltage which is applied in opposition to that
which appears at the C-A input terminals. This
opposing voltage is different for each position of
the indicator needie. Thus, any difference between
the signal voltage at C-A and the opposing voltage
causes the synchromotor to move the needle in the
direction which will alter the opposing voltage
toward a match with the C-A signal. When this
match occurs, current ceases to flow through the
circuit, and the indicator needle comes to rest
at the equivalent temperature reading.
(e) Because of the null (no voltage difference) and the

rosultant lack of current, resistance (in small
amounts) in the thermocouple circuit has no effect
on the readings.
(d) The indicator will display compensated f:GT when the

ll5Vac supply is removed from the signal conditioner.
(e) The indicator needle may stop anywhere on the dial

when the ll5Vae supply is disconnected from it.
Loss of ll5V power will cause the OFF flag to appear
on the indicator face.
Operation of the system is as follows: 28Vde is applied to the

powered enmpensating resistor through R3; the diode maintains
the voltage-to-ground at a fixed value, and the Ri R2 combin-
-
atton injects a corrective voltage the Alumel lead.

.into This
voltage is impressed through the signal conditioner's RI, and
is picked off on R2 and is sensed at the indicator. When 115
Vac is applied to the indicator, it will read the value of
ambient temperature at the ECT thermocouplo plus or minus the
correction applied by the compensating resistor.
At the initiation of an engine start, no voltage is applied to

the 115V input on the signal conditioner, so that the system
will read EGT. At light-off the rising EGT will produce an
increasing voltage.from the thermocouples, adding to that from
the compensating resistor and causing a corresponding rise in
indicator reading.
2-36
\ SIMEARINGEN
AyiATION CORRORATION

TRAINING MANUAL
SYSTEM OPERATION (CONT.)
Near 53% rpm, the electronic speed switch on the engine de-
energizes the starter and ignition coil, B causes llSVac
power to be applied to the signal conditioner's input trans-
former. The transformer's secondary output is regulated to
10Vde, and applied acro.ss the parallel paths formed by the
fixed resistors Rl, R29R3 and R4 within the signal condi-
tioner and the potentiometers in the pressure ratio trans-
ducer. The portion of the parallel currents passing through
RI and R2 produces a voltage which adds to that from the
thermocouples and compensator, causing the indicator to in-
crease in reading to reflect turbine inlet temperature. The
current titrough R1 and R2 varies with changes in the pressure
ratio transdneer potentiometers positions; these, in turn, are
moved in relationship to the values of turbine inlet and out-
let pressures.
SCHOOL NUPES
SWEARINGEN AVIATION CORPORATION i

TRAINING MANUAL
SYSTEM OPERATION
Millivolt signal Plus or minus No change in signal Meter displays compen-

produced by millivolts re- sated EGT
Thermo-couples, quired to _,
O to 50% __4.
proportional to standardize
Exhaust Gas EGT readings
Temperature
Signal strength in- Meter displays calcu-
creased by amount of Lated turbine inlet
turbine temperature temperature
drop, based on tur-
bine pressure rat in
above 50%
I'unctionof speed switch
EGT / Ll5v ac
28 vde 28 vde . Selector Switch ,7000 ops
TIT
i:xhaust Gas Powered Compen- Signal EGT/TIT

Tenporature sating Resistor Conditioner Indicator
½ osing Thermo-
t:ouples (eight)
Pressure Ratio
Transducer
Compressor Turbine
discharge discharge
pressure pressure
Fin. 2 -2b
E.C.T./T.I.T. Signal Progression
l iquer .'
-
ir a simplilled dr-iwing wh.ich indicates the progress of the
I..':.V. signal as it is modiEied into a T.I.T. Indication by the various
devices in tlic system.
2-38

TRAINING MANUAL
SYSTEM CIRCUIT
To .
-
Speed
\ - Switch
FIG.2 -
27 Turbine Inlet Temperature Electrical Schematic
1.E88 Buse
1 A.C.Circuit Breaker 4 Relay 7 Compensating Resistor
2 D.C. Circuit Breaker 5 Signal Conditioner 8 Chromel/Alumel
3 T.I.T. Indicator b Pressure Ratio Transducer Thermocouple Assembly
Left Engine circuit shown, Right Engine circuit identical. VDC .27.5
is applied at terminal 3 below 50% by the speed switch. This causes

the relay, Item 4_, to be opened removing the L15 VAC power from the
Signal Conditioner and the 27.5 VDC power from the Compensating Re-
sistor. This allows E.G.T. to be displayed in the cockpit during
start.
At 50% engine speed the 27.5 VDC is removed from terminal 3, the
relay is allowed to relax and temperature displayed in the cockpit
is now T.I.T. This is readily observed by the approxymate 2000 jump
in temperature indication.
Maximum E.G.T. this period 788oC

during is and maximum T.I.T. is
1004°C.
2-39
SWEARINGEN
AVIATION CORRORATION i

TRAINING MANUAL
GENERAL DESCRIPTION
The turbine supplies power to two separate components: the com-

pressor and the propeller. The compressor and turbine are mounted
on a common shaft. A torsion shaft, splined into the aft end of
the turbine-compressor shaft, transmits the torque to the propeller
through the reduction gear train. Being connected together, both
shafts always rotate at the same speed; however, as propeller load
increases, the torsion shaft exhibits a twist with respect to the ,
compressor shaft. We measure the torque supplied to the propeller

by measuring the amount of relative twist in the torsion shaft;
this is accomplished by the torque sensor assembly. Gears mounted
on the forward ends of the compressor and torsion shafts drive the
gears of the torque sensor assembly. The torque sensor is essen-
tially a pressure relief valve whose setting varies with a change
in angular position of the two gears. As propeller pitch angle
increases the propeller load against the gear train, it twists the
torsion shaft which increases the setting of the torque sensor.
The oil pressure from the torque sensor is routed to a torque
indicating system. sy
other ma.jor etements of the torque sensin system include the torque
sensor pressure regulator, screened oriEiees, and the torque com-
pensator, as well as the torque indicating pressure triutsmitter.
The regulator receives oi l from the lubricating system at varying
pressures, and supplies this oil at a fixed pressure oE between
77 and 83 psig. to the torque sensing system. The torque compensator
assembly converts the pressure variations from the torque sensor
into the precise changes in pressure which are required for proper
calibration of the torque indicating system.
NEGATIVE TORQUE SENSING
Negat i ve torque usually occurs when the engine is motored by the

airstream striking thepropeJier blades surfaces. This drives -
the engine in its normal direction of rotation, but the torsion
shaft is twisted in a direction opposite from normal. Negative
torque, which occurs when the engine suddenly loses power in
Elight, must be restricted to a very low value so that the drag
wh.ieh occurs during windm:illing will not cause loss of control
oF the aircraft. On the other hand, some windmilling capability
is necessary so that the propeller can be used to start the
engine in Elight should the need arise. The value of permitted
negative torque is about 20 HP; this is high enough for air
starts but not so high as to cause excessive drag should the
pilot fail to actuate the feather lever, following a power fail-
ure in flight.
2-40

. TRAINING MANUAL
NCCAT1VI: TURf,HIC SUNSING (CONT .)
The prop governor, NTS rosyd ator, feathering valve, and torque
sensor form the negative torque sensing system. When negative
tor<ple oreurs the piJ.ot valve in the torque sensor w.ill move to
bl.nek the oil µ·lssage oE the p.ilot valve. This will al1.ow oil.
pressure to rise sufliciuntl.y to automatically.movo the feathering
v.alve pi Iol val.ve. Movement of the leathering va.lve pilot valve
will allow oil to be dtuoped Err>m the propeller piston permitting
t.he feather i og spr ing to <l rive the propeller toward fen ther. The
minimum ni i pressuro ne s.s.u'y Ear operation of the f e.ithering .
va I vo i.s i H) ps i
.iban .
Once the propeller liinv loward feather a point is renebed where

negilt ive I orylu• derrous and the torquo sensor p i Lyl valve moves
to the right; tile oil in the system is then Eree to Elow _into the
e.ise titronali the open oil port. Dit pressure dovrenses at the
leallo ring valve and the spring, resels il (til again is ported .
to I he propr I lor and t liv bl:nlos sl art to move away Eroni Erather
toward reverse; however, as the blado takes a bile into the air-
streiun nogal ive Lorgile bui.lds up to repeat
.ig.lin thD eni tre cycle.
The prop is e,ntsed to oscillate near soine pitch loss than .uigle
Enll feather. The angle is establislied in such a manner that the

blados tend La krop the engine entating at about 25-30":. rpm. The
blade angle is close enough to a Ecatlwred posit ion that the blades
ranino no uppereinble dr;ig on t:he airpl.uto The Ecature of per-
milting Iliv ongine to rotale av: a result al Clio negative torque
sensing F.yslom is employed Ear a:iv si irl ing; the windmill.ing pro-
puller subal it,ttes for lho electrica.i starter.
The mot had al .in Eligitt starting proerdu.res is describes in the

Airp i une V I.igitt Manua I .
Tt)I(gill INDit ATIN(: SYhTial
The µower output of tite engilies is di.splayed in the cockpit by

a dua3 Torgtte Indicator, calibrated in foot pounds of torque.
The torque indleating system is essentially an Autos, a type
t ransmi tl od, indicator ey stem power from the 26 volt 400 cycle .
AC buss.
There are two fitting;s ineated on the accessory case of the

engine. A 1 ine is routed from one of the Eittings to the torque
transmil led to carry the compensated torque oil pressure. Since
MERLIN IIB -MODEL SA26AT

TRAINING MANUAL .
TOROUE INDICATING SYSTEM (CONT.)
the norma.L operating engine case pressure is -J.0 inches hg. it is

necessary to vent the
transmitter back to the engine case, at the
second fitting, so as to provide to the transmitter the same opera-
ting environment as that in which the torque sensing system is
operating.
\ Torque Pressure Indicator 3 Circuit Breaker

2 Torque Pressure Transmitter 4 To 26 Volt 400 Cycle Buss
FIC. 2 - 28 Torque Indicating System Schematic
2-42
SIMEARINGEN AVIA-riCN
CORPORATION

TRAINING MANUAL
GENERAL DESCRIPTION
When t he gas generator, or the TPE331 Engine is turning

power section of
41,7.30 R.P.M. tite propeller, through
two stage gear reduction, the is
turning 2000 R.P.M. This represents 100% engine R.P.M. At this 100%
figure the tach generator, due to the gear ratio of the drive pad, is
turning 4187 R.P.M. to have the R.P.M. indicator in the cockpit read
100%.
The tach generator also provides engine R.P.M. sense to the speed switch.
Identif ied as SS-1 and SS-2, the two switching modes of the engine speed
switch occur at approximately 10% and 50% engine R.P.M. Reference the
sequenced simplified start system schematics, page 1-33 through 1-38
for speed switch function in the start cycle. Reference Figure 2-27,
page 2-39, f or speed switch function in the T.I.T. system during the
start cycl.e.
GD
l Tach. Indicator
2 Engine Speed Swi teh
3 Tach. Generator
---- --
/ To Start
- -
1 System
System
ElG. 2 -
29 Tachometer System Electrical Schematic

SWEARINGENAVfATION CORPORATION
MERL1N 11B-MODEL SA26AT

TRA1N1NG MANUAL
GENERAL DESCRIPTION
The engine lubricating, or Oil System, is primarily contained within

the TPE 331 engine, as is common in turbine type aircraft engines.
The approximate seven quart capacity oil tank is attached externally
to the engine, but is furnished by the engine manufacturer along with
the fuel-oil heat exchanger and the internal system components.
Those items furnished by the airframe manufacturer include the oil

cooler with manually operated oil shutters, oil pressure and oil
temperature indicating systems, and low oil pressure warning.
Oils suitable for use in the TPE 331 engine are manufactured per two
applicable Mil.Specs., Type I per Mil-L-7808 and Type II per Mil-
L-23699. Operating temperature range for Type I oils is c to -40°
+93°
c. Operating temperature range for Type II oil is c to
-40°
+127° c. Type I oil is changed each 400 hours. Type II oil is

changed each 800 hours. Several manufacturers brands are approved
in both Type I and Type II.
DO NOT MIX OIL TYPE, BRANDS, OR MANUFACTURERS.
Consult applicable AiResearch publications for approved oils.

Consult the Airplane Flight Manual for oil system operational limits.
SCHOOL NOTES
2-44
SINEARINGEN

TRAINING MANUAL
FIG. 2-30
Dil Shutter Control
at the Pedestal -
ElG. 2 -
11
Oil Shutt<•r Control at the Engine
2-45
ou, SYST I ICirING SYSTEMS
. OÊfGV Û0
Ÿ)WOURÅÐQ@Ð
-
ara HERLIN IIB HEDEL SA26AT
---
-as>œ
OIL SYSTEM
1 Circuit Breaker
011 Tengereture
2 Engine Gage
..-go -
--
Fuel Pressure (Ref.)
3 011 Pressure Transmitter

4 Fuel Pressure Tranemitter
5 Circuit Breaker
011 Pressure
6 Circuit Breaker
M4 Fuel Preseure (Ref.)
- -
swao e 7 011 Tengerature Bulb
-
FIG. 2 30 Oil Pressure and
ytt n 011 Temperature Schematic
) To t uand stem Non-Esa.ause

^·
// 2p $ yrew, wweersa.«
//fd 20
//
1 Circuit Breaker
ano
2 011 Pressure Siditch
SO
To Right Engine
(Same as Left Engine)
- Pressure Circuit Schamnatic

FIG. 2 31 011 Warning
2-46
\ SIMEARINGEN
,
AgiATION CORPORATION..
MERLIN llB-MODEL
1
SA26AT
TRAINING MANUAL
GENERAL DESCRIPTION ,
Fuel is carried in the wings, which have been converted to intregal

tanks. Each side, left and right, consists of three seperate areas,
or compartments, the leading edge out'board of the nacelles, the
main outer panel, and the center section. These compartments are
connected by two inch lines, the fuel flowing to the center section,
or header tank where submerged boost pumps deliver the fuel to the
engines. A two inch line connects the center section or header tank
with a cross flow valve installed to control the flow of fuel from
side to side. This valve is normally closed and is opened only when
fuel is to be transferred. Transfer of fuel is accomplished simply
by opening the cross flow valve allowing the fuel to gravity flow from
the side with more fuel to the side with less fuel. Close valve
when fuel load is balanced.
Total fuel capacity is 388 gallons, 194 gallons per side. Fuel
quantity above 180 gallons is ungageable. The last gallon in each
header tank is unusable. Therefore, the total usable fuel capacity
is 386 gallons.
The fuel dump system allows fuel to be dumped at the overall rate of
230 pounds per minute, starting with full tanks and dumping the entire
disposable quantity. The full dumping capacity is 184-6 pounds.
SCHOOL NOTES
unummunnii
SIA/EARINGEN AVIATION CORPORATION

TRAINING MANUAL
FUEL BOOST
L.M. (SSENTIAL
ET.T vac Buss
L.M. CONSOL.5
so7-is --1
2
-isos-*s-
n 1 Circuit Breake
slo-se --
Le -isoo·m- 2 L.H. Switch

., 3 R.H. Switch
u..a m - Isor-se - ,--
4 Boost Pump
509·to 1508-!
10 - -- -
f - -
$ -
R.M. ESSENTIAL.
27.8 VDC 6055
g,.M CON5cLE
FIG. 2 -
34 Fuel Boost Electrical Schematic
There are two each submerged fuel boost pumps installed in each header
tcutk located in the left and right wing center section. Since it is
required that fuel be supplied at a minimum of 15 psi to the inlet of
the engine driven fuel pumps, it is necessary to operate the submerged
boost pumps continuously The submerged boost
. pumps are installed as
normal and auxillary for each side. When operating left and right
normal boost pumps, a failure of the pump or the electrical buss on
either side requires only that the boost pump control switch for the
af fected side be placed in the "AUX" position. (Ref. Fig. l 13) -
2-48
SI¥EARINGEN
AVIATIOIV CORPORATICIV .

TRAINING MANUAL
FUEL SHUT-OFF
A gate type shut-off valve is installed in the fuel supply lines at each
firewall. Switches,located on the fuel control panel in the center sec-
tion of the pedistal, (Ref. FIG. 1-13, Page 1-18) are guarded to the
normally open position. Raise guard, actuate switch to close valve,
shutting off fuel at the firewall.
With the fuel control unit depending on the fuel flowing through it for
lubrication, it is not advisable to use the firewall shut-off valve to
shut down the engine except as emergency conditions dictate Premature .
failure of the fuel control may result.
SN UT-OFF i ;
1 Circuit Breaker
2 Switch & Guard
3 Fuel Shut-of f
FIG. 2 -
35 Fuel Shut-off Electrical Schematic
SWEARINGENAyiATION CORPORATION ,

TRAINING MANUAL
FUEL CROSS FLOW
A gate type shut-off valve is installed in the two inch line that connects
the left wing fuel tank to the right wing fuel tank. This valve controls
the cross flow of fuel from one tank to the other.
Fuel cannot be fed directly to either engine from the opposite fuel tank.
In order to burn fuel from the left tank in the right engine, or right
tank in the left engine, it is necessary to open the cross flow valve by
actuating the guarded switch located on the fuel control panel. When
cross flow valve.is opened fuel level will balance out over both tanks.
Maximum amount of imbalance permitted during take-off and landing is
50 gallons.
L.H.ESS BUSS
L.H. s Bu COpen
R.H.Es Bus
closed -'
e ^tc
Circuit
¯¯
l Breaker
2 Transfer Switch
3 Control Switch
4 Crosa Flow Valve
R.H.E S BUSS
FIG. 2 -
36 Fuel Cross Flow Schematic
2-50
\ SWEARINGEN AytATION commoRArtoN.

TRAINING MANUAL
FUEL QUANTITY SYSTEM RIGGING
1. Adjust left and right variable resistor to get zero reading

on Fuel Quantity indicator. These resistors are located in
lower side of center section adjacent to fuel quantity trans-
mitter.
2. In adjusting floats, all measurements are taken from bottom

of float. Slight bending of float arms may be necessary to
gain proper dimensions.
3. Raising of floats for measurement purposes must be accomplished

by moving float arm.at its root end. At this time it should
be determined that float arm is hitting upper and lower stops
on fuel quantity transmitter.
4. No. 1 float located in center section header tank should rest

on bottom of .tankin its down position. Raise float to full
up position, distance to top of tank should be 2.00 inches.
5. No. 2 float located wing root should

at rest 1.50 inches from
bottom of tank in its down position. Raise float to full up
position, distance to top of tank should be 3.00 inches.
6. No. 3 float located at center wing should rest 1.50 inches from
bottom of tank in its down position. Raise float to full up
position, distance to top of tank should be 2.62 inches.
7. No. 4 float located at wing tip should rest on bottom of tank
in its down position. Raise float to its full up position,
distance t-o top of tank should be 1.25 inches. CL25 is
thickness of float)
8. Rigging procedure for left and right is identical.
9. If a defective fuel quantity transmitter is to be replaced,

match travel of old unit with unit that is being installed.
SWEARINGEN
AVIATION CORPORATION . ;
TRAINING MANUAL
FUEL ÇUANTITY SYSTEM CIRCUIT
L.H. Essential Buss

1
5
L.H.Ess.Buss
R,H,£ss.Bugs Î
l Circuit Breaker
2 Fuel Quantity Indicator
3 Resistor
4 Tank Unit
5 Buss Transfer Switch
6 Terminal Strip
FIG. 2 -
37 Fuel Quantity Electrical Schematic
R.H. Essential Buss
2-52
-
SWEARINGEN .
AVIATION CORPORATION.

TRAINING MANUAL
FUEL FLOW INDICATING SYSTEM
The fuel flow system installed on the Merlin IIB aircraft is the
Foxboro SClO Series, using a PC-400 Series Fuel Flow Computer to
allow precise measurement of fuel flow using turbine flow trans-
mitters, outputs being proportional to volumetric flow.
Fuel Flow rate indication is provided for each engine on panel-

mounted instruments, with panel displa:y of total fuel consumed.
The system is composed of two 81-200 Series Turbine Flow Trans-

mitters one per engine,
-
a PC-400 Series Fuel Flow Computer,
two AR-200 Series Flow-Rate Indicators one per engine and an
-
AT-200 Series Fuel Consumed Totalizer.
The operation,or use of the system entails only the observation

of engine fuel flow rate. Press the mechanical reset push button
on the Fuel Consumed Totalizer bezel until all digits indicate zero.
The totalizer will now indicate fuel consumed in pounds since last
'
reset.
Engine l Turbine Engine 2

urbine --
Fuel Flow Flow 4þr Fuel

'' Trans.
·~
Flow
Flow Trans.
Total Fuel Consumed

Engine l Totalizer Engine 2
Fuel Flow Fuel Flow
Indicator Indicator
FIG. 2 - 38 Fuel Flow System Schematic
2-53
SWEARINGEN

TRAINING MANUAL
FUEL FLOW INDICATING SYSTEM (CONT.)
The fuel flow system has been specifically calibrated to operate

at maximum accuracy when operating at the cruising speed of the
aircraft. Also, since the system uses a volumetric measuring device,
use of fuels with densities other than those used in original cal-
ibration will cause deviations in system indication. However,
these variations should be less than à of 1°/o.
SCHOOL NOTES
2-54
SWEARINGEN AgiATION CORPQRATIOli.

TRAINING MANUAL
FUEL FLOW INDICATING SYSTEM (CONT .)
Non-Eas Buss
1 Circuit Breaker
2 Totalizer
3 Fuel Flow Indicator
4 Signal Conditioning Unit
S Fuel Flow Transmitter
FIG. 2 -
39 Fuel Flow Electrical Schematic
2-55
SWEARINGEN AylATIQN CORRORATION
TRAINING MANUAL
/*¯U¯ E **
FUEL DUMP SYSTEM
QUMP
DUMP
L Circuit Breaker
2 Control Switch
, 3 Fuel Dump Valve
FIG. 2 -
40 Fuel Dump Electrical Schematic
The M.T.O.G.W. of 10,000 pounds, with a maximum landing weight of 9,300

µounds approved for the Merlin IIB requires the installation of a fuel
dump system. This system consists of a gate type valve and dump chute
instaJled in 'each wing and a guarded control switch for each located on
the co-pilot's switch panel.
Starting with full tanks the maximum dumpable weight is 1846 pounds,
dumped at the overall rate of 230 pounds per minute with both valves
open. When all disposable fuel has been dumped there is 55 gallons of
Fuel retained in each side, or a total of 110 gallons. With the dump
chutes mounted in the outboard flap segments it is necessary to assure
flaps are up prior to dumping fuel. (Ref. FIG. 2 41) -
2-56
SWEARINGEN
AVIA rlON GORPOHATION

TRAINING MANUAL
FUEL DUMP SYSTEM
Fuel Dump Chute splits when flaps are extended. Assure "Flaps Up"
prior to dumping fuel.
l'ue.] Dump Valve .

--..
l'I G. 2 -
41 l'uel Dump Chute, L'laps Up and Flaps Down
2-57

TRAINING MANUAL
FUEL PRESSURE INDICATING SYSTEMS

l Engine Gage Unit
2 Circuit Breaker
Fuel Pressure
To Oil Pressure 3 Fuel Pressure Transmitter
System
25 V
To Oil Temperature (Left Shown -

Right .ne)
A , System
FIG. 2 -
42 Fuel Pressure Schematic
Non-l:ss Buss
tritilR'.ÍPres¯s
ill Of l'illitd
Wrn¯ink --..
ue T
R L.H. l Circuit Breaker

ens -
A R 2 Pressure Switch
Red
R.1 . E $
ens U
o , o †g - 2
o o Test
L - -- - -- _-- --J ,, A
C
FIG. 2 - 43 Fuel Pressure Warning Schematic

2-58
-
FUEL SUPPLY & :N';CAT:N3 E.37EMS MERI.IN ::5 YGDEL SA26AT

F°'E
SYSTEM
1 Pressure vent
2 FL11er
3 fuel Quant.:y I:9.-.so::e:
4 Check alve
5 Boost Farr
ö Resisto:
7 Vent Drain
8 Cross Flow alve
9 Fuel Flow Transmitter
10 Firewall Snutoff '.'alve
11 Pressure Warning Switen
12 Fuel Pressure Transmitter
13 Fuel Totalizer
; L .J
12
12
11
10
2
--
3
3 o
-
PIG. 2 44 fuel System Schematic
SWEARINGEN
AVIAflON CORPORATION

TRAINING MANUAL
CENERAL DESCRIPT10N
17343-61-450°F 17343-61-600°F
The Ferwal fire detectors, P/N and
are located at optimum detection points in the nacelle zones.
These units are connected in "parallel" with each other and function
independently. The detector units are factory set at a designed
response temperature and operate to "close" the alarm circuit when
this temperature is reached. Action of one detector will activate
the alarm circuit; thus, spot fires will be detected instantly.
A fire alarm light is provided for each engine. These lights,

located in the annunciator panel, provide a press-to-test feature
that not only checks the bulb, but also checks the fire detection
circuit for that engine.
Fire resistant wire, MiL-C-25038 is used with electrical power

for the circuits provided by the reppective essential buss through
5 AMP circuit breakers.
Ess Russ
oo
we Annunciator Panel
L.H.Fire Warning Left Engine

Fire detectors
ed
------
Right Engine
Fire Detectors
RH Ess Buss
FIG. 2 -45
Fire Detector Circuit
2-60
SIMEARINGEN

TRAINING MANUAL
FIRE DETECTION UNIT
The fire detector consists of a cartridge-like, seamless, stainless

steel tube in which is mounted "under compression" an assembly
comprised of two silver contact points mounted on two struts of low
expansion coefficient. One of these contacts is insulated from its
strut and is connected by means of a high temperature wire to the.
terminal. A hermetic seal is made where the wire passes through
the scaling head of the detector unit. The other contact is grounded
through its strut and through the outer shell and mounting flange.
A rise in temperature causes the outer shell to expand, reducing

the compression on the struts and allowing the contacts to meet
when the calibration point temperature is reached. Thus, the nor-
mally open points are "closed", by the action of the detector,
to activate the alarm circuit.
The fenwul Detectors are extremely alert to temµerature rise since

the engineered differential in coelTicients of expansion between
materials of the outer shell and the low expansion struts hastens
response when the unit is subjected suddenly to high temperature.
If the ambient temperature is increased in excess of the calibra-

tion temperature the shell can expand without causing any additional
stress on the element since the "factory set" adjusting screw can
expand without causing any additional stress on the element since
the "factory set" adjusting screw can move away from its mating
thrust surface. This construction permits the detector unit to
withstand a large amount of overshoot in temperature without ad-
versely affecting the measuring element.
When the temperature.is below the unit's set point, the shell
contracts and the struts assume a broader bow. These stresses
introduced are well below the elastic limit of the strut material.
-1000F
The unit can be subjected to a temperature of with no
adverse effect upon the element assembly. The detector is built
to stand Elash fires. When the fire is out, the unit will again
cool and "open" the alarm circuit.
2-61
SWEARINGEN
AVIArtolv coRPORATION .

TRAINING MANUAL
GENERAL DESCRIPTION
The Outside Air Temperature System locates the button type resistance
bulb on the fuselage belly aft of the cockpit area. In this location
the system is sensitive to heat from the ramp, or in certain cross wind
conditions while on the ground, it may be affected by exhaust gases.
In flight the system is accurate, although normal allowances for fric-
tional heat should be made. This amounts to approximately 50c. at
Merlin IIB cruising speed.
Non-Es Buss
1 Circuit Breaker
5
(Î) 2 0.A.T. Indicator
3 Temperature Bulb
FIG. 2 -
46 0.A.T. Electrical Schematic
2-62
SIMEARINGEN
AVIATION CORPORATIQiV .

TRAINING MANUAL
SECTION II A
The material presented in Section II A represents the Basic Training

Manual for the TPC 331 Turboprop Engine, as prepared by the Technical
Training Department, AiResearch Manufacturing Company, Phoenix, Ari-
zona. Engine ratings and performance are typical for the TPE 331.
For specific operation, limitations and performance consult the Mer-
lin IIB Airplane Flight Manual.
y AIRESEARCH MANUFACTURING COMWANY OF ARIZONA
TSG-48
Revised
May 1969
The material presented in this manual
neither supersedes nor supplements that
contained in any official publication.
TRAINING PURPOSES ONLY
TRAINING MANUAL
TURBOPROP ENGINE
MODEL TPE331
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a gewesegas of 9••g SAeos?W CommetaTIOm
ABBREVIATIONS FOR TERMS
abs -
absolute OAT -
outside air temperature
BHP -
brake horsepower PSHP -
propeller shaft
horsepower
Btu -
British thermal unit
psi -
pounds per square inch
C -
degrees Centrigrade
psia -
pounds per square
Hz -
Hertz (C.P.S. cycles per sec.) inch absolute
ESHP -
equivalent shaft horsepower rpm -
revolutions per minute
oF -
degrees Fahrenheit SHP -
shaft horsepower
F/A - fuel-air ratio TAS -

true airspeed
Rg -
mercury THP -
thrust horsepower
DEFINITIONS
ADIABATIC Any change in matter that takes place without

addition or removal of heat.
ABSOLUTE
HUMIDITY The weight of water vapor, expressed in grains
or pounds, per pound of dry air.
SOYLE'S LAW If a quantity of gas is compressed at constant

temperature, its absolute pressure is inversely
proportional to its volume.
CHARLES' LAW The volume of a gas is directly proportional to

temperature at a constant pressure.
CLOSED CYCLE A thermodynamic cycle in which the same working
fluid is recirculated through the system.
COMPRESSOR
PRESSURE The ratio of the final pressure to the initial
RATIO pressure before compression.
2A -
1
AIRESEARCH MANUFACTURING COMWANY OF ARiz0NA
smoosamis. anagema
COMPRESSION
RATIO The ratio of the specific volume of a fluid before
compression to that after compression.
DELTA P Differential pressure.
DENSITY The ratio of the mass of a.homogeneous fluid to

its volume, at a given temperature and pressure;
also called mass density.
DENSITY
ALTITUDE The altitude that corresponds with the given air
density (pressure and temperature) in the standard
atmosphere.
DEW POINT
(TEMPERATURE) The temperature corresponding to the saturation
temperature for the amount of water vapor in the air.
EFFICIENCY Ratio of power output to power input.
FLOW OF GASES Laminar Flow This is low velocity

-
gas flow
across a surface in a direction parallel to the
surface. Sometimes referred to as streamline or
viscous flow.
Turbulant Flow With increases -

in velocity, a flow
will become turbulant. This condition is normal
in fluid flows since laminar flow requires very low
velocity and smooth surfaces.
Boundary Laver A thin stationary

-
layer immediat-
ely on the surface between a solid and a moving
fluid. The formation of a boundary layer is due
to microscopic surface irregularities which
prevents relative motion between the surface and
the fluid.
Supersonic Flow Flow velocities
-
exceeding the
speed of sound (1115 feet per second at sea level).
FLUID Any substance having elementary particles that

move easily withrespect to each other, i.e.
liquids (incompressible fluid) and gases (com-
pressible fluid).
2A-2
y AIRESEARCN MANurACTURING COMPANY OF ARIZONA
GAS TURBINE An engine consisting of a compressor, burner

or heat exchanger, and turbine, using a gaseous
fluid as the working medium, producing either
shaft horsepower or jet thrust, or both.
INTERCOOLER A heat exchanger that cools the fluid between

stages compression,
of to decrease the work of
compression.
KINETIC
ENERGY Energy due to motion.
MOMENTUM Product of mass and velocity.
NEWTON'S
LAW Intercia -
A body continues in a state of rest
or uniform motion in a straight line unless
acted upon by an external force.
Momentum -
The rate of change of momentum (Mass
x velocity) of a body is equal to and in the
direction of the force causing the change.
Reaction -
To every action there is an equal and
opposite reaction.
OPEN
CYCLE A thermodynamic cycle in which the working fluid
passes through the system only once, after which
it is discharged.
PRESSURE
ALTITUDE The altitude corresponding to the given air pressure
in the standard atmosphere.
PRESSURE
RATIO The ratio of a pressure after compression to that
before compression.
PULSEJET A jet engine whose thrust impulses are inter-

mittent, usually a simple duct with some type
of air control valves at the front end.
RAMJET
(ATHODYD) A jet engine which consists of a duct utilizing
the dynamic head (due to the forward motion) for
2A -
3
y AIRESEARCM MANUTACTURING COMPANY OF ARIXONA
the compression of the air, and then producing

the thrust by burning fuel in the duct and
expanding it through a nozzle.
REGENERATOR A heat exchanger that transfers heat from the

exhaust gas to the fluid after compression, before
the burner, to increase thermal efficiency of
the cycle.
REIATIVE
RUMIDITY The ratio of the actual weight of the water vapor
in the air to the weight of water vapor in sat-
urated air at the same temperature, expressed in
percent.
ROCKET
MOTOR A jet engine which carries its entire supply of
fuel.and oxidizer, and which utilizes the energy
of a chemical reaction to produce jet thrust.
SONIC
VELOCITY The velocity of propagation of a sound wave,
SPECIFIC
GRAVITY The ratio of the mass of a liquid to the mass
of an equal volume of water at some standard
temperature, or the ratio of the mass of a gas
to that of hydrogen or air at some standard
temperature and pressure (usually 59°F and
29.92 in. Hg).
SPECIFIC
HEAT ' Ratio of heat required to raise the temperature
of a given mass of gas through a given temperature
range to the heat required to raise the temperature
of an equal volume of water through the same
temperature range.
SPECIFIC
VOLUME The ratio of the volume of a homogeneous fluid
to its weight, at a given temperature and pressure;
the receiprocal of specific weight.
SPECIFIC
WEIGHT The ratio of the weight of a homogeneous fluid
to its volume, at a given temperature and press
also called weight density.
y AIRESEARCH MANUFACTURING COMPANY OF ARI20NA
STANDARD
ATMOSPHERE A table of atmospheric conditions based on
the average of the atmospheric conditions in
the United States, as defined by the N.A.C.A.,
which assumes a sea level pressure of 29.921
in Hg, density of 0.002378 slugs per cubic
foot, and temperature of 59°F.
STATIC
PRESSURE The pressure energy of the fluid due to the
random motion and concentration of the molecules.
STRATOSPHERE The constant temperature region of the standard

atmosphere, above 35,332 feet where the temp-
erature is assumed constant at -67°F.
TEMPERATURE
RISE RATIO The ratio of the isentropic temperature rise
to the actual rise through a compressor.
TOTAL
TEMPERATURE The temperature of a fluid brought to rest; the
sum of the static temperature plus the temperature
rise due to the directed motion of the fluid.
TORQUE The effectiveness of a force in setting a body

into rotation.
TURBINE
MECHANICAL A measure of the efficiency of the turbine in
EFFICIENCY converting fluid energy into usable mechanical
energy.
TURBINE THERMAL
EFFICIENCY A measure of the efficiency of the turbine based
on the heat energy converted into work and the
heat losses.
TURBOJET A gas turbine whose entire propulsive output

is delivered by the jet of gasses through the
nozzle.
TURBOPROP A type of gas turbine that converts heat energy

into propeller shaft work and some jet thrust.
VELOCITY Rate of change of position. Distance Traveled

Velocity =
Ïime
2A -
5
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
GENERAL INFORMATION
Essential to the operation of the engine are the main rotating
components as well as a number of attached accessories,

together with the plumbing and wiring necessary for connecting
the components to the engine and to each other. Such -
accessories include the fuel control, prop governor, propeller,
propeller pitch (servo) control, starter-generator, etc.
SCOPE OF INFORMATION
The reader of this manual is reminded that all values of

pressure, temperature, speed, power etc. are chosen for
their illustrative value only, and not necessarily

representative of actual values on any engine configuration.
For actual values for a particular engine model, the
applicable maintenance manual must be consulted.
DIRECTIONAL REFERENCES See Figure 1
Directional references to front and rear, right and left, top
and bottom, and clockwise and counterclockwise are made facing

the turbine discharge duct with the engine in a horizontal
position. The direction of rotation of the engine turbine
wheels, compressor impellers, and propeller shaft is clockwise.
2A- 6
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a geweeages 00 T••t gasteTT Commamatsaan
noensnam aangone
TOP MOUNT
FRONT
SIDEMOUNTS
LEFT
RIGHT
REAR MOUNT
BOTTOM
REAR se e
FIGURE IA DIRECTIONAL REFERENCES AND
MOUNTING PROVIS IONS
2A -
7
AIRESEARCH MANUFACTURING COMPANY OF ARiz0NA
MOUNTING PROVISIONS
Five mounting pads are provided on the engine to satisfy

mounting requirements. Two of the five pads are located
at the top and bottom, respectively, of the rear of the
turbine section. Two other pads are located on the left
and right sides, respectively, of the back face of the
reduction gear section. One pad is located at the top
center of the back face of the reduction gear section.
SERVICE BULLETINS
Service Bulletins will be issued as required to provide
information or instructions for modifying engines or parts.
Incorporation of a change to the engine by Service Bulletin
action shall be entered in the engine log book and the
change number.stamped on the engine identification plate or
modification record plate. In addition the Service Bulletin
supplies maintenance and overhaul information for parts
affected by the particular change or changes covered in the

bulletin. When change numbers are stampped on the engine
identification plate refer to the Change Description List
for the applicable Service Bulletin Number. Personnel
2A -
8
concerned with maintenance and overhaul should maintain
copies of referenced Service Bulletins with their maintenance
and/or overhaul publications.
ENGINE IDENTIFICATION SYSTEM
The manufacturer's engine identification system consists of
a Model Number, Part Number, Series Number, and Change
Numbers (if applicable). The identification numbers are
stamped on the engine identification plate and if applicable,
on a modification record plate which carries change numbers
that have been incorporated in the engine as well as refer-
ence to applicable Service Bulletins incorporated in the
engine.
NOTE
When Change Numbers appear on the identification
plate or the modification record plate, these
change numbers should be used with the engine
Part Number and Series Number to determine engine
configuration.
A typical Model Number, Part Number, Series Number and
2A -
9
Change Numbers are defined as follows. Model Number

TPE331-1-151A, Part Number 893250-1-1, Series 3, and Change
Numbers 1 and 2 are used as example.
Model No. TPE331-1-151A A designation of a particular end
equipment family.
Part No. 893250 Basic Installation drawing number.
-1
(first dash number) Changes in fit, form, or function
which affect the installation and
which require revision of the type
certificate.
-1
(second dash number) Changes in fit, form, function which
affect the installation but do not
require revision of the type certificate
Series No. 3 A supplement of the part number which
identifies internal produce improvement
changes in incorporated in production.
Change No. 1 and 2 Identifies individual changes within a
series and is used when a customer re-
quests the incorporation of out-of-
sequence changes in overhaul engines.
2A -
10
y AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
, Each component of the engine which is a complete unit in
itself has its own identification plate, and if applicable,
a modification record plate.
LEADING PARTICULARS
Overall Dimensions
Length (exclusive of propeller) . . . . . . 46 IN. (APPROX)
Width . . . . . . . . . . . . . . . . . . . 21 IN. CAPPROX)
Height . . . . . . . . . . . . . . . . . . 26 IN. (APPROX)
Dry Weight (less optional and customer-furnished
equipment). . . . . . . . . . . 335 LB (MAX)
'
Electrical System Requirements
Starter-generator . . . . . . .
Customer-furnished
Electrical Power for Starts . . 24V DC, 500 AMP
(800 AMP momentary)

Electrical Power for
Operation . . . . . . . . 24V DC, 10 AMP
Fuel System Requirements

Fuel Specification . . . . . . ASTM D1655-66T, Jet A,
Jet A-1, Jet B, JPA,
JP5, MIL-T-5624,
2A -
11
y AIRESEARCH MANUFACTURING COMPANY OF ARizcNA
Fuel Specification MIL-F-5616-1, JP1

(Continued) MIL-G-5572, 80/87 Octane
Aviation Gasoline
NOTE
Grade 80/87 octane aviation gasoline may be used
as an emergency fuel only. The amount used must
not exceed 1000 gallons per engine for each 100
hours of operation. Make log book entry record-
ing quantity used and operating time for each use
of aviation gasoline. Refer to aircraft flight

manual for specific fuel to be used.
2A -
12
LUBRICATION SYSTEM REQUIREMENTS
APPROVED LUBRICATING OILS
OIL BRAND AND VISCOSITY APPLICABLE ALTERNATE

TRADE NAME TYPE RATING SPECIFICATION BRAND NAMES
Sinclair Type I MIL-L-7808 British Petroleum

Turbo S 15 Aero Turbine Oil 15
Texaco Type I MIL-L-7808 Caltex Synthetic

Synthetic Aircraft Turbine Oil
Aircraft 15, Regent Synthetic
Turbine Aircraft Turbine
Oil 15 Oil 15
Brayco 880 Type I MIL-L-7808 Continental

Conojet Conojet
*Stauffer Type I MIL-L-7808
Jet I
Mobile Jet II Type II MIL-L-23699
Aeroshell TYPE II MIL-L-23699

Turbine
Oil 500
Enco 2380 Type II MIL-L-23699 Esso 2380, Imperial
Esso 2380, Cater
2380, Penola 2380
* Stauffer Jet I oil is now marketed under the brand name
of Hancock Air Turb Syn Lube and shall be procured under
this new brand name when present supply of Stauffer Jet I
oil is exhausted.
2A -
13
y AIRESEARCN MANUFACTURING COMWANY OF ARIZONA
DO biOTMIX OIL TYPE, BRANDS, OR MANUFACTURERS
Type I Operating temperature range . . . . .

-40°C (-40°F) to
. . . . .
+93©C (+200°F)
Type I Oils are to be changed at each 400 hours of operation.
Type II Operating temperature range . . . .

-40°C (-40°F) to
. . . .
+127°C (+2600F)
Type II Oils are to be changed at each 800 hours of operation.
NOTE
Maximum temperature limits are different for Type I and Type
II oils. Therefore, use only the oil specified in the --
aircraft flight manual. Do not mix oil types, brands and/or
manufacturers.
NOTE
The oil must be not less than -40°C (-40°F) before starting.
If necessary use immersion heater, or drain, heat and pour
back into tank.
Oil Tank Capacity 1.75 GAL. (APPROX)
Oil Consumption 1 QT./10HRS.
2A - 14
a GewiseGee Go Test Gaeotvt goewowateous
TYPICAL ENGINE LIMITATIONS
The operational limits of the engine are rpm, torque, and
turbine inlet temperature. While engine performance is
based on constant turbine inlet temperature (TA), turbine
discharge temperature (T5) is actually measured. The
relationship between T4 and T5 varies with OAT and airspeed.
The correction for climb and cruise configuration has been
optimized and the T5 limits versus OAT are presented in
Figure 2.
PERFORMANCE RATINGS AT U.S. -STANDARD ATMOSPHERE,

SEA-LEVEL STATIC CONDITIONS
Rating ESHP SHP PROP TIT(y )

EGT(y )
RPM MAX . MAX .
1840°F 1072°F
Takeoff (5 -
705 665 2,000 (1004)°C
minutes) (578)°C
' 1781°F 1032°F
Maximum 705 665 2,000
continuous, (972)°C (556)°C
1767°F 1022°
Maximum -
690 650 2,000
(964)°C (550)
cruiseg C
1The engine is flat-rated at a takeoff shaft horsepower of

665 horsepower at sea-level, static conditions up to 75°F
(24°C) day with a turbine-inlet total temperature limit not
in excess of 1840°F (1004°C).
2This rating is to be used for emergency purposes. It is

authorized for aircraft certification and for emergency
use at the discretion of the pilot.
3Presented for information purposes and not as a performance
rating.
2A -
15
y AIRESEARCH MANurACTURING COMPANY OF ARizaNA
a etw•esem er r••a eases** seeseest one
....ac.• n se•ao.as
.
........... . . TPE331
TURBINE DISCHARGE
2 (1112) .
TEMPERATURE VS. OAT
•
600 . . .
UNINSTALLEDENGINE
PERFORMANCIRPM=l00%
(1076)
53
(1040)
130
520
-6) 4 -20
0 20 40 t0
(- 6) (-40) (-4) (32) (68) (104) (140)
INOICATEDQUTS10EAIR TEMPERATURE
• AMBI·'C (•F)
'Aus '2 ENGINE INLET
FIGURE 2A TUR3INE DISCHARGE TEMPERATURE VS OUTSIDE AIR TEMPERATURE
2A -
16
¯¯¯
I I I. l !
'
..l
TPE331
FUELFLOW FOR TAKEOFF V.S. O.A.T.
ZEROVELOCITY
UNINSTALLED ENGINE PERFORMANCE
550 -- -NO BLEEDOR POWER EXTRACTION
RPM= 100%
FUEt FLOW IN THIS

EA WILLEXCEED
IfD
400
*
1
-20 23 40 40
O.A.T.-- C
t ' --- -
† - --
40 -20
0 20 , 40 60 86 100 120
O.A.T.- F
FIGURE 3A FUEL FLOW FOR TAKEOFF VS OUTSIDE AIR TEMPERATURE
2A -
17
a oivioimes 09 Tag omggTT gem Omaregen
meeGgeese asegasse
TPE331
HORSEPOWER AVAILABŒFOR TAKEOFF V.S.O.A.T.
UNINSTALLEDENGINE PERFORMANCE
NO sŒED OR POWER EXTRACTION
RPM = 100%
120 KTS CAS
2000 - -
2600
2400 -
22eo
eco
200-
00
oooH
20 0 20 40 60
O.A.T.-C
0 -20
0 20 40 60 80 100 120
.
O,A.T.-'F . - - -
FIGURE 4A HORSEPOWERAVAIIABLE FOR TAKEOFF VS OUTSIDE AIR TEMPERATURE
2A -
18
y AIRESEARCH MANUWACTURING COMPANY OF ARIZONA
OPERATING LIMITATIONS
TPE 331
NOTE: These figures represent maximum permissible operating
limits and do not necessarily coincide with normal
operating parameters or ratings. Do not exceed limits
stated in Flight Manual in normal operation.
JONDITION OPERATING LIMITS ACTION IF EXCEEDED

Light-off Time
(from 10% speed to
light-off)
Ground Starts Approx. 10 seconds Abort start. Attempt to

determine cause and
correct before proceeding.
Crank engine for 10 sec.
to clear combustor prior
to attempting restart.
Air Starts Approx. 15 seconds Abort start. Attempt to

determine cause of fail-
ure to start and correct
before further attempt.
Allow engine to windmill
for one minute prior to
next star; attempt.
Main Oil Pressure 90-120 psig at 96% If pressure is greater than

at Normal Operating rpm or above, 50 psi 70 psig but less than 90
Temperature minimum at 65% rpm psig, or greater than 120
but less than 130 psig, land
and shutdown as soon as con-
' Deter-
veniently possible.
mine cause and correct.
2A -
19
y AIREstARCH MANOVACTURING COMPANY OF ARiz0NA
CONDITION OPERATING LINŒTS ACTION IF EXCEEDED
Oil Temperature
MIL-L-23699A
(Type II Oil) Minimum:
-40°C starting & ground Heat engine prior to start.
*
Flight Seek flight regime at which
temperature limits can be
maintained.
.
Maximum:
127°C ground operation Seek flight regime at which
127°C for
5 min. limit temperature limits can be
takeoff and climb maintained.
127°C 30 min. limit
emergency conditions
110°C all other operations
MIL-L-7808D
(Type I Oil) Minimum:
-40°
starting & ground Heat engine prior to start.
*
Flight Seek flight regime at which
temperature limits can be
maintained.
Maximum:
93°C ground operation Seek flight regime at which
93°C temperature can be
5 min. limit for limits
takeoff and climb maintained.
93 C 30 min. limit
emergency conditions
79°C all other operations
Refer to aircraft flight manual for minimum temperature for fuel de-icing.
NOTE: While starting down to -40°C is permitted

the engine provided
adequate c'ranking torque is available and the fuel viscosity
is not lower than 12 centistokes. Exceeding ground idle power
at low oil temperatures is not advisable due to fuel icing and
in the interest of optimum engine and lubricant performance.
Permissible Ambient
Temperature Ranges
Starting -40°C to 52°C Do not attempt stare.
(-40°F to 125°F)
Operation -54°C to 52°C Seek flight regime in which
limits can be maintained.
Altitude To 35,000 ft. Be prepared for engine over-
temperature or flameout.
2A -
20
CONDITION OPERATING LIMITS ACTION IF EXCEEDED
Turbine Discharge
Temperature T5
815°C or if temp- Abort start. Attempt
Starting
erature is still to determine cause
risir.g at 50% RFM. before attempting
restart.
Over 815o for more Abort start. Consult

than 1 second. AiResearch Field Serv.
for disoosition.
kTurbine Inlet
Temperature T
Power *1004°C power setting

Takeoff Reduce
(5 min. Limit) to bring T4 within
At 100 + .5% rpm limits. Enter maximum
observed T and time in
excess of imit in engine
log. Run ground power
check to determine
corrected WE, T&, RPM, at
corrected takeoff torque.
Compare to data plate
values. If discrepant in
excess of normally antici-
pated deterioration and
instrument accuracy, re-
move to overhaul.
10100-1025°C in Enter max. temp. and durat-
excess of 30 sec ion in engine log. Consult
1025°C anytime AiResearch Field Service
for engine disposition.
Maximum continuous 972°C Observe takeoff limit
power
Maximum cruise 964oC Observe maximum continuous

limit.
power
2A -
21
AiRESEARCH MANUFACTURING COMPANY OF ARIZONA
NDITION OPERATING LIMITS ACTION IF EXCEEDED
Rotor Speeds 99.5% to 100.5¾ correct to within limits by

Takeoff Setting observed movement of Engine Speed
of Propeller Lever. Adjust linkages and/or
Governor propeller governor maximum
settings prior to next flight.
101¾ (5 minutes) Enter maximum observed speed
and duration in excess of
101% in engine log if 5 min.
time limit is exceeded.
105% Return engine to overhaul any
time 10$% is exceeded for
over 5 seconds.
Dutput Torque
Takeoff Static 1746 ft. lbs. 1890 to Enter maximum

With ram 1890 ft. Ibs. 2100 ft-lb observed torque
(5 minute limit) pressure and
duration of
operation in
engine log
Over 2100 Enter maximum

ft-lb observed torque
pressure in
engine log.
Remove engine
to overhaul.
Continuous '
1746 ft. lbs.. Observe takeoff limit
Operation
Sudden Stoppage or Any deceleration of Shut down engine. Consult

Externally Induced the engine due to AiResearch Field Service
Engine Deceleration impact with any ·for
recommended inspection
object. and disposition.
Shutdown Operate for 3 minutes

at taxi conditions
prior to shutdown.
2A -
22
INTRODUCTION TO THE TPE ENGINE
This may be the first experience some of you have had

with a turboprop engine.
If your experience is on jets, you will find one extra
handle to move in addition to the throttle, and you will

find that moving the throttle through its flight range
does not alter the rpm of the engine since the propeller
maintains constant speed as the power is changed.
If your experience is on reciprocating engines you will
find the engine easier to handle, more responsive to the

throttle, has less vibration, and provides you with
reverse pitch on the ground for braking on short fields,

or on wet icy runways .
No matter what your experiepce, you will find the trans-
ition to the turboprop no more difficult than the switch

from stick shift automobiles to those with automatic
transmission.
The turbpprop engine is much simpler in design than a

reciprocating engine. There is but a single rotating
shaft with balanced wheels which are mounted on it. It
took longer to produce a functional turboprop and jet

engine because the state of the arts of engineering,
stress analysis, thermodynamics, metals and manufacturing
2A -
23
techniques had not advanced sufficiently at the time of the
turbo engine's conception.
The techniques which you have learned on reciprocating
engines will be just as applicable, but you will have less

to do, since the controls in the turboprop engine are more
automatic. You will find that:
To start, just press the start switch; you need
not manipulate any control levers. You merely
monitor the instruments to see that the automatic
controls are functioning normally.
You control the engine in flight with the same
old throttle, though it now operates a lever on a
device called a fuel control, rather than a

carburetor ör fuel injection pump.
There is no mixture control, or its equivalent.
There are no cowl flaps to actuate -

oil temperature
control is automatic and there is no cylinder head
temperat'ure to be concerned with.
The RPM levet is the only other handle used for
normal control, and it is placed full forward for

takeoff, climb and landing; it could be left in
that one position for all operations but is usually
pulled part way back to reduce engine speed while
2A -
24
cruising. It can be pulled full aft for idling the
engine on the ground.
twilwhhear so enew tedrms like BETA. Thisanglea Greek
is used exclusively on the ground, except for STOL air-
craft. Through it you can take control of the pro-
peller away from the prop governor and manually select
a blade angle which best suits your taxiing and reverse

pitch requirements.
The BETA controls are connected to the throttle link-
age. They are inactive when the throttle is moved through
the normal flight range. The BETA controls become active
when a lock on the throttle quadrant is released and the
handle is moved to positions aft of those normally used
for control during flight. The lock serves to prevent

you from inadvertantly moving the throttle into the
BETA range.
To operate the engine, you will start with the usual
cockpit and aircraft checks for fuel and oil quantity,
seeing that the prop is clear, and placing the aircraft
switches in their proper position. One additional check
to be made is that the air intake and exhaust ducts are
clear of dust covers and foreign objects.
2A -
25
You then actuate the start switch and wait for the auto-
matic controls to bring the engine to its ground idle
speed.
If your experience has been with reciprocating engines

only, you will find that there is a difference between
and°turbine
them engines in starting: a recip either
starts or it does not; a turbine engine nmy light off

(combustion occurs) but, through the malfunction of the
automatic controls, it may not accelerate. Therefore,
you will stop the engine by placing the engine master
switch in STOP position should it fail to accelerate

properly or should its turbine discharge temperature
become excessive. As in reciprocating engines, you
would terminate the start should the engine fail to
light off in a reasonable length of time while cranking
to avoid loading it with fuel or overheating the starter.
After ground idle speed is reached the RPM lever is
then placed at a high speed position, and the throttle
is moved toward reverse to unlock the propeller blade
start locks. The throttle is then placed forward or aft
to move the aircraft in the desired direction and speed.

The aircraft manufacturer provides the pilot with a short
list of lever positions versus instrument readings which
check out the operation of the automatic controls and
the power output of the engine.
2A -
26
For takeoff, the RPM lever is full forward and the throttle
is pushed as far forward as required for takeoff power.
The only gage which must be monitored is the engine's tur-
bine discharge temperature indicator, if the outside air
temperature is high; or the torquemeter, if outside air

temperature is low. You merely make sure that you don't
push the throttle so far forward that the takeoff limit of
temperature or torque is exceeded.
Five minutes after takeoff, if you are still at takeoff

power you must reduce throttle setting so that the turbine
discharge temperature does not exceed the maximun con-
tinuous limit.
When you reach cruising altitude, you will reduce both the
throttle and RER settings to establish desired cruise speed
and fuel economy.
The engine is set for high RPM before landing, and the
approach and landing will be similar to that of any pro-
peller driven aircraft. After flare-out, the throttle
is pulled back against the lock position and the aircraft
settles at a rate determined best for it by the aircraft
manufacturer.
Once the wheels are on the ground, the quadrant lock can be
released and the throttle can be used to select as much
2A -
27
reverse blade angle as is necessary to provide the
desired reversing action. Since the pilot has direct
control of the blade angle, engine power will automat-
ically adjust to supply whatever the prop requires of

it as you move the blades with the power lever. Should
feathering become necessary, a handle is pulled (sometimes

feathering is included as part of the RPM lever or
throttle linkage); this shuts the fuel off and the prop
feathers automatically. Unlike the reciprocating engine,
the throttle is pushed full forward when feathering.
You will be exposed to many new terms: some of then apply
to items which are peculiar to the turboprop engine;

many of them are just new names for things with which
you are already familiar. For_example: the throttle is
usually called a FOWER LEVER; the RPM lever is often
referred to as a CONDITION LEVER; and so on. This
should offer little difficulty, since most items bear
names which are descriptive of their function. We
sincerely hope you will enjoy learning about the TPE
331 engine'in the course which you have come here to
attend.
2A -
28
GAS TURBINE OPERATING CYCLE
The major components of which the engine is comprised

are the compressor, turbine, combustor, and accessories.
The compressor is essentially a two-stage air pump
consisting of two centrifugal impellers and inter-
connecting ducting. The compressor draws in large

quantities of air and forces it through the combustor.
Fuel is added to the air in the combustor and the

mixture is burned. The hot gases are then expanded
through the turbine. The turbine converts the energy
of the expanding gases to torque, which drives the
compressor and the reduction gears. The reduction
gears drive the components necessary for operation and
control of the engine, as well as the power which turns
the propeller.
The work load on the turbine section is determined by
prop blade angle requirements and the density of the
air ingested by the compressor section. When the engine
is operated at high altitudes, the air drawn into the
compressor is "thin"; that is, each cubic foot of air
2A- 29
weighs less than it would at sea level; less power would
be required to turn the compressor than at sea level.

On a cold day, the air is "heavy"; the compressor requires
more power from the turbine to drive it. Thus, the power
required to operate the compressor at any speed varies
as ambient conditions change.
Only a small portion of the compressor air flow supplies

the oxygen required for combustion; this is called pri-
mary air. The remaining air (secondary air), introduced
downstream of the flame zone in the combustor, dilutes

the products of combustion, lowering the temperature to
the blades of the turbine wheels to a value which they
can safely tolerate. It is apparent that with "thin"
air less cooling (secondary air) is available to dilute
the combustion mixture and fuel scheduling must be mod-
ified accordingly. The fuel control is biased to sense

changes in air density and in the case just cited would
reduce the fuel flow to the atomizers.
2A -
30
INLET OUCT REDUCTION GEARS
PROPELLERSHAFT
ACCESSORIES
TWO STAGE CENTalFUGAL COMPRESSOR
THR£( STAG£AXiAL TURBINE

IGNITER PLUGS (2)
ANNULAR COMBUSTION
CHAMBER
FULL NO2ZLES (10)
O
FUEL NOZZLES (5)
REDUCTION GEAR COMPRESSOR TURBINESECTION

SECTION SECTION
FIGURE 5 A CROSS SECTION VIEW OF ENGINE AIRFLOW AND SECTIONS
2A -
31
TPE 331 TUR30PROP ENGINE
GENERAL CONSTRUCTION
The heart of the TPE 331 engine is its main rotating group.
This consists of two centrifugal impellers and three axial
flow turbine wheels; all wheels are mounted on a common
shaft, as shown in Figure 6. All external accessories

are mounted on the aft side of the reduction gear housing, as
seen in Figures 7, 8, 9 and 10.
The shaft supporting the main rotating group is supported

by a roller bearing at its turbine end and a thrust-
absorbing ball bearing at the forward end. The hollow main
shaft is splined at its aft end to receive the torsion

shaft. The torsion shaft transmits the torque which
drives such accessories as fuel control, prop governor,
lube and scavenge pumps, etc., as well as the prop shaft
and propeller.
The corsion shaft drives the first stage reduction pinion
gear which meshes with a bull gear as shown in Figure 6.
The bull gear in turn drives the various accessories,
and it mounts the sun gear of a planetary gear assembly
through which it rotates the prop shaft at high torque,
and reduced speeds. When the gas turbine is operating
2A -32
at its 100% speed, the main rotating group and high
speed pinion are rotating at 41, 730 rpm, whereas the
prop is rotating at 2000 rpm: a speed reduction of
approximately 21 to 1.
2A -
33
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o) 6
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ou
I \
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y AIRESEARCH MANUFACTURING
A Divttt0N OF THE BA RETT
COMPANY
Og-PORAffGN
OF ARIZONA
FUEL
FILTER
e > •
*STARTER
GENERATOR FUEL CONTROL
ASSEMBLY
NEGATIVETOROVESENSOR
PRESSURE
REOULATOR
FUEL HEATER
PROPEELLER
FEATHERI
PROPELLER
GOVERNOR
INLET TEMPERATURE
ANO PRESSURE SENSOR
FLOW DIVIDER AND

ORAIN VALVE
PROPELLER PITCH
CONTROL
TURatNE PLENUM
DRAIN VALVE
*OPTIONAL OR CUSTOMER4URNISHED ITEMS
ENGINE MOUNTED ACCESSORIES
FIGURE 7A
2A -
35
V AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DEWiMION OF T*tE GASASTT CUniBONATION
BETA
PRESSURE FUEL
SWITCN SOLENOIO
VALVE
10NITER
ToROUE SENSOR
COMPENSATOR
SOLENOiO SHUTOFF VALVE

MAGNETICCH¡p INLET ANTi•tCING (INLET ANTl•fCING)
OETECTOR SMIELO
e
e
IGN T10N
TOROUE SENSOR
PRESSUREREOULATOR
ENGINE MOUNTEDACCESSORIES
FIGURE 8 A
2A- 36
a e•••••••• er r••e meessvr cosammar.o..
...oa... a......
PRIMARY
FUEL NO22tES
ANO MANIFOLO
IGNfTION LEADASSY
FUEL RESSC2F
REGUL ATING
VALVE
S£CONOARY
FUELNOZZLES
T ANO MANIFOLD
•TACHOME TER
GENERATOR
*OPTIONAL OR CUSTOMER-FURNISHED ITEMS
FIGURE 9 A
2A -
37
8V AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A OivtBlOss GF TBeg OmangTT CD GRATIQa6
THERMOCOUPLEANO
HAANESS ASSEMitY
SOLENO!O
VALVE
(Oil VENT)
FUR8tNE EXMAUST li SILINE

PIPE ASSEMBLY SYPA35VALVE
/ OIL PRii5URE
(GULATOR
ALV£ ;
on
PCRESSURE
o ·
OIL
TEMPERA TURE OIL TANK ASSEMBLY
BULB OIL FitTER
*OPTIONAL OR CUSTOM(RAURNISHED ITlMS
FIGURE 10 A
2A -
38
LUBRICATION SYSTEM
The major components of the lubrication system are shown
schematically in Figure 11. These include three scavenge -
pumps, a lubricating oil pump, a pressure regulator relief
valve, filter and by-pass valve, a combination oil cooler

and tank, and the necessary plumbing. The system is a
dry-sump type; that is, no excess oil is allowed to
accumulate or is stored in the sumps. Oil storage is
provided in the externally mounted oil tank.
The system operates briefly as follows: Oil is drawn
from the external tank by a positive displacement gear

type (Gerotor) pump and is directed under pressure
through a filter to various passages for lubrication of

bearings and gears throughout the engine. Oil is
directed through external tubing to the main shaft aft
roller bearing. Oil pressure is maintained at about

90-110 psi by a relief valve sensitive to pump output
pressure. In addition, in case of clogging of the 10
micron oil filter, a filter by-pass valve would open,
allowing oil to flow through the system unfiltered.
Expended oil flows to the gear case sump gnd is returned
to the oil tank by two Gerotor scavenge pumps. Oil
2A -
39
directed to the rear turbine bearing is picked up by a
third Gerotor scavenge pump, where it is sent through
the hollow torsion shaft back to the gear case sump.
Since the capacity of the scavenge pumps is greater
than that of the lube pump, not only is oil drawn
from the sump area, but in addition, air is likewise
removed from the gear case. This causes the case to
operate at a negative pressure with respect to am-
bient; therefore, if a small seal Leak develops,.air
would be drawn into the gear housing, preventing oil
from leaking out of the case. Oil returned to the ex-
ternal oi3 tank passes first through an oil-air cooler
where much of the heat is removed from the oil. It
then flows to a fuel-oil heat exchanger where the oil
transfors.more of its heat to the fuel as it passes
from the fuel control to the combustor. The oil tank
also includes an air-oil separator which permits the
air returned by the scavenge pump to escape to atmos-
phere, while removing the oil from the air to prevent its
loss. The-forward lower housing of the reduction gear
case is fitted with a magnetic plug, having an insulated
electrical stud. On some installations this stud is
connected to a "CHIP DETECTOR" light in the cockpit;

any metal particles attracted by the magnet would
cause the bulb to light Electrically opening the oil .
vent valve would admit air into the suction lines of
2A. 40
the lube and main scavenge pumps , relieving some of the
load which they impose on the starter when making cold
weather starts.
2A -
41
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LUBRICATION SYSTEM SCHEMATIC

POWER MANAGEMENT (Integrated Fuel & Prop Control System)
The power management system can be defined as that sys-
tem of controls, manipulated from within the cockpit,

which regulates fuel flow to the engine and the angle
of the propeller blades in a coordinated manner. The
prop thrust is established by variations in engine RPM,
fuel flow, and propeller blade angle; therefore, the

cockpit controls provide inputs to the engine REN govern-
ors, fuel control, and blade angle selecting devices.

Typical controls are shown in Figures 12, 13 and 14.
Engine REN is controlled by either of two governing de-
vices; which of the two is controlling depends on wheth-
er the engine is operating in the ground range (BETA
MODE) or in the flight range (PROP GOVERNING MODE). A
=lever
within the cockpit, referred to as a SPEED LEVER
or CONDITION LEVER, selects the REW set point of the
controlling governor. As an example, when the engine
is operated on the ground during taxi or reversing
2A -
43
operations the engine RPM is controlled by a fuel meter-
ing governor within the fuel control, called the UNDER-
SPEED GOVERNOR. Its setting can be varied by the speed
lever within the range of 65, 75 (depending upon engine model)
85 to 97%. The governor controls at 65, 75 or 85% if the speed

lever is in the low speed position -
when the speed lever is
moved to high speed (takeoff/land) position, the underspeed
governor is set to control engine RPM at 97%. The speed
lever can be positioned between the low and high RPM stops
to select any underspeed governor setting between 65%

and 97%. See Figure 12.
During flight operations engine RER is no longer
established by metering the fuel; instead a speed sensing
prop governor selects prop blade angle which will load
the engine enough to keep it on speed. That is, the
propeller absorbs engine power in excess of that re-
quired to maintain the engine at the desired speed and
converts it to thrust. Again the cockpit SPEED LEVER
comes into play. If it is moved from the low to the
high RPM position, the prop governor setting varies
from 96% to 100%. In summary, the speed lever is aptly

named: its sole function is to control the RPM set
point of the particular governor -

underspeed or pro-
peller -
which has control of engine speed.
-
Fuel management and prop blade angle selection are a func-
tion of a second quadrant lever: the POWER LEVER. The
power lever quadrant generally is labeled at four specific

pos it ions : REVERSE , START, FLIGHT IDLE , and MAXIMUM. Mani-
pulation of the power lever within the range between
reverse and flight idle results in a manual selection of
blade angles through the action of a hydraulic servo cal-
led the PROP PITCH CONTROL; fuel scheduling is automati-
cally programmed by the underspeed governor referred to

earlier. In this range then, the power lever selects the
blade angles desired by the pilot for ground maneuvering
of the aircraft such as taxi or reverse. With the power
lever in the start position the prop blades are essential-
ly in flat pitch; aft of this position the power lever

selects reverse blade angles; and forward of it the prop
is set for positive pitch. Now let's move the power
lever into the range between flight idle and maximum

and observe its effect on the engine fuel system and prop
pitch. The underspeed governor, we will recall, auto-
matically handles our fuel needs when the power lever is

between reverse and flight idle; however, once the lever
is moved beyond flight idle the underspeed governor is
over-ridden and the power lever now functions as a con-
ventignal throttle -
with the pilot manually controlling
the fuel flow to the engine. The system is shown in Figure
kB. From this point on, the power lever no longer selects
blade angles as before; this function is assumed by the
2A - 45
prop governor. The blade angles selected by the prop gov-
ernor are in proportion to the amount of power develop-
ed by the engine, though the pitch control follows the

prop governor's action closely, ready to "take over"
should the governor fail. The action of the controls is
graphically shown in Figure 15. The student is warned
that the values shown are illustrative of a "typical"

aircraft's controls, and do not specifically apply to
any production aircraft. Each model of aircraft would
require a unique control function to suit its own pec-

uliar requirements. The cams within the control compon-
ents are profiled specifically to suit these individual
requirements. All, however, behave in the same general
manner.
In summary, the power lever selects the mode -

beta or
prop governing -
in which the engine will run, and thus,
the governor which will control the engine RPM; the speed
lever selects the RER setting of the controlling gover-
nor. Groun'd operation is commonly referred to as BETA
mode, i.e., a condition of manual blade pitch angle
(BETA ANGLE) selection and automatic fuel scheduling.

This is the reverse of prop governing mode wherein blade
angle selection is automatic and fuel selection is manual.
When the power lever is moved back against the flight

idle, stop, as is done when landing after flaring out, the
fuel flow -
blade angle parameters are coordinated so that
prop thrust is zero or slightly negative, creating a
predicted drag; this establishes the aircraft descent
rate which produces the landing characteristic which was
determined best for the aircraft during its development
flight test. In accordance with the desires of some

aircraft manufacturem the controls are set to allow the
engine to remain in prop governing mode when the power
lever is retarded to flight idle; on others, notably
STOL aircraft, flight idle will cause the engine to re-

vert to BETA mode, which affords better control of drag
on final approach, Figure 16 is a typical graph of the

controls action for a STOL aircraft. Remember, the con-
trols and their operation are the same for both types of
aircraft; their difference lies in the cams used in, and
adjustments made to the controls.
In addition to controlling RER and power,.the aircraft
controls will also provide some means of shutting down
the engine in an emergency. This includes a mechanical
means of shutting off fuel and feathering the prop-
eller. This may be a separate handle, or the function

may be provided by the speed lever, as shown in Figure 12.
A detent, lock, or other device will prevent the pilot
from unintentionally moving the speed lever into the

"EMERGENCY SHUTDOWN" or "FEATHER" position.
2A - 47
POWER LEVER POSITION CONDITION LEVER FUEL SCREDULE ENGINE RPM BLADE ANGLE SELECTION
Reverse to Flight Underspeed Underspeed

-
Idle Governor Governor *65 97% Prop Pitch Control
(BETA MODE)
*Model of engine determines
minimum RPM
Flight Idle to Propeller
TAKEOFF Governor Manual-Function
-
(PROP COVERNING of Power Lever 96 100% Propeller Governor
MODE)
-
CONDITION LEVER Sets Underspeed Governor RBA between 65-97% (Low RPM to High RPM Stops) During
BETA Mode, and Sets Prop Covernor RPM Between 96-100¾ (Cruise to High RPM Stop)
During Prop Governing Mode.
oo
Min. Cruise Flight Idle
Tax Start
Full
Emerg. StoP \ Takeoff-Land Reverse Maximum
Feathering & we'
-
Q p
Fuel Shutoff
*
(Some applications) Scop,
Prop Governing Mode

Beta Mode
CONDITION LEVER POWER LEVER
FIGURE 12 A Engine Control Function

MASTER START ANil CE QW(ATMER EL AND NTS ENGlWE
SATTERT SELECTO VALVE PUMP GNITION CONTWOL
OFF G OFF NO MENUM
guyt al ON ON OVERA0f MORM L STOP
L .... J J
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MAX . . SL - -
NORMAL E C
RPM EO
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Ev
Et
FLT
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START
L
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FAL -TAx, - -FEATHER
REV
FIGURE 13A EXAMPLE OF ENGINE CONTROLS
2A -
49
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2A -
52
I III
FUEL SYSTEM
The main components of the fuel system are shown in Figure
17. Fuel is drawn from the aircraft tank by its boost pump,
which then forces it to the engine-mounted fuel control
assembly. Generally, the aircraft supply line will contain
a shut-off valve, either manually or electrically operated
(not shown). When the start is initiated the starter cranks
'the engine and its accessories including the fuel control.
An engine driven centrifugal boost pump further

pressurizes the fuel, forcing it through the fuel filter
element; this assures that the main pump will be supplied
with a good supply of clean liquid fuel. The gear type
high pressure fuel pump raises the pressure of the fuel to
a value sufficient to force it through the metering valves
of the fuel control. However, there is no flow initially,
since the fuel solenoid is closed. At 10% rpm, the fuel
solenoid is opened electrically by the speed sensing
switch assembly, allowing fuel to flow to the flow divider.
The flow divider permits the fuel.to flow to the five start-
ing (primary) atomizers, but blocks flow to the ten running
(secondary) atomizers. The atomizers break the fuel flow

into a fine spray which is mixed with the air in the combustor.
2A- 53
Ignition is turned on simultaneously with the opening of the
fuel solenoid valve, and the combustible mixture is lit.
As the engine increases in rpm the compressor pressure P3
rises, signalling the fuel control for increased fuel flow.
The fuel control meters a sufficient fuel flow for accelerat-
ion, while avoiding compressor surge and turbine over temperature.

As rpm increases, the rising fuel flow eventually causes
the Flow divider to open, which permits fuel to flow through
the atomizer secondary nozzles as well as the primaries.
The condition of the air entering the compressor is sensed
by the inlet air sensor assembly. Any change in the pres-
sure P2 or temperature T2 of the air will signai the fuel

control to alter the fuel flow to match the density of the
air being compressed and forced through the turbine. The
pressure end temperature of the air at the compressor in-
let will vary with changes in altitude, attitude, airspeed
or ambient air conditions.
Note that the fuel flow from the high pressure fuel pump
is forced through an oil-to-fuel heat exchanger before
it passes into the fuel control. This provides a source
of beat which can be used to prevent fuel filter icing.
The fuel control has within it two governors: underspeed
2A- 54
and overspeed. The underspeed governor which was described
previously as the device which alters fuel flow to match
the load imposed by blade angle changes when in BETA mode
of operation. The overspeed governor, as its name implies,
takes over the fuel metering function should the engine
overspeed for any reason. Momentary overspeed can occur
during rapid changes in attitudeof the aircraft due to the

inability of the prop to change blade angle fast enough.
Overspeed also occurs if the pilot pushes the power lever
toward the MAX position without first releasing the propel-
1er start locks.
Figure SO, is a simplified fuel system illustration on
which additional component6 are shown: the start pressure
regulator and its solenoid, and the enrichment solenoid
valve. When their respective solenoids are energized,
both of these permit fuel to flow to the atomizers, sup-
plementing the flow being metered by the fuel control. The
start pressure regulator solenoid is energized at the
Unitiation of a start in cold weather; its pressure regulat-
or permits enough fuel to flow into the atomizer line down-
stream of the fuel control to assure that the pressure at
that point will be sufficient for producing a good spray
pattern for light off. This offsets the fuel control's
tendency to meter too little fuel flow at light off when
NOTE: ENRICHMENT SOLENOID

2A -
55 VALVE DELETED MOST

ENGINES.
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FIGURE 17A FUEL SYSTEM SCHEMATIC

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BELLOPHRAGM 3-0 CAM
COMPRESSOR
DISCHARG£AIR
PRESSURE
(pg)
FOLLOWER 5PalNG
ACCELERATION
LIMITER CAGE
BEARING
ACCELERATION CONTROL
FROM
FUEL
SUPPLY
FUELPUMP
METERINGVALVESPRING
METERINGVALVE TO ATOMtZERS
FIGURE 18A
ACCELERATION CONTROL MECHANICAL SCHEMATIC
2A -
57
AIRESCARCH MANUFACTURING COMPANY OF ARIZONA
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ACCELERATlON LIMIT£R
CAGE SNAFT
SPEED LEVER
COMPRESSOA UNDERSPEED
DISCNAggg GOVERNOR
A a SHAFT
Pa ESSURE LOW RPM
(Pi) i Uppga SPIEDIR
SPRING A£TAINER
SPIE0tR SPRING d
HION RAM
LowlR SPfEDER
SPRING RETAINER
FROM FUEL o FLYWEIGHT
SUPPLY
THRU$f $(AR1NG
FutL PUMP
M(TERINGVALVE TO ATOMl2(RS
FIGURE 19A
UNDERSPEED GOVERNOR CONTROL MECHANICAL SCHEMATIC

4
2A-58
AIRESEARCH MANUFACTURING COMPANY OF ARI.
TANK
FUEL CONTROL
FUEL SOLENOID
FUEL PUMP
FUEL OZZLE
- . .
-+
FLOW DIVIDER
START FLOW
SOLENOID VALVE
CHECK VALVE
STAR FLOW
PRESSURE REGULATOR·
.018 ORIFICE
ENRICHMENT SOLENOID
NOTE: ENRICHMENT SOLENOID

VALVE DELETED MOST
ENGINES.
FIG URE 20 A
Simplified Start Fuel System
TFS-18
the inlet air sensor senses cold temperatures. The enrich-
ment solenoid is energized selectively by the pilot through
a spring-loaded switch in the cockpit; he opens the valve
any time he feels that supplemental fuel flow will aid in
light off or acceleration. This is most likly to be used
in very cold weather.
The curve shown in Figure 21 illustrates the fuel flow
which is scheduled by the fuel control during starting, and
while running at full or partial speeds while in BETA mode.
The lower curve shows the amount of fuel necessary to make
the engine run at vakious rpm's if the prop is left in flat

pitch. The upper curve is the fuel flow which will be
metered through the fuel control. Up to 10%, there is no
flow, since the solenoid valve is closed. At 10%, the
solenoid opens. The fuel control permits a flow sufficient

to produce a good spray pattern at the atomizers. As the
engine speed increases after light off, rising compressor
pressure P causes the fuel flow to increase until an rpm
is reached at which the underspeed governor begins to
reduce fuel flow. The underspeed goyernor holds the eng-
ine at a nearly constant rpm while operating in the BETA
mode. The governor can be set for any rpm within the
range of movement of the R2M (condition) lever, although
only two such governor settings are shown.
2A -
60
--
1400
300
200
CCEI.ERATION SCHEDULE
L.
100
FLOW REQUIRED TO RUN

AT FIAT PITCH iÌN. FLOW PERMITTED
BY POWER LEVER
n .-
i 10 20 30 40 50 60 70 80 90 100
RPM%
TFG--l
Figure 23 is included for those readers who are curious
about the details of the system; all pertinent components
are shown.
2A -
62
FUELSYSTEM
- The engine fuel system is functional and simple in design. Its purpose
is to pressurize, control and atomize the fuel into the combustion chamber
to satisfy the speed and power demands on the engine. The system
includes a fuel control assembly, solenoid valve, flow divider valve, fuel
nozzle and manifold assembly and oil to fuel heat exchanger. The system
automatically controls fuel flow' for variations in power lever position,
compressor discharge pressure and inlet temperature and pressure con·
ditions. The fuel solenoid valve is auton'latically actuated during the
start cycle and on engine shut down; in addition, it is manually closed on
actuation of the feather handle. The oil to fuel heat exchanger, incorpo-
rated within the oil tank, is a counter-flow system which warms the fuel
to prevent fuel filter icing. A fuel flow divider is incorporated to deliver
regulated fuel flow to either the primary or secondary fuel manifolds and
nozzles for proper fuel spray characteristics. TANK
UEL
BOOST PUMW
FUEL CONTROL
COMpe ESSOR PRESSURE
MIGH PRESSURE PUMP
INLET SENSOR
HEAT EKCMANGER
SOLENOID VALVE
FLOW OsVIDER
FIGURE 22A
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lb
PROPELLER CONTROLS
The prop control system is basically comprised of a prop
governor, prop pitch control, a beta tube (prop cil trans-
fer tube), the propeller, and a feathering valve. Either
the prop governor or the pitch control is utilized to
select prop blade pitch angles; this depends on the operating
mode, i.e., ground operation (beta mode) or flight (prop
governing mode) of the aircraft.

Beta Mode (a) Propeller blade angle established by quadrant
power lever movement
(b) Fuel flow adjusts automatically to propeller

blade angle.
We shall investigate the BETA MODE first --

Remembering that
this is a condition where prop blade angle is manually selected
by the position of the quadrant power lever when it is between
Reverse and Flight Idle. Movement of the power lever within
this range will direct a signal, through cables and linkage,
to a cam which moves a follower sleeve within the pitch control.
If the power lever is moved to reverse, the sleeve's metering
land exposes oil ports in the Beta tube, routing high pressure
oil (from a pump in the prop governor assembly) to the propeller
piston. The oil pressure on the piston overcomes the force of
a feathering spring, moving the blades to reverse pitch. Without
oil pressure the spring force would be sufficient to move the
2A -
65
propeller blades to the feathered position. To move the prop
blades from reverse pitch it is required that oil from the
blade piston be bled off. Advancing the power lever toward
flight idle accomplishes this by dumping prop oil to the

engine sump. The Beta tube has a function other than a tube
for the transfer of oil.. It may be noted that the Beta
tube is screwed into and firmly affixed to the piston of
the prop. As the piston is displaced either by oil pressure
or spring action, the Beta tube is forced to follow it;
this action repositions the Beta tube oil receiving ports
under the metering lands of the sleeve to bar oil flow,
permitting incremental blade pitch changes in response to

power lever positioning. A cockpit beta light energizes
when--the engine is operating in beta mode.
Propeller Governing Mode (a) Fuel flow established by power
lever movement.
(b) Propeller blade angles change
automatically.
In flight (Prop Governing Mode) blade angle selection is no

longer a function of power lever to pitch control relation-
ships, the prop governor selects blade angles instead.
The prop governor assembly consists of, besides the pump re-
ferred to earlier, centrifugally operated flyweights and a

pilot valve. The pilot valve position is controlled by
action of the flyweights either to port oil to or away from
2A -
66
the prop. With the engine on speed the pilot valve is so
positioned that oil neither flows to or from the prop. If
the power lever is moved between Flight Idle and Maximum
the fuel flow to the engine will be altered accordingly.
A change in fuel flow will modify the engine horsepower
output and the engine speed will tend to change for a given
prop load. The prop governor flyweights would sense the
speed change and reposition the pilot valve metering lands
to direct oil to or 'away from the prop piston to establish

a new blade angle. The new blade angle should be suitable
to absorb the power developed by the engine at the correct
speed. It is recalled that the prop governor can control
engine speed between 96 and 100% in response to the position
of the quadrant speed lever. Mechanically the speed lever
merely resets a spring within the prop governor to control
the actuation point of the flyweight mechanism.
In the prop governing mode of operation, the Beta tube is
buried within the prop pitch control to expose the inlet
ports to receive or bleed oil as changes in speed occur.
The prop pitch control sleeve also acts as a hydraulic
stop limiting minimum attainable prop blade angles in the
event of failure of any of the prop controlling devices.
It is arranged in such a manner that as the power lever is
moved further toward maximum, the minimum blade angle becomes
higher.
2A -
67
Integral with the propeller control system is a feathering
valve controlled from the cockpit. Actuation of the
feathering valve drains oil away from the prop; the prop
spring and blade counterweights rotate the prop into a
feathered position.
See Figures 24 and 25.
2A-68
FUEL CONTROL
POWER LEVER
CONDITION CONTROL
UNFEATHER SWITCH
MANUAL FEATHER
CONTROL
Oi
\O
UNFEATHER PUMP
PROPELLER PITCH CONTROL

i "I
PROPELLER GOVERNOR
FEATHER VALVE
TORQUE SENSOR
PROP PITCH ACTUATOR
PROP CONTROLSYSTEM
- A hydraulically actuated, constant speed, full feathering propeller control system is an
integrai feature of the engine. The propeller governing system is interconnected with
the torque sensing system and the fuel control system. During flight, the propeller govern-
ing system automatically maintains set engine speed by varying the pitch of the propefter
blades in response to changing conditions of flight. After landing, for reverse thrust and
taxi operation, manual (beta) control of propeller pitch is provided. A manually actuated
propeller feather valve is a part of the system should feathering be required. In addition,
the manual propeller feather valve operates automatically to bring the propeller toward
the feathered position to reduce drag if a negative torque is sensed by the torque sensor.
FIGURE 24 A
Mt0PE ER
STARYLOCK
TO POWERLEVER
PROP PITCH
CONTROL .
.
- BETA TURE
SLEEVE HIGH PITCH • P.FV SE
VE PORT
TO SPEED (CONDITION)
EATH RING ';AINE
PROP G VERNOR
PROP GO'IERNOR ....
FI.YVEIGHTS
N'FP
I y
\
OTL RETURN '
TO GEAR E A
HOUSDIG /
FROM PIIDT VALVE

¯ ¯
\
LUBE \W\
SI Sl'EM
PUIP
FIGURE 25 A
Simplîfied Propeller Control System
2A -
70
RIGGING -
PROP AND FUEL CONTROL
Rigging refers to the proper alignment of components in
the propeller and fuel control systems together with the
cables or rods which operate them from the cockpit. In-
cluded in rigging are: the positioning of the prop pitch
control cam relative to the fuel lever cam in the fuel
control assembly; the propeller oil transfer tube rela-
tive to the position of the servo tube in the prop control;
the proper positioning of the condition lever in the cock-
pit with respect to the speed governor arms on the fuel
control and prop governor; and, the position of the feather
lever relative to the fuel solenoid valve override handle
and prop feathering valve.
FUEL CONTROL -
PITCH CONTROL
The manual fuel valve lever on the fuel control assembly
and the prop pitch control are connected by mechanical
linkage. Proper rigging means that the arms on the shafts
of each component and the length of the connecting links
are such that a movement of either arm produces an identical
movement in the other. For the proper operation of the
aircraft it is imperative that the fuel flow and propeller
position be coordinated so that when flight idle is reached,
the prop pitch angle and engine power are of a predictable
and related amount. Likewise, in selecting reverse pitch,
2A -
71
the engine must be provided with adequate fuel compared with
the amount of reverse pitch so that proper braking of the
aircraft can be obtained.
Figure 26 is a general view of the fuel control and prop
pitch controls connected by the mechanical linkage.
The arm on the propeller pitch control receives the cable
or push-pull rod end of the power lever control in the cock-
pit. Movement of the power lever moves the prop pitch control
arm and, through the linkage, it moves a similar arm on the

fuel control's manual fuel valve shaft. Rigging plates are
attached to the fuel control and prop pitch control housing
beneath these arms. When properly rigged, snug fitting pins
can be inserted through holes in the arms into slots in the
plates, as.shown. There are slots for the reverse and flight
idle positions.
FUEL GOVERNOR -
PROP GOVERNOR
The fuel governor is connecÇed to the prop governor by link-
age so that movement of the condition lever resets both
devices. It is necessary that the high and low speed stops

on each governor be properly set before installing the links.
The relative movement of each governor's arm is then ad-
justed so the full travel of the condition lever in the
2A -
72
cockpit produces full variation of each governor's setting;
proper rigging also insures that full travel of the system
is limited by the stops on the fuel control rather than by
those on the prop governor. The linkage is not connected
until the stops have been set. It is not necessary to
check and reset stops if the fuel control or prop governor

are removed to provide access to some other component and
then replaced without disturbing the stops. Also, there

is no need to check the fuel governor stops if the prop
governor has been replaced, or vice-versa. However, the

atops on a replacement prop governor or fuel control
must be checked when either of these units are installed
on an engine, even though their stops have been adjusted
on a test bench.
Note that the stops are adjusted to suit the requirements
of the engine. After rigging the engine, the aircraft
rigging is adjusted to match power lever and condition
lever movements for left and right engines, and to co-
ordinate engine control positions with detents, stops,

and markings on the quadrants.
FEATHERING VALVE -
FUEL SOLENOID
Emergency shutdown of the engines is provided by a feather

handle in the cockpit; this may be a combined function of
2A . 73
of the RER lever which is lifted over a stop and moved into
its emergency range, or it may be a separate handle. Rigging
connects this lever or handle to the fuel solenoid override
lever and to the prop feathering valve. The initial move-
mentof the handle to the shut down position closes the fuel
shutoff valve, stopping the engine; further movement of
the handle takes up slack in the rigging, and pulls the

feathering valve, dumping prop oil, and feathering the blades.
When the lever is returned to its normal position, relieving
the tension on the feathering valve allows it to reset;
the override handle on the fuel valve must be forced to
return to its "AUTO" position by the rigging.
2A -
74
AIRESEARCH MANUFACTURING Cr MPANY OF ARIZONA
GOVERNOR SHAFT
SCREW ADJ ST "X" MANUAL FUEL VALVE SHAFT
LINK I
LINK F
PROP PITCH CONTROL
'PROË
GOV NOR
9¾
SCREW ADJUST "V"
SCREW ADJUST "W"

LINK H
Hi RPM sToP
FIGURE 26 A
Engine Control Linkage
2A -
75
FEATHERING VALVE
PROP GOVERNOR PROP. PITCH CONTROL
NTS PRESSURE
REGULATING VALVE
i negt
TORQUEMETER TRANSDUCER
PROP, CONTROL OIL PRESSURE

NTS CHECK OIL PRESSURE a A a
BETA AND NTS PRESSURE S ITCHES
FIGURE 27A
Engine Accessory Section
2A-76
WHY A TORQUE INDICATOR?
Generally, the amount of power which can be extracted from
the turboprop engine is that which results in the maximum
safe turbine inlet temperature which can be tolerated.
However, as ambient temperature decreases, anu the den-
sity of air entering the compressor is increased, the
amount of horsepower available increases, since the greater
mass flow of air being pumped through the engine can
absorb the heat from a greater amount of fuel combustion.
It is possible at very low ambient temperatures that
more horsepower could be developed by the engine without
reaching the limit of turbine temperature tnan could safely
be transmitted through the reduction gear train. Therefore,
the pilot needs to know when he is approaching this torque
limitation.; and a direct display of torque is much easier
to monitor than it would be to monitor and correlate the
combinations of altitude, airspeed and temperature which
might produce the over-torque condition.
In addition to the above, the torque sensor provides the
pilot with an indication of the useful power which the
engine can transmit to the propeller; when used in
2A-77
conjuction with other instruments, such as fuel flow and
turbine temperature, the torquemeter's readings can supply
valuable trouble shooting information.
2A-78
REQUIREMENTS FOR A NEGATIVE TORQUE SYSTEM
Approximately two-thirds of the power developed by a turbine
in a typical turboprop engine is used to drive the compress.
About one-third of the power reaches the propeller and is

converted to thrust.
A propeller governor is employed to hold the engine at a
constant speed; it selects a high blade angle so the

propeller will absorb the power from the turbine. In the
event the turbine failed to supply sufficient power to main
tain the governor speed setting, the governor would decren .
blade angle, and the air would "windmill" the propeller,
so that it, rather than the turbine, would supply powet
to the compressor. Power supplied from the propeller to
the compressor creates drag, and negative torque is trans-
mitted through the gears and shafts.
The negative torque system -

NTS -
lîmits the torque that
can be transmitted back to the engine, and thus limits the
maximum drag from an inoperative but unfeathered engine.
The NTS is set to permit minimum control airspeeds (Vmca)
compatible with normal aircraft operating characteristics.
2A-79
The NTS system limits drag by automatically opening the
propeller feathering valve at a preset torque. The
feathering valve then modulates to maintain that preset
torque as long as it remains negative. The feathering valve

closes to permit normal operation when the torque approaches
a positive value. Thus, as an engine which has failed (or
is shut down in flight) comes to a stop, the propeller

blades will be rotated toward the feather position by the
NTS; but a negative angle of attack will be maintained
during engine deceleration, so the engine will continually

absorb as much negative torque from the prop as it takes to
trigger the NTS.
The prop pitch control acts as a back-up for the NTS in the
event of its failure since the propeller can be moved to no
less angle by the prop governor as the engine loses speed
than the pitch control permits. With the power lever in the
flight range, a sufficiently high minimum pitch angle will
be selected by the pitch control that even without NTS, an

engine failure would not produce uncontrollable assymetric
forces on the aircraft.
During an air start, where the windmilling propeller is
the source of power for rotating the engine, the NTS limits
the amount of power input from the propeller. It must be
set for the proper value if the engine is to be rotated
2A-80
fast enough for light off, yet not so fast that the high
air flow prevents combustion.
2A-81
TORQUE SENSOR
The engine includes a sensor for positive torque, the value

of which is read on a cockpit instrument and negative torque
which automatically rotates the propeller toward a feathered
position. The major elements of the positive torque sensing
include the torque sensor, and oil pressure regulator, a

torque compensator, and a torque indicating meter. Refer
to Figure 27.
The engine turbine section_supplies power to two separate

components; the engine compressor and the propeller.
The engine compressor and turbine are mounted on a common
shaft. A torsion shaft, splined into the aft end of the

turbine-compressor shaft, transmits the torque to the
propeller through the reduction gear train. Being con-
nected together, both shafts always rotate at the same

speed. However, as propeller load increases, the torsion
shaft exhibits a twist with respect to the turbine-compressor
shaft. The torque supplied to the propeller is measured
by the amount of relative twist in the torsion shaft -
this is accomplished by the torque sensor assembly. The
torque sensor is.essentially a pressure relief valve whose
setting varies with a change in angular position between
2A-82
two gears of a cam-set. One of the two gears is driven by
the turbine-compressor shaft, while the other is driven by
the torsion shaft. A twist movement between the two shafts

will be transmitt'ed to the gear-cam arrangement on the
torque sensor, and this signal will position a metering
valve to control the pressure of oil fed to the system. As
positive torque increases, movement of the metering valve

will increase oil pressure. The increased oil pressure is
directed through a torque compensator to the cockpit in-
dicator. The cockpit instrument may read in units of

torque or horsepower rather than in oil pressure.
The torque sensor is also utilized to detect negative
torque. When negative torque is sensed, the metering valve
positions itself to allow oil to hydraulically operate the

propeller feathering valve. As the propeller moves to the
feathered position, negative torque will decrease and the
prop will be maintained at a blade angle sufficient to
windmill the engine at desired speeds for in-flight air

starts. The selected blade angle, however, would be such
as not to impose any undue drag on the airframe. The neg-
ative torque sensing system can be by-passed by cockpit

actuation of the feathering valve. This would allow the
blades to rotate to a fully feathered position. To un-
feather, an electrically operated pump is provided.
2A-83
a gavegagen me weeg oseague coopgeasage
o..ggman selgossa
LUBE OIL PRESSURE
TORQUE
INDICATOR
-
TORQUE SENSOR
REGULATOR
TRANSDUCER
VENT TO CASE
PROPELLER ORIFICE
GOVERNOR
BALL VAINE
NTS PRESSURE
REGULATOR DRAIN TO CASE
•·•
SCREENED
oooo
ORIFICE
O
PROPELLER
FEATHERING SCREENED
VALVE TO PROPFLLER THROUGH ORIFICE TORQUE
PITCil CONTROL COMPENSATOR
CAM-SET
METERING VALVE
PILOT VALVE
ADJUSTMENT
PILOT VALVE
DRIVEN BY HIGH
SPEED PINION GEAR
DRIVEN BY MAIN
SHAF1' GEAR
BLEED AIR SYSTEMS
ANTI-ICE: The compressor section of the engine draws in
ambient air at high velocity through the inlet scoop at
the lower end of the gear case assembly. At normal sea
level pressure, ice forms when the temperature is reduced
below 32°F. However, due to the low pressure caused by
high velocity flow into the compressor of the engine, ice

can form in the inlet scoop at higher temperatures.
Ice formation restricts the inflow of air to the engine.
This will result in a loss of power, and may even cause compressor
stall. Unfortunately, the exhaust gas temperature remains
constant during the early stages of ice formation in the
inlet and very little warning is afforded the pilot of this
condition.
High temperature air is bled through a boss on the turbine

combustion plenum and is routed forward to a normally closed
anti-ice so'lenoid.valve. The valve is generally opened by
manual actuation of the switch in the cockpit, although

automatic control of the valve is optional. When opened, air
from the valve is routed to the inlet duct area of the com-
pressor to the fuel control inlet air pressure and temperature

sensing probe, and to a port from which the customer may
obtain air for 'anti-icing for other forward areas of the

aircraft.
2A-85
AIRESEARCN MANUFACTURING COMPANY OF AAl2DNA
•
.
A 1. INLET ANTI-ICING SOLENOID VALYE
*
.. L 2. INLET ANTI-ICING SHIELD
2
Ant.i-Icing System Cotaponents
CUSTOMER CONNECTION
FOR ANTHCING MR
COMMESSOR AIR
DISCHARGETAP
ENGINE
ON
O
GAS
1 D
INt.ET ANTHCING
INLET RESSWE AND SOLENOiD VALVE CONTROL
TEMPERATWESENSOR SWITCN
FIGURE 29A ANTI-ICING SYSTEM DIAGRAM
2A-86
START (SURGE) BLEED VALVE: The high fuel flows required
for accelerating the engine can cause an excessive back-pressure
in the combustor, reducing compressor air flow below a critical

value, and causing a stall condition to occur in the air
flow within the compressor. The "burping" sound which
accompanies this condition is known as surge, and it can be
particularly severe when the engine accelerates through the

range of 70 to 807.. During a surge, turbine airflow is re-
duced by the stall condition, and turbine power reduced while
its discharge temperature increases. Since the stall occurs

because an insufficient amount of air is flowing from the
compressor, the condition can be relieved by simply opening
the start bleed valve and allowing some air to escape from
between the first and second compressor stages. However,
opening the valve diverts some of the energy-laden compressed
air from the turbine, and this reduces turbine output power.
Therefore, it may be necessary on some engines to provide a
slight increase in fuel flow when the start bleed valve is
open to permit the engineto accelerate through its surge

NOTE: Many engine models do not require
range. '
a bleed valve.
AIR CONDITIONING BLEED PROVISION: The bleed port on the right

side of the plenum can be used for obtaining clean air for
air conditioning and pressurization of the aircraft. However,
any air bled from the plenum will reduce the amount of energy
reaching the turbine, and more fuel must be burned in the
combustor to compensate for such a loss. Thus, specific fuel
consumption rises at the same propeller thrust values. In
2A-87
addition, the bleeding of air reduces the quantity of air
which can absorb the heat of fuel combustion, and useful
engine power must be held to a lower value in order to
avoid exceeding turbine temperature limits. In general,
no more than 5% of the total.quantity of air flowing

through the engine at any time can be bled off for any
purpose, of which not more than 2% can go to the anti-icing
system. When anti-icing is not required,up to the maximum
of 5% can be made available for air conditioning; however,
in light of the reduced power availability and increased
fuel consumption, it is always best not to bleed more than
is absolutely required.
2A-88
ELECTRICAL SYSTEM
A typical electrical system provides three switches in the

cockpit for engine starting and control. In addition, two
solid-state speed sensing switches are provided in the
engine installation.
To achieve a start, the engine master switch and engine start
switches are employed; the arrangement of the electrical
circuit is such that the engine will start and accelerate
automatically to rated RER.
When the master switch is placed in.the Start-Run position,
the engine and aircraft electrical circuits become armed.
Momentarily depressing the start switch will permit electrica'

power to aircraft relays to energize the engine starter-generator.
When engine speed attains 10% RER a solid state electrical
switching device (10% switch) will function to energize a
fuel.soleñoid valve and the engine ignition system. With the

introduction of fuel and ignition into the combustor, engine
light-off will occur. After light-off, the engine will con-
tinue to accelerate;at about 55% engine speed a second solid
state switch (55% switch) will operate to de-energize the

starter-motor and ignition system. The engine is now self
sustaining and accelerates to the setting of the underspeed
governor.
2A-89
During the starting-acceleration process, a start pressure
regulator in the fuel system, an oil vent valve in the oil
system which breaks the suction to the oil pumps, making

it easier for the starter to crank the engine, and an engine
bleed valve may operate automatically as they receive
electrical impulses from the two-speed sensing switches if

the aircraft is so wired. On other installations, manual
actuation of cockpit switches may be required to operate

these devices.
Provisions are made so that the engine may be motored on
the ground without energizing the fuel and ignition systems.
This feature may be used for purging the engine of unburned
fuel following an aborted start.
During air starting, the starter-motor is electrically
isolated, instead the engine is rotated by the windmilling
action of the propeller as oil is pumped to it by an
electric unfeathering pump. The pump is energized by an
unfeather switch on some installations, while others utilize
the start switch in conjunction with a "ground-air" selector
switch.
2A-90
NEGATIVETOROUE SENS•NL
PRESSURE
SWITCH
STARTER-GENERATOR
BETA PRESSURE
STARTFUEL FUEL ENRICHMENT
SWITCH
VALVE SOLENOID VALVE
SPEED SENSING IGNITION LEAD ASSEMOL V

SWITCH
IGNITER PLUG
EXMAUSTGAS
- THERMOCOUPLE ANO
MARNESS ASSEMBLY
MAGNETICCHIP DE1ECTOR
TACHOMETER-GENERATOR
FUEL SOLENOIO VAL JE
BLEEDSOLENOID VALVE
IGNITION UNIT
EXMAusT GAS THERMOCOUPt.E
RESISTOR
ELECTRICAL SYSTEM DIÁGRAM
FIGURE 30A
2A-91
ey AIRESEARCH MANUFACTURING
a enveesa••or vees saamsvr sammenar.o..
COMPANY OF ARIZONA
AIRC.AFT
MAlf BUS AIRC AF'
MAIMBUS
•28 OC sa ------------------.
A SG
FUEL PRESSURE
*PRIME REGULATINGVALV
SPEEDSEN$lNG SwlTCN
START-RUN
ENGINE I
O STOP
CONTROL
SWifCH y MIMI ' CONO •
0%
STARy. TACH TACN '
STO ---.- .--.- St

L
Ott viivi
GROUNO VAlvt
Ala•GROUNO
START SWITCN UNF£ATHER
UNFEAINER MANUAL FEATHER PUMP
PUMP ON CUTOUT SWITCH
°CRANK
NORMAL IGNIT ION

FUEL SOk(NOlO VALvE UNIT
*OVERRIDE ON
FUEL ANO IGNillON Sw!TCH OFF ,

1-
NTS RES$URE NTS INDiCAION

NORMAL
NTS SWITCH
C
BETA INDICATOR
BETA PRESSURE
SwlTCN LOW OIL PRESSUREINOf(ATOR
a • ANil-!CE VALVE OPEN INDICATOR
C A
OIL PRESSURE
CB SWITCN VALVESWITCH ANTIICE
VALVE
LEGEND
OIL TEMP. IND

• SPRING LOADED SWITCH
CB CIRCUIT BREAKER Oft TEMP BULB
CRI DIODE
N15 NEGATivt TORQUESYSTEM
SG STARTER GENERATOR GAS
SR STARTERRELAY TEMP - EXHAUSTGAS
10tle SPEED SWITCH RELAY IND THERMOCOUPLE
5091, SPIED SWITCH RELAY gygggy COMP(N$ATOR
FIGURE 31A TYPICAL ELECTRICAL SCHEMATIC
2.A-92
INSTRUMENTS
Four engine instruments are provided in the cockpit, namely;
Fuel Flow, Engine RPM, Horsepower, and Exhaust Gas Temper-
4ture. Accurate observation of these four instruments can
provide invaluable information for ground crew trouble shoot-
ing in the event engine malfunction.
Fuel Flow--fuel flow will be indicated when the fuel solenoid
valve opens at 10% RPM. The fuel flow indicating system is an
excellent barometer for establishing the health of the engine
fuel system. Through experience with the engine installation,
definite norms for fuel flow at engine light-off, flight idle,
max power, etc. can be noted.
Engine REM--engine speed is sensed by a tach generator driven
by the accessory gear train. Cockpit readout is in percent
speed rather than RPM. 100% speed is equivalent to 2000 RPM
at the prop and 41,730 RPM at the engine turbine.
Horsepower--the method of horsepower readout varies with diff-
erent installations. It can be read directly as horsepower,

torque, and in some instances merely as oil pressure. Regard-
less of the type of readout all signals are generated by the
torque sensing system as described in an earlier section. The
horsepower indicating instrument is redlined at some point con-
sistent with engine torque limitations. Generally max torque
2A-93
I
will be reached during cold ambients when extracting take- , /
off power from the engine; on warm days max EGT will be
attained first as take-off power is applied.
Exhaust Gas Temperature--the engine exhaust gas temperature
is sensed by eight chromel-alumel thermocouples at the
engine exhaust duct; cockpit readout is in centigrade. EGT
systems are necessary to assure that the inlet gases to the
turbine wheels do not exceed certain established values.
The EGT limic varies with the temperature drop across the
turbine, the drop in temperature being a function of the
power developed. For a given turbine intet temperature
the power developed b. the TPE 1 is direccly influenced
nv changes in air den.-ity as a result of changes in ambient
pressure, temperature, as well as ram air effects from

aircraft airspeed. It becomes necessary to monitor the
exhaust gas temperature with changing ambient and flight

conditions. The aircraft flight manual provides the neces-
sary information to determine the proper EGT for all con-
ditions of al<itude, temperature, and air speed. Maintain-
ing EGT within the limits established by the flight manual
is mandatory to prolong the life of any gas curbine.

SWEARINGEN

TRAINING MANUAL
ENVIRONMENTAL SYSTEMS
SECTION IV
immmmmmmmmmm
SI/VEARINGEN

TRAINING MANUAL
SEÇTION ¶OUR
ENVIRONMENTAL SYSTEMS
I
TABLE OF CONTENTS
PAGE
PRESSURIZATION
GENERAL DESCRIPTION 4-1
PRESSURE SUPPLY SYSTEM 4-1

TPE331-1-151G Engines 4-1
Check Valves 4-2
Mass Flow Control Valve 4-2
Heat Exchanger 4-3
Mass Flow Venturi 4-3 .
Muffler 4-4
Pressure Supply System Operation 4-4
PRESSURE CONTROL SYSTEM 4-8

Outflow Valve Control 4-8
Cabin Outflow and Safety Valve 4-9
Cabin Air Pressure Safety Valve 4-10
Manual Selector Valve 4-11
Air Filter 4-12
Instruments 4-12
Pressure Control System Operation 4-13
CABlN TEMPERATURE CONTROL SYSTEM 4-20

Outside Air Sense Element 4-20
Supply Duct Air Sense Element 4-20
Cabin Air Sense Element 4-20
Cabin Temperature Selector 4-20
Control Box 4-20
Heat Exchanger Control Valve 4-21
Temperature Control Switch 4-21
Cabin Temperature Control System Operation 4-21
FREON AIR CONDITIONING SYSTEM 4-26

Air Conditioning System Service 4-26
Test Gauge Manifold 4-26
iv -
i
SINEARINGEN

TRAINING MANUAL
TABLE OF CONTENTS
(CONT.)
PAGE
FREON AIR CONDITIONING SYSTEM (CONT.)
Test Hoses 4-28
Service Valves 4-28
Leak Detector 4-30
Abnormal Pressure Gauge Readings 4-31
Evacuating the System with Vacuum Pump 4-39
Evacuating the System with Compressor
As Vacuum Pump 4-39
Procedure for Filling System with Freon 4-40
OXYGEN SYSTEM 4-42

SWEARINGEN

TRAINING MANUAL
SECTION FOUR
FIGURE TITLE PAGE

4-1 Pressure Supply Control 4-5
4-2 Flow Control 4-6
4-3 Pressure Supply System 4-7
4-4 Atmosphere Pressure Vs. Cabin Pressure 4-17
4-5 Control System Line Routing 4-18
4-6 Pressure Control Schematic 4-19
4-7 Mixing Valve 4-23
4-8 Pull Hot/Full Cold Switches 4-23
4-9 Temperature Control Box .
4-24
4-10 Cabin Air Distribution 4-25
4-11 Typical Gauge Manifold 4-27
4-12 Service Valve -
Off 4-28
Test 4-29
Operating 4-29
4-15 System Stable 4-32
4-16 System Normal 4-33
4-17 High Pressure Fault 4-34
4-18 Low Pressure Fault 4-35
4-19 Receiver Dryer Fault 4-36
4-20 Compressor Suction Test 4-37
4-21 Compressor High Pressure Test 4-38
4-22 -
Oxygen System Schematic 4-43

4-23 Oxygen Duration Curve 4-44
iv -
111
SWEARINGEN
AyiATIOlv CORPORATIQiv

TRAINING MANUAL
GENERAL DESCRIPTION
The environmental system is designed to operate at a norntal differential

pressure of 7.0 psi, with safety pressure relief valves set at 7.25 psi.
Sea level cabin pressure is maintained up to 16,800 feet, with a cabin
altitude of 1,800 feet at the normal cruise level of 20,000 feet, a cabin
altitude of 3, 400 feet while flying at 25,000 feet and a cabin level of
7,000 feet at 30,000 feet flight altitude. The system incorporates
automatic and manual control components for the purpose of controlling
the cabin pressure by regulating the outflow of air from the cabin. A
cai>in temperature control system is provided for maintaining the temp-
erature of the cabin at a comfortable level. A freon cycle refrigerated
air cooling system is provided for "in flight" or ground operation as
needed. The environmental system is best understood when it is con-
sidered by its separate system functions.
1. The Pressure Supply System which supplies a constant

volume of pressurized air to the cabin.
2. The Pressure Control System which maintains the
correct cabin pressure by regulating the outflow of
air from the cabin.
3. The Temperature Control System which regulates the
temperature of the air entering the cabin, activating
the freon system as needed to maintain the cabin
temperature at a comfortable level.
4. The Air Conditioning System which serves the dual
roll of supplying ground heating or ground cooling as
well as augmenting the normal temperature system at
the cold extreme during flight operation.
PRESSURSUPPLY SYSTEM
TPE331-1-151G ENGINES
The TPE331-1-151G Turbine Engines manufactured

, by Garrett/AiResearch
serve as the primary source of compressed air for cabin pressurization.
The compressor section of each engine consists of two centrifugal stages
to provide a compression ratio of 8.5:1. Bleed air is extracted after
the second stage, with the total amount of air extracted limited to 6%
4 -
1
un--

TRAINING MANUAL
TPE331-1-151 ENGINES (CONT .)
of the total mass air flow by a choking orifice installed at the engine case.
Bleed air is therefore available at a maximum rate of 22 pounds per minute
per engine, or a total of 44 pounds per minute for both engines, leaving
the engines at a maximum equivalent pressure of 125 psia and a maximum
temperature of 605/615° F.
CHECK VALVES
A spring loaded, hinged, flapper type check valve is installed in the

bleed air duct, downstream of the firewall, for each engine. The check
valve functions to permit airflow in one direction, and prevent airflow
in the opposite direction. Thus, in the event of an engine "shut-down",
a reverse flow of pressurized air to the inoperative engine is prevented.
MASS FLOW CONTROL VALVE
The Mass Flow Control Valve is manufactured by Janitrol Aero Division of

the Midland-Ross Corporation. It is installed in the Pressure Supply
System to control the flow of pressurization air entering the cabin. The
control valve is used in conjunction with the mass flow venturi and is
dependent upon it as a signal source. The control valve is designed to
operate in engine bleed air with an operating altitude range of "sea level"
to 40,000 feet.
The Mass Flo.w Control Valve consists of four operational sections.
1. The main line butterfly valve whose position regulates

the mass flow of pressurized air.
2. The valve control section of two air chambers separated
by a differential diaphragm linked mechanically to the
flow valve.
3. The pilot regulator which senses the differential pressure
across the mass flow venturi to correctly meter control
air pressure thereby positioning the flow control valve.
4. The normally open solenoid valve located at the bleed
port of the valve control section. Jhen electrical power
is applied, the solenoid acts to shut t.'f the bleed port
causing the valve control to close the mainline butter-
fly, thus the solenoid acts as the bleed air shut-off .
4 -
2
SWEARINGEN
AyiATION CORRORATION

TRAINING MANUAL
MASS FLOW CONTROL VALVE (CONT.)
The Mass Flow Control Valve functions to maintain a nominal delivery

rate of 9 pounds per minute.
HEAT EXCHANGER ,
The air-to-air exchanger,

heat located in the unpressurized nose
compartment is a corrosion resistant riveted assembly, consisting of
dimpled and flattened aluminum alloy tubes, held in position by
support plates and two header plates. Side plates between the header
and support plates form the unit into a rigid assembly. The tubes
are arranged in such a manner that hot pressurized air can flow through
the tubes while cooling ram air can pass across the tubes.
Air leaving the Mass Flow Control Valve is directed as necessary to

the heat exchanger assembly where it is cooled as it makes a double
pass through the tubes. Heat from the pressurized air is transferred
through the walls of the tubes to a flow of ambient cooling air direct-
ed across the tubes The amount of hot bleed air flowing through the
.
heat exchanger is controlled by the position of the Heat Exchanger

Control Valve, better defined as a mixing valve, which functions as a
unit of the Cabin Temperature Control System.
MASS f LOW VENTURI
The Mass Flow Venturi, manufactured by the Janitrol Aero Division of

t°o
the Moland He potation, is designed tor use in the engine bleed
air system in conjunction with the Mass Flow Control Valve. The
pressure differential established by the air flow through the venturi
is sensed by the pilot regulator of the Mass Flow Control Valve. The
pilot regulator, being pre-set to operate at a specific differential,
positions the control valve to maintain this pre-set differential by
controlling the air pressure in the Mass Flow Control Valve control air
chambers .By establishing and maintaining the correct differential
across the venturi, the rate of inflow air to the cabin is also estab-
lished and maintained.
SWEARINGEN
AVIATION CORPOAATION r

TRAINING MANUAL
MUFFLER
The muffler, manufactured by Swearingen Aircraft, is installed in the

Pressure Supply System between the mass flow venturi and the forward
pressure bulkhead. It consists of a perforated tube surrounded by a ·
layer of fiberglass and inserted into a larger tube. The air passing
through the muffler does not flow through the fiberglass. However, the
fiberglass does absorb or reduce the sound accompanying the air up to
this point resulting in a reduced noise level of the air entering the
cabin.
PRESSURE SUPPLY SYSTEM OPERATION
The compressed air necessary for cabin pressurization is supplied equally

by each of the two TPE331-1-151G Turbine Engines Uncontaminated
. air is
bled directly downstream of the final compressor stage at a flanged port
fitted to the Plenum case for this purpose. Air leaves the engine at an
average temperature of 585°F. and an average equivalent pressure of
115 psi, depending on engine power setting The total quantity
. is limited to
6% of the total mass air flow by a choking orifice that is a part of the engine.
Air bleed is not permitted below ground idle Therefore

. the shut-off
,
solenoid is installed on the Mass Flow Control Valve, serving the dual
purpose of positive shut-off during all start and ground operation plus the
additional feature of "in flight" shut-off protection. The check valve
installed downstream of the shut-off valve prevents inadvertent flow
reversal during single engine operation.
Bleed air from each engine is carried through the center section leading
edge into the fuselage and fonvard to the nose compartment by one inch
ducts, insulated and lagged to minimize temperature loss in transit.
A "Y" fitting , or transition joins the bleed air from each engine and
directs the combined flow into the MassFlow Control Valve. The
transition also contains a bleed port where air for the pneumatic de-icer
boot system is extracted
.
Since the engine manufacturer does not permit extraction of bleed air
during engine starts, the circuitry for the shut-off solenoid, located
on the Mass Flow Control Valve, is arranged so that the bleed air is
off anytime the aircraft is on the ground in the normal ground attitude.
4 -
4
SIMEARINGEN
AytArtoN coRPORATroN

TRAINING MANUAL
PRgSURE SUPPLYSYSTEM OPERATION (CONT.)
At take-off, action of a strut switch, mounted on the main landing gear,

removes power from the solenoid allowing the flow control valve to open
and establish an input flow of air to the cabin.
With the Mass Flow Control Valve open, air flows through or around
the Heat Exchanger as determined by the position of the mixing valve .
The mixing valve is positioned by the control motor which operates as

a unit of the temperature control system. The divided flow is again
combined prior to entering the mass flow venturi.
As the air flows through the venturi, a pressure differential is created

that is sensed by the pilot regulator of the Mass Flow Control Valve,
the units being connected by high and low pressure sensing lines. The
pilot regulator, pre-set to operate at a specific differential, responds by
actuating a valve which permits additional air into "B" chamber of the Mass
Flow Valve control causing the Mass Flow Control Valve to move to an inter-
mediate position that will maintain the specific differential required There-.
fore, controlling the differential by controlling the air flow across the venturi
establishes control of inflow air to the cabin and maintains this flow at a
nominal 9 lbs . per minute .
Ram Air .- Mixing Valve Control Motor

Heat
Exchanger Check
Bleed Air Valve
Mass Flow
Venturi
Mass Flow Control Valve
Bleed Air Sensing Lines

To De-Icer Pressure
&Vacuum Systems
FIG. 4- I PRESSURE SUPPLY CONTROL

4 -
5
SIMEARINGEN AylATION CORRORATION

TRAINING MANUAL
PRESSURE SUPPLY SYSTEM OPERATION (CONT.)
The Flow Control Valve is shown in the normally closed position prior to application of air
pressure. When pressure is applied, air is admitted to Chambers A and B through small
orifices A' and B'. With power applied to the shut-off solenoid pressures remain equal and
valve remains closed. When power is removed from the solenoid chamber B is vented to
atmosphere through orifice C', the pressure in chamber B becomes less thart in chamber A anc.
the resulting forces move the valve to an open position. When the differential pressure across
the Flow Venturi reaches the setting of the pilot regulator, the pilot regulator opens to admit
additional air to chamber B which then holds the valve in the proper position to maintain flow.
Cabin inflow rate is thus regulated to a nominal 9 lbs. per minute regardless of the air
source being either or both engines.
Mass Flow Control Valve Mass Flow Venturi
(1) Chamber A (4) Orifice B' (7) Pilot Regulator

(2) Orifice A' (5) Shut-off Solenoid (8) Air Flow
(3) Chamber B (6) Orifice C'
Fig .
4- 2 Flow Control
4 -
6
SWEARINGEN AVIATION CORRORATION .

TRAINING MANUAL
Ram Air
PRESSURE SUPPLY SYSTEM
2
1
36
L 10
i Il
9
I
Engine
~¯¯.__
. N.
Bleed-Air
FIG• 4- 3 PRESSURE SUPPLY SYSTEM
l. Heat Exchanger 7 To De-Icer

.
Boot System
2 . Control Motor 8 Venturi
.
3. Mass Flow Control Valve 9. Check Valve

4. Mixing Valve 10. Sensing Line
5. Muffler 11. Cabin Air Outlet
6. Transition
4 -7
SWEARING AVIATION CORRORATION
EN a

TRAINING MANUAL
PRESSURE CONTROL SYSTEM
OUTFLOW VALVE CONTROL
The cabin pressure outflow valve corttrol regulates cabin pressure by

controlling the flow of cabin air: to atmosphere through the outflow
valve. The control consists principally of an aluminum body and
cover, and a housing which contains three pneumatic pressure control
systems:
1. The variable isobaric control system which consists

of an evacuated bellows and an opposing calibration
spring acting on a rocker arm which acts through the
rate control spring and diaphragm to position the
isobaric metering valve. The calibration spring and
calibration screw, turned by the cabin altitude selector
knob, are indexed to a cabin altitude pointer through
a gear train.
2. The rate-of-change control system which consists of the

rate control spring the rate control diaphragm
, which
separates the housing into two chambers, a connecting
drilled passage, a rate filter, and a rate control valve
and seat.
3. The fixed differential control system which consists

of a spring loaded differential diaphragm, a differen-
tial metering valve, and a differential calibration
screw.
Manual controls of this unit consists of a rate.control knob, and an

altitude selector knob located on the face of the control, on each side
of the cabin pressure control dial.
The outflow valve control is located on the instrument panel and controls
cabin pressure through three stages of operation:
1. Unpressurized Operation -
Altitude range below
selected isobaric setting provided airplane rate
or ascent does not exceed selected cabin rate of
ascent .
4 -
8
SWEARINGEN AytATION CORPORATIQif

TRAINING MANUAL
OUTFLOW VALVE CONTROL (CONT.)
2 . Isobaric Operation -
Selective from 1000 feet
below sea level to 10,000 feet above sea level. -
3. , Differential Operation Occurs when pressure

-
differential between cabin and atmosphere reaches

7.0 psi.
The selective pressure rate-of-change operates in a range from

50 feet per minute to 2000 feet per minute. The calibration point is
500± 75 feet per minute.
CABIN OUTFLOW & SAFETY VALVE
The cabin outflow and safety valve is the basic operating unit used in
the control of cabin air pressure, while providing the additional safety
valve feature of pressure relief. The valve consists of a head section
and a base section separated by an actuator diaphragm and an attached
outflow valve cover assembly.
The head section contains a pressure relief metering valve,a pressure

relief return spring, a pressure relief calibration spring, a poppet
valve return spring, safety valve and relief valve covers, cabin air
port, true static port, outflow valve control port and a pressure relief
control diaphragm.
The space between the safety valve cover and the pressure relief control
diaplaagm constitutes an atmospheric pressure chamber. The space
between the pressure relief control diaphragm and the relief valve cover
constitutes a cabin air pressure chamber. The space between the two
válve covers and the actuator diaphragm with attached outflow valve cover
assembly constitutes a reference pressure chamber. The base section
contains an outflow valve diaphragm, poppet outflow valve and base
assembly.
The space between the outflow valve cover assembly and the outflow valve
diaphragm constitutes another cabin air pressure chamber. A ring of
rubber compound on the base assembly forms an outflow valve seat.
4 -
9
SWEARING,
_g/ATION CORRORATION
EN
TRAINING MANUAL
CABIN OUTFLOW & SAFETY VALVE (CONT.)
Before cabin pressurization begins pressure in the various pressure chambers

are equal and all valves are closed. With the valve spring loaded in the
closed position a diaphragm failure in the valve cannot result in the cabin
becoming depressurized.
After the cabin pressurization has started, control reference pressure is

reduced by the connected controller and/or cabin air pressure is increased
to operating range. The cabin air to reference pressure differential over-
comes the poppet valve return spring force, and the poppet outflow valve
opens. Cabin air escapes through the discharge port.
If cabin air pressure decreases or reference pressure increases, the

poppet outflow valve closes proportionally, increasing cabin air pressure.
Operation of the poppet outflow valve is thus modulated by the cabin
air to reference pressure differential.
If cabin air pressure increases to the pressure relief valve of 7.25 psi,
the force exerted on the pressure relief control diaphragm opens the pressure
relief metering valve. Reference air pressure bleeds through the pressure
relief metering valve to atmosphere .The force exerted on the outflow
valve diaphragm by the cabin air to reference pressure differential causes
the poppet outflow valve to open and cabin air escapes through the
discharge port decreasing cabin air pressure.
When cabin air pressure decreases to a value less than pressure relief
value, the pressure relief metering valve closes. Pressure in the
reference chamber is restored to the value established by the outflow
valve control, and operation of the poppet outflow valve is again controlled
by cabin air to reference pressure differential.
CABIN MR PRESSURE SAFETY VALVE
The cabin air pressure safety valve has the primary operating function of
cabin air dump while providing the additional functions of pressure and
vacuum relief. This valve, like the cabin outflow and safety valve,
consists of a head section and a base section separated by an actuator
diaphragm, and attached outflow valve cover assembly.
SWEARINGEN AŸlATION CORPORATION

TRAINING MANUAL
CABIN AIR PRESSURE SAFETY VALVE (CONT.)
The cabin air pressure safety valve differs from the cabin outflow and
safety valve in that it does not have an outflow valve control port,
therefore, it does not sense control reference pressure. Valve reference
pressure is supplied by air from the cabin bleeding through the cabin
air port and filter and through the orifice into the reference pressure
chamber. In place of the outflow valve control port the valve is fitted
with a ball check valve and a normally closed solenoid dump valve.
Operation of the valve is identical to the cabin outflow and safety valve
in that control of the reference pressure controls the respective valve.
Since valve reference pressure is metered cabin air pressure, cabin
air and reference pressures are equal. Therefore, the poppet outflow
valve remains closed and, unlike the cabin outflow and safety valve,
does not modulate.
When cabin air pressure increases to the pressure

value the action
relief
of the relief valve is the same. Valve reference pressure bleeds to
atmosphere with the resulting poppet outflow valve opening to allow cabin
air to flow out the discharge port.
When the solenoid air valve is energized open, valve reference pressure
bleeds through the check valve and out through the dump connection.
Pressure in the reference pressure chamber decreases, and the force
exerted by the cabin air to reference pressure differential opens the poppet
outflow valve allowing cabin air to escape out the discharge port.
When discharge pressure exceeds cabin air pressure, the force exerted
on the outflow valve diaphragm by this differential overcomes the force
exerted by the poppet valve return spring, and the poppet outflow
valve opens. Discharge air enters the cabin, increasing the cabin air
pressure. As cabin air pressure increases the poppet valve return spring
force overcomes the pressure differential force and the poppet outflow
valve closes .
MANUAL SELECTOR VALVE
A tapered plug type, two position manufactured

valve, by Republic
Manufacturing Company is installed as the manual selector valve in
the pressure control system. The valve combines the best taper for
A -
11
SWEARINGEN AgiATION CORRORATION

TRAINING MANUAL
MANUAL SELECTOR VALVE (CONT.)
the best sealing and low turning torque. The 90° turning action provides
the two positions: Automatic and Manual.
With the selector valve in the automatic position cabin pressure is

controlled automatically through the outflow valve control. The manual
control valve is isolated.
When the selector valve is placed in the manual position the outflow
valve control is isolated and cabin pressure is then manually controlled
by operation of the manual control valve.
The pressure control system, while primarily automatic in operation,

may be operated manually by the manual control valve. A needle valve,
manufactured by Republic Manufacturing Company, is used for its ability
to finely meter a large volume of air. Although the valve operates in
normal cabin environment, it is capable of operating in temperatures
from -65°F. to 350°F. and is rated at 3000 psi.
The manual control valve provides a fail-safe feature to the pressure

control system that is designed to fail in the pressurized position.
Emergency dump operation may be accomplished by opening the manual
control valve to the wide open position, after the system selector valve
has been placed in the "Manual" position.
AIR FILTER
Air flowing into the outflow valve control is filtered by a unit manufactured
for this purpose by AiResearch Manufacturing Company. The micronic
type filter is fitted with a replaceable cartridge that, although flight
experience has shown it need not be replaced oftener than each 2000
flight hours, it should be removed and cleaned periodically.
INSTRUMENTS
The instruments installed specifically for use in conjunction with the

pressurization system consists of a Rate-of-Climb Indicator, to indicate
the rate of change in cabin altitude, and a Differential Pressure Gage,
4 -
12
SWEARINGEN
AVIATION CORPORATIOIN

TRAINING MANUAL
INSTRUMENTS (CONT.)
which indicates the altitude of the aircraft, the altitude of the cabin,
and the pressure differential in psi between the cabin and ambient air.
The cabin rate-of-climb is a standard instrument vented to the cabin,

rather than the aircraft static system, to show the rate of change in
cabin altitude. When operation is unpressurized cabin rate-of-
change and aircraft rate-of- change will be the same. When operation is
in the differential range,cabin rate-of-change and aircraft rate-of-change
will be relative.
The Differential Pressure Gage is basically a dual altimeter. The "C",

180°
or cabin, needle, incorporating a arc calibrated in psi, functions
from a diaphragm vented to the aircraft cabin. The "A" or aircraft
needle, also incorporating a 180° arc, over-lays the cabin needle, and
functions from a diaphragm vented to the aircraft static system. As
the "A" needle rotates to indicate the altitude of the aircraft during
180° arc of the "C" needle is exposed.
climb, the calibrated The
exposed portion of this arc indicates the pressure differential in psi
between the cabin pressure and ambient or outside air pressure. When
the normal pressure differential of 7.0 psi is reached, the cabin needle
will rotato to indicate cabin altitude as the aircraft continues to climb
since the maximum differential of 7.0 psi will be maintained.
An altitude warning light on the annunciator panel indicates the cabin

altitudo has reached 11,500 feet.
PRESSURE CONTROL SYSTEM OPERATION
The Cabin Pressure Control System installed in the Merlin IIB aircraft is
a pneumatic type, manufactured by AiResearch Manufacturing Company.
In the pneumatic type system the forces necessary for system operation
are supplied directly by the cabin pressure.
With the bleed air "off" for all ground operation there is a "no flow"
condition in the pressure supply system and the pressure control system
remains at rest.
Prior to take-off all controls are pre-set to provide automatic pressure

control. Selector valve is µositioned to "auto" and the Manual Control
SWEARINGEN AVIATION CORRORATION F

TRAINING MANUAL
PRESSURE CONTROL SYSTEM OPERATION (CONT.)
Valve is closed. The Outflow Valve Control, or Pressure Controller, is

selected to airport elevation.
At take-off the shut-off valve in the Pressure Supply System is opened

initiating the flow of pressurized air to the cabin. In Figure 4 -
6
"Pressure Control System" schematic, cabin pressure is reference as P2°
This P2 pressure is admitted to the cabin controller where it becomes
Control Reference Pressure P3
. It is admitted to the Outflow Valves at
two locations, as cabin pressure reference to ambient across the pressure
relief control diaphragm, and as cabin pressure reference to control
pressure reference across the Outflow Valve actuator diaphragm. In the
Cabin Air Pressure Safety Valve this pressure is bled into the valve
reference pressure section as P4 or valve reference pressure working
across the actuator diaphragm as reference to P2 Cabin Pressure.
With the controller set at airport elevation the control system will
ondeavor to pick up the input air as flow is initiated at take-off, discharging
the air overboard as necessary to hold the cabin at airport elevation.
This action occurs since the isobaric metering valve is open, allowing P3
control reference pressure to "bleed-off" to the suction system, and the
increase in P2 cabin pressure across the outflow valve diaphragm causes
the outflow valve to open. A minimum differential pressure of 0.5 inches
Hg across the outflow valve diaphragm is necessary to "go on control".
This is the pressure necessary to overcome the poppet valve return spring
pressure in either or both of the outflow valves. This 0.5"Hg pressure will
be present anytime there is airflow into the cabin and is the minimum pressure
even though the dump solenoid is open.
As the aircraft altitude increases, the isobaric bellows will expand and
move the isobaric metering valve toward its seat. This action limits the
flow of control reference pressure to ambient causing an increase in P3
Control Reference Pressure. As this Pg pressure increases the Outflow
Valve is forced closer to its seat restructing the flow of air to ambient,
resulting in an increase in P2 cabin pressure. Since the pressure in the
rate control chamber will lag behind the pressure in the control reference
pressure chamber the isobaric metering valve will be slowly but continu-
ously moved toward its seat causing a rise in P3 control reference pressure,
and in turn, an increase in P2 cabin pressure until the maximum differential
,
pressure of 7 .0 psi is reached .
4 -
14
SIMEARINGEN AyfATION CORPORATION

TRAINING MANUAL
PRESSURE CONTROL SYSTEM OPERATION (CONT .)
When the differential pressure of 7.0 psi is reached, any further increase
in aircraft altitude will place the control system in the "Differential
Operation" range. During differential operation, the differential metering
valve maintains a constant P3 reference chamber to Pl atmosphere pressure
differential. As the aircraft enters the differential operating range the
pressure differential between P3 control reference pressure, and Pl atmos-
phere pressure causes the differential diaphragm to open the differential
metering valve and release P3 control reference pressure to atmosphere thus
maintaining P3 control reference pressure, and in turn, the P2 cabin pressure
at the fined differential above Py atmospheric pressure of 7 .0 psi.
If for any reason cabin pressure exceeds the maximum differential pressure
of 7.0 psi, the Safety Relief Valve in each of the two Outflow Safety Valve
units will open when the pressure differential between P2 cabin pressure
and PI atmospheric pressure, across the pressure relief control diaphragm,
reaches 7.25 psi. When this occurs P3 Control Reference Pressure and
P4 Valve Reference Pressure is bled to ambient through their respective
static ports reducing the respective pressures allowing P2 cabin pressure
to move the Outflow Valves to open position allowing cabin pressure to
flow out the discharge port.
In descent, should the P5 discharge pressure of P atmosphere pressure

exceed P2 cabin pressure, the force exerted on the Outflow Valve diaphragm
by this differential will cause the Outflow Valve to open allowing air to
flow into the cabin. By the time a negative pressure differential of 0.35 psi
exists the outflow valves will be open to provide a two square inch flow
area.
Manual operation of the pressure control system is provided by the manual

control valve after the Selector Valve has been placed in the "Manual"
position. Counter clockwise operation of the Manual Control Valve opens
the valve and allows P3 control reference pressure to flow to ambient
allowing the outflow valve to open and the cabin pressure to flow out the
discharge port. Clockwise operation closes the valve, restricting the
flow of P3 control reference pressure resulting in an increase in P2 cabin
pressure. The rate would be dependent on manual valve position.
Placing the dump switch in the "Dump" position directs electrical power
to the dump solenoid to place it in the open position. This action allows
the P4 valve reference pressure to flow to ambient, allowing P2 cabin
4 -
15
SWEARINGEN
TRAINING MANUAL
PRESSURE CONTROL SYSTEM OPERATION (CONT.)
pressure to open the Cabin Air Safety Valve Outflow Valve to the wide open
position resulting in the discharge of cabin air out the discharge port.
As indicated earlier, it is the cabin air pressure that provides the forces
necessary to open the outflow valve and requires 0.5"Hg differential to
maintain control.
SCHOOL NOTES
4 -
16

TRAINING MANUAL
ATMOSPHERE CABIN
PRNHS. ·
gSS gER
ALT.
ALT
14.7
PSI
S.L. 29.92 14.7 14.7 14.7 0.00 S.L.

PS
14.7
PSI 12 .2
PSI
5,000 24.89 12.2 14.7 14.7 2.5 S.L.

PSI
12.2 y
PSI 7.7
PSI
16,800' 15.68 7.7 14.7 14.7 7.0 S.L.

PSI
7.7
PSI
S.8
PSI
20,000' 13.75 6.8 13 8 13.8 7.0 F,.800' .
6.8
PSI 4.4 |
PSI
30,000' 8.88 4.4 11.4 11.4 7.0 7,000'

PSI
4.4
PSI
Figure 4 -
4
4 -
17 Atmosphere Press. Vs. Cabin Press.
SWEARINGEN AVIATION CORRORATION g

iim
TRAINING MANUAL
PRESSURIZATION CONTROL SYSTEM
i
i
e 8
9
i
i
i
e
1. Filter
2. Static Vent, Fwd.
3. Pressure Control
8
4 . Suction Gauge :
5 . To Suction Manifold
6. Static Vent, Aft
7 . Safety Valve
8 . Outflow Valve
9. Manual Selector Valve
10 . Manual Control Valve e
i
FIG.4-5
ol System Line Routin9 4 -
18
1
--- -
ALTITUOt áLËCTOR KNOS RATECONTROL KNOB 2 3HäcK VALVE

CA3|\
OUPPETOUTFLOliVALVE
.
BA
LI flON
ISO3 C L ns PREsstBE RE..16F
RATE CONTROL RELIEF

PRE5SURE
RATE CONTROL
DIAPHRAGM RETURNSPRING
SPRING
DIFFERENIlAl : ISOBARI
METERING
VALVE
L
DIAPHRAGM
POPPET VALVE RETURN SPRING
PRESSURERELIEF
DIFFEllENTIAL CAttBRATIONSPRING
VALVE
METERING
ATMOSPHERE1 PORT O CW ALVE ORIFICE

2
ANDFILTER OUTROW VALVEDIAPHRAGM
ATMOSPHERE3 PORT
Pg P1
-- ,
P2
FILTERPORT ORIFICE ACTUATOR
DIAPHRAGM
FILTER
p1 2 POPPETOUTFLOSVALVE
2
MANUALCONTROL VALVE
P1/p5
OUTROW VALVESEAT
PRESSURE
RELIEF
CONTROL DIAPHRAGM
PRESSURERELIEF
10 AIRCRAFT RETURNSPRING
VACUUM SYSTEM TRUESTATICATMOSPORT '
- -
SELECTOR VALVE
ELSSB
AERO
RING
PRESSURIZATION SYSTEM
CONTROL SPRING
POPPET VALVE REFUAN
P1 ATMOSPHERICPRESSURE
P2 CA61N PRESSURE
P3 CONTROL REFERENCEPRESSURE
CABINAIR PORT
ANDFILTER VALVE DIAPHRAUM
OUTFLOW
P4 VALVE REFERENCEPRESSURE 2
Pg DISCHARGEPRESSURE
-- --
..ACTUATOR DiAPHRAGM
nimi
SWEARINGEN
AVIATION CORPORATTON

TRAINING MANUAL
CABIN TE MPERATURE CONTROL SYSTEM
OUTSIDE AIR SENSE ELEMENT
The outsido air sense element is a single circuit, positive co-efficient

resistance unit insulated so that it does not respond to momentary temp-
erature changes. It is located in the ram air duct ahead of the heat
exchanger, and functions to compensate for outside air temperature changes.
SUJf.Y DUCT AIR SENSE ELEMENT
The supply duct air sense element is a temperature sensitive resistance

element with a positive temperature co-efficient of resistance, that is,
when the temperature goes up the resistance goes up. It is installed in
the pressure supply duct in the cockpit area, downstream of the heat
exchanger, and functions to sense the supply duct air temperature .
CABIN AIR SENSE ELEMENT
The cabin air sense element is a temperature sensitive resistance element

which has a high temperature, negative co-efficient of resistance or, in
other words, as the temperature increases the resistance decreases. In
order to have a representative sampling of cabin air temperature this
unit is located in the aft cabin bulkhead so that all the air flowing to
the outflow valves wtil flow over or around it.
CARIN TEMPERATIJRE SELECTOR
The cabin temperature selector, located on the right hand console in the
cockpit, electrically changes the balance temperature of the bridge
circuit. Clockwise movement will increase the temperature and counter
clockwise movement will lower the temperature.
The dust-tight control box, located on the aft side of the forward pressure
bulkhead, contains the necessary bridge circuit resistors, calibrating
4 -
20
SWEARINGEN AyfATION CORPORATION

TRAINING MANUAL
CONTROL BOX (CONT.)
shoostat, secondary relays and micropositioner. Figure 4-9 shows the

internal circuit modifications making up the Part Number 26-82211 unit.
HEAT EXCHANGER CONTROL VALVE
The heat exchanger control valve motor, functioning as a unit of the temp-
erature control system, controls the position of the mixing valve, P/N
26-84035, to properly proportion the air flow to the heat exchanger to
provide the necessary temperature control that will maintain the cabin
air temperature at a comfortable level. The actuator has a 90 degree
stroke and is capable of pulling 500 lb. in torque. Control switches at
the full cold and the full hot position of the control valve actuate the
freon air conditioning system for ground and in-flight cooling, and a
special relay for ground heating .
TE_MPERATURE CONTROL SWITCH
The temperature control switch located on the right hand switch panel,
,
provides manual over-ride control of the cabin teraperature control system.

The four switch positions are "OFF", "AUTO", "HOT", and "COLD". Switch
must be in the "AUTO" position for automatic cabin temperature control.
The air conditioning master switch, located adjacent to the temperature

control switch, must be on for all temperature control operation, either in
the "AUTO" or in the "CONTINUOUS FAN" position.
CABIN TE MPERATURE CONTROL SYSTEM OPERATION
The automatic cabin temperature control system installed in the Merlin IIB
aircraft maintains selected cabin teinperature by controlling the position
of a dual butterfly mixing valve through the heat exchanger control valve
motor.
Bloed air for the pressurization system leaves the mass flow control valve
at an approximate temperature of 425 F. The amount of air flowing through
4 -
21
SWEARINGENAVfATION CORRORATION

TRAINING MANUAL
CABIN TEMPERATURE CONTROL SYSTEM OPERATION (CONT.
the heat exchanger for cooling or by-passing the heat exchanger for heat
retention is dependent on the position of the mixing valve. - The combined
flow enters the cabin at the temperature necessary to maintain the cabin at
a comfortable level.
The mixing valve position is determined by the cabin temperature control

system. The cabin temperature control system functions on the principle
of a temperature sensitive Wheatstone Bridge. The micropositioner, a
unit of the control box, is a sensitive polarized relay which detects
any unbalance caused by the relative resistance of the temperature
sensitive elements located in the cabin air, supply air and outside air.
When the bridge is balanced the micropositioner contacts are open.
If the bridge becomes unbalanced indicating that the cabin is too cold or
the supply air is at too low a temperature, the micropositioner contacts
close to power the heat exchanger control valve motor moving the mixing
valve toward the "HOT" position. This reduces the flow of air through
the heat exchanger and allows a greater flow to by-pass the heat exchanger
which raises the temperature of a pressurized air enteling the cabin.
A rhoostat, integral with the heat exchanger control valve motor, re-
balances the electrical bridge to hold the mixing valve in this new
position until temperature demands conditions be changed.
If temperature conditions continue to demand more heat, the mixing valve

will continue to be moved toward the "HOT" positlon to allow more heat
rotontion in the'pressurized air. If temperature demands are for cooler
conditions the mixing valve will be moved toward the "COLD" position
allowing an increase of air flow through the heat exchanger . When the
mixing valvo reachos the full cold position an integral owitch is closed
directing electrical power to a control relay which activates the freon air
conditioning system.
The cabin control system is not functional

temperature until the air
conditioning switch
master is placed in the "ON" position. The temp-
orature control switch provides means for manual operation to either the
"MOT" or "COLD" positions or complete automdtiC OperatiOn in the "AUTO"
position.
4 -
22
SWEARINGEN A.VIATION CORRORATION
TRAINING MANUAL
CABIN TE MPERATURE CONTROL SYSTEM
Mixing Valve
The mixing valve is a dual
butterfly
valve operated on a common shaft,
but positioned at right angles to each
other. Therefore, when one valve is
wide open the other valve is complete-
ly closed.
i
l
The mixing valve is operated by the
control motor, which functions as
a part of the Temperature Control .
System. Position of the mixing i
valve determinos the amount of

bleedndairMthi als routead tehrough or
Hot/Cold Switches
FIG . 4 -
7 Mixing Valve
.. .
Micro Switches atop the

located
mixing valve operate by an arm
,
L attached to the valve shaft. The

/ full hot switch provides for ground
heating The
. full cold switch pro-
vides for ground or in-flight refrig-
erated cooling .
FIC . 4 -
8 Full Hot/Full Cold Switches
4 -
23
SWEARIMGEN gylAflON CORRORATION .

TRAINING MANUAL
CABIN TEMPERATURE CONTROL
M SWEARINGEN AIRCRAFT
PART NUMBER 26-82211

r
P/N 3766 Resistor
33 , 10W, W.W.
Ohmite
D
P/N 1N2976Þ DIODE, Zener

- 5; 10W . 10%
Motorola
p3 P/N AN 3102-20-27P Connector

.
6 / Cannon Electric
' 3- resistance at
¯
2 Normal values
Item are as follows:
to Gnd. -
125 ohms
to Hot -
100 ohms
to Cold -
275 ohms
c ·
to -
200 ohms
a -
to Gnd. -
200 ohms
Fig . 4 -
9 Temperature Control Box
4 -
24
SWEARINGEN AViATION CORPORATION

TRAINING MANUAL
CABINHEAT-VENT &
AIR CONDITIONING SYSTEM
, Ram Air Inlet
I
i 1
Control Motor /
-Heat Exchanger
Mixing Valve
Muffler i
Compress r
Venturi i
Check
Valve
ondenser- Condenser
Warm Air Outlet (3)

Cold AieOutlets ----~'
Sight Glass
1 Dryer
Blower Cool Air

Warm Air
Evaporator
Expansion
Valve
Drain-
FIG .
4- 10 CABIN Al DISTRIBUTION
4 -
25
SWEARINGEN
AytArtoN commonArtoN
TRAINING MANUAL
FREON AIR CONDITIONING SYSTEM
AIR CONDITIONING SYSTEM SERVICE
Correct servicing of the air conditioning system requires the use of a

number of special tools and equipment. Necessary valves and fittings
have been provided as a part of the air conditioning system. Additional
equipment is necessary for testing and performing service operations.
The following is a brief resume of some of this equipment and how it
operates.
TEST GAUGE MANIFOLD
Accurate testing requires the use of a test gauge set connected to the high
and low sides of the air conditioning .system. With these gauges trouble
within the system can be accurately pinpointed as well as a determination
if the system is operating as it should. The gauge manifold set is composed
of a low side or compound gauge, a high side gauge, and the manifold.
The low side or "Compound" gauge derives its name from its function. This
gauge will register both pressure and vacuum. The air conditioning system
can, under certain conditions, drop from a pressure into a vacuum on the
low side. It is necessary that this gauge will show either psi pressure or
inches Hg vacuum.
The vacuum side of the gautje must be calibrated to show 0 to 30 inches Hg.
The pressure side of the gauge must be calibrated to register from 0 psi to
150 psi. llowever, practically all readings of the low side of the system
will be less than 60 psi.
To accurately convort pressures to temperatures in the system, the gauge

should be calibrated to a low enough scale that it will not be difficult to
obtain an accurate reading .
The high sido pressure gauge is used to determine pressures in the high side
of the system. The gauge is calibrated to register from 0 psi to a minimum
of 300 psi.
4 -
26

TRAINING MANUAL
TEST GAUGE MANIFOLD (CONT .)
Low Pressure/Compound Gauge High Pressure Gauge
Manifold -
Low Pressure -
High Pressure
" '
Gauge Valve -
Gauge Valve
From Low Side From High Side

Service Connector Freon or Service Connector
Vacuum Source
FIG. 4 -
11 Typical Gauge Manifold
The manifold contains the fittings for attaching both gauges as well as the
tort hoses from the high and low side of the system. Hand valves on either side
control the flow of refrigerant to I.he respective gauges only or to the gauge
and center test hose connector.
By controlling the position of the hand valves on the manifold, excess

refrigerant may be bled out of the system, air may be bled out of the system,
refrigerant may be purged from the system in preparation for perfonning
maintenance work, air and moisture may be removed from the system during
pump-down procedure, and the system may be filled with Freon.
4 -
27
SWEARINGEN

TRAINING MANUAL
TEST HOSES
Test hoses are used to make the connections between t ;auce manifold and
the air conditioning system. They are connected to the cauce manifold test
hose fittings by use of a screw -on connection and seuled with an internal
"O" ring. Hose connectors should he tightened only Da r itaN. as this is
sufficient to seal the hose onto the '0" ring.
The construction of the manifold is rud 1.hat the test M and cortnector
.
directly below the gauge will pass retrinetant to that 9., age to ndicate
pressure readings. Opening the hand v sive on the some side the gauge
is the only way refrigerant can move in any direction odar ma to the gauge.
The center test hose is not connecteci into the air condit orde: sy,tem. It
is used to allow refrigerant to purge from the system, er er Mee may be
connected to a vacuum pump for air and moisture remova. Gem ihn system.
Opening the hand valves on the manifold will control porno do-a of the
system into a vacuum for more effective moisture removal.
SERVICE VALVES
The compressor service valvan, located on top of the compt are a part
,ar,
of the air conditioning system. The D.metion of these a alue in operational

checks and system repairs le equally as important as the test auge manifold
The compressor installed in the Merlin ils aircraft is equipped witn a service
valve for both the high sido and the low side of the syd n.
The service valve incorporates a three-positi.on valve lh mW. 5, used to

shut off refrigerant flow, direct refrigerant to the rest of e vocem. or direct
refrigerant flow to the system and at the same time dires 'N;; o the test
gauges through the test hose connectors on the gauge man fold
Gauge Fittlag
Valve position is controlled by rotating the
valve stem with a wrench The stem has as
Vedve
.
part of its construction a double faced valve .
Rotating the valve stem with the wrench in a

clockwise direction will seat the front face of
the valve to shut-off all refrigerant flow in the
system. This position is callen "front-seated".
FIG.4-12 SFRVICE \/ALVE OFF ssor

-
To Ce p.
4 -
26
\ SWEARINGEN

TRAINING MANUAL
Gauge Fitting
Rotating the valve stem in a counter-clockwise
Valve direction with the wrench will unseat the valve
and open the system to refrigerant flow. The
test hose connector on the service valve is now
exposed to refrigerant. If this connector is not
properly capped and the test hose is not connected
the refrigerant will escape through this connector
into the open air. Rotating the valve stem
approximately two turns from the "back-seated"
To Compressor position will position the valve in the "mid-
"
seated or test position. System checks are
performed with the service valve in this position.
FIG.4 -
13 SERVICE VALVE -
TEST
Gauge Pitting
. Valve
Continued counter-clockwise rotating of

the valve stem will seat the rear face of
the valve. This position will open the
system to refrigerant flow but shut off
refrigerant to the test hose connector. The
third position then is called the "back-
seated" or working position. To Compressor
FIG 4
.
-14
SERVICE VALVE -
OPERATING
4 -
29
SWEARINGEN
AVIATIQN CORRORATION

TRAINING MANUAL
LEAK DETECTOR
Several types of leak detectors are available. A colored dye additive is

available which is added to the refrigerant. Operation of the system will
show coloration at the point of leakage. A very slight leak requiring
several weeks or even months to bleed off enough refrigerant to affect
system cooling can often be located using this additive when other methods
of leak detection fail.
The electronic leak detector is the most sensitive of any type detector on
the market. The detector will locate leaks quickly and accurately that are
almost impossible to locate with other types of detectors. However, the
high initial cost of this type detector has been a deterrent to its wide-
spread use.
The propane torch leak detector is the most familiar and has received the
greatest use throughout the industry because of its ease of handling, avail-
ability of propane in disposable tanks, and low initial cost. In operation
the blue flame changes color to yellow to vivid purplish blue when R-12 is
picked up by the sniffer tube outside the system.
CAUTION: The propane torch leak detector

must be used
only in well ventilated areas. R-12 passing
over an open flame gives off Phosgene gas which
is very toxic. Do not breath fumes given off
by the detector.
NOTE: It is for this reason we do not recommend the

, use of this type leak detector.
Leak detection must be performed with the system under pressure to obtain
accurate results. Very small leaks often require that the system pressure be
increased above normal before they can be located A 50% charge of refrigerant
.
in the system is sufficient to locate most leaks. A stubborn small leak may be
encountered which necessitates overcharging the system to bring the pressures
above normal. The high side of the system might require leak testing while in
operation with air flow restricted to the condensor to raise the high side
pressure above normal. The low side is checked in the "OFF"positionwith the
pressures equalized in both sides of the system.
4 -
30
-
, SWEARINGEN

TRAINING MANUAL
ABNORMAL PRESSURE GAUGE READINGS
l. LOW SUCTION PRESSURE 1. Screen in expansion valve cloa

2. Restriction between receiver and
HEAD PRESSURE NORMAL expansion valve.
3. Moisture in system.
4. Expansion valve closed if low v.
gauge reads a vacuum.
H. HIGH SUCTION PRESSURE 1. Improper operation of expans

2. Sensing element of expanslor
HEAD PRESSURE NORMAL defective or making impropr- e ante
III. HIGH SUCTION (RESSURE 1. Compressor defective .

2. Compressor reed valve defor:n .
LOW HEAD PRESSURE
IV. EXCESSIVE HEAD PRESSURE 1. Air in system or excessivr· c arps of

refrigerant.
2. Condensor air passages clogged
3. Restriction incondenser, dehydrator ,
filter, or any high pressure line.

4. Excessive iol in coriipressor.
4 -
31
SWEARINGEN AylATION CORRORATION
MERLIN IIS MODEL USAAL26AT
Low Pressure/Compound Gauge High Pr ssure Gauge
Inches p
of Mercury
Vacuum
Manifold
To Compressor Center To Compressor

Suction Valve Hose Discharge Valve
FIG. 4 -
15 System Stable
With the Air Conditioning Freon System not operating, freon is in a normal
stabilization state. Gauges will read the same, and this reading will be
equal to the ambient temperature reading providing system is greater than
60% full.
4 -
32
SWEARINGEN

TRAINING MANUAL
ABNORMAL PRESSURE GAUGE READINGS
I. LOW SUCTION PRESSURE 1. Screen in expansion valve cloa .=
2. Restriction between receiver ar.d

HEAD PRESSURE NORMAL expansion valve.
3. Moisture in system.
4. Expansion valve closed if low y e, w
gauge reads a vacuum.
II. HIGH SUCTION PRESSURE 1. Improper operation of expansv e
2. Sensing element of expanslor -
HEAD PRESSURE NORMAL defective or making impropr- «nn'a
III. HIGH SUCTION PRESSURE 1. Compressor defective .
2. Compressor reed valve defoon

LOW HEAD PRESSURE
IV. EXCESSIVE HEAD PRESSURE 1. Air in system or excessivc c argi of

refrigerant .
2. Condensor air passages cloged

3. Restriction incondenser, dehydrator ,
filter, or any high pressure line.

4. Excessive iol in compressor.
4 -
31
SWEARINGEN AVIATION CORPORATIQN

TRAINING MANUAL
Low Pressure/Compound Gauge High Pr ssure Gauge
Inches 4
of Mercury
Vacuum
Manifold

FIG. 4 -
15 System Stable
With the Air Conditioning Freon System not operating, freon is in a normal
stabilization state. Gauges will read the same, and this reading will be
equal to the ambient temperature reading providing system is greater than
60% full.
4 -
32
SINEARINGEN AVIATION CORPORATION
MERLIN IIB -MODEL SA26AT
TRAINING MANUAL
Inches
of Mercury
Vacuum
Manifold

FIG . 4 -
16 System Normal
Air Conditioning Freon System operating in ideal conditions, everything

normal.
4 -
33

'
TRAINING MANUAL

**
lnches
of Mercury
Vacuum
Manifold
To Compressor Conter To Compressor

Suction Valvo Hose Discharge Valve
FIG. 4 -17
Hign Pr ::sure Pault
Air CondLtioning Freon System operating, gauges incicate a high pressure

line restricted.« High prossure gaugo climbs immediately. Low pressure
gauge may fluctuato, but romains in a normal position. Gauges should
be observed when system is started .
4 -
34
\ »SWE AVIATION
MNGEN
CORPORATION

TRAINING MANUAL
Iow Pressute/Compound Gauge High Pressure Gauge
Inches
of Mercury
Vacuum
Manifold
rr,u

Suction Valve Hose . Discharge Valve
FIG. 4 -
18 Low Pressere Fault -
Expansion Valve
With the Air Conditioning Freon System operating, gauges indicate a

defective expansion valve. The low pressure gauge will immediately
begin to fall and will eventually indicate a vacuum. The high pressure
gaugo will remain about the same or may eventually start climbing.
Gauges should be observed when system is started.
4 -
35
TRAINING MANUAL
Low Pressure/Compoura Gauge HIqh Pressure Gauge
Inches
of Mercury .-
Vacuum
Manifold
To Compt sor Center To Compressor

Suction Volve Hose Discharge Valv"
l'lC. 1 -
19 locoiver 'eryor rædt
With the Air Conditioning System operating, gauges indicato a restricted

dryer. The low pressura g<suge will tall very clewly, event.tally to a
vacuum. The high pressure qauge will climb at approximately the same
rate. Gauges should be observed when System is started.
4 -
36
SWEARINGEN AylATION CORPGAATION .

TRAINING MANUAL

Inches
of Mercury
Vacuum
Manifold

FIG . 4 -
20 Compressor Suction Test
With Air Conditioning Freon System operating, test compressor suction by

"front seating" compressor suction valve. "Front seat" compressor suction
valve by turning valve in to the full extent of its travel. Gauge will go to
a vacuum.
4 -
37
SWEARINGEN AVIAYlON CORRORATION

TRAINING MANUAL .

'
Low Pressure/Compound Gauge High Pressure Cauge
Inches
of Mercury F
Vacuum
Manifold

FIG. 4 -
21 Compressor High Pressure Test
With Air Conditioning Freon System operating, test compressor for high
pressure by "frõnt seating" compressor discharge valve. To "front seat"
compressor discharge valve turn valve in to the full extent of its travel.
Observe high pressure gauge while "front seating " compressor discharge
valve. Gauge will climb rapidly. DO NOT EXCEED 300 PSI.
4 -
38

TRAINING MANUAL
EVACUATING THE SYSTEM WITH VACUUM PUMP
1. Back-seat both valves on compressor by turning counter clockwise to the

full extent of travel.
2. Attach hose from low pressure gauge to valve on compressor marked

"S" (suction).
3. Attach hose from high pressure gauge to valve on compressor marked

"D" (discharge).
4. - Connect center hose from gauge manifold to vacuum pump.
5. Screw both valves on compressor in approximately two turns.
6. Open both valves on gauges approximately two or three turns.
7. Plug in vacuum pump.
EVACUATING THE SYSTEM WITH COMPRESSOR AS VACUUM PUMP
1 .
Back-seat both valves on compressor by turning counter clockwise to
full extent of travel.
2. Connect hose from high pressure gauge to discharge valve on compressor

marked "D" (discharge).
3. Connect hose from low pressure gauge to. suction valve on compressor
marked "S" (suction).
4. Front-seat discharge valve on compressor by turning clockwise all the

way in to its full extent of travel.
5. Make sure that the suction valve is open all the way per Item (1). Then
scrow in 1 or 2 turns .
6. Open high pressure gauge valve o service manifold.
7. Close suction gauge valve on service manifold.
8 -
Turn air condition system on and let run for approximately 30 minutes .
4 -
39
SWEARINGEN AylA FION CORPORATION

TRAINING MANUAL
PROCEDURE FOR FILLING SYSTEM WITH FREON
l. After the system has been evacuated and we have sufficient vacuum
showing on the gauge, close both gauge manifold valves, making sure
valves are closed good and tight.
2. Screw discharge valve on compressor all the way in and then back
out approximately two turns.
3. Screw suction valve on compressor all the way out then back in
approximately two turns .
4. Attach freon to center hose on gauge manifold.
5. Loosen center hose on manifold to bleed out air, freon container

valve slightly open.
6. Tighten center hose on manifold.
7. Fully open high pressure gauge valve on manifold.
8. Turn freon container upside-down and open container valve wide open.
9. Allow this to continue until both gauges equalize and stop climbing
or until freon container is empty, whichever may occur first.
10. To attach new container of freon, when necessary, close high pressure
gauge valve on service manifold, making sure that low pressure
gauge valve on service manifold is also closed.
11. Attach new container of freon and bleed air from service hose as
detailed in steps (5) and (6).
12. Suction valve on compressor will be in position as detailed in

step (3) .
13. Open low pressure gauge valve on service manifold.
14. Open valve on froon container.

SWEARINGEN
.
AylATroiv CORPORATION

TRAINING MANUAL
PROCEDURE FOR FILLING SYSTEM WITH FREON ( CONT.)
15. Operate freon system, making sure airflow is provided over both
condensers. Occasionally, at very short intervals, the freon
container may be turned upside-down for approximately 3 to 5
seconds and then returned to an upright position. This is referred
to as "charging the system in a gas state".
16. When the bubble in the sightglass disappears, the low pressure
gauge valve on the service manifold must be closed immediately.
17. Check that high pressure gauge valve on service manifold is

closed.
18. Back-seat both valves on compressor by turning out to the full

extent of their travel.
19. Shut off valve on the freon container and remove container.
20. Slowly open both valves on service manifold to "bleed off"

freon trapped in gauges .
21. Disconnect hoses from both valves on compressor.
22. Install safety cap on both compressor valve service fittings.
23. Install dust covers on both compressor valves.
4 -
41
SWEARINGEN
AVf ATION CORPORATION
TRAINING MANUAL
GENERAL DESCRIPTION
A stand-by oxygen system is installed as standard equipment on all

Merlin IIB aircraft. It is intended for emergency use in the event of
pressurization malfunction at altitude, but may be used for any medi-
cal purpose that may be necessary.
Oxygen outlets are provided at each seat location including the lava-
tory. Passengers are provided disposable masks stored in pockets in
the various seat backs. With the oxygen system "ON" oxygen will
flow anytime a mask is plugged into any outlet. For this reason all
masks should be unplugged when oxygen is not being used.
The crew is furnished permanent type masks as well as smoke goggles.

These are stored under the crew chairs in the cockpit. Flow control is
provided by a restricting orifice in the bayonet rather than in the outlet.
The orifice in the permanent crew masks provides twice the oxygen
flow provided in the passenger disposable masks. By having the orifice
in the bayonet the crew members will have'this additional flow regardless
of which outlet in the airplane they plug into.
Oxygen is stored in a 22 cu. ft. bottle located in the unpressurized nose

compartment. The bottle incorporates a pressure regulator, shut-off
valve, and external service connection. An Arens control from the bottle
to the cockpit provides the crew with "ON"-"OFF" control. The service
connection is located inside the access door on the left side of the
nose. The oxygen pressure gauge in the cockpit provides the crew
with a ready reference to oxygen quantity. The 22 cu. ft. bottle provides
oxygen for 8 people for one half hour. An oxygen duration chart is
provided and shows the hours duration versus number of people curve.
The oxygen system is normally serviced to 1800 psi.
4 -
42
.
SWEARINGEN
. .
AktATION CORPORATICOL
MERLIN 11B MODEL SA26AT

TRAINING MANUAL
OXYGENSYSTDi DISTRIBUTION
Lavatory Typical Outlet

outietrassenger connection
-,
Outlets
Crew Outlet
Pressure Gauge
Filler
TCoter st O er
To Filler
To Gauge
ToOutlets .........
Regulator
FIG. 4- 22 OXYGEN SYSTat SCHD1ATIC
4 -
43
SWEARINGEN AyiATION CORPORATION

TRAINING MANUAL
OXYGEN DURATION
I
I
OXYGENCHART
1600PSI, 18,000FT.
::llt 1 :D ::¡: .p
·
r .g ..
't ..
. iÃ: ii., l'
HOURSDURATION
FIG . 4 -
23 Oxygen Durati.on Curve
a - Ad

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MERLIN

MERLIN IIS-MODEL SA26AT

The following information comprises the Description and Operating Principles

For a comprehensive coverage of the aircraft and the Garrett/AIResearch

MERLIN IIS-MODEL SA26AT

Basic Aircraft and Aircraft Related Systems

Power Plants and Related Systems

Reference Tables and Charts

MERLIN 118 -MODEL SA26AT

The Merlin IIB, Model SA26AT, is a pressurized 8 10 place executive

MERLIN IIB-MODEL SA26AT

The Nose Section houses environmental components and electronics. The

The landing gear is conventional tri-cycle operated from a ringle elec-

MERLIN IIB-MODEL SA26AT

MERLIN flB-MODEL SA26AT

Length 40 ft. 3/8 in.

Cabin Height ¿ 4 gá 59 in.

Max. Continuous 665 SHP 705 ESHP-

Fuel Consumption 0.603 lb/ESHP/hr.Max.

MERLIN IIB-MODEL SA26AT

Cruise @ 15,000 ft. 295 MPH

MERLIN IIB-MODEL SA26AT

MERLIN IIB-MODEL SA26AT

AIRCRAFT RELATED SYSTEMS

MERLIN 118 -MODEL SA26AT

BASIC AIRCRAl'T & AIRCRAFT RELATED SYSTEMS

SIC AIRCRAFT 1-1

CCTR ICAL SYSTl:M 1-20

MERLIN IIB-MODEL SA26AT

MAIN WilEEL BRAKE SYSTEM 1-94

WARNING SYSTI:MS 1-123

PITOT/STATIC SYSTEM 1-127

MERLIN 118-MODEL SA26AT

ElGURE TITLE PAGE

l-1 Rivet Code 1-1

50% R.P.M. Ground Start -

Battery Only 1-30

APU or Gen. Operating 1-37

MERLIN IIB-MODEL SA26AT

FIGURE TITLE PAG_E

1-31 Elevator Down Spring l-69

MERLIN IIB-MODEL SA26AT

members and should be treated as such. Drilling, modification, or

Skin replacements should be made from material of the same thickness.

When pressurization is introduced the additional loads imposed on the

The following table contains the identification code cross reference

NAS CODE MS NUMBER AN NUMBER

FIG. 1-1 RIVET CODE

MERLIN 118 -MODEL 5A26AT

In order to maintain pressurization integrity it is important that

sealed. All other components piercing the pressure vessel or

MAIN CABIN ENTRANCE DOOR

While most aircraft have additional structure at the main entrance

There are seven of these latch assemblies installed, operated through

MERLIN IIB-MODEL SA26AT

MAIN CABIN ENTRANCE DOOR

Receptacle is mounted in Latch mechanism is mounted

FIG. 1-2 Cabin Door Latch Assembly

MERLIN 118-MODEL SA26AT

COCKPIT AND CABIN WINDOWS

Electrically heated flat glass panels are installed in front of each

WINDOW PANEL DATERIAL PART NUNEE2

Pilot's Windshield class -