500S MAINT·ENANCE MANUAL Section 1
·· General Information
• .. ~ .''
SECTION 1
GENERAL INFORMATION
TABLE OF CONTENTS .
Page
INTRODUCTION •.. .... .... .. . .• ..•. • ... , , • 1- 1
PRINCIPAL DIMENSIONS .. • .. • .. • .. • . . .. . . • 1- 1
General • . . • • . . • . . • . • . . . . . . • . . . . . • • • . . . • 1- 1
Wing ... • : . ......••. .. . • .... . ...•. . ..•. . 1- 3
HorizontalStabilizer and Elevators • • . . . . • 1- 3
vertical Stab1lizer and Rudder . . • . . . . . . . • . 1- 3
Fuselage ~ .. . . . . . . . . . . . . . . . . . . . . . . . . • . . . 1- 3
Areas • • • . • • . . • . • • . . • . . . • . . . . . . • . . . . • . . 1- 3
FUSELAGE AND WING SI'AT·IONS . . . • . . . . • • . 1- 3
AIRCRAFT STRUCTURES . . • • . .. .. .. • • .. . .. • 1- 3
Fusei.age •.....• .. •. ·•• •. . . . . . • . . • • . • . . . • 1- 5
Wing • .•. •..• .... ...•.. .. •. . •.. . .. ...••• 1- 5
• INTRODUCTION
. The Model 5008 is a high-wing, twin-engine aircraft ,
specifically designed for utility operation, i.e.,for
executive or cargo transportation. It is powered by
two Lycoming 10-540 Series, 290-horsepower engines,
which drive Bartzell 3-blade, constant-speed, full-
feathering propellers. This engine and propeller ·
combinatlon provides sufficient power. for optimum
aircraft performance to an altitude of 21,000 feet.
Structural integrity, flight safety, and mínimum
maintenance requirements are assured by the all-
metal construction and design of major airframe
components. The wing design and its position. in re-
lation to the fuselage provides a high lift capabillty
and the aircraft controllability desired for optimum
single-engine performance, .in addition to the capa-
billty for short-field operation. To assure maximum
structural strength and integrity the ali-metal fuse-
lage, wing~ empennage and engine. nac.elles are as•
sembled as a single unit. The design concept of the
aircraft embodies maximum safety, minimum mainte-
nance requirements and ease of accompllshing neces-
sary maintenance and servicing. Access covers,
doors, and quick opening engine .cowling provide easy
•
access to aircraft and .engine systems coinponeµts.
The retractable tricycle landing gear is operated hy-
draullcally during normal operation. An independent
. pneumatic landing gear extension system, which will
' extend the mil.n landiJig gear ·if the hydraulié sistem
Change 5
Page.
Empennage . . . . . . . . . . . . . . . . . . . . • . . . • • . • • 1- 5
AIRCRAFT SYSTEMS. . . . • . . . . . . . . • . . . . • . • • . 1- 5
Hydraulic System. . . . . . • . . . . • . . . • • . . • . • . . 1- 5
Power Plant • • •.• : • ... • . . • • . . • • • • • . • • • • • • 1- 7
Fuel System ....... . . . .....• ~ . . .. . • • . . . . 1- 7
Landing Gear, Wheels, and Brakes . . . • . • . 1- 7
Flight Controla . .. . . ........ , . . . . . • . • . . . 1- 7
Instrumenta • . . • . •. . .. , . • • . . . • . • . . . . . . . . 1- 7
Heating and Ventilating ... ... .. ... . ..... . . 1- 8
Electrical System . . . . . . . . . . . . • • • . . . . • . • . 1- 8
Optional Equipment • . • . . . . . • . • . . . . • . . . . . 1- 8
should fail, a lso assists in extending the gear during
normal operation. Passenger and crew comfort are
assured by the design of the seating and interiors,
which are completely insulated and upholstered f9r
noise abatement, warmth, and appearance. :,;the
cabin, which will seat up to five passengers in ad'di-
tion to the pilot and copilot, may be furnished Vlith
severa! different seating arrangements and a variety
of accompanying fixtures. Entrance doors located
on the left side of the fuselage provide access to the
cabin area. The heigbt (18. 5 inches) of the door
above the ground affords easy entrance or l~ding of
cargo into the cabin. A separate baggage eompart-
ment, which contains an additional 32 cubic feet of
storage space, is located aft of the main cabin and is
accessible through a door on the left side of the fuse-
lage.
PRINCIPAL DIMENSIONS )!
GENERAL.
Wing Span •. ••....•.. •. . 588. 56 inches (49'-0. 55 11) 1
Overall Length
Aircraft Serial Numbers 1755 thru 1876 -
....• : . .. ..... .. .. . 421. 25 inches (35 1- 1. 25 11)
Aii:craft Seria,t Numbers 305Q thru.30~5 ~
. .... . .. . ......... 439.25 inches (36'-7. 25'?
. 1-1
 5008 MAINTENANCE MANUAL
. .'. ,-.. , . ; •'
• Aircra!t Serial Numbers 3076 and Subsequent -
... , •.. .... .• , • . • . 441. 72 inches (36' .. 9. 72")
Height to Top of Vertical Fin
Aircratt Serial Number• 1755 thru 3075 -
, •.. ....... . . .• •. • 174. 00 inches (14'-6. 00")
Aircraft Serial Numbers 3076 and Subsequent -
•• • • • , . • , .•... , , . • 176. 20 inches (14'-8. 20")
Propeller to Gnd Clearance •• 27. 30 inches (2.' -3. 3")
Ma1n Gear Tread .. • .. . • 155. 00 inches (12'-11. 011)
Main Gear to Nose Gear•. 167. 81 inches (13'-11. 81")
Empty Weight . .
Aircra!t Serial Numbers 1755 thru 3075 -
• • • . . . . . . . • . . • . • . . . • . • . . • . . . . . 4190 pounds
Air craft Serial Numbers 3076 and Subsequent -
. . . . . • . . . . . . . • • . . • . • • . • • • . . . • . 4608 pounds
Gross Weight . . . • • . • • . . . . . . • • . • • • . . . 6750 pounds
WING
Type •... , ••....•. ... . Hlgh-Wing, Full Cantilever
Alrfoll Section (Chordwise) .• ; .• . ..•. • • NACA 23012
Root Chord . . .. ... . . ....... . ....... . 100. 00 inches
Tlp Chord • • . • • . • .. • • . . . • • .. .. . . .. . 25. 42 inches
Mean Aerodynamic Chord • . . • • . . . . . . . 70. 05 inches
Angle of Incidence, Tip • . . • • . . . • . . . • • . . • • . . 3. 5º
Dlhedral (at Lea.ding Edge) . • • . . . . . . . . • . • . . . . 4. Oº
Sweep Angle (at Trailing Edge) • • . . . . . • • . . . • . 3. o0
Aspect Ratio •• . . .... •. •. , . • . • • . . . . • . . . • • • . 9. 45
C. G. Limit, Groas wt. FWD . ..• •.... •.•• 20% MAC
•
C. G. Limit, Gross Wt. AFT • ..•.• • ......• 32% MAC
Flap Travel, Down ; . . .. . • • . •. .. • • . .... . .. 40 (!2)º
HORIZONTAL STABILIZER ANO ELEVATORS
Span . . • . • • • • . • • . • • • • . 200. 95 inches (16'-8. 95'?
Alrfoil Section . . ... . .. .. .. ... . ...... . NACA- 0011
Root Chord .. . .. .. .. .. .. . . . .. .. . . . . 57. 75 inches .
Tlp Chord •. .• . .. ..... •• , . . . . . . . • . • 19. 03 inches
Mean Aerodynamic Chord , • • • • . . • . . • 41. 15 inches
Angle of Incidence . •. .. . . . . .... •... , . • . . • . O. 75º
Dlhedral (at Lea.ding Edge) .. .. ...... . . . ... . 10°
Aspect Ratio . • . . • . . • . . • . • • . . • . • . • • • . . • • . • 5.18
Taper Ratio . . • . • . • • . . . . . • . . . • . . • . . . . • • • . . . 3. 01
Elevator Travel - UP . .. ... ... .. ...... 30 (+1, -O)º
. . - OOWN . •••.•• •• . . , •• .10 (+2, -O)ºo
Tnm Tab Travel - UP .. . . ..... .... 2, 5 (+2, -O. 5)
- OOWN... ..• . • . . . 26 (+2, -O)º
VERTICAL STABILIZER ANO RUOOER
Helght (Above Top of Fuselage)
Alrcra!t Serial Number s 1755 thru 3075 -
. . • . . . . • . . • . . . . . . . . . . • . . . . • • . 100. 00 inches
Aircraft Serial Numbers 3076 and Subsequent -
.. . . •. ..... . . • ....•• . ...... •• 102. 20 inches·
Airfoil Section (Normal to 5o% Chord) . • • NACA 0009
" Root Chord ........ . ••.• .. . ... .... .. . 76. 34 inches
Tlp Chord .• .. .. . • . .• .. .• •• .• , • . .. .. . 36. 55 inches
•
Mean Aerodynamlc Chord ..... . . .....• 58. 65 inches
Rudder Travel - L and R .. .. . .. .. . . .. 20 (+2, -O)º
T rim Tab Travel - L and R • . . ...•.. . 26 (+2, - O)º
SecUon I
" · ... ' ';~ .·, ~r G1menl Wl>fmatton
FUSELAGE
Door Lével Abov~ Ground . . , •• , •• , , . • 18. 50 inches
Cabln Door, Aft - Height •. . . . . . . . •.• . 45. 00 inches
- Width ..... .. ... . . . . 28. 00 inches
Cabln Door, Fwd - Height . ••. .. . . . ... 46. 00 inches
· - Width . ... ... .... .. 2 3. 00 inches
Cabin Interior - Helght . •. . •• ..... ..• 53. 00 iriches
- Width : .. . ... .. .... . . 52. 00 inches
- Length .... ; .... .. .. 127. 50 inches
- Volume ... . .. : • . . .. . 177. 00 cu.ft.
Baggage Door - Height •.... .• .• •... •• 23. 00 inches
- Width • . • • . •. .• • . . . .•. 19. 00 inches
Baggage Compartment Interior -
- Height .. ......... ... .. 41. 00 inches
- Width .. . : ........ ... . 47. 00 inches
- Length .. .. ...... . ... ~ 31. 00 inches ·
- Volume . • • . • . . • • . . . . . 32. 00 cu.ft.
AREAS
Wing ; •. . . • .•..... .. ... . . . •••. , . • . 255. 00 sq.ft.
Ailerons (10. 26 sq.ft. each) , . ; . . • . . • • 20. 52 sq.ft.
Flaps (10. 60 sq.ft. each) . . . • • . . . . . . . . 21. 20 sq.ft.
Horizontal Stabillzer (incl. elev) . . . . . . 53. 60 sq.ft.
Elevator {incl. trim taba) • . . • . . . . . . . . 20. 54 sq.ft.
Vertical Stabillzer (incl. rudder) . . . . . • 39. 40 sq.ft.
Rudder (incl. trim tab) • • • . . . . . . . . . . . 15. 40 sq.ft.
FUSELAGE ANO WING STATIONS
The station diagram shown in Figure 1-2 provides a
convenient method far 1dent.1fying and locating refer.-
ence points on maj ar components of the fuselage and
wings. These reference p<>ints are numbered in
lnches. The fuselage station ·zero reference point is
located approximately 37 inches aft of the nose of the
aircraft on Serial Numbers 1755 t,braugh 187.§., and
approximately 55 foches on aircraft with Sertil Num-
bers 3050 and Subsequent. Frame statlons forward of
fuselage station zero are preceeded by a minus sign
inclicating the positlon forwardof statlon zero. Fuse-
lage stations aft of station zero are in plus measure-
ments. Rib stations of the wing and horizontal stabi-
·lizer are measured from the centerline of the fuselage
outboard, along the surface leading édge. The·top of
thc fuselage repres enta the fuselage reference plane
(Z=O). All measurements above Z-zero are posltive,
while all measureinents below the fuselage reference
plane are negatlve. References to fuselage and w1ng
station numbers and Z linea are used as a means of
pin-pointing the location of structural and system
component installattons.
AIRCRAFT STRUCTURES
The aircraft structure is divided into three major
assemblies: the fuselage, wing and empennage. Re-
fer to Figure 1-3 Structural Di.agram. ·· ·
1- 3
 ... . .·
500S MAINTENANCE MANUAL
FUSELAGE
The fuselage consists of three main sections: the
nose section, center fuselage section, and the aft
fuselage section. The nose section is constructed as
a complete unit and is joined to the center fuselage
section at fuselage station 5. 50. The nose section
houses the nose landing gear, cabin heating equip-
ment, power brake valves, landing lights (Serial
Numbers 1755 through 1876), andrelated componente.
A longer aerodynamic nose has beenadded to aircraft
Serial Numbers 3050 and Subsequent. Nose landing
gear doors, which open and close as the landing gear
is extended or retracted, form an aerodynamically
smooth nose section during fllght. Access covers
are installed in the nose section toafford easy access
to equipment installed in this section. The center
fuselage extends from the bulkhead at fuselage statton
5. 50 a!t to fuselage station 180. 00, where it is joined
to the aft fuselage. The center fuselage contains the
main cabin, baggage compartment, doors and windows.
The new eyebrow windows have been added to aircraft
Serial Numbers 3076 and Subsequent. A bulkhead
located at fuselage station 134. 00, sepa.ratea the
main cabin from the baggage tompartment. The
center fuselage section is of conventional semi-
monocoque construction, with four channel longerons,
one above and one below the windows on each side of
the fuselage, to resist longitudinal stresses. The
floor of the center fuselage section . contains two
longitudinal beams, and bulkheads between the fuse-
lage frames and lower sldn to provide a rugged sup-
po~t for the fioor. Sturdy, removable aluminum
floor panellng, supported by the longitudinal beams
and bulkheads, extends from the bulkhead at station
5. 50 aft through the baggage compartment. These
panela afford access to the control cables, fluid
pressure and vacuum Unes, whichrun under the cabin
floor. The center wing structure is permanently at-
tached tothe center fuselage sothat a part of the wing
torque is absorbed by the fuselage structure. The
a!t fuselage section is permanently secured to the
centerfuselageat fuselage station 180.00 and provides
structural attach points for the empennage fllght sur-
faces and controls. lt aleo contains the battery com-
partment, master power panel, and control cables
for the elevators and rudder. These control cables
are routed along the top and bottom of the aft fuselage
to the rudder bellcranks and elevator torque transfer
tube. - HYDRAULIC SYSTEM
WING
The wing is. of full cantilever stressed skin design
and is supported by the certer fuselage. Two spars,
extending from wing tip to wing tip, and Wagner beam
bulkheads are used to form the box beam construction
of the wing. Extruded bulb angle longerons, running
spanwise with the upper and lower skins, provide
additional structural strength. The wing. is installed
on the upper center fuselage section as a single unit.
It is secured to the fuselage by load-bearing bulk-
heads, which are permanently secured to the forward
. .
Section I
General' Information
and aft wing spars. Landing gear truss forgings,
permanently aecured to the forward and aft wing spars,
provide aitachment and pivot points for the main land-
ing gear trunnions. Inspection plaies, located in the
lower wing sldn provide access for inspection of the
landing gear attach points. Each landing gear trues
forging extends forward to the engine firewall to pro-
vide the attach points for the engine mount. Two fuel
cella are installed in each wing between the engine
nacelles and the fuselage. An additional fuel cell is
installed in the center wing, directly above the baggage
compartment. Retractable landing lights are installed
in the wing as standard equipment on aircra!t Serial
Numbers 3050 and Subsequent. Hydraulically operated
wing flaps are installed on the lower aft side of each
wing. Inboard flap sections extend from the fuselage .
to the engine nacelles, and outboard flap sections ex-
tend from the outboard side of each nacelle to the
ailerons. The flaps are attached to the wing with
lúnge bracket assemblles containing sealed bearings.
Extension and retraction -of the wing flaps is syn-
chronized by a cable and sheave arrangement. Metal
ailerons, which extend outboard from the óutboard
flap sections to wing station 257. 00, are lúnged to
brackets attached to the a!t wing spar.
EMPENNAGE
The empennage, which consista of the vertical and
horizontal stabillzers, is permanently attached to the
aft fuselage section. A metal rudder is hinged to the
vertical stabilizer, and metal elevators are hinged to
the horizontal stabilizer. Ali hinge points contain
sealed bearings. The rudder and elevators are con-
trolled by cables attached to the control surface bell-
crank torque tubes. Coitrollable trim taba are in-
stalled on both the rudder and elevators. Fillets,
fairings, anda fiberglass tail cone complete the em-
pennage assembly. A sllghtly different vertical
stabilizer cap and extended fuselage tail cone are in-
stalled on aircra!t Serial Numbers 3076 and Subse-
quent.
AIRCRAFT SYSTEMS
The landing gear, wheel brakes, wing flaps, and nose
wheel steering systems ,a re operated by the aircraft
hydraulic system. Hydraullc pressure is supplied to
the system by an engine-driven hydraulic pump in-
stalled on each engine. Hydraulic pressure is main-
tained between 1050 and 1075 psi by the regulator
function of the accumulator-regulator, located in the
aft part of the left wheel well. If the hydraullc pres-
sure regulator valve should malfunction, a bydraullc
pr_e ssure relief valve wiU direct ali fluid in excess of
1300 psi back to the hydraulic reservoir. An auxiliary
hydraulic system is provided to operate the wing flaps,
brakes, and nose wheel steering if both engine-driven
1-5
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* EFFECTIVE SERIAL NUMBERS 3050 AND SUBS
EXTENDED NOSE
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** EFFECTIVE SERIAL NUMBERS 3076 AND SUBS

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 500S MAINTENANCE MANUAL
pumps should become inoperative or tbe hydraulic
system fluid supply is depleted. The au:!iliary by-
draulic system receives fluid pressure from an auto-
matically energized, electrtc motor-driven pump
which obtains hydraulic fluid from a reserve supply
of fluid trapped in the hydraulic reservoir.
· POWER PLANT
'l'woLycomingModelI0-540 Series, wet sump, direct
drive, 290-borsepower engines are installed on the
aircraft.- VibraUon isolators, which dampen engine
and propeller vibration, support the engine on the
forged aluminum engine mount beams bolted to the
landing gear trusses. Each engine drives a Hartzell
all-metal, 3-blade, constant speed, full feathering
propeller. . The Model HC A3VK-2A/ 8433-4 propeller
I
~ us~ ~-air~r~tserlal nu~~ers 1755 t!lr~_g!l_l053J
and Model HC-C3YR-2/ C8468-6R or HC-C3YR-2UF
FC8468-6R is used on aircraft serial numbers 3Ó54
and subsequent. Engine cowling consiste of two si.de
cowl doors on each side of the engine anda top cowl
panel. The cowl doors are hinged at the lower side
of the. nacelle and latched at the top. Cowling doors
may be quickly lowered to provide ready access to the
engine for inspection, maintenance, and repair. The
complete cowling may be .removed to facllitate engine
removal and replacement, or other maintenance re-
quiring complete access to the engine. Adjustable
éowl flaps are located on top of the nacelle for con-
trolling cylinder head temperature during fiight. All
engine accessories except the generator are attached
to mounUng pida on the engine .
FUEL SYSTEM
The fuel system contains five fuel cella, and has a
total capaclty of 150. O to 159. O U. S. gallons. All fu el
cella are interconnected and vented, and funcUon as a
single tank system. Fuel is supplied from the sump
in the center fuel cell througb shutoff valves and fuel
filters to a positive displacement fuel pump ihstalled
on each engine. Two electrically operated fuel boost
pumps, installed in the fuel sump, provide positive
fuel flow for starting, takeoU, landlng, and emer-
gencies. The filler port for the fuel system is located
on top of the right wing between the engine nacelle
and fuselage. · the right aileron. The wing flaps are operated hy-
LANDING GEAR, WHEELS, AND BRAKES
The retractable tricycle landing gear is operated by-
draulically; however, should a failure occur in the
normal hydraullc system a pneumatic system is pro-
vided for emergency extension of the main landing
gear. The nose landing gear is held in the up position
••
by hydraulic system pressure andwill free -fall tothe
down and locked position if normal hydraullc system
pressure is lost. Mechanical uplocks hold the main
landing gear in the retracted posiUon. Emergency
lowering of the main gear is accompllshed by placing
the landing gear control lever in OOWN position to
Challge 5
Section 1
General lnformation
release hydraulicfluid trapped in theuplock cylinders
and allow the uplock springs to release the uplocks.
· Nitrogen pr!ssure from the emergency landing gear
extension system forces the main gear to the locked
position. During the retraction cycle the main land-
ing gear strut interbody is rotated 90 degrees to per-
mit the landing gear wheels to lle flat within the na-
celle wheel well. Mechanically actuated landing gear
doors on the nacelle enclosethe mainstrut body with-
in the nacelle. The nose landing gear, which retracta
into a wheel well in the nose section, is completely
enclosed by mechanically operated wheel well doors
when the gear is retracted. N·ose and main, landing
gear wheels are machined in two sections frciin mag-
nesium alloy. The matched wheel halves lft.e held
together by steel bolts and self locking nuts,", Each
wheel half has a tapered roller bearing which seats·
in a hardened. steel cup. The main wheel asseniblles
are interchangeable but the balanced wheel,,halves
are not. Hydraullcally actuated disc brakes, i~talled .
on each main landing gear ~heel, are indiyidually.
actuated through the power brake valve when pr essure
is applied to tbe rudder-brake pe da 1s. Parking
brakes, which operate from the main or auxiliary
system hydraulic pressure, are engaged by applying
toe pressure on the rudder-brake pedals and engaging.
the parking brake control knob on the left side af the
control pedestal. The nose wheel steering system is
hydraullcally operated and controlled by depressirlg
the rudder-brake pedal. Initial depression of the
pedal starts thenose wheel turningtoward the desired
direction, while further pedal pressure resulta in a
cornbination of nose wheel steering ánd main wheel
braldng to turn the aircraft. The maximum turn of
the nose wheel is 45 degrees left or riglt of the air-
craft centerline. A bypass valve in the nose steering
system prevente the nose wheel from being turned
when the nose landing gear is in the retracted posiUon.
FLIGHT CONTROLS
The aircraft is equipped with a dual fllght control sys-
tem, which utilizes conventional control columna,·
control wheels, and rudder pedals to operate the pri-
mary fllght control surfaces. Trim taba, located on
the rudder and elevators are controlled by rotating
the trtm tab control wheels, located in the overhead
trtm tab control panel. A fixed position ground ad-
justable trim tab, is installed on the trailing_edge of
draulically and controlled by a lever on the right side
of the engine control pedestal. A control lock, which
may be installed between the rudder pedals and the
control column, secures all flight controla in the
neutral positlon when the atrcraft is parked.
INSTRUMENTS
All instrumenta except the magnetic compasa are
located in shock-mounted instrument panela. Tbe
instrumenta are visible to both pilot and copilot and
are individually lighted by two small bulbs 1n addition
to indirect overhead lighting. Power plant instrumenta
are grouped in the center instrument .panel, and flight
1-7
Sectl,on I 5008 MAINTENANCE MANUAL
Gen~ral Information
instrumenta are located in the pilota instrument panel
A dual pitot system supplles impact air pressure to
operate the airspeed indicator, anda dual static sys-
tem supplies atmospheric pressure for operating the
altimeter and other fllgbt instrumenta which depend
on static pressure for operation. A variety of instru-
ment combinations and panel configurations are avail-
able for optional installation.
HEATING AND VENTILATING
The forced air heating and veitilating system provides
heat and ventílation to the cabin. Heat is obtained
from a fuel-ftred combustion heater, lócated in the
nose section. Ram air, obtained through ram air in-
lets in the nose of the aircraft, is utillzed during
flight, while a blower furnishes air through the sys-
tem when the aircraft is on the ground. Temper~ture
of the air ertering the cabin is controlled through the
warm air, increase heat, and fresh a1r controla in the
pilota compartment. Exhaust vents on both sides of
the cabin permit a complete change of cabin a1r every
two minutes. Fresh air is also supplled to the pas-
sengers through six overhead air inlet valves in the
passengers area. Ram air isdirected to these valves
through two air scoops, one on each side of the upper
forward fuselage.
ELECTllCAL SYSTEM
The 28-volt de electrical system obtains power from
1-8
two 12-volt batteries and two engine-driven 28-volt
50-amp generators. .Current is normally supplled to
the systemfrom the generators or alternators. -When
generator or alternator output is not available elec-
trical pÓwer is supplled from the battertes tnstalled
in the aft fuselage. .A ground power receptacle, lo-
cated behind the battery compartment access door in
the aft fuselage, may be used for coMectinp; a 28-
volt de ground power unit to the aircraft de power
system for engine starting or maintenance. The
electrical system is a convenUonal single wire sys-
tem, utilizing voltage regulators, overload circuit
breakers, parallellng relays, and cutout relays to
regulate generator or alternator voltage and protect
the electrical system. ·
OPTIONAL EOUIPMENT
The aircraft may be modified to furnish severa! op-
tional equipment installations, which afford increased
operational capability and flight safety. Wing and
empennage and propeller deicing systems may be in-
stalled for ice elimination during fllght. Propeller
unfeathering pumps, electric windshield wipers, and
an oxygen system are also available. Other optional
equipment installations include engine hbur meters,
retractable wing landing lights (alrcraft serial num-
bers 1755 thru 1876), 70 ampere alternator, 100
ampere alternator, and autopilot installation. These
optional installations may be installed at the factory
during manufacture of the aircraft, or may be in-
stalled after the aircraft has been dellvered.
•
 5oos MA1NTENANCE MANUAL Section Il
Ground Hanclllng, Servicing

•• SECTION 11
and Airframe Maintenance

GROUND HANDLING,
SERVICING AND AIRFRAME MAINTENANCE

TABLE OF CONlENTS
Page Page
GENERAL .•......••• · · · · • · · · • · · · · • · · · · · • · 2- 1 OPTIONAL EQUIPMENT SERVICING ......... 2-15
GROUND HANDLING .....•. . .. · · · · · · • · · · · · · · 2- 1 Oxygen System . .. . .............••...... 2-15
Towjng . . ... •.....•.... • . · · · · · · · · · · · · · · 2- 1 Prope ller Deicer s . • . . . . . . . . . • . . . . . . . . . . . 2-15
Taxiing ... ..• •. . .•.... •. · · · · · · · • · • · · · · · 2- 3 Windshield Alcohol Deicer . • .• .......•... 2-15
Parking ...•...... · · · · · · · · · • · · · · · · · • · · · · 2- 3 Wing and Empennage Deicer ......•..•.... 2-16
Mooring .....•..•....••...... . · · · · · · · · · · 2- 3 AIRFRAME MAINTENANCE ................ 2-16
Jacking . •... ....... ..•....... · · · · · · · • · • 2- 3 Interior Cleaning ............ .• .......... 2-16
Levellng ...• •.. .-••....• • ... .... · · · · · · · · 2- 4 Exterior Cleaning ....................... 2-16
COLO WEATHER OPERATION .. • .. .. .. . .. . . 2- 4 Couch and Seats •.•••.•••.•••••• •.••••• • 2-16
1 Cold Weather Maintenance Hints . . . • . . . . . . 2- 4A Exterior Lighting ... . ......... ...... ... . 2-17
GROUND EMERGENCY PROCEDURES . • . . . . . 2- 5 Interior Lighting . .. . .. .. .. • . . . . . .. . . .. .. 2-17
Engine Fires ..•..•. • ....•.. . . · • · • • • • · · · 2- 5 LUBRICATION . , •... .•. ....... .•...... •• • · 2-17

•
Electrical Fires .......•.... • . • • · . · · · · · · 2- 5 STORAGE ......•....•..........•.•.. • · · · · · 2-17.
Emergency Exit and Entry ........... · .. · · 2- 7 28 Days or Less .............••..•...... 2-17
GROUND OPERATION OF ENGINE(S) ....... . 2- 7 28 Days or More .......... ... ........... 2-17
' .. Exterior Prestart Check ........... .... · 2- 7 Returning Aircraft to Service . . . • . . . . . . . . 2-18
Cockpit Prestart Check ................. · 2- 7 SCHEDULED INSPECTION AND MAINTE-
Starting Engines ....•...... .. . · · · · · · · · · · 2- 7 NANCE REQUlREMENTS ...•..•.•• •..•... •. 2-26
Engine Operational Check . . . . . . . • . . . . . • . . 2- 8 Part 1, Preflight Inspection ••.••.... .. .. • • 2-26
SYSTEM AND COMPONENT SERVICING. . . . . . 2- 8 Part Il, Postfllght lnspection •• . • •..••• • .. 2-27
Hydraulic System ............. · · .. · · • · · · 2- 8 Part III, Perlodic Inspection ••• ..•. •••..• 2-28
Engine 011 System .. . . . . .. . . . . .. . .. .. . .. . 2- 9 Part IV, Special lnspection Requirements .. 2-33
Engine Induction Air Filter Cleaning • . . . . . 2-10 Part V, Overhaul or Replacement Sche<ille . 2-37
Fuel System ..... , ........ .. .•. . ........ 2-11 Part VI, Test Flight lnspectlon Requlre-
Landing Gear, Wheels, and Brakes ....... 2-12 ments ..•.•.•....•.......•...••..•.. • 2-39
Batteries • . . . . . . . . . . . . . . . . . . . . . . . . . • . . . 2-13

GENERAL GROUND HANDLING

Standard procedures for ground handling, servicing, lOWING

airframe maintenance, and lubricationare included in
th1s seclion. Adherence lo these procedures 9n a
scheduled basis can save many hours of maintenance
and aircraft down time, When a system component
requires service or maintenance other than that out-
lined in this section, refer to the applicable Section
of this manualfor complete iniormation.
Movement of the aircraft on the ground may be ac-
compllshed by the following methods:
a. Pulling and guid.ing wllh nose gear tow bar.
The nose wheel may be turned a maximum of 45 de-
grees lo the left or right of center. Minimum turn

Change 2 2-1
Section II 5008 MAINTENANCE MANUAL
Ground Handling, Servicing
and Airframe Maintenance

- - - - - - - - ------..
- .........
.......
~
'" '
'\.
24'-6" . \
\

\
\
\
\
51' -10"
\
27'-4"
1 76'-4"
1
1
I
- - -- /
/

/
I
/
/
/
ce
/
/
/

- _,., /

• EFFECTIVE SERIAL NUMBERS 3076 AND SUBS

VERTICAL STABILIZER CAP

14' -6.00"
.¡ •14'-1.20"
---~1~~~~~~~~~~~~--T
7'-10" 7'-2"

22 30

Figu re 2-1. Minimum Tu rning Distances

2-2
.,
5008 MAINTENANCE MANUAL
1
'·
EFFECTIVE SERIAL NUMBERS
1855 AND SUBS
EFFECTIVE SERIAL NUMBERS
1755 THROUGH 1847
figure 2-2. Controls Lock
radii are shown in Figure 2-1. Nose wheel tow limita
are marked on the fuse~e nose cap and must be
strictly observed to prevent nose gear damage.
b. Rotating aircraft aft on main landing gear and
towing backWards. The main wheels are near the
center of baliñce, and two men can easlly lower the
tall and move the aircraft with llttle effort.
c. Attaching rope harness to main landing gear.
Thls method is to be used when towing aircraft for-
ward through · snow and over soft or muddy ground.
Use tow bar to steer aircraft.
TOWING PRECAUTIONS:
a. Never push, pull, or llft aircraft by use of con-
trol surfaces. Observe all 'NO PUSH' areas.
b. Never use nose gear strut body or tail skid as
an attach point for towing.
c. Never place undue strain on aircraft when tow-
ing, and avoíd jerky motions.
d. Do not use ropes attached to malngear for tow-
ing aircraft backwards through mud or snow.
TAXllNG
Before attempting to taxi aircraft, maintenance per-
sonnel should be 'checked out' by quallfied personnel.
When it is determined that propeller blast area is
clear, apply power to start taxi roll and perform the
following checks:
a. Taxi a few feet and check brake operation.
b. While taxllng, make slight turns to determine
that nose wheel steerlng is operative.
c. Avoid taxiing over ground containing loose
stones, gravel, or other loose material that may
Change 2
Section 11
Ground Handling, Servicing
and Airframe Maintenance
22 J l A4
cause foreign object damage to propellers, nacelles,
or other aircraft in the area.
d. Never taxi with flaps extended.
e. Minimum turning distances shown in Figure 2-1
must be strictly observed.
f. Taxi wlth propellers inhlghrpm andobserve aU
engine operating limita.
PARKING
Head aircraft into wind and set parking brake. Do
not set parking brake during cold weather when ac-
cumulated moisture may freeze in brakes, or if brakes
are overheated. Close cowl flaps, instan interna!
control lock (Figure 2-2) and pitot covers, and place
chocks under wheels.
MOORING
Park aircraft as previously outllned. In winds up to
20 knots, secure the main gear and moor aft fuselage
at tan skid. For winds above 20 knots, tie nose, tail
skid, and main gear (see Figure 2-3), and install ex-
terna! control surface locks. Hangar aircraft when
predicted wind velocity exceeds 60 knots. Wh.en moor-
ing aircraft, use 3/ 4-inch manila rope .and~employ a
clove hitch or other anti-slip knot. Leave ,sufficient
slack to permit the rope to shrink without damaging
aircraft. ·
JACKING
·''
Aircraft jacking should be accompllshed in a hanga:r:
unless wind is calm. Secure a telescoping tail stand
2-3
Section Il 5008 MAINTENANCE MANUAL
Ground Handling, Servicing
and Airframe Maintenance
Figure 2-3. Mooring
weighlng at least 300 pounds and having a height of
56 inches to the aircraft tail skid with a 1/ 4-inch bolt
(see Figure 2-4). Attach jack pads provided with air-
craft, to the under surface of wings, outboard of each
nacelle. Use tripod jacks, with a minimum height oí
66 _inches and an extended height of 78 inches. Posi-
tion jacks under jack pads and raise aircraft until
wheels clear ground.
Aircraft will tip either fore or aft when
on jacks; therefore, tail must be both
supported and weighted. Support tail
ofalrcraft anytlme it is necessary for
personnel to enter aft fuselage.
The nose gear may be raised without the use of jacks,
by lowering aft fuselage and securing with weighted
tail stand. Each main landing gear can be individually
raised by using a hydraulic ·jack, positioned under
jack pad at the bottom of the strut fork. Raising an
individual maln landing gear by us.e of a single wing
jack)s NOT recommended.
LEVELING
Leveling of the aircraft is required for weighing and
callbratlon of the fuel quantlty indicating system.
To leve l the aircraft laterally, place a spirit level
across floor beamsof cabinfloor immediately forward
of the rear seat. Deflate tire or strut on the high
2-4
DO NOT TIE ROPE
TO SCISSORS 22 32
side until spirit level indica.tes the aircraft is leveL
For longitudinal leveling, place a spirit level in a
fore and aft position ontop centerline of the fuselage
immediately aft of fuselage station 180, OO. húlate or
deflate the nose tire until the aircraft is level. For
more positive levellng, place the aircraft on jacks.
This method shall be used when callbrating the fuel
quantity indicating system, as the aircraft must be
perfectly static during the calibrating procedure.
COLO WEATHER OPERATION
Aircraft operation in cold weather creates a need for
additional maintenance practices and operating pro-
cedures that are not required in moderate tempera-
tures. Basic winterization equipment, available from
the factory as Custom K.its, is required for safe
cold weather operation of the aircraft. Whenever
possible, shelter aircraft in a heated hangar to pre-
vent frost, ice, and snow accumulationwhich requires
adcled maintenance time to remove. These weather
elements, if allowed to accumulate only a fraction of
an inch in thickness on the critical airfoils and con-
trol surfaces, seriously degrades aircraft lift and
flight control effectiveness. The possibility of air-
craft system failures is increased when the aircraft
is parked ·where wind driven snow or freezing rain
can be forced into the engine induction air inlet, fuel
and static vents, heater ram air inlets, pitot tube·s ,
and wheel wells. If aircraft is to be moored outside
in extreme cold, the battery should be fully charged
so it will not freeze. Make certain all vents, air in-
lets, static ports, etc. , are covered. Make certain
cowl flaps are closed. The engines should be pre-
heated ü aircraft is parked in tli.e open when
 Section II
5008 ?MIN'I'ENANCE MANUAL Ground Handling, Servicing
and Airfrarne Maintenance

•
'
ternperatures are extrernely low. Locating the air-
craft inside a heated' hangar is the rnost effective
rnethod of preheating aircraft. Auxiliary ground
heating units may be used to preheat the engi.nes.
This will rnake starting easier and assure proper en-
gine lubrication at the initial engine start. Always
use an external power source to start the engines.
General Aviation Divisions ' Service Departrnent is
available to advise operators having any particular
c9ld weather operation problems.

COLD WEATHER MAINTENANCE HINTS

Inforrnation contained below is intended only for the
purpose of supplementing existing inforrnation in this
manual, when operating aircraft in cold weather.
Keeping aircraft in top rnaintenance condition during
cold weather operations can not be overstressed.

BATTERIES. Batteries should be maintained at full

charge during cold weather to prevent freezing. After
adding water in freezing temperature, charge battery
to mix water and electrolyte. A frozen battery may
explode when subjected to a high charge rate. Cor-
rosive darnage to the area adja.cent to an exploded
battery will result if the electrolyte solution is not
removed. Instructions for removing spilled electro-
lyte are provided in this section. Batteries should
be removed and stored in a warm place, if the air-
craft is to remain idle for an extended period of time.
An electrical external power source should be used

Change 2
2- 4A/ 2-4B
 5008 MAINTENANCE MANUAL Section ll
Ground Handling, Servicing
and Airframe Maintenance

MAXIMUM HEIGHT - 78"

MINIMUM HEIGHT - 6611

HYDRAULIC JACK

ADJUSTABLE
TAIL STAND
WEIGHT - 300 LBS

22 33

Figure 2-4. Jacking

for engine starting, to conserve battery power. GROUND EMERGENCY PROCEDURES

FUEL SYSTEM. Condensation is more likely to occur
in cold weather dueto a more rapid and positive divi-
sion of moisture content from other fuel properties.
If at all possibíe, use fueling facilities that filter
moisture from the fuel If fueling facilities with
fllters are not available, filter fuel through a good
grade chamois. Fill tanks with correct grade (octane)
fuel as soon as possible after landing to reduce the
possibility of condensation and ice formation in the
tank. Fuel extracted from the fuel tank drains befare
engine starting, deserves a more critical examination
when aircraft is being operated in cold weather.
ENGINE ST ARTING. If the aircraft has been sheltered
in a heated hangar, the normal engine starting proce- ·
dure will apply. Aircraft parked outside or even in
an unheated hangar during very cold weather require
special attention since cold weather adversely effects
engine starting. Engine preheating is recommended
for easier engine starting and quicker response from
power plant instrumenta. In moderately cold weather,
the engi.ne may be started without preheating. Engine
starting should not be attempted when ice or snow is
present in the induction air inlet or fuel vents. Turn
propellers 'through' by hand several revolutions be-
fore startingengines. Remember a coldengine •floods'
easily; and the starting technique must be altered ac-
cordingly. Engine cowl flaps ahould be closed during
engine start andremain closed untilengine warms up.
POST FLIGHT MAINTENANCE. Cold weather opera-
tion demanda procedures that are in addition to normal
Emergency procedures must be accomplished as
rapidly as possible should an emergency arise. It is
therefore suggested that steps pertaining to each
emergency be committed to memory in order to ac-
ce lerate the procedure and minimize any possible
damage. The best solution is to avoid emergencies
by following the procedures contained throughout this
manual
ENGINE FIRES
If a fire develops in the engine compaitment during
engine starting, continue the engine start in an attempt
to blow the fire out. If the fire persista, or should a
fire also develop in the wheel well or engine nacelle,
proceed as follows:
a. Throttle control lever - CLOSE.
b. Mixture control lever - IDLE CUTOFF.
c. Fuel boost pump switch - OFF.
d. Engliie hydraulic-fuel shutoff switch-SHUTOFF
ENGINE OIL & FUEL (aircraft 1755 thrrugh 3210).
EMER-OFF {aircraft 3211 and subsequent).
e. Ignition switch - OFF.
f. Master switch - OFF.
g. Signal fire guard to lower aft outboard cowling
door and extinguish flame.
h. Abandon aircraft.

• post fUght maintenance procedures. The engine should

be allowed to run dry by closing the fuel shutoff valve.
Fill fuel tanks immediately after fllght. If shelter is
not available, tie aircraft down, instan wing and en-
gine compartment covers when snow is in the forcast,
and be sure all openings are closed or covered.
ELECTRICAL FIRES

Circuit breakers will automatically trip and stop the

current flow to a shorted circuit. However, as a
safety precaution in the event of an electrical fire,
turn right and left generator switches and battery
2-5
Section II 500S MAINTENANCE MANUAL
Ground HandUng, Servicing
and Airframe Maintenance

4 5 8 10

14 13 15 2 4 14

l. ENGINE OIL DRAIN 9. NITROGEN STORAGE BOTTLE

2. ENGINE OIL FILLER 10. BATTERIES
1
3. ENGINE INDUCTION AIR FILTER 11. NlTRO(iEN BOTTLE FILLER VALVE
4. FUEL VAPOR SEPARATOR UNIT 12. HYDRAULIC RESERVOIR
5. FUEL TANK FILLER VALVE 13. STRUT INFLATING VALVE
6. WINDSHIELD DEICER ALCOHOL FILLER 14. TIRE INFLATING VALVE
7. FUEL TANK AND SUMP DRAIN 15. STATIC SYSTEM DRAIN
B. OXYGEN FILLER

22 41

Figure 2-S. Servicin9 Chori

2-6
 500S MApITENANCE MANUAL Section II
Ground Handling, Servicing
and Airframe Maintenance

•••
\
switch OFF. Use a fire extinguisher approved for
electrical fires to extinguish flame.

EMERGENCY EXIT ANO ENTRY

c.

d.
e.
Remove fllght control lock from control wheel
and rudder-pedals, and assure controla operate freely.
Check circuit breakers for correct position.
Place master switch in BATTERY position, or
EXT PWR position if external power will be used for
engine start.
U the cabin doors cannot be opened, exl.t can be made f. Check auxillary hydraulic pump operatlon by
through the right rear cabin window. Pull the re- reducing pressure to 300 psi anci observing pressure
movable pins in direction indicated and push window build-up. Minimum pressure should be 470 psi.
out and clear of aircraft. Emergency entrance into g. Check landing gear safe lights (green) for il-
the cabinarea may be accompllshed through the cabin lumination.
doors, or by brealdng the windshield or any of the h. Set parking brakes.
other windows. i. Check fuel quantity.
j. Set trim tabs for takeoff.
k. Wing flaps - full up.
L Position cowl flaps at two-thirds open.
GROUND OPERATION OF ENGINE(S)
STARTING ENGINES
Perform all engine ground operations with cowllng
doors closed and fastened, mixture control in FULL The starting procedure is identical for both engines.
RICH positlon, and propeller controla in INC RPM
position; except, during propeller governor test. 11011
Refer to SecUon IV for ground check of engines.
Engine-driven hydraullc pumps should
be checkedeach time aircraft is flown.
This is accompllshed by starting and
stopping the engines alternately and
observing hydraullc pressure.
Do not allow cylinder headand oil tero~
peratures to exceed maximum llmits. a. Place propeller control levers in full forward
(INC RPM) position.
b. Place alternate air control levers in full down
EXTERIOR PRESTART CHECK (NORMAL) position.
c. Place fu el shutoff valve switch in OPEN posi-
The following check list may be used for the exterior tion. After fuel shutoff valve has opened, retum
prestart check. Aircraft should be headed into the switch to OFF position (aircraft with factory serial
wind and wheel chocks in place. numbers 1755 through 3075).
d. Open throttle approximately one-eighth inch.
a. A fire extinguisher must be readily available e. Place fuel boost switch in FUEL BQa)T posi-
in the event of an engine fire. tion.
b. Check oil level (12 quart capacity). Assure
engine crankcase has been serviced with correct
grade and weight of oil (see Detailed Engine Specifi-
cations, SecUon IV).
1WARNING 1
c. Clear area of personnel.
d. If engine has been inoperative for several hours, · Propeller area must be clear of per-
pull propellers through several revolutions by hand. sonnel, work benches, and equipment
prior to engaging starter.

1WARNING 1 f.
g.
Rotate ignition switch to START position.
Place mixture control lever in FULL RICH
position.

Ignition switches must be OFF when

rotating propellers by hand.

Release ignition switch 1f starter does

COCKPIT PRESTART CHECK not 1!ngage immediately.

Following the Exterior Prestart Check and prior to h. When .engine starts, release ignition switch.
starting engines, make the following cockpit prestart i. Place fuel boost pump switch in OFF position
check: when engine runs smoothly.

a. Place all switches in OFF position. NOTI

b. VerUy landing gear control lever OOWN and If engine fails to start, and flooding is
safety lock pin in LOCK posiUon. suspected:
2-7
Section II 500S MAINTENANCE MANUAL
Ground Handling, Servicing
and Airframe Maintenance
l. Boost pump - OFF.
2. Mixture control - IDLE CUTOFF.
3. Ignition switch - START.
4. When engine is cleared of excess
fuel and cyllnders begin to fire, place
mixture control full forward and boost
pump switch in FUEL BOOST position.
5. Release ignition switch when en-
gine starts.
j. Check oil pressure gage for an indication of oil ture control in FULL RICH, advancethrottles to full
pressure. If oil pressure is not indicated within 30
seconds after engine start, stop engine and determine
cause.
k. After both engines have started, disconnect ex-
ternal power source, place master switch in BATT-
ERY position and place both generator switches in
GEN position.
. ENGINE OPERATIONAL CHECK
After engine start, allow engines to warm up at 1000
rpm to ensure adequ3.te cooling and engine lubricatioil.
At completionof warm up period proceed with the eri-
gine operational check.
INSTRUMENTS. With engines stabilized at 2200
rpm, check ali engine instruments, hydraulic pr~s­
sure, vacuum, and voltarometer for correct indica-
tion.
IGNITION. Check ignition switch grounding by re-
tarding throttle to idle, and momentarily switching
magnetos OFF and then to BCYI'H. Tachometer should
indicate a sudden rpm drop when magnetos cease
firing.
If magneto switches remain OFF for
longer than a few seconds, after-firing
may occui when magnetos are switched
back to BCYI'H. lf the engine continues
to run with the ignition switch off, stop
engine by placing mixture control lever
in IDLE CUTOFF and check magneto
ground. · necessary. lf r eservoir- is low and hydraulic fluid is
Advance throttles separately to 2000 rpm and rotate
ignition switch from BCYI'H to L (left) position and
note rpm drop. Rotate switch back to BOTH position
to clear the engine. Rotate switch to R (right) posi-
tion and note rpm drop. Drop should not exceed 125
rpm on either magneto and should not exceed 50 rpm
variation between the two magnetos.
PROPELLER. With engine at 1500 rpm, exercise
propeller by slowly moving propell~r control lever
aft to reduce rpm to 1000. Return control lever full
forward (INC RPM) and note any indication of sluggish
or erratic operation. Refer to Section IV.if propellers
do not operate properly.
2-8
Do not allow cyllnder head and oil
temperatures to exceed opera ti n g
limits.
FULL POWER. With propeller in INC RPM and mix-
open position. Tachometer should read 2550 .to 2575
rpm, and manifold pressure (at sea level) should be
29 (!" l. O) inches mercury.
IDLE SPEED. Retard throttle levers to CLOSE posi-
tion. Engine should run smoothly at 700 rpm, without
any tendency to 'load up'.
ENGINE SHUTDOWN. Stop engine by placing mixture
control lever in IDLE CUTOFF position. As soon as
propeller has stopped turning, place ignition switch in
OFF position, then turn all other electrical switches
OFF.
SYSTEM ANO COMPONENT SERVICING
Servicing procedures contained in this section are
confined to those maintenance actions that occur with
routine frequency and require a reasonably short
period of time to accomplish (see Figure 2-5). Ser-
vicing practices and maintenance to aircraft systems
and components which require less frequent attention
are contained in the appropriate Section of this manual.
HYDRAULIC SYSTEM
HYDRAULIC RESERVCIR FILLING. The hydraulic
reservoir is located in the left nacelle, immediately
outboard of the wheel well (see Figure 2-6). A door,
located on the top surface of the nacelle and aligned
with the r eservoir filler cap, affords easy access for
ser~1cmg. Before removing the combined filler cap
and dipstick, wipe filler neck with a shop towel to
remove dirt that could fall inlo reservoir. Never
allow reservoir to rema.in uncapped any longer than
not irnmediately available reinstall filler cap while
fluid is being obtained. Service hydraulic reservoir
as follows:
a. Retract wing flaps.
b. Open r eservoir access door.
c. Remove r eservoir filler cap.
Change 5
 ,,.500S. MAINTEN:~NCE MANUAL.;r Section II
Grouncl Handling, Servlcing
and Airframe Maintenance
d. Fill hydraulic reservoir to FULL mark (3. 2
quarts) ondipstick. Do not service above FULL mark
since the remaining space is for fluid expansion.

FILLER CAP
On airplanes, serial nos. 1755 thru AND DIPSTICK
1876, and 3050 thru 3317, service hy- ASSEMBLY
draulic reservoir with MIL-H-5606. On
airpianes, serial nos. 3318 thru 3323
service the hydraullc reservoir with j
MIL-H-83282.

e. Instan filler cap and se cure access door. .

COVER
FILTER ~EPLACEMENT. Hydraulic reservoir filter RETAINING
must be replaced at regular intervals, to maintain a BOLT
clean hydraulic system. Every effort must be made
to prevent dirt from entering reservoir during Cilter
replacement. If replacement operation is inter rupted FIL TER
for any reason, place cover over reservoir to keep
dirt out. Do not replace filter while aircraft is ex-
posed to dust laden air. The access door on top sur-
face of the left nacelle has an opening large enough to
accommodate filter replacement. Replace filler as
follows:

a. Remove drain plugs from bottom of reservoir

(Figure 2-6) and drain fluid into a clean container.
U fluid is to be reused, container must be tightly
covered REINSTALL DRAIN PLUG.
b. Open reservoir access door on top surface of
nace lle. <3 44
c. Disconnect vent tube from reservoir cover
fitting. Figure 2-6. Hydroulic Reservoir
d. Loasen reservoir cover retaining bolt and care-
fully lift cover from reservoir.
e. Withdraw filler and gasket from reservoir. Do
not allow fluid to drip onto aircraft. On airplanes, serial nos. 1755 thru 1876,
f. Clean sediment from bottom of reservoir using and 3050 thi:u 3317, the hydraulic reservoir
care to prevent sediment from entering emergency is serviced with MIL-H-5606. On airplanes,
supply port. serial nos. 3318 thru 3323 the hydraulic
g. Clean removed filler gaskets with hydraulic reservoir is serviced with MlL-H-83282.
fluid befare installation. Replace gaskets if condition
is questionable.
a. Reduce hydraulic system pressure to zero.
b. Turn master battery switch ON and close engine
Filler replacement is accomplished by reversing the hydraulic-fuel shutoff valve switch.
removal steps and referring to Figure 2-6. If clean- c. Lower aft inboard cowl door of leit engine or
liness of fluid drained from reservoir is questionable, aft outboard cowl door of right engine and disconnect
use new fluid. After reservoir is serviced, check supply and pressure hoses from engine-driven hy-
drain plug for evidence of leakage. draulic pump. ·

EXTERNAL HYDRAULIC POWER UNIT. The entire

hydraulic system can be functionally · tested by the
11011
attachment of an external hydraulic power source.
The power unit must be compatible with the same · A container should be available to catch

1
hydraullc fluid the hydraulic reservoir is serviced
with, and capable of supplying a continuous pressure
of 900-1075 psi. Connect power unit as follows:
hydraulic fluid draining from lines.
Take necessary precautions to prevent
contamination ü fluid is to be reused.

Change 5 2-9
Section Il 500S MAINTENANCE MANUAL
Ground Handling, Serviclng
and Airframe Maintenance
d. Cap hydraulic pump fittings. b. Disconnect electrical plug from oU temperature
e. Connect pump supply hose to hose leading from bu lb. "'
power unit inlet port and connect·pump pressure hose c. Remove bolts securing oil pressure acreen
to power unit outlet port. housing to accessory housing.
f. Service hydraullc reservoir and open hydraulic d. Remove oil screen and housing from engine.
shutoff valve before operating hydraulic power unit.
Inlet Screen Removal

NOTI
Always start engine opposite to externa!
hydraulic power unit application on the
first run after power unit is used.
ENGINE Oll SYSTEM
Twelve quarts of engine lubricating oil are contained
in the oil sump of each engine. The oil supply should
be checked before each fllght and maintained at the
dipstick full mark with seasonal weight and quality of
lubricating oil. Refer to Engine Maintenance Manual
for correct oil grade and weight.
OIL LEVEL CHECK AND SERVICING. The oil level
dipstick is a part of the filler cap, which is located
on top of engine. Access to the filler cap is gained
through a door, located on the upper surface of the
engine cowling. Maintain oil leve! at full (12 quart)
mark. Add oil that is of the same quality and weight
of oil as that contained in sump.
OIL CHANGE. Engine lubricatin g oil should be
changed at intervals specified in the aiicraft inspec-
tion guide. To change oil proceed as follows:
Remove plug from oil sump on left side of engine and
withdraw oll screén.
Inspection and Cleaning
Check screens for evidence of metal particles and
observe the amount of carbon and sludge in the oil
screens. The amount of carbon and sludge build up,
especially in the suction acreen, are indicators of
engine condition. If the buildup of this material in-
creases prpgressively between oil changes the service
llfe of the engine wlll be increased if the oil change
time is reduced. When metal particles are found on
either oll screen, accompllsh engine operational check
and oíl screen inspection as outllned below to deter-
mine if the engine should be continued in service. To
clean the engine oil screen, soak and wash screens
in cleaning solvent and dry with moisture free com-
pressed air. When metal particles are found ln the
oil acreen accompllsh the following steps.
a. Instan new or cleaned oil screens and fill sump
with new oil
)). Operate engine until cylinder head temperature
is within green range. Operate engine through vari-
ous power settings and observe oil pressure and oil

a. Operate engine until cylinder head temperature

is within green range.
b. Open cowllng doors and place container having
a capacity of 12 quarts or more beneath oil drain
valve.
c. PiWI up on drain valve to lock open.
d. Anow engine oil to drain completely, then close
drain valve.
AlR BOX
,
e. Clean oil inletand pressure screens as outlined
in this section.
AIR __ _
f. Add 12 quarts of oil and check leve! with dip- FILTER
stick to assure sump is full.

INSPECTION AND CLEANING OF OIL SCREENS.

Two oil screens, located within each engine oíl sys-
tem, · filter out foreign material that would otherwise
be carried into critica! moving part s of the engine.
The inlet oil screen is located in the left side of the
oil sump, near the sump drain valve. A pressure oil
acreen is located in a cylindrically s~ped housing
which is bolted to the accessory case between the
magnetos. Oil screens must be cleaned and inspected
each time ·the oil is changed or whenever improper
oil circulation is suspected.

Pressure Screen Removal

a. Drain oil sump. Figure 2-7. lnduction Air Filter

2-10 Change 5
 5005
. . MAIN'.1',ENANCE MANUAL Section Il
¡ , ~ .

'·
" ". . .
~-

Ground Handling, Servicing

••
and Airframe Maintenance
tel):lperature readings for erratic indication. Allow
engine to run an additional 15 minutes,
c. Shut engine off.
d. Drain oil sump.
e. · Remove screens and repeatinspection for metal
particles. If meta:l particles are present, engine
overhaul is required. Engine may be returned to ser-
vice 1f screens are free of metal particles. Consult
nearest Lyconúng Representative if condition of en-
gine is questionable.

011 Screens Installation

a. Locate new gasket on pressure screen housing

flange and instan housing and acreen on engine.
b. Connect electrical plug to oil temperature bulb.
c. Place new copper gasket on inlet screen plug
and instan screen and plug. Safety wire plug.
d. Service engine oil system.

ENGINE INDUCTION AIR FILTER CLEANING

An induction air filter is installed in the induction
airbox of each engine (see Figure 2-7). This filter
prevents rapid wear of engine moving parts caused
by entry of fine grit and dust into the interna! parts
of the engine. . Careful attention to the condition and
proper cleaning of the engine air filters is important .

••
to long engine life. Frequency of filler cleaning is
determined by aircraft operating conditions .

·, - a. Lower outboard aft cowllrig door.

b. Remove bolts attaching filter to airbox.
c. With outboard surface of filter facing down,

• Change 5
2- lOA/ 2- lOB
 5008 MAINTENANCE MANUAL Section II
Ground Handling, Servicing
and A:irframe Maintenance
place filter in container having a 1-inch depthof clean
mineral spirits. Allow filter to soak clean.
d. Draln filler thoroughly. Do not invert filler
during drying process. Dry filter by applying a
stream of dry low pressure air to back side o! filler. :----- --··-..
~

e. Inspect filter surface for wire exposure through

fiber mesh. If wiie is exposed, filler is no longer
effective and must be replaced
f. Wipe airbox filter seating area clean and instan
INLET
fllter with air flow arrow pointing inboard.
g. Brush a light coat o! SAE 10 weight engine oil
on exposed surface of filter. Allow oil to saturate
surface o! filter. Blot away excess oil accumulation.
h. Close cowling door, ensuring seal on cowling
\f¡j'~
door fits tightly around face of filter. Replace worn
or defective seals. FILTER
ELEMENT '

FUEL SYSTEM ·
0-RING
'
\
1
• l _. .: FILTER
OODY

~.., \ ~'
0
REFUELING. Refuel aircraft with fueling facilities
that contain filters for removing the moisture content
from the fuel. If fueling facilities with filters are not
available, filter fuel through a good grade chamois.
~~ \ : DRAIN
~~ · ., COVER PLATE (
Fuel tanks should be serviced alter the last flight of ·
the day to allow maximum time for entrained moisture
to reach the sumps prior to the next flight. Use only
100/130 octane, aviation grade gasoline.
~ ~'---,)
OUTLET
25 47

WARNING 1 Figure 2-8. Fuel Vapor Separator - Filter

tank, tank sump, · and boost pumps is accomplished

Ground aircraft and fuel servicing
equipment to aircraft. Smoking on or
around the aircraft during refue ling
operations is prohibited. Fire pro-
tection equipment must be immediately
available.
a. Remove fuel filler cap, located on top surface
of right wing inboard of nacelle, and fill tanks until
fuel level rises to filler neck. Allow fuel to settle
for five minutes, then add fuel to ensure complete
filling.
by use of a drain valve located adjacent to the tank
sump. This drain is accessible through a door, lo-
cated in the fuselage under the right wing. When
valve knob is turned, fuel travels overboard through
tubing at oottom of fuselage. The two remaining fuel
drains are located in the bottom of the vapor sepa-
rator-filters, installed on the lower inboard side of
each firewall (see Figure 2-8). Access to these drain
valves is through a circular cutout located in the
bottom inboard surface of each nacelle. Press up-
ward on valvé to drain. All three valves should be
drained prior to first !light each day. Drain a small
quantity of fuel into a transparent container to perrnit
inspection for presence of moisture or sediment.
Fuel should be drained until evidence of moisture or
sediment disappears.

VAPOR SEPARATOR FILTER-CLEANING AND IN-

Do not drag refueling hoses over lead-
ing edge or other wing surfaces. This
will damage painted surfaces, or scuff
deicer boots.
b. Replace and check security of fill port cap.
c. Wash spilled fuel from wing surface with clean
water.
DRAINS. T·hree fueldrains areprovidedat the lowest
points of the fuel system to extract moisture and
sedimenta entrapped in the system. Draining the fuel
SPECTION. Fuel filters should be cleaned a~ inter-
vals prescribed by· the maintenance inspection guide
to assure proper !uel flow to engine. The following
procedures are applicable to either the left or right
· fuel filler (see Figure 2-8).
a. Place fuel shutoff valve switch to CLOSE posi ~
tion.
b. Drain vapor separator.
c. Lower aft inboard cowling door.
d. Disconnect and cap fuel supply hose from filler
outlet at forward slde of firewall.
e. Removeboltsretalningcoverplate tofilter body.

2-11
Section n 500S MAINTENANCE MANUAL ·
Ground Handling, Servicing
and Alrframe Malntenance .
f. Withdraw cover pliite and element from filter
body and dlscard cover plate 0-ring.
g. Wash filter element in cleaning solvent and dry
with flltered compressed air.
h. lnspect filter elernent to determine service-
abillty. Replace element if deformed or deteriorated.
i. Install new 0-ring on cover plate.
j. Assemble filter-element to cover plate assuring
element e:xtends to base of boss on filler cover.
k. Instan cover plate and element to filler body.
Do not pinch or bind cover plate 0-ring.
L Tighten cover plate bolts evenly.
m. Connect fuel supply hose to filter outlet fitting.
n. Operate fuel boost pump and check installation
for evidence of leakage.
o. Turn boost pump and battery switch off and
close cowllng door.
SERVO REGULATOR SCREEN CLEANING AND IN-
SPECTION. The following procedures apply to either
the left or right servo regulator screen assembly.
a. Lower aft cowllng doors.
b. Remove screen assembly fromservo regulator.
Take necessary precautions to catch residual fueL
Keep right and left screen assemblies
separated. Screen assembly must be
reinsta1led ·in servo regulator fro m
which it was removed.
c. Clean screen assembly in cleaning solvent and
dry with filtered compressed air.
d. Inspect screen assembly to determine service-
abillty. Replace screen assembly if deformed or
deteriorated.
e. Place new 0-ring.on screen assembly and install
screenassembly in same servo regulator as removed.
Torque strainer to 90-100 inch-pounds and safety.
DEFUELING. . Gasoline fumes are present during de-
f.ueling operation¡ · therefore, extreme caution must
be exercised to prevent fire hazards.
WARNING 1 one pound fo r each f1 ve degrees of temperature change
Sµioking on or around the aircraft is
not permltted during defueling proce-
dure. Fire protectlon equipment must
be immedlately available.
a. Ground aircraft and ground defuellng equipment
to aircraft.
b. Place aircraft on level surface.
c. Open aft inboard cowllng door of each ·engine.
2-12
d. Disconnect and cap fuel supply hose at each ~-
vapor separator-filter outlet port (see Figure 2-8).
e. Connect defuellnghose toeach vapor separator-
filter outlet and place ends of hoses in fuel container.
Size of container is determined by amount of fuel to
be drained.
f. , Remove fuel tank filler cap.
g. Turn master switch to BATTERY and hoth fuel
boost pump switches ON.
h. Turn boost·pump switches OFF when fuel quan-
-tity indicator reads zero. Drain residual fuel, con-
sisting of approximately 1.5 gallons, from fuel tank
sump drain.
i. Remove drain hoses, reconnect supply hoses,
and install fuel tank filler cap.
LANDING GEAR, WHEELS, AND BRAKES
STRUT SERVICING. With no weight on struts, 'infla.te
main gear struts to 265 (! 10) psi to obtain strut ex-
tension as. shown in Figure 2-9. Nose gear strut is
inflated to 95-100 psi. The main gear strut nitrogen
filler valve is installed on the lower portion of the
strut, while the nose gear strut vaive is located near
the top of the strut. Use nitrogen gas to ínflate the
strut.
MOTI
Moisture free compressed air may be
used for temporary servicing. Re-
service with nitrogen gas as soon as
possible.
Check gear assembly for general cleanllness, security
of mounting, and hydraulic leaks at prescribed in-
spection intervals. Refer to Section VI for detailed
description of strut hydraulic fluid servicing. Keep
machined surface of strut piston wiped free of dirt
and dust, using a clean llnt-free cloth dampened in
Mil-H-5606 hydraulic fluid.
TIRES. Tires should be inspected for proper infla-
tion, breaks, cuts, foreign objects in tread, flat
spots, and exposed cord. Replace tire if there is any
question of its rellability. Proper inflation is neces-
sary for maximum tire llfe. Maintain nose wheel
tire pressure at 30 psi and main wheel tire pressure
at 50 psi. Tire pressure will change approximately
(5ºF). Clean tires with soap and water. If aircraft
is out of service, rotate tires every seven days to
prevent flat spots from developing.
BRAKE BLEEDING. The brake bleeding procedure
should be performed when air is suspected of being
entrapped in brake Unes. Since the nose wheel steer-
ing system and brakes operate from the same hydrau-
llc circuits , it may be necessary to bleed the steering
cylinder lines concurrent with brake bleeding (see
Section VI). To bleed brakes proceed as follows:
a. Fill hydraullc reservoir.
,, C/l

~
5008, MAINT.ENANCS MANUAL .• Section Il
Ground Handling, Servicing
and Airframe Maintenance

~
~
t:
~
6400

""I"' ;~··'

~rr.
o
~
5600
"r--....
........

~
............,

~
4800 ~
~
~
t!I
4000
3.5 4. 0 4.5 5.0
""
5. 5
!"-...
'

6.0

INCHES OF MAIN LANDING GEAR STRUT

EXTENSION FROM FULLY COMPRESSED
22 48

Figure 2-9. Strut Extension Graph

•
' ·-
b.
c.
Release parking brake.
Remove bleeder screw and washer from bottom
of brake housing and instan bleeder hose in bleeder
valve.
d. Place free end of hose in a clean glass recep-
tacle containing enough hydraullc fluid to cover end of
pressure should be checked for correct pressure
reading prior to each fllght. Nitrogen should be used
for irúlating bottle; however, dry air can be sub-
stituted on a short term basis.

hose. End of bleeder hose must be kept under fluid

at all times to prevent air from entering system.
e. Apply and hold brakes.
1 WARNING 1
f. Open bleeder valve slowly toallow fluid to enter
container. Permit at least one cup of hydraullc fluid
to drain from brake and allow fiow to continue until Do not use oxygen to service this sys-
no evidence of a1r bubbles exist. ·To prevent air from tem.
re-entering brake system tighten bleeder valve prior
to releasing brakes.
NOTI Nitrogen Storage Bottle Pressure Gage Check

Use care to keep hydraullc fluid clean A periodic check of the nitrogen pressure gage should
1f fluid is to be reused. be made to assure gage is registering properly. Check
the gage as follows :

g. Remove bleeder hose and install bleeder screw a. Bleed storage bottle pressure to zero at the .
and washer. · emergency air filler valve. Observe the indication
h. Fill reservoir and repeat steps c. thru g. for on the pressure gage as the pressure bleeds off. If
opposite brake. pressure gage indication does not drop to zero, or if
1. Fill reservoir and set parking brake. needle sticks, the gage is faulty and should be replaced.
b. H pressure gage operates properly, ~.!!charge
the mtrogen storage bottle with nitrogeri to ~J5-3 50 psi.
NITROGEN STORAGE BOTTLE. The main landing ,..

••
gear nitrogen storage bottle, installed in baggage
compartment, should be roaintained at 275-350 psi. BATTERIES
A green are on the pressure gage denotes safe pres-
sure range for the storage bottle. The pressure gage SERVICING. The two 12-volt de batteries are located
and storage bottle filler valve are located on the in- in the aft fuselage on a tray that will sllde out of the
board side of the left nacelle wheel well. Nitrogen compartment when the tray r etaining pin is re leased

Change 4 2-13
Section II 500S MAINTENANCE MANUAL
Ground Handling, Servicing
and ~irframe Maintenance

EXTERNAL
POWER
RECEPTACLE

Figure 2-10. Battery onc:I Externo! Power Rt ctpt'Clclt

(see Figure 2-10). Inspect batteries for general con-

ditlon, cleanliness, security of mounting, and elec-
trolyte leve! at pres'cribed intervals. Add distllled
water to maintain electrolyte leve! at bottom ring of
each battery cell fill port. Although distilled water
is recommended, most approveddrinking water in the
U. S. A. may be substituted for distilled water. Re-
move spilled electrolyte from battery and compart-
ment wlth weak ammonia or a solution of baking soda
and water mixed at one pound per gallon. Rinse aI-
fected area with cleªr water.
Do not allow soda water or ammonia to
enter batteryas it willneutralize elec-
trolyte and may permanently damage
battery.
If frequent water additions are necessary the batteries
WARNING 1
Do not allow the use of open !lame in
the vicinity of battery gases. Gases
produced by chemical reaction are ex-
plosive.
Record hydrometer readings and battery voltages
while the batter y is being · charged. Discontinue
charging when specific gravity reading of lowest ce 11
(corrected to BOºF) and the battery voltage (14. 4 volts
minimum) does not rise during three successive
hourly readings. If any cell is still more than 30
points (<i. 030) below l. 265 and the battery is service-
able (above 14. 4 volts), the specific gravity inay be .
adjusted by adding 1. 250 to l. 300 sp. gr. dilute sul-
phuric acid to the low cell. Do not adjust above the
full charge value.

1
are probably being overch3.rged because of improper
voltage regulation. Refer to Sections IV and X for
correct voltage and amperage values and electrical WARNING
system adjustments. Sulphuric acid (electrolyte) does
not evaporate and does not ordinarily need replace-
ment unless spilled. An electrolyte specific gr.avity Wear protective clothing and goggles

reading of l. 265 - l. 275 (corrected to BOºF) for ali
cells indicates a completely charged battery. If the
specific gravity reading is below l. 240, the battery
must be rechar ged at a rate not exceeding 3 amps.
Temporarily discontinue charging if battery tem-
peratures exceeds 95ºF. Cool with fan if necessary.
•
when handling e lectrolyte and use only
glass, rubber, or plastic for pouring.
During cold weather operalion it is important to keep
the battery prnperly charged, to lessen the danger of
free zing. The following figures show the tempera-

2- 14
 , 50,0S MAlli,TENANCE MANUAL Section Il
Ground Handling, Servicing
and Airfra.me Maintenance
tures at wbich electrolyte will freeze for a given
specific gra.vity value.
.--W-A-RN-l-NG-1
. "

Specific Gravity Freezing Point ºF

of Electrolyte
No smoking or open flame of any ltind
l. 150 Completely Discharged +5ºF is permitted in or near aircraft while
1.175 -4ºF oxygen system is on. Keep oíl, grease,
l. 200 -16ºF hydraulic fluid, flammable items, and
l. 225 -35ºF other foreign material away from oxy~­
l. 250 -62ºF gen equipment. Dangerous explosiona::
l. 275 -85ºF will result 1f bigh pressure oxygen con::
l. 300 Fully Charged -96ºF tacts oily fluida.

REMOVAL AND INSTALLATION

a. Turn battery switch OFF.
b. Lower battery access door (see Figure 2-10).
c. Remove battery tray retaining pin and elide
tray and batteries out onto access door.
d. Disconnect battery cables and vent hoses from
.batteries and loosen battery tie down bolts.
e. Lift batteries off tray and ~emove fro m aircraft.
Oxygen bottles must be serviced with Aviator 's breath-
ing oxygen. This oxygen is specially dried to remove
moisture which could cause .corrosion and damage to .
the system, or freeze at low temperatures and render
the system useless. 'rhe cylinder shutoff"valve is
equipped with a safety device which relieves exces-
sive pressure build up in the oxygen bottle(s) caused
by high temperature. Replace safety plug in cylinder
valve when bigh temperature has caused plug safety
disc to 'blow out'.

WARNING 1
Serious · burns can result 1f acid de-
posita contact skin or clothing. Wash
ali affected areas immediately with
. soap and water and rinse thoroughly.
.Installation of batteries is similar to the removal
procedure; however, the following steps should also
be accomplished.
Relieve oxygen pressure in cylinder
before removing 11afety plug.
Before cylinder refilling or removal, the valve on the
cylinder must be closed and oxygen system pressure
reduced to zero. The oxygen supply' shutoff valve and
altitude adjusting valve should be maintained in off
position while aircraft is on the ground.

a. Clean battery terminal bayoneta and cable1and PROPELLER DEICERS

terminals with emery cloth.
b. Place batterieson tray andattach cable to posi- An electrically heated iceguard may be installed on
tive post of aft battery and negatlve post of forward the leading edge of each propeller blade as optional
battery. equipment. Inspect iceguards !or security of mount-
c. Safety battery lle down bolts and battery tray ing and general condition as prescribed by the air-
retaining pins. craft inspection guide. Clean iceguards with soap
and warm water, and wipe dry. Do not apply Icex to
iceguards. ·

OPTIONAL EQUIPMENT SERVICING

OXYGEN SYSTEM
A variety of oxygen systems, with capacities of 48, 3
cubic feet per bottle at 1800 psi, are available as
optional installations, Some systems contain a single
bottle installailon, whlleothersuse dual bottles . The
bottles are installed in quick: release clamps in the
baggage compa.rtment ,
WINDSHIELD ALCOHOL DEICER
Alcohol for the windshield deicer system is supplied
from a tank located in the right nacelle forward of the
aft bulkhead. The tank, having a capacity of three
U. S. gallons, should be maintained full of isopropyl
alcohol An access door is provided on the nacelle
upper surface, immediately above the tank filler cap,
for tank servicing. Wipe spilled alcohol from air-
craft.

2-15
Section Il 500S MAINTENANCE MANUAL
Ground Handling, Servicing
and Alrframe Maintenance
WING AND EMPENNAGE DEICER
MAINTENANCE .AND CLEANING. Service llfe of de-
icer boots can be extended if care is taken to avoid
scuff damage and abrasion incurred during aircraft
servicing and maintenance. Boots must be main-
tained free from oil, fuel, and other solvents which
are injurious to rubber. Boots must be cleaned regu-
larly with soap and water. After cleaning, apply
B. F. Goodrich Icex to boots for protection of the rub-
ber. and to lower ice adhesive strength. Apply Icex
sparingly and according to instructions on container.
Icex provides a smooth, polished film that will even
out irregularities on surface of boot and also reduce
natural abrasive effects ·on the boot during flight. If
boot is properly cared for, conductive cement on
outer surface of boot will last for service llfe of boot.
Shoul<;l it become necessary to resurface boot with
conductive cement use B. F. Goodrich, A-56-B con-
ductive cement and apply in accordance with proce-
dures furnished by manufacturer.
AIRFRAME MAINTENANCE
INTERIOR CLEANING
Seats, rugs, upholstery panels, and overhead panels
should be vacuumed frequently to remove surface
dust. Spots and stains should be removed with pro-
ducts specifically manufactured for this purpose.
Such products can be purchased locally. Do not use
water to clean fabric surfaces, since 1t will spot up-
holstery and remove the flame-resistant chemical
impregnated in the cloth.
EXTERIOR CLEANING
Prior to cleaning the exterior of the aircraft, cover
the wheels, making certain the brake discs are
covered. Securely attach pitot covers and install
plugs or mask off all other openings. Be particularly
careful to mask off ali static air sources before wash-
ing or waxing. Do not apply wax or polish to the ex-
terior surface of the aircraft for a period of 90 days
after dellvery, as waxes and pollshes seal the paint
fro~ the air and prevent curing. If it is necessary
to clean the painted surface before the expiration of
the 90-day curing period, use cold or lukewarm water
and a mild soap. . Never use hot water or detergents.
Any rubbing of the painted surface should be gentle
and held to a minimum to avoid damaging the paint
film! The aircraft should be washed with mild soap
and water. Loose dirt should be flushed away with
clean water before soap is applled. Harsh or abrasive
soaps or detergents may cause corroslon or scratches
and should never be used. Soft cleaning cloths oi: a
chamois should be used to prevent scratches when
cleaning and polishing.
ENGINES. Engine and cowling may be cleaned with
any standard engine solventapproved for this purpose.
Prior to cleaning engines, cover all openings to pre-
vent solvent from entering engine. Spray or brush
2-16
solvent over engine and wipe dry. Blow excess clean-
ing solution from engine with compressed afr. Pro-
tect tires· and landing gear bungee corda when petro-
leum base solvents are used for cleaning.
LANDING GEAR AND WHEEL WELLS. Clean land-
ing gear and wheel wells with a compound containing
an emulsifying agent to remove oil, grease, and sur-
face dirt. The emulslon is removed by rinsing with
water or spraying with a petroleum solvent. Cover
wheel and brake and protect bungee cords during
landing gear and wheel well cleaning. If a water
rinse is used in. cold weather, blow all water from
wheel well with an air hose, to prevent freezing.
Emulsion type cleanersusually containsolvents which
are injurious to rubber if allowed to remain in contact
for any length of time; therefore, rinse affected area
immediately with water. After cleaning landing gear,
wipe exposed strutpiston with a cleancloth moistened
with Mll-H-5606A hydraullc fluid and lubricate landing
gear as shown in the Lubrication Chart contained in
this section. · To clean tires, rinse with water and
scrub with a brush. Tire surface ·may be brightened
after washing by rubbing with glycerene or applying a
brush coat of commercial tire paint. ·
PROPELLERS. Checkpropeller bladesand hub peri-
odically for oxidation and corrosion. Brush oxidized
or corroded areas with a phosphating agent to remove
superficial corrosion, then remove etched and pitted
areas by buffing smooth with an aluminum pollsh.
When cleaning propellers, take the following precau-
tions:
a. Check that ignition switches are off.
b. Make sure engine has cooled completely,
c. When moving propellers, do not stand in line of
blade.
d. Avoid using excessive amounts of liquid cleaner
as it may splatter or rundown blade and enter pro-
peller hub or engine.
e. After cleaning, check area around propeller hub
to be sure all cleaning solution i s removed.
COUCH AND SEATS
The couch and seats are easily removed and installed.
They should be removed whenever the upholstery is
to be repaired or when access to other areas of the
cabin is required.
COUCH REMOVAL. Remove end caps from inboard
couch tracks. Remove the two pins at upper end of
cooch back support arms. Lift couch position lever
and slide couch forward to end of tracks until forward
cooch legs have cleared the tracks. Remove two
screws and sheet metal brackets· from a1t couch legs.
Move couch approxi.mately one inch and lift clear of
tracks. To install the cooch, reverse the procedure
· and check operation of position lever.
SEAT REMOVAL. Pull the lower seat shroud away
from the seat legs enough to expose the two screws
and sheet metal brackets. Remove the screws and
brackets , move seat approximately· one inch and lift
 500S MAINTENANCE
. . MANUAL
•
· seal from seat tracks. To inst_a ll the seats, reverse
the procedure.
\ greases are recommended for propeller blade ball
EXTERIOR UGHTING
standard exterior lighting consists . of the landing,
position, and anti-colllsion light installations. Re-
tractable landlnglights, installed onthe lower surface
of the wing are optional on aircraft with serial num-
bers 1755 through 1876, and standard on aircraft with
serial numbers 3050 and subsequent. A lower fuse-
lage mounted anti-collision light may be installed as
optional equipment. Exterior lighting electr.ical cir-
cuits are individually controlled by switches located
on the left overhead switch panel. Other than lamp
replacement and lens cleaning, the exterior lighting
system requires very little maintenance. If a circuit
should malfunction or a modification is to be made,
refer to electrlcal diagrama in Section X. Lamp re-
placement is accomplished by removing the external
lens to gain access to the lamp. Damaged landing
light wires must be replaced with a complete new
sectlon of wtre. Butt connectors or quick disconnects
should not be installed due to lúgh current rating of
landing light. The entire anti-colllsion light assem-
bly is detached by removing screws installed through
the verUcal stabllizer tip, into the base of the light
assembly.
•
INTERIOR LIGHTING
' Interior lighting includes individual passenger read-
ing lights and passenger instruction lights (Fasten
Seat Belts-No Smoking) ·for convenience and safety.
Individual instrument and instrument panel flood
lighting systems are also part of interior lighting and
are described in Section VIll. Baggage compartment
lighting is provided from a dome light mounted above
the compartment door. A micro switch, located im-
mediately forward of the baggage compartment door
jamb and operated by the lower door hinge automatic-
ally illuminates. the bággage compartment light when
the door is opened. Reading lights are installed above
each seat, adjacent to the fresh air inlet valves, and
include individual control switches. Since reading
lights are mounted in a ball and socket assembly, the
direction of light is adjustable. · Remove reading light
lamp by gently pressing inwardand rotatingbulb. In-
struction lights (Fasten Seat Belts-No Smoking) are
mounted in the headliner above the cockpit seats,
facing the passenger compartment. Instruction lights
are illuminated automatically when the master switch
is in BATTERY position and landing gear is out of
retracted position. lnstruction light cover may be
removed to gain access for lamp replacement.
LUBRICATION
Lubrlcatlon requireinents are shown on the Lubrica-
tlon Chart (Figure 2-12). Before adding grease to
zerk fittings, Wipe off the dirt. Lubricate fitting and
wipe off excess. Lubricate all lúnges with squirt can
Section II
Grpund Handling, Servic!ng
and Áirframe Maintenance
or brush moistened in oil. Wipe off excess oil to ·
prevent acc...mulation of dirt and grit. The following
bearings.
1. strome HT-1 (Z-801 Grease)
Union 011 Co. of California (use in hot climate).
2. Gulflex A (use in hot climate).
3. RPM Aviation Grease No. 2
Standard Oil Co. of California.
4. Stroma LT-1 (Z-815 Grease).
Union Oíl Co. of California.
5. RPM Aviation Grease No.1
standard 011 Co. of California.
6. Lubriplate 707
Fiske Brothers, Toledo, Ohio.
7. Mobil Grease Aero LO HI PD-535-K.
Socony Vacuum Oil Co.
8. No. 84 Medium Grease
Keystone Lubricating Co.
9. Te:xaco Regal Starfax Special.
STORAGE
The aircraft is constructed of corrosion resistant al-
elad ahlminum; however, ahlminum is subject to oxi-
dation and must be inspected periodically for sign~­
of corrosion. The first indication of corrosion is the
formation of white deposita or spots on unpainted
surfaces. Painted surfaces will discolor or blister.
The aircraft should be stored in a dry hangar for best
preservation during long term storage.
28 DA YS OR LESS
Special preservation measures are not required for
airlrame and aiiframe components when the aircraft
"is to be stored for 28 days or less. However, the
following procedures should be accomplished before
aircraft is placed in storage. ·
a. Service fuel, oil, and hydraulic systems.
b. Clase high pressure valve on oxygen supply
cylinder.
c. Release· all oxygen from lµgh pressure line to
oxygen regulator and low pressure lines to oxygen
outlets.
d. Ensure that all electrical switches are off.
e. Instan pitot covers and gust locks, and moor
aircraft securely 1f stored in open.
f. Clean and r otate tires regularly.
g. Remove and store batteries during cold weather.
Rotate propellers through severa! revolutions once
every seven days, and start and run engines up to
operating temperature every 14 days. Functional
check aircraft systems and components at engine run.
28 DAYS OR MORE
When aircraft is to be stored for per1ods greater than
28 days, perform the following preservation and
2-17
Sectlon II . 500S MAINTENANCE MANUAL
Ground Handling, Servicing
and Airframe Maintenance
.storage procedures.
a. · Clean and polish aircraft.
b. Operate engines until .oil temperatures reach
normal Shut down engines, completely drain engine
oil sumps, and close drain valves.
c. Fill sump with 12 quarts of preservative oil
(Socony's Avrex 901, or equivalent) which has been
preheated to 225ºF.
d. Operate engines at a maximum of 1800 rpm for
4 minutes. Pr~peller should be cycled through full
operating range at least three times cluring this period.
Observe cylinder head temperature closely. Tem-
perature shall not exceed 232ºC.
e. Stop engines and drain preservative oil from
engine sump. Drainéd preservative oil may be reused
for engine cylinder and servo regulator preservation.
Corrosion preventative properties of
this lubricant are harmful to paint, and
should be wiped from painted surfaces
i~mediately.
f. Remove, clean, and reinstall oil pressure and
inlet screens.
11011
Preheat preservative oil to 200ºF to
220°r (93°C to 104ºC) for all spraying
operations described herein.
g.. Disconnect ignition harnees and remove all
sparlc plu.gs. Spray each cylinder through sparlc plug
holes with two ounces of preservative oil while engine
is being turned five full revolutions for each cylinder.
h. Remove servo regulator unit and spray two
ounces of preservative oil into intalce riser while en-
gine is being rotated five full revolutions. Reinstall
servo regulator unit.
l. Spray each cylinder through spark plug boles
without rotating engine and instaU cy linder dehydrator
plugs in spark plug boles.
2-18
j. Cover all engine and accessory vents and open-
ings with a vapor-proO'f covering materiaL
lt. Attach a warning placard. "ENGINE LUBRI-
CATING OIL DRAINED" on throttle control levers.
Attach a placard "ENGINE IN STORAGE - 00 NOT
ROTATE PROPELLERS" to propellers.
l. Remove batteries and store in cool dry place.
m. To protect fue l injection system, pressurize
fuel system every 7 to 10 days as follows:
1. Place mixture control lever in FULL RICH
position.
2. Place throttle control leverone-halr"open.
3. Connect electrical source to aircraft and
operate fuel boost pump until fuel starts to
flow from drain line located on lower surface of
engilie cowling.
4. Return mixture control lever to IDLE
CUTOFF position.
5. · Place throttle control lever in IDLE posi-
tion and turn off boost pump.
6. Repeat above steps to preserve opposite
servo regulator unit.
n. Clean oíl from tires and rotate regularly.
RETURNING AIRCRAFT TO SERVICE
lf proper procedures have been followed during stor-
age, very llttle preparation will be required to return
aircraft to service. ·Instan fully charged batteries and
perform a thorough and searching inspection and pre-
flight checlt. U engine has been preserved for stor-
age, perform the following steps.
a. Open engine sump drain valve and allow engine
to completely drain.
b. Remove dehydrator plug from spark plug holea
and rotate propeller by haIXI to remove preservative
. oil from cylinders.
c. Install spark plugs.
d. Remove plugs and coverings from ali engine
venta and openings.
e. Instan and safety oil filter screens, . close oil
drain valves, and fill sump with approved quantity
and weight lubricating oil.
f. Clean and replace fuel vapor separator-filter
and servo regulator. acreen.
g. Clean engine induction air filler.
h. Remove warning placards from propellers and
throttle control levers.
 500S MAINTENANCE MANUAL s
Ground Handling, S
and Airlrame Mail

10

11

RIGHT SIDE VIEW

BOTTOM VIEW
1. FLAP SHEAVE ACCESS COVER (R & L)
2. WING CLQ';EOUT SKIN (R & L)
3. L. ELEVATOR TRIM TAB ACCESS
COVER
4. FUEL CELL ACCESS PLATE
5. ENGINE CONTROL CABLE INSP
COVER (R & L)
6. AILERON CA BLE INSP COVERS (R & L)
7. AILERON BE LLCRANK INSP COVER
(R & L)
8. WING STRUCTURE INSP COVERS (R & L)
9. WING JOINING INSP COVERS (R & L)
10. LANDING GEAR TRUSS ATTACH
COVERS (R & L)
11. NQ';E GEAR WHEEL WELL 0001
RIGHT SIDE VI EW
l. NQ';E GEAR BUNGEE INSP COVE
2. TUBING INSP COVER (R & L)
3. RUDDER & ELEVATOR INSP
COVER (R & L)
4. RUDDER TORQUE TUIJE ATTACI
COVER
5. NOSE GEAR TRUNNION SNAP PL

f igure 2-11 . lnspection Piafes, Acce ss Covers ond Doors

2-19
tiop U
icing
nance

3
1 o

FLOOR VIEW
<{E:
TOP VIEW

LEFT SIDE VIE.W

e :-::;;:
ºE]p------
- - - ----;\;..--.2-

FLOOR VIEW
5. R. ELEVATOR TRIM TAB ACCESS
NSP l. BAGGAGE FLOOR INSP PANELS COVER
2. CENTER FLOoR INSP PANELS
3. FUSELAGE STRUCTURE INSP COVERS LEFT SIDE VIEW
(R & L)
l. ENGINE COWLING (B. & L)
TOP VIEW 2. GENERATOR CIRCUIT BREAKER
ACCESS COVER (R & L)
l. NOSE COMPARTMENT PANEL 3. AFT NACELLE SECTJON (R & L)
2. TOP ENGINE COWLING INSP PANELS 4. POWER BRAKE VALVE ACCESS COVER
(R & L) 5. RUDDER TRIM TAB TRANSMITTER
INSP 3. WING TUNNEL INSP COVERS (R & L) ACCESS PANELS
4. HORIZ.ONT AL STABILIZER BALANCE 6. TAIL CONE
GS (R & L) WEIGHT INSP COVER (R & L) 7. BATTERY DOOR
'U 4 9A4

-20
 · · 500$ MA1NTENANCE MANUAL Section U

•
Ground Handling, Servicing
and Airframe Maintenance

\
•011
LUBRICATION PERIOD IS SPECIFIED
ON EACH DETAIL.

.\ \_ __
K J

22 44

APPLICATION SYMBOL SPECIFICATIONS ANO TYPE OF LUBRICATION

f MIL-G-81322 AIRCRAFT GREASE OR EQUIVALENT.

HAND PACK

~
MIL-G-81322 AIRCRAFT GREASE OR EQUIVALENT.
ZERK GUN

l
OIL CAN
GENERAL PURPOSE SAE lOW OIL.

(HF)
1
..
MIL-H-5606/ MrL·H-83282 HYDRAULIC FLUID
OOTH WIPE

,., ..
DISPENSER

DISPENSER
DOOR EASE (STICK FORM).

FLAKE GRAPHITE.

Figure 2-12. Lubrication Chart (ShHt 1 of 4)

Change 5
Section 11 5008 MAINTENANCE MANUAL
Ground Handling, Servicing
and Airframe Maintenance

A NOSE LANDING GEAR B GEAR~FLAP CONTRot

::Jo1

(HF) DAILY

f t9\ 100 HOURS

Í lOOHOURS ll AS REQUIRED

500 HOURS OR 227

f WHEN WHEEL IS
RE;MOVED. D HARTZELL PROPELLER HUB
22 JI MOTI
FOR GREASE TYPE REQUIREMENT,
C CONTROL COLUMN REFER TO LUB~CATION PARAGRAPH
IN THIS SECTION

f 500HOURS
22 44
~ 50HOURS
22 1

Figure 2-12. Lubrication Chart (ShHt 2 of 4)

2-22
 5008 MAIN'Í'ENANCE MANUAL Section II
Ground Handling, Servicing

•
and Airframe Mainteriance

\ .. ,.)
E ENGINE SECTION (CONTROLS) f RUDDER ~NO ElEVATOR TRIM TAB MECHANISM

'200 HOURS
MOTI
LUBRICATE ALL
CONNECTIONS IN
f 200 HOURS
ENGINE SECTION *.*1
· AS INDICATED l{ AS REQUIRED
1000 HOURS ·
. . OR
ANNUALLY
2239 27 5A4

G GEAR UPLOCK H MAIN LANDING GEAR

(HF)

1 BATTERY CARRIAGE ' il 100 HOURS

211

· (HF) DAILY
200 HOURS OR
f WHEN WHEEL
IS REMOVED
e9I\ 100 HOURS

• f AS REQUIRED
211 ID

figure 2-12. Lubrication Chart (ShHt 3 of 4)

r 100 HOURS

21 1

2-23
Sectlon u 500S MAINTENANCE MANUAL
Ground ff!llldl!.ng, Servicing
and Airframe Maintenance

J BAGGAGE COMPARTMENT OOOR K CABIN OOORS

FWD
AFT

_ . AS REQUIRED
(11 PLS -
100 HRS) l{ 100 HOURS

-. 500HO~ ·
. . AS REQUIRED

M AS REQUIRED - . 500HOURS
ll 22 1 22 44

L SEAT MECHANISM N NOSE GEAR DOORS

. . AS REQUIRED

.í AS REQuiRED

(8 PLS)

(4 PLS)
M RUODER BRAKE
PEOALS (100 HOURS
211

r lOO HOURS

22 U M

Figure 2-12. Lubrication Chart (ShHt 4 of 4)

2-24
 Section lI
Ground Handling, Servicing
and Airframe Malntenance
GENERAL TUBE & HOSE FITTIN8S ·
STANDARD 1O. D. OF ALUMINUM ALLOY TUBING STEEL TUBING 1 HOSE END FITTINGS
DASH NO'S TUBE 1 (5052 ar 2024) 1 & ASSEMBLIES

. MIN. MAX. MIN. MAX. MIN. MAX.

-2
-3
1/ 8
3/ 16
10
-
16
-
-
90
-
100
-
70
...
100~"
~

-4 1/ 4 40 65 135 150 80 120 .,

-5 5/ 16 60 80 180 200 85 180•''
-6 3/.8 75 125 270 300 100 250
-8 1/2 150 250 450 500 210 420
- 10 5/ 8 200 350 650 700 300 480
-12 3/4 300 500 900 1000 500 850
- 16 1 500 700 1200 1400 700 1150
-20 1-1/ 4 600 900 - - - -
-24 1-1/ 2 600 900 - - - -
NOTE: Ali lo:fque figures are shown in inch-pounde.

STRUCTURAL NUTS
TORQUE IN INCH-POUNDS
· THREAD SIZE AN TYPE BOLTS Tension Type Nute Shear Type Nuts
MS20365 & AN 310 MS20364 & AN 320

8-32 AN2 12 - 15 7-9

10-32 AN3 20 - 25 12 - 15
1/4-28 AN4 50 - 70 30 - 40
5/ 16-24 AN5 100 - 140 60 - 85
3/8-24 AN6 160 - 190 95 - 110
7/ 16-20 AN7 450 - 500 270 - 300
1/ 2-20 AN8 480-690 290-410
9/ 16-18 AN9 800-1000 480~600

.. ENGINE NUTS & CAPSCREWS

NUTS & CAPSCREWS INCH-POUNDS

1
1/ 4 75
5/ 16 150
3/ 8 300
7/ 16 450 - 500
1/ 2 550

. ,,

• · Change 2
Figure 2-13. Torque Values
2-25
Section n
Ground Handling, Servicing 5008 MAINTENANCE MANUAL
and Airframe Maintenance

SCHEDULED INSPECTION ANO AIRFRAME

MAINTENANCE REQUIREMENTS
a. Aircraft scoops, fairing, panels, and doors
for damage and security.
Scheduled inspection and maintenance requirements b. W1ng, fuselage and empeMage for damage.
covers scheduled maintenance inspections, test flight c. Windshields and windows for cleanliness
inspections, and scheduled replacement of accessories inside and out.
and components applicable to the Commander aircraft. d. Windshield wiper for proper operatlon,
It does nct contain instructions for repair, adjust- (if applicable).
ment or other means of rectifying defective conditions;
nor does it contain detailed instructions for trouble- CABIN AND BAGGAGE COMPARTMENT
sb.ooting to find causes of malfunctioning. The inspec-
tion requirements are stated in such a manner as to · a. Cabín for cleanliness, ash trays emptied.
establisb. what equipment is to be inspected, when 1t b. Disposal containers for avaUabllity, as
is to be inspected, and what conditions are to be required.
sought. The appropriate sections of this manila]. are c. Chemical toilet serviced with disinfectant-
to be used in conjunction with this section when making deodorant solution, as required. Overboard relief
repairs or adjustments. tube cleaned and operating.
d. Baggage compartment curtain snapped in
Parts I, Il, anil ID comprise the basic inspection re- place (if applicable).
quirements for Preflight, Postflight, and Periodk
Inspections. Part IV contains inspection require- LANDING GEAR
ments that supplement the requirements of Parts I,
n and m, at specüied periods or upon occurrence of a. Landing gear for damage; shock struts for
speclfic conditions. Part V corttains requirements léakage and specified lnflation and cleanliness.
for replacing or overllauling specific accessories or b. Tires for cuts, grease or oil, and specified
components at prescribed periods. It will be neces- infiation, blisters, aligrunent of sllppage marics.
sary to incorporate the requirements of Parts IV and c. security of landing gear retract mechanism
V to complete a basic inspection. Part VI contains and wheel well doors. Hydraulic lea.kage at fittings
test flight inspection requirements. In order to and cylinders.
arrange inspection and replacement requirements as d. Emergency air storage bottle and accumula- ·
nearly as possible, the requirements in each part of tor properly charged.
this sectlon are divided into groups under "system"
headings. A syst.em title indicates either a functional FLIGHT CONTROLS
system or a groop of related components. No attempt
is made to sequence the order of performance of in- a. Control surfaces for damage.
spection requirements. The inspection methods em- b. Flight controls for complete freedom and con-
ployed, the availabillty of mechanics at the specüic trol surfaces for correct direction of movement with
ti.mes, and the facilittes utilized are too variable to respect to cockpit controla. .
establish standardized sequencing. c. Trim tabs for complete freedom and proper
direction of movement with respect to cockpit con-
trols and position indicator.
PART 1 PREFLIGHT INSPECTION d. Wing flaps for total travel and damage.
Check position indicator.
This inspection should be accomplished prior to the
first flight of the day. The inspection consists of POWER PLANTS
checking the aircraft for flight preparedness by per-
forming visual examination and operational checks of a. Engine cowl, fairings, panels, inspection doors,
certain components to assure no defects or malad- air scoops, and air scoop doors for damage, securlty,
justments exist that could cause accidenta or abort- and proper installation.
ed llights. b. Engine controla for full travel, unrestricted
movement and sprlng-~k.
PREPARATION c. Oil supply for proper service; filler caps for
security.
a. Wheels chocked.
b. All dust excluder plugs, pitot tube covers, PROPELLERS
and canopy c<>Vers removed.
c. Externa! rudder control lock removed. a. Propeller blades for damage.
d. Ground support equipment provided, as b. Propeller 's visible components for damage and
required. externa! lea.kage.
e. Pilot's flight discrepancies corrected and
signed off in Flight Log. SURFACE ICE CONTROL (OPTIONAL)
f. Frost, snow and lee r emoved from air-
craft, as require d. a. Anti-icing tanks for proper servlclng, filler

2-26 Change 2
 ¡ Sectlon 11
500S MÁÍNTENANCE MANUAL . Ground Handling, Servicing
and Airframe Maintenance

caps for security (if installed). PREPAR.A¡ION

b. Surface deicer and propeller boots for damage
and security, if installed. a. Wheels chocked and parking brake on 1f air-
craft unhangered.
ELECTIDCAL POWER SUPPLY b. Externa! rudder control lock removed (Install
after completion of inspection).
a. Batteries for security. c. , Ground support equipment pr.ovided, as re-
b. Battery vent hoses for proper installation. quired.
d. Pilot's flight sqúawks checked. '·''' ·
UGHTING SYSTEMS e. Install dust excluder plugs (after engines cool
dówn), pitot tube covers and canopy covers as:re-
a. Position, anti-collision and landing lights for quired upon completion of inspection. ·
proper operation. f. Tail stand in place and tie down if required.
b. Ice inspection light for proper operation, (if
installed). AIRFRAME
c. Cabin door warning light for proper operation
{if installed). a. Aircraft scoops, fairings, panela and doors
d. Interior llghting, cockpit and cabin for proper for damage and security.
operation. b. Wmg, fuselage and empennage for damage.
c. Wlndshield and windows for cleanliness, 1n-
HYDRAUUC SYSTEM s1de and out.

a. Hydraulic reservoir for specified fluid level. CABIN AND BAGGAGE COMPARTMENT.
b. Left and right wheel well and exterior of air-
craft for evidence of hydraullc leakage. a. Cabin for cleanliness, ash trays emptied.
b. Disposal containers replaced, as required.
c. Chemical toilet serviced with disinfectant-
FUEL SYSTEM deodorant solution, as required. Overboard relief
tube cleaned and operating.
a. Fuel tanks for proper servicing¡ filler caps d. Baggage compartment curta.in snapped in
for security. place (if applicable).
b. Exterior of aircraft for evidence of fuel leak-
age. LANDING GEAR
e. Fuel tank sumps draine_d.
a. Landing gear for damage; shock struts for
OXYGEN SYSTEM (OPTIONAL) leakage and specüied inflation and cleanliness.
b. Tires for cuts, grease .or oil, and specified
a. Check oxygen bottle for proper servicing infiation, blisters and alignment of slippage marks.
(1800 psig). c. Polished surface of shock struts and hydrau-
b. Check oxygen bottle to ensure valve is open. lic pistons cleaned with a cloth moistened with hy-
c. OXygen masks installed in aircraft. draullc fluid; inspect for scratches and distortion.
d. . Correct regulator operation (set). d. security of landing gear retract mechanism
and wheel well doors.
INSTRUMENTS e. Brakes for adequate brake lining. Check ad-
justment pin measurement.
a. Pitot and static port openings for obstructions. f. Check bungees for resiliency and fraying.
Check for proper heating of ports. Perform ground
check - 30 second maximum. FUGHT CONTROLS
b. Fuel quantity gages for comparable readings.
c. Compasa correction cards in place. a. Flight controla for·complete freedom of travel.
b. Control surfaces and wing flaps for damage,
MISCELLANEOUS security and proper position. .
c. Trim for complete freedom of travel .and prop-
a. Pilota checklist on board. instrument lndication. . ~-
b. All aircraft tecbnical publicatl.ons on board.
c. All loose equipment in place and properly POWER PLANTS
se cured.
a. Open engine cowl side panela and check for
security and evidence of 011 and fuel leakage. Secure
PART 11 POSTFUGHT INSPECTION panela upon completion.
b. Engine cowl, fairings, panela, inspection
This inspection will be accompllshed after each day's doors, air scoops, security and proper operation.
fiying •. The inspectl.on consista of a visual 1nspect1on c. Engine controla for full, free travel--and prop-
to determine 1f 1t is suitable to continue flight opera- er tension.
tlons. Certain areas and equipment may require at- d. Exhaust stacks for damage and security.
tention indicated by maintenance reports. e. Oil tanks for proper service; filler caps for

Change 2 2-27
.3ection II
Ground Handling, Servicing 500S MAINTENANCE MANUAL
and Airframe Maintenance

security. sure is below 1000 ps,!g. Check if oxygen has been

used or if system is leaking.
PROPELLERS
INSTRUMENTS - GENERAL
a. Propeller blades fbr damage. Check deice
boots for security, a. Fuel qnantity gages for readings comparable
b. Propellers and visible components for damage With lmown quantity in tanks.
and external leakage. b. Compass correction card in place.
c. Propeller governor for securtty and operation. c. Instruments for evidence of damage.
d. Propeller spinner for proper positioning and
security. MISCELLANEOUS

HEA'l'ING, VENTILATION ANO SURFACE ICE a. Checklist available.

CONTROL b. All aircraft techn.ical publications on board.
c. All loose equipment in place and properly
a. Heater air scoops, cabin air outlets for damage secured,
and obstructions;·heater controls for freedom of opera- d. · Pitot !light squawks signed off, if completed.
tion •.
b. · Anti-icing tanks for proper servicing; filler
caps for security (if installed). PART 111 PERIODIC INSPECTION
c. Surface deice boots for security and operation,
as required. This inspection should be accomplished upon the ac-
d. Ventilation blower for operation. crual of a specified number of fly1ng hours. The in-.
e. Comrustion heater for operation. spection, in certain instances, may be more search-
f. Fluid anti-icing system for operation (if ing than previous inspections; however, it Will con-
installed).. sist primarily of checking certain components, areas,
g. Pitot head and static ports heating elements and systems of the aircraft which due to their func-
for operation (30 second operation maxlmum). tion require a less frequent inspection than the pre-
flight and postfllght inspections. It Will be accom,-
ELECTRICAL POWER SUPPLY plished to determine that no condition exists that
could result in failure of a component or system mal-
a. Batteries for security, leakage or overflow function prior to the next scheduled inspection.
of electrolyte.
b. Vent hoses for security. It is permissible to use a 10 percent leeway in con-
ducting the 50 and 100 hour inspection. With a little
LIGHTING SYSTEMS foresight in planning, it should not be necessary to
cancel any scheduled !lights because a periodic in-
a. Cockpit, instrument, and compartment lights spection is due. The 10 percent leeway allows the
for illumination. 100 hour periodic inspection to be accomplished
b. Landing and positiori lights for illumination anytime between 90 and 110 hours ani the 50 hour
(malee test as brief as possible). periodic inspection between 45 and 55 hours.
c. Deice inspection lights for illumil).lltion (if
in stalled). This inspection requirement lends itself to the pro-
d. Anti-collision lights for illumination and gressive type inspection programa, if so desired,
operation. - by accomplishing portions of the inspection r equire-
e. Landing gear position lights (3 green) for ment in conjunction with the preflight and postflight
correct 1ndication. inspections.
f. Cabin door warning light for proper operation.
50 HOUR PERIODIC REQUIREMENTS
HYDRAULIC SYSTEM
a. Start and run engine until normal operating
a. Hydraulic components for evidence of leakage. temperature is reached. Feather propeller during
b. · Hydraulic reservoir for 8pecified fluid level. shut down.
c. Accumulator - regulator for proper pressure. b. Open cowling to accompllsh the following.
c. Drain oil.
FUEL SYSTEM d. Remove, inspect, clean, reinstall and safety.
l. Oil pressure acreen.
a. Fuel tanks for proper servicing; filler caps 2. Oil sump screen.
for security. 3. Oil filter, if installed.
b. Exterior of aircraft for evidence of fuel e. Service oil supply with correct grade oil.

•
leakage. f. Remove, clean, re1nstall and safety carOOI"etor/
injector fuel screen. Pressure leak check upon com-
OXYGEN SYSTEM (OPTIONAL) pletion.
g. Remove, clean, lubricate engine air inlet
a. Recharge oxygen bottle to 1800 psig if pres- filters; r einstall.

Change 2

. 5008 MAINTENANCE MANUAL
PART IV SPEOAL INSPECTION REOUIREMENTS
This part conta.ins inspection requirements that sup-
plement the ha.sic requirements of preflight, post-
flight, and periodic inspections. When one of the
requirements becomes 'due, it is to be added to the
basic requirements of the inspection to be performed.
AIRFRAME
Every 6 months.
After cleaning or repairs and every 12 months.
After installation, removal or relocation of equip-
ment, or modification of aircraft which results in a
change tothe basic weight and balance.
Every annual or 500 hours.
Every 5th annual or 2000 hours.
Every 5th annual or 1000 hours.
After encountering severe turbulence in flight.
After encounterlng asevere hard landing.
Change 2
Section Il
Ground Handling, Servicing
and Airframe Maintenance
Requiremeats that fall due at the expiration of an in-
terval of calendar time will be added to the require-
ments ri the postflight or periodic inspection (which-
ever is most appropriate) that will be accompllshed
nearest to the time when the special requirements is
due. A periodic is considered to be a 100 hour peri-
odic inspection.
ACCOMPLISH
First aid kits removed for inspection of condition and
completeness of contents. ·
Inspect seat belts for condition.
Weigh aircraft and accomplish necessary entries in
the Welght and Balance section of the Approved
Flight Manual.
Emergency exit for freedom of operation, condition
of seal, wear, and corrosion; locló.ng mechanism for
secure engagement.
Remove necessary interior upholstery in cabin to in-
spect fuselage structure for evidence of moisture in
the area around the main cabin door, emergency exit
window and over wing cabin vents.
lnspect flight control system (ailerons, rudder, ele-
vator, trim tabs and flaps) for the following:
a. Specüic range of travel.
b. Cables for specüic tension, corrosion, and
fraying beyond permissible limita.
c. Accessible cables for cleanliness; hlrnbuckles
and cable ends for cracks and proper safetying.
lnspect antifriction bearings (bellcranks, pulleys,
control surfaces, etc.) for rwghness, corrosion,
cont:amination, deterioration, misalignment, ·
security, evidence of wear, lack of lubrication.
lnspect áircraft for the following conditions:
a. Wing leading edge from engine nacelle out-
board for wrinkles, buckles, and loose rivets.
b. Aft fuselage and horizontal and vertical
stabilizer for wrinkles, buckles, and ·1oose rivets.
c. Upper wing surface for wrinkles, buckles and
loose rivets.
d. If damage is noted in any of the foregoing
areas, the inspection should be expanded, opening
any areas as necessary.
The aircraft should be inspected for the folloWing
conditions: ··
a. The upper Wing surface between the engine
nacelles for wrinkles, buckles and loose rivets.
b. Rear spar area on the ait side between the
engine nacelles for deformation, loose .rivets and
buckles.
2-33
Soction II
Oro~ Itandllng, Servicing 5008 MAINTENANCE MANUAL
IUld Ail'frame Maintenance

c. Ftiselage sk¡¡i directiy beneath the wing for

wrinkles, buckles and loose rivets.
d. . Bottom sk:in on the fusel11ge iil the adjacent ·
area below the baggage compartment door for wrin-
kles, buckles and loose rivets.
e. Landing gear support truss, externa! and in-
terna! attachment for sheared rivets and buckled
structure.
f. If extensive damage in any of the above men-
tioned areas has been noted, remove the fuel cells,
fuel cell liners and conduct a thorough inspection of
the front and rear Wing spars and stringers. Under
this condition, it is advisable to conduct an x-ray
inspection of the spar caps in the a.rea of fuselage at-
tachment.
g. Scissors for cracks, distortion and loose
bearings.

LANDING GEAR ACCOMPLISH

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

a. Landing gear for distortion, cracks and axle

When landing gear was prematurely retracted on take-
off, allowing aircraft to settle on gear whlle in mo-
tion.
Every annual inspection and at tire change.
for bending.
b. Wheel and tire for cuts, cracks and distortion.
c. Landing gear shock struts for correct fluid
and air inflation level. Check seals.
d. Landing gear drag braces for cracks, distor-
tion and misalignment.
e. Main landing gear torque link for cra.cks,
distortion and security of bearings.
f. Scissors for cracks, distortion and security.
g. Conduct a landi.ng gear retraction test and
observe alignment and freedom of operation.
Inspect clevises on MLG yoke to whlch retra.ct cyl-
inder rod ends are attached for bending and cracks.
Antennas if mounted to the lower fuselage sk:in and
structure for signs of ground cont.act damage.
Main wheels removed, cleaned and inspected for cor-
rosion, cracks and distortion; bearings and bearing
surfaces for wear and damage; bearings relubricated;
braking surfaces for cra.cks and excessive or uneven
wear; brakes for worn linings and loose wheel lugs.
Replace parts as needed.

Nose wheel removed, cleaned and inspected for cracks

and corrosion and distortion; bearings and bearing
surfaces for wear, damaged hearings; axle bolt for
distortion.

POWER PLANTS ACCOMPLISH

Alter ground run and after first flight folloWing en- Irispect complete engine installation, accessories,
gine change. controla, fluid carrying linea, electrical wiring and
connectors for the following conditions:

•
a. Damage, leakage, safetying where required,
loose or missing nuts, bolts, studs and clamps, vis-
ible defects and security.
b. Oil screens for metal particles.

Change 2
 Section ll
5008 MAINTENANCE MANUAL Ground Handlln¡t, Servicing

••
and Airframe Maintenance

Every engine change. Inspect antif¡iction bearings, rod.end bearings, bell-

\_ crank bearings, control pulley bearings, and cable
end fitti.ngs in engi.ne area for roughness, wear, cor-
rosion, alignment, damaged seals, security, contam-
ination, deterioration and lack of lubrication.

Inspect engine mounts closely for cracks, corrosion

and elongated holea.

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

Every engine change. Oil system completely cleaned.

Engl.ne change <lle to sudden stoppage, and engl.ne Engine mount removed and inspected for cracks,
change nearest to each 3000 hours. loose rivets and elongated boles. Use penetrant in-
spection as required.

FLIGHT CONTROLS ACCOMPLISH

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

FUEL AND OIL SYSTEM ACCOMPLISH

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

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

Every 1000 hrurs. Check tuel quantity transmitter for specified wiper
arm teilsion and interna! corrosion; cover and.con-
nector plug for safety.

PROPELLERS ACCOMPLISH

When a propeller or propeller governor is replaced Flight test.

or removed and reinstalled.

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

HYDRAULIC SYSTEM ACCOMPLISH

When hydraulic system has been contaminated with Drain, flush and clean entire hydraulic system,
other fluida, or contaminated clue to pump failure. change filter element, refill and repeat operation
after next 25 hours light time .

Change 5 2-35
Section 11
Ground Handling, Servicing 500S MAINTENANCE MANUAL
and Airframe Maintenance

Every 500 hours. Drain reservoir anc\.clean, inspect and reinstall Iil-
ter. ;Re~lace filter as required. Service hydraulic
reservo1r.
1
MOH
On airplanes, serial nos. 1755 thru
1876 and 3050 thru 3317 service hydrau-
lic reservoir with MIL-H-5606. On air-
planes, serial nos. 3318 thru 3323 ser-
vice hydraulic reservoir with MIL-H-
83282.

ELECTRICAL ACCOMPLISH
Every annual or 500 hours. Remove all electrical junction box covers and check
for evidence of shorting, corrosion and security.

INSTRUMENT - GENERAL ACCOMPLISH

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

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

RADIO ANO ELECTRONIC (OPTIONAL) ACCOMPLISH

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

2-36 Change 5
 Section Il
500S MAINTENANCE MANUAL Grourul"Handli.llg, Servicing

•
and Airfrp.me Maintenance

PART V OVERHAUL OR REPlACEMENT SCHEDULE and bench testing it before reinstalling it on the air-
\ craft. The ltefinition of the terms replacement or
This pa.rt lists units of operating equipment that are overhaul as used in this schedule simply means in-
to be replaced or overhauled at periods specified. spect and repair as necessary. It is not the inten-
Replacement means removal of the equipment and in- tion of this schedule to specifically detall each and
stallation of a serviceable item in its place. Over- every ítem used on the aircraft. ·
haul means removal of the equipment and overhauling

AIRFRAME OVERHAUL OR REPLACE

Every 5000 hoors or. 8 years whi~hever comes first. Overhaul airframe. Inspect, repair/ replace as nec-
essary (I.R.A.N.)

LANDING GEAR OVERHAUL OR REPLACE

Every 3000 hours. Remove and overhaul landing gear components. Re-
place ali interna! seals, chedc and replace an wsh-
ings, pins, bolts that are out of tolerance. Zyglo in·
spect aluminum and magnaflux ali steel parts.

HYDRAULIC OVERHAUL OR REPLACE

On condition, · Replace all flexible hose assemblies

Overhául or replace landing gear retract cyllnders.

Overhaul or replace power bralce assemblies.

Overhaul or replace remaining hydraulic components.

POWER PLANTS OVERHAUL OR REPLACE

Expiration of maximum permissible operating time. Replace engines, including fuel and ignition system,
i. e., carl:Alretor, injector, fuel pump, magneto and
ignition harneas.

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

On condition, b.lt not to exceed 2000 hours operating Re place or overhaul an engille acce ssorie s, starter,
time. generator, hydraulic pump, vacwm pimp, propeller
governor, and rubber hose assemblies.

PROPELLER OVERHAUL OR REPLACE

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

HEATING AND VENTILATION OVERHAUL OR REPLACE

500 hours of heater operation. Inspect cabin heater and component operating parts;
heater, ground blower, valves, ignition unit and
switche s.

Change 5 2-37
 Section Il
.Ground Handling, Servicing SOOS MAINTENANCE MANUAL
and AJrframe Maintenance

ELECTRICAL SY&'TEM OVERHAQJ. OR REPLACE

On condition. Overhaul or.replace voltage regulators and reverse
current relays and conta.ctors.
Overhaul invert.ers.

FUEL AND OIL. SYSTEM OVERHAUL ORREPLACE .

On condition. Overhaul or replace fuel cell.8.
Overhaul or replace electrical shutoff valves.
Overhaul or replace fuel boost pumps.

INSTRUMENTS OVERHAUL OR REPLACE

On condition. Overhaul and callbrate all instruments including
gyros.

UTILITY OVERHAUL OR REPLACE

On condition. · Overhaul or replac~ surface deicer equipment;
pumps, valves, timers and regulators.
Oxygen regulator.

Change 2
•
 Section n
500S MAINTENANCE MANUAL Ground Hanclling, Serviclrig

•
and Airframe Maintenance

PART VI TEST FUGHT INSPECTION REOUIREMENTS PART VI, §ECTION fil

'···~·
This part llsts all conditions under which test flights IN FLIGHT REQUIREMENTS
are required and complete inspection requirements
for accompllshment of prescribed test filghts. In- Re&fétments to be accomplished by the Pilot and/or
spection requirements in this section are establlshed Cop ot .
to assure a thorough inspection of the aircraft before
filght, during fllght, and upon completion of the test Takeoff and Climb
flight When a test flight is performed for purposes
of determining that specific equipment or systems a. The folloWing engine instruments for , •_'. Within-
are in proper operating condition, require[llents not limits" indication, response to engine power.appllca-
related to such equipment or systems should be dis- tlon and freedom from excessive oscillatlon or-.fluc-
regarded. This part is divided into four secti.ons. tuation. · ··
Section 1 contains aU conditions and circumstances 1. RPM.
under which test flights are required. Section II con- 2. Manifold pressure.
tains inspection requirements to be accomplished 3. Cylinder head temperature.
prior to a test flight. Section m contains inspection 4. ·Oíl pressure.
requi.rements to be accomplished during a test flight. 5. Oíl temperature.
Section IV contains only direct post test flight inspec- 6. Carwretor air or inductlon air
tion requireim nts to be accomplished upon completion temperature.
of a test flight. 7. Fuel pressure.
8. Hydraulic pressure.
PART VI, SECTION 1 9. Fuel flow.
10. Vacuurn.
CONDITIONS REQUIRING TEST FLIGHT
b. Engine controla for alignment and response
The conditions requiring accomplishment of a test during power changes.
flight are Usted below. Under circumstances other c. Aircraft for init:ial control and stabillty at
specified airspeeds.

••
than those Usted, the need for an aircraft test fiight
following maintenance or repair work is left to the
discretion of tbe maintenance shop foreman. Cruise
' .. - a. To complete each third periodic inspect:ion. a. The folloWing engine instruments stabillzed
b. · When a new or newly overhauled engine is in- Within normal operating tange.
stalled. 1. RPM.
c. When moveable flight surfaces have been re- 2. Manifold pressure.
placed or removed for extenSive repairs and reinstal- 3. Oll pressure.
led. 4. Oíl temperature.
d. When a propéller or governor is replaced or 5. Cylinder head temperature.
removed and reinstalled. 6. Carooetor air or induction air
e. When Oight control cables or rods have been temperature.
rerouted, rerigged, or flight control mechanisms 7. Vacuum.
have been adjusted. 8. Fuel pressure.
f. When adjustments or changes are made to ac- 9. Hydraulic pressure.
cessories and/or auxiliary equipment that require 10. Fuel flow.
flight to accomplish operational checks or calibration.
g. When major structural repair and/or modifica- b. Engines for normal operat:ion on all sources
tion is accomplished. of fue!. ·
c. Propellers for proper response to high am
PART VI, SECTION II low pitch controla; feathering for specified operation
and rotat:ion stop. Synchronizer functioning if·instal-
PfilOR TO TE~ FLIGHT REQUIREMENTS led.
d. Generators and voltage regulators for out¡xit.
Groond Crew Responsibllity e. Environmental system for operation:
f. Flight controla (ailerons, elevator, rudder
Complete preflight inspection performed in accord- and trim tabs) for proper response and smooth and
ance with Part l of this section of the mamial. unrestricted movement._
g. Autopilot for proper operation.
Pilot Responsibility h. The folloWing fllght instrumenta for indica-
tions corresponding to changes in temperature, pres-

•
Conducta pilota' prefilght inspection . sure, direction and altitude.
l. Altlmeter.

Change 2 2-39
Section II
Gro\lnd RIUldling, Servicing 500$ MAINTENANCE MANUAL
a.nd Atrtrame Maintenance

2. Airspeed indicator. j. FJ.aps for operation and proper position indi-

3. Turn-and-bank indicator. cation. ...
4. Magnetic compasa. k. Landing gear for operation and proper posi-
5. Rat.e of cllmb indicator. . tl.on indication.
6. Directional gyro• . l. Throttle warning horn for specified opera-
7. Attitude gyro. tion with gear up and throttles retarded.
8. Free air temperature. · m. Radio and electronic equipment for proper
operatl.on.
i. Afircraft should be at a safe altitude and at
pro~r trim airspeed at time of approaching stall. PART VI, SECTION IV
Check for satl.sfactory charact.enstics upon approacb-
ing, during and recovering from stall. Stall warning POST TEST FIJGHT REQUIREMENTS
should sound 5 to 10 mpb prior to actual stall.
Fllght Crew
l. Power on:
Discrepancies noted during flight entered on applicable
(a) . Clean. form$.
(b) Gear down, flaps up.
(e) Gear down, Oaps down. GroundCrew
(d) Gear up, fiaps down.
a. Engl.nes and aircraft for evidence of fuel and
. 2. Power off: oil leaks.
b. Aircraft secured in accordance with appli-
(a) Clean. cable directives. ·
{b) Gear down, flílps up. c. After test flight following engine change:
(e) Gear down, flaps down. l. Conduct inspection as outlined in Part
(d) CJEar up, flaps down. IV, Special Inspection Requirements.

•
2-40 Change 2
 5008 MAINTENANCE MANUAL
•
SECTION 111
HYDRAULICS
TABLE OF CONTENTS
, Page
SYSTEM AND COMPONENT OPERATION .. .. . 3- 1
GENERAL MAINTENANCE PRACTICES . . . . . . 3- 2
FuncUonal Test Procedure . .. .. .. . . .. .. .. 3.:. 5
HYDRAULIC SYSTEM COMPONENTS .. .. . .. .. 3- 5
Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3- 5
Shutoff Valve·s . . . . . . . • • . . . . . . . . . . . . . . . . . 3- 6
. Engine-Driven Hydraullc Pump . . . . . . . . . • . 3- 6
Accunu~lator-Regulator .. .• •.•.. .. . . •. . .• • 3- 6
Landing Gear-Wing Flap Control Valve • • . . 3-10
Main Landing Gear Actuating Cyllnders ..•. 3-15
•
\
SYSTEM ANO COMPONENl OPERATION
The hydraulic system provide~ hydraullc pressure
for operatlon of the· landing gear, wing flaps, nose
wheel steerlng, and brake system. Major hydraulic
system componente are inst.alled in the left engine
nacelle and consiste of a hydraulic fluid reservolr,
shutoff valves, accumulator-regulator, and the aux-
iliary hydraulic system pump andpressure switch. A
hydraullc system pressure gage, l.ocated inthe center
instrument panel andconnected intothe pressure sys-
tern, registers hydraulic system pressure in psi.
Durlng. normal operation, engine-driven hydraulic
pumps installed on the uppel' section of each engine
accessory housing supply system pressure (see Fig-
Üre 3-2). Hydraulic fluid flows from the reservoir
through electrically operated shutoff valves to the
engtne-driven hydraullc pumps. The shutoff valves,
located in the supply llne to each hydraullc pump, are
provided to shutoff the flow of hydraulic fluid to an ·
engine-drtven pump in the event of an engine fire,
and tofacllitate maintenance on the hydraulic system.
The accumulator-regulator, installed downstream
from the hydraulic pumps, maintains a system pres-
sure of 900-1075 psi and absorbe pressure pulsations
caused by iiitermittent fluid flow froni the engine-
driven hydraulic pumps. A pressure relief valve, in-
stalled in the fluid return Une at the bottom of the hy-
draulic reservoir. protects the system from over-
pressure caused by thermal expanslon. In the event
of normal hydraulic system failure, the auxillary hy-
draulic system is available to operate the wing flaps,
brakes, nose wheel steering, and parking brakes.
Section III
Hydraullcs
Page
Main Landing Gear Uplock Cyllnder · . •. .. . . 3-16
Nose Gear Actuatlng Cylinder. . . . • . . . . . . . . 3-17
Wing Flap Actuating Cylinder .. • • .. .. . .. .. 3-17
Power Brake Valves · . . ...... .. .. .. ...... 3-17
Parking Brake Valve .. .. .. . .. .. .. • • .. .. . 3-18
Nose Wheel Steerlng Bypass Valve .... .. •. 3-19
Nose Wheel Steering Cyllnder . ... . .•..... 3-19
AUXILIARY HYDRAULIC SYSTEM ..• . ..• . . .. 3-23
Auxillary Hydraulic Pump ••. . •.•. . •. , • . . • 3-23
The ·electrically-driven auxillary pump, which i s
supplied hydraulic fluid from an emergency source of
fluid contained in the bottom of the reservoir, pro-
duces a pressure of· 500-575 (: 30) psi to operate the
auxiliary system.
Hydraulic cylinders actuate the nose and main landing
gear, main gear uplock mechanisms, and wing flaps.
The cylinders are controlled through a (dual-function-
ing) landlng gear-wing flap control valve, mechanical-
ly linked .to the landing gear and wing flap control
levers (see Figure 3-8). A check valve incorporated
in the landing gear-wing flap control valve, retains
fluid in the upl.ock cylinders of the main landing gear
when it is retracted. In the event of .pressure loss in
the.hydraulic system, the hydraulic fluid retained in
the uplock cylinders will prevent the main gear from
· extending wrtil the landing gear control lever is placed
in the down position, releasing fluid from the up-
lock cyli!tders. The nose landing gear is re.tained
in the up position by hydraulic pressure from the
normal system. U normal system pressure.i s lost
the nose landing gear will free-fall to the extended
position and be l.ocked 'down' by action of the nose
gear bungee spring. Nose wheel steering is accom-
pllshed througha hydraulicactuatingcylinder attached
to the nose gear. A bypass valve installed in the hy-
draulic steering systemprevents the nose wheel from
being turned when it is retracted. The wheel brakes
and nose wheel steering are controlled through power
brake valves, which are linked to the rudder-brake
pedals. Power brake valves are actuated by applying
pressure to the upper portian of the rudder-brake
pedals.
3-1
Secüonm 5008 MAINTENANCE MANUAL
ftydraulica
1. NOSE GEAR ACTUATING CYLINDER
2. PARKING BRAKE VALVE
3. LANDING GEAR-WING FLAP CONTROL
VALVE
4. IANDING GEAR NITROGEN STORAGE BOTTLE
5. WJNG FLAP ACTUATING CVLINDER
6. MAIN GEAR HYDRAULlC ACTUATING
CYLINDER
7. MAIN GEAR HYDRAULlC-PNEUMATIC
ACTUATING CYLINDER
8, AUXILlARY HYDRAULIC sYSTEM PUMP
Figure 3-1 . Hyclraulic Equlp•ent Locatlon
An air storage bottle CQntaining compre ssed nitrogen
is located in the baggage compartment and connected
to the main laniilng gear hydraullc-pneumatic actuat-
ing eyllnders by tubing and hoses (see Figures 3-1
and 3-15). Compressed nitrogen is utillzed to assist
the hydraulic eystem in lowering the main gear during
normal gear operation and provides the pressure
needed for emergency extension of the main gear in
the event of hydraullc eystem fallure.
GENERAL MAINTENANCE PRACTICES
Cleanllness is an essential part of hydraulic system
and component maintenance and repair. Small par-
ticles of dirt or other foreign materials are especially
damaging to interna! seals and surfaces of hydraullc
component moving parte; therefore, every precaution
3-2
9. HYDRAULIC RESERVOIR
10. AUXILIARY HYDRAULIC SYSTEM PUMP
PRESSURE b'WITCH
11. HYDRAULlC ACCUMULATOR-REGULATOR
12. WHEEL BRAKE
13. ENGINE-DRIVEN HYDRAULIC PUMP
14. POWER BRAKE VÁLVES
15. NOSE WHEEL STEERING BYPASS VALVE
16. NOSE WHEEL STEERING CYLINDER
17. WING FLAP FLOW CONTROL VALVES
1 23 45
must be employed to prevent contamination of hydrau-
llc fluid, and hydraullc fluid filters installed in the
aircraft eystem must be serviced at prescribed in-
tervals. storage containers should be maintained
clean and sealed. The following information is gen-
erally appllcable for all hydraullc eystem maintenance.
a. Hydraullc system pressure may be reduced to
zero by appllca11on of the brakes or by actuating the
wing flaps. .
b, Reduce hydraullc pressure and accumulator
nitrogen pressure to zero when performing mainte-
nance Qn the accumulator-regulator. ·
c. Reduce milin landing gear nitrogen storage
bottle pressure to zero when removing the main land-
ing gear hydraullc-pneumatic actuating cylinders and
•
associated componente or plumbing.
d. Cap or plug all openings in hydraullc llnes and
component parte at time of disconnection, to prevent
foreign materials from ertering .the hydraullc system.
 5008 MAINTENANCE MANUAL Sectior
tfydrau

OPEN

t~
*
ENGINE-DRIVEN SHUTOFF RELIE F'
HYD PUMP ENGINE VALVE

8
HYD & FUEL (l 300 LBS)
::::~;:::::::::;::::~:~:::::~:;:~~~:::::~:::::::~:~::::::::::::::: :~:=:~:l~:::::::~~=::::::~:~:::::::::::;:~::::::::;~:::;::::::~~?.~:::::::::::::::~~:=~::::~~=~:::::~~=:::~:::;::::::~:::::::::::::::::~~=:~:=~:#}::~:~:~:~:~:~:~:~:;:~:~~:¡:~:~:~:~:~:i:~:~:~:t;:~~
SHUTOFF
VAL VE

LANDING GEAR
UP
~

LANDING
FLAP CONTROL VAL VE
G~AR-WING
\
u /
1
'1

\ /
\ /
LANDING GEAR }-{
OOWNU

FUEL-HYD
NORM
fi * EFFECTIVE FACTORY SERIAL
V- NUMBERS 3211 AND SUBSEQUENT
EMER
OFF

-LEGEND-

- A m PRESSURE c=i ;~~~~¡E LINES k? :?/: jsuPP LY

Figure 3-2. Normal Hydraulic Syslem Sche matic

3-3/ 3-
lI
s

,...._.........,..........,ACCUMULATOR-REGULATOR
.... .TO HYDRAULIC HYDRAULIC
i_.;.__r--- .,.. RESERVOIR PRESSURE
GAGE
FLAPS
• TO HYDRAULIC UP
-----~ RESERVOIR ;

TO RELIEF VALVE AND Ji

HYDRAULIC RESERVOIR .,.
WING FLAP
POWER
BRAKE VAL VES

TO HYDRAULIC TO HYDRAULIC
RESERVOIR RESERVO IR

~ ~

RIGHT MAlN GEAR

••
UPLOCK CYLINDER

TO RIGHT MAIN GEAR BYPASS

· ~
TO WllEEL
ACTUATING CYLINDERS BHAKES
VAL VE

URE GAG~
•
t RETURN r:;:::::;;:iFL.OW CONTROL , ...._ !CHECK VALVE:
~ VALVE -r-
MECHANICAL
ACTUATION
ELECTRICAL
ACTUATION
Zl GZ
 5008 ·MAm'Í'ENANCE-·MANUAL
e. Use correct safety wiring technique during re-
assembly and insWla.tion of components.
f. Clean hydraulic system component parta and
connections in cleaning fluid, Federal Specüication
P. D. 680, and dry with moisture free air.
g. Inspect component parta for cracks, nicks,
burr s, scratches, scoring, and condition of threads
tm component parte and fittings.
h. Measure wear of component parte at time of
disassembly and replace allparts that do oot conform
to wear tolerance specified in Figure 3-16.
1.. Clean hydraulic cylinders, pistons, or honed
inter.nal 8\irfaces, using light buffing compound or
:erocus· cloth; rub in lengthwise direction when re-
µioving scratches or nicks.
j. Replace ali O-ringa, seals, and wiper rings a1
time of overhaul and lnstallation of hydraulic compo-
. nents.
k. Lubrlcate component parte and seals With clean
pydraulic fluid, Mil-H-5606A, prior to reassembly.
.L When installing O-ringa, make certain the 0-
Fing is evenly stretchedaround circumference of part
and not twisted in retaining groove.
m. Never use force to assemble component parte.
n. When possible, pressure check hydraulic com-
pcments for leakage prior to installation on aircraft.
o. Lubrlcaie pipe thread fittings With. ~!:_~ize.
.compound conforming to Federal s¡iecification TT-A-
580.
•
p. Lubricate B-nuts with thread lubricant conform-
ing to Specification JAN-A-669.
q. Release pressure from hydraulic linee prior to
\ . _.. .
tightening a tube fitting.
r. When replaeing fittings or linee, always start
tube nuts with flngers, and complete tightening With
wrench to correct torque value as specified in Torque
1 Tabl~, Section II.
s. Always bleed hydraulic lines when replacing
hydraulic brake and nose wheel steering components.
t. Always perform an operational check after re-
placing hydraulic system compo11ents.
u. Always perform landing gear operational check
when replacing landing gear hydraulic components.
v. Testairvalves on hydraulic-pneumatic cylinder
nitrogen storage bottle and accumulator-regulator
using solution of soap and water.
w. Charge nitrogen storage bottle or accumulator-
regulator with nitrogen when maintenance re sults in
nitrogen pressure loss.
llOTI
Use of moisture free compressed air
is permissible for temporary servicing
of accumula.tor-regula.tor and landing
gear nitrogen storage bottle.
x. Clean hydraulic actuating cylinder piston rods
and landing gear struts With a clean cloth moistened
lin hydraulic fluid, MIL-H-5606 , at frequent intervals.
FUNCTIONAL TEST PROCEDURE
When maintenance has been performed on the hydrau-
llc system which necessitates an operational check
Change 5
Sectlonm
Hydraulics
of the landin.g gear, jack aircraft as outlined in Section
11 and perfofm landing gear operational check as out-
lined in Section VI. Refer t o Section Il for instructions
pertaining to installa.tion of an external hydraullc
power unit. Function test procedures applicable to
specüic componente of the hydraulic system are ln-
corporated in the text of this section. General test
procedures contained inthe preceeding·general ..main·
tenance practices must be accomplished after'com-
ponent repair.
a. Place master (battery) switch in BA'CTERY
~si~L ~
b. Operate wing flap control valve lever until hy-
draulic pressure drops to 500 (! 30) psi. The aÚXili-
ary hydraulic system pump should automatically cut-·
in, build up hydraulic pressure to 575 (! 30) psi and
then stop. ·
c. Start left engine to determine if left engine-
driven hydraulic pump is operating. Hydraulic pres-
sure should read between 900 and 1075 psi.
d. Raise and lower Wing flaps to assure proper
operation of hydraulic accumula.tor-regulator. Hy-
draulic pressure should not drop below 900 psi or
raise above 1075· psi.
e. start right engine and perform operatlonal
check of brakes and nose wheel steering system while
taxling.
f. Stopleft engine andactuate wingflaps to release
accumula.ted pressure. Hydraulic pressure from
right engine pump should not drop below 900 psi or
raise above 1075 psi.
HYDRAULIC SYSTEM: COMPONENTS
RESERVOIR
The hydraulic reservoir, installed in the left engine
nacelle wheel well is serviced with 3. 2 U. S. quarts of
fluid and incorporates a fluid expansion space equal
to l. 06 quarts. Servicing instructions are contained
in Section 11. Hydraulic fluid flowsthrough a replace-
able filter, installed in the bottom of the r eservoir,
and then through the reservoir standpipe into each of
the main supply outlets, and on to the engine-driven
pumps (see Figure 3- 3). In the event of a hydraulic
leak in the normal system, a reserve supply of fluid
contained below the reservoir standpipe flows out
thr.ough the emergency outlet to supply fluid to the
auxillary hydraulic system pump. Hydraullc fluid is
returned to the reservoir through a tangential return
port, to decrease fluid foaming. The reser.v oir ls
vented overboard through a vent line installed~in the
reservoir cover. A drain plug is located in the ·bottom
of the reservoir. Access to the reservoir fíllér cap
is gained through an access door, located inthe' upper
left engine nacelle surface.
REMOVAL AND INSTALLATION
a. Reduce hydraulic pressure to zero.
b. Remove drain plug and drain fluid from reser-
voir.
3-5
 Section III 5008 MAJNTENANCE MANUAL
llyd.nluUc11

it is driven to the fuUy opened or closed position •

COVER RETAINING Each shutoff valve is actuated by a guarded switch
BOLT located on the forward edge of the trim .tab-.control
VENT FILLER CAP panel . Tlll!. valve circuit is protected by a non-indi-
cating 5-amp p.ish-to-reset circuit b~eanr ;"·f()c:11;ted
on the forward edge 9f the trim tab control P.a nel 1bn
aircraft with factory serial numbers 1755 tlfrougb
3210. On aircraft with factory serial numbers 3211
and subsequent the circuit breaker is located on the ··'
circuit breaker panel. Under normal operating con-
ditions, shutoff valve switches remain in the O:PEN
position (aircraft with factory serial. number~·.1755 -
thrwgb 3210) or NORM position (aircraft ,withfactory
serial numbers 3211 and subsequ~th~d;:ire pro-
tected by a switchguard topreyen~·~entalclo~ing.
The guard covering each sw1tc:li' .fil secured w1th a
break-away safety wire , whicii\) if.e asily broken to
open the guard and close th" ·. • Ea.ch switch
also serves as.._a master ' ·r the correspond-
ing englne tuel shutoff 'will override the
fuel sbutoff valve swi~ cuit to close the valve·
(aircraft _with faclory 1 ~rlal numbers: 1755 thr~gti .
3210) . On .aircraft 321F ánd subsequent the switch
serves as an EMER-OFF switch for-the correspond-

/
DRAIN
ing engfne fuel shutoff valve. Thé-'hydraullc shutoff
valves and switch circült müe it possible to stop the
fiow of fuel lll)d hydraulic iluiiüo the;appropriate· en-
gfne in event of emergency. Hydratillc shutoff valves
RELIEF alsofacilitate maintenance of the hydraulic system by
VALVE providing a means of stopping hydraulic fluid flow at
the reservoir.
EMERGENCY
SUPPLY EMERGENCY REMOVAL AND INSTALLATION
PORT SUPPLY
OUTLET a. Reduce hydraulic pressure to zero.
23 3 b. Drain hydraullc fluid from reservoir.
c. Disconnect electrical connector from shutoff
Figure 3.3, Hydraulic Reservoir valve.
d. Disconneet outlet line from shutoff valve.
e. Remove bolts, nuts, andwashers attaching valve
c. Disconnect return and vent Unes and both supply to hydraulic reservoir and remove shutoff valve.
llnes at hydraulic reservoir.
d. Remove bolts attaching hydraullc reservoir to To instan the shutoff valve reverse the removal pro-
mounting angles and remove hydraulic reservoir. cedure and service the hydraulic fluid reservoir.

Installation <X a hydraulic reservoir is the reverse of

the removal procedure. After installation, service
reservoir with hydraulic !luid and perform hydraulic
system functional check. · A gear-type,
. -. ·. :~. :-,:·. HYDRAULIC SYSTEM FILTER. The hydraulic system
~ ··· "Y filter, located 1nthe bottomof the hydraulic reservoir
'}. : is held· in place by a spring-loaded plate (see Figure
!~.:;_,:~.'.:~':.:~3-3). ~ To remqve the filter, reduce hydraullc systeni
pressure to zero, remove reservoir cover retaining
bolt and,cover, and lift filter from reservoir. Filter
should..bt!.~ leane·d or replaced at intervals prescrib-
ed 1n the aircraft inspection guide.
ENGINE-DRIVEN HYDRAULIC PUMP
pos itive-displacement, engine-driven
hydraulic pump is installed on an engine ·accessory
drive pad directly below the right magneto. In the
event one hydraulic pump becomes inoperative, the
remaining pump is capable of SUPplying sufficient
fluid flow and pressure to operate the hydraulic sys-
tem. Check valves installed in the hydraulic supply
lines between the pumps and accumulator-regulator,
prevent an operative pump from discharging fluid
through an inoperative pump. A description of the
pump, along withinstallation andremoval procedures,
is contained in Section IV.

•
SHUTOFF VAL VES

'·T he hydraulic fluid supply llne to each engine i s con- ACCUMULATOR-REGULATOR

nected to a shutoff valve attached to the bottom of the
hydraullc fluid reservoir as shown in Figure 3-3. The hydr aulic accumulator-regulator is installed in

motor,- "''**
Each valve is gear- actuated by a reversible de electric
automatically stops the valve gate when
:,::.: -::;·~~-~...........
3- 6 ·~;.-;f1tf.".f{:::,... ..
. the left engine nacelle wheel well, and consists of a
hydraulic pre ssure adjusting valve, unloader valve,

t~.. :.~ '.;tJt~'

 5008 MAINTENANCE MANUAL Section IIl
Hydraullcs

3
1

~/ 17

.,
\ .
2&

l. SYSTEM PRESSURE OUTLET

2. CHECKNUT
3. POPPET GUIDE
4. SPRING
5. POPPET
6, P'uMP PRESSURE INLET
7. RETUJW.'
8. POPPET & SEAT ASSY
9. SPRING GUIDE
10. SPRING (Relief)
11. ADJUSTING CAP (Relief)
12. PLUNGER (Transfer)
. 13. SPRING (Transfer)
14. ADJUSTING CAP
15. PLUNGER (Unloader)
16. SEAT
17. BALL
18. GUIDE
19. SPRING (UnIOader)
20. CAP
21. ACCUMULATOR PISTON
22. CHECKNUT
23. AIR VALVE
24. PISTON GUIDE RINGS
25. BODY
26. LOCK NUT
23 5

Figure 3-4. Accumulator - Regulator

Section m 5000 MAINTENANCE MANUAL
Hydraullcs

pressure relief valve, · and accumulator piston (see Unloader Valve

Figure 3-4). The hydraullc pressure adjusting valve
controla theunloadervalve, which regulates hydraullc a. Remove cap (20), spring (19), guide (18), and
pressure recelved from the engine-driven hydraullc ball (17).
pumps. The unloader valve is adjusted to maintain b. Remove snap ring, using snap ring pllers.
hydraullc systempressure between900psl (minimum) c. Withdraw seat (16) carefully, using a small hook.
and 1050 (+25, -O) psi. When system pressure ex- d. Remove plunger (15), uslng pllers with padded
ceeds 1050 psi the unloader allows pump pressure to jaws.
bypass the system and return to the reservoir. When
system pressure isdecreased to900 psi, the unloader Pressure Rellef Valve
valve permits pump pre ssure to be applied to the sys-
tem. The hydraulic pressure relief valve is adjusted a. Remove adjusting cap (11 ), spring (10),. spring
to return fluid to the hydraullc reservoir when sys- guide (9), and poppet (8).
tem pressure exceeds 1300 psi. This prote·cts the b. Insert wooden dowel througb housing hole and
hydraullc system in the event of unloader valve mal- push out poppet seat (8). Poppet and seat are a
function. The piston type accurnulator, whicb is matched pair, and must be replaced asan assembly.
cha.rged to 600 psi with nitrogen gas, provides an air
cushion for the hydraullc system which absorba the Pressure Adjusting Valve
pulsating pressure resulting from regulator modula-
tion and operation of hydraullc system components. a. Remove adjusting cap (14).
Malfunctions in tbe pressure regulating functions of b. Remove spring (13) and.plunger (12).
tbe accumulator-regulator are usually caused by
faulty poppet valve operation and may be indicative of Accurnulator
hydraullc fluid contamination or failure to clean the
hydraulic filter at required intervals. a. Remove air valve (23).
b. Loosen locknut (26), using spanner wrench.
REMOVAL c. Loosen and remove cylinder body (25), using
strap wrench. ··
a. Reduce hydraulic pressure to zero. d. Insert wooden dowel through air valve body hole
b. Close hydraullc shutoff valves. and pusb out accumulator piston (21).
c. Detachanddrainhydraullc linea to accumulator-
regulator. REASSEMBLY ANO ADJUSTMENT. Reassembly of
d. Remove attaching bolts and remove accumulator- the accumulator-re.gulator is the reverse of disas-
regulator from alrcraft. sembly procedure. When replacing adjusting cap (14)
be sure 0-ring is properly seated in groove of regu-
DISASSEMBLY. Disassembly of the accumulator- lator housing. An auxiliary hydraullc power source,
regulator consists of removing the system supply · - with controllable fluid flow and pressure must be
poppet . valve, hydraulic pressure adjusting valve, used to adjust accumulator-regulator.
hydraullc pressure relief valve, unloader valve, and
accumulator assemblies (see Figure 3-4). Compo- a. Connect nitrogen charging unit to accumulator-
nent parts of the above assemblles may be removed regulator air valve (23) and charge accumulator to
and cleaned, or new parta installed as necessary. 600 psi. '
Should a malfunction occur that is not remedied by b. Connect auxiliary hydraulic source to accumu-
cleaning and replacement of damaged parts in the lator-regulator pressure inlet port (6).
aforementioned assemblies, the complete accumula- c. Rotate hydraulic pressure adjusting valve cap
tor-regulator should be replaced. (14) until valve is bottomed. Apply hydraulic p~s-
sure to inlet port. ·

1
d. Adjust hydraulicpressure relief valve (11) until
a few drops of hydraulic fluid appear at return p o r t
1 WARNING (7). This must not occur below 1150 psi.
e. Slowly reduce .. inlet pressure until pressure
relief valve (11) reseats. This must not occur below
Reduce accumulator nitrogen pressure 1100 psi.
t<:> zero and release all fluid from unit f. Adjust hydraulic pressúre adjusting,. valve cap
befare disassembly is attempted. lt
(14) until unloader valve loads (cuts in) at pressure
of 900 psi and unloads (cutout) at a pressure of 1050
(+25, -O) psi.
Poppet Valve g. Tighten checknuts on hydraullc pressure adjust-
ing valve cap and hydraulic relief valve cap, and se-
a. Loosen checknut and remove elbow (1) fi-om cure valve caps (11), (14), and (20) with safety wire. .
reducer bushing. h. Test accumulator-regulator for interna! leak:age,
b. Remove reducer bushing from pressure port. by loading unit to 970 psi. Fluid leakage from the
c. Remove poppet checknut (2), poppet guide (3), open return port must not exceed .10 drops in the first
spring (4), and poppet (5). minute, and five drops in the following three minutes.

3-8
 . ' .·...
·i·

5008 MAnITENÁNCE:MÁNUAL Section m

•
Hydraulics

GEARUP@
POSITION~
SYSTifM
PRESSURE
.----ji AUXILIARY
~PRESSURE

'' /
,d,.LAP UP
PCETION
' /
/
··~·
/ · ·"

GEAR GEAR FLAP

UP UPLOCK UP

RETURN
----·ji ~ AUXILIARY
PRESSURE

/ !!'..
/ ::

GEAR DOWN@,
POSITION l~
....
GEAR GEAR GEAR FLAP
UP UPLOCK DOWN DOWN
-LEGEND -

•
- - - SYSTEM PRESSURE
r. . .:-:..·:·:.¡:.:.:.:.:.:.;¡.:.:·:! RETURN

---- -- MECHANICAL ACTUATION 23 16

Figure 3-5. landing Gear • Wing Flap Control Valve Sche11atic

3-9
Section m 500S MAINTENANCE N'J.ANUAL
Hydraulics
i. Charge accumulator and check air valve far
leakage by using a soap and water solution.
INSTALLATION. Installation of accumulator-regu-
lator is the reverse of removal procedure. After
installation, recharge accumulator, fill hydraulic
reservoir, and perform hydraullc system operational
check.
ACCUMULATOR-REGULATOR CHARGING
a. Reduce hydraulic system pressure to zero.
b. Remove accumulator air valve cap and connect
nitrogen charging unit.
c. Loasen accumulator air valve checknut 2-1 / 2
turns and charge accumulator to 600 psi.
d. Operate wing flap control lever through one
cycle .to relieve possible hydraulic pressure on ac-
cumulator pistan.
e. Charge accumulator to 600 psi, and tighten air
valve checlmut.
f. Remove charging unit and replace áccumúlator
air vilve cap.
g. Insj>ect accumulator air valve far leales.
LANDING GEAR-WING FLAP CONTROL VALVE
The landing gear-wing flap control valve, is installed
directly below the engine control quadrant pedestal.
Hydraulic fluid is directed into the valve body through
a single port. It is then routed to individual valves,
which direct fluid to the landing gear cyllnders or the
wing flap cylinder, according to the position of the
wing flap and landing gear control levers (see Figure
3-5). The landing gear control lever is mechanically
connected to the landing gear control side of the valve
imit. Placing the landing gear control lever in the
gear UP position, positions the valve to direct pres-
sure to the. up port on each gear actuating cyllnder
and releases pressure on the return ports. .Moving
the control lever to thé DN position reverses the
sequence. The wing flap control lever is mechani-
cally linked to the wing flap control side of the valve
unit, and operates on the same principie ·a s the land-
ing gear control valve. The wing flap control lever
should remain in the UP position at a1l times, except
when it is necessary to lower flaps. Neutral position
is used to ottain a flap angle settlng between the full
up and down positions. In the event of pressure loss
in the main hydraulic system, the auxiliary hydraulic
pump will provide pressure to operate the flaps (see
Figlire 3-15). The wing flap-landing gear control
valve assembly incorporates two check valves within
the body of the unit. One of these valves, located in
the uplockport of the control valve manifold, locks hy-
draulic system pressure in the uplock cylinders oí
the main landing geai: when the gear is retracted.
Fluid trapped in the main landing gear uplock lines
and cylinders is not released untu the landing gear
control lever is moved to the DN position; therefore,
the main landing gear will remain up and locked in
the event hydraulic pressure is lost. Fluid pressure
leakage through the uplock check valve may cause
the main landing gear to unlock and sag down during
flight. Correction oí this condition w1ll require
3-10
replacement of the check valve in the control valve
manifold. However '/' the main landing gear hydraulic
lines should be checked far leales prior to replacing
the uplock check valve.
The second check valve, contained in the body oí the
landing gear-wiilg flap control valve, isolates the aux-
lliary hydraullc system when the normal system is
inoperative. This assures operation of the brakes,
flaps, and nose wheelsteering even though the normal
fluid supply is depleted or the normal system is in-
operative far other reasons. Fluid leakage.between
the engine-driven hydraulic pumps and the landing
gear hydraullc system will not deplete the reserve
fluid contained in the bottom of the hydraulic reser-
void; however, a leak in the braJce or flap systems
can deplete both the normal and reserve fluid supply
because the auxillary hydraullc pump will pump re-
serve fluid out of the auxillary system. When 1t is
evident that hydraulic system failuré is caused by
fluid loss, the auxillary hydraulic pump should be de-
activated by use of the auxiliary hydraulic pump cir-
cuit breaker, until there is a definite need far hy-
draulic pressure.
REMOVAL
a. Reduce hydraulic system pressure to zero.
b. Remove side cover platea from base of engine
control pedestal.
c. Disconnect push-pull control r ods from landing
gear and wing flap control valve actuating arms.
el Dtsconnect and cap hydraulic pressure gage line
at top of valve. Do not permit hydraulic fluid to drain
into the lower fuselage.
e. Remove four capscrews extending through body
of valve.
f. · Remove six capscrews attaching valve to floor
plate and lift valve and seal plate from manüolel
g. Install temporary cover over valve manifold to
prevent foreign material from entering manifold.
DISASS¡!:MBLY. Complete disassembly of the landing
gear-wing flap control valve will be necessary if the
valve has developed interna! or externa! hydraulic
leaks. Actuating arm, caps, and valve clise are not
interchangeable between the landing gear and wing
flap control sides of the valve. Disassembly proce:.
dure far the landing gear control side and wing flap
. control side of the control valve are almost identical,
however, components of each valve must not be inter-
mixed (see Figure 3-6).
Landini Gear Valve
a. Remove screws (21) from end cap (20). .
b. Separate end cap (20) from valve body (31).
Use care when removing endcap toavoid lossof shear
seals and springs from valve body. Shear seals are
under spring tension.
•
c. Drive roll pin (19) from actuating arm (18) and
remove arm from shaft (2).
el Remove end cap (20) from operating shaft and
remove bearing (4) and. needle bearing thrust face (17)
from end cap. Remove 0-rings (3 and 5) from end
cap. Do not re move stop pina (1) from end cap unless
 ·••.;""''

....' ... . .
500S MAOOENANCE MANUAL Section m

•
'· Hydraulics

\ . LANDING
WING FLAP GEAR .
CONTROL CONTROL
ARM'\_ 2
3
4
5 ARM

18

32

••
26

l. STOP PIN 17. BEARING RACE

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

23 15

Figure 3·6. Londin9 Geor - Wint Flop Control Valve

3- 11
Section m 5008 MAINTENANCE MANUAL
Hydraulics
FLAP CONTROL
LEVER
•OTI
P<ETIVE STOPS AT BOTH
ENrS OF TRAVEL
Figure 3-7. Travel Lhnlts of Landint Oear and Wint Flap Control Valve Levers
damaged, as pina are presa fitted.
e. Remove needle thrust bearing (16) and valve
dísc (15) from operating shaft (2).
f. Insert small pointed tool with hooked end and
remove shear seals (7 and 22) and springs (9 and 24)
from valve cavities. RemoveO-rings from shear seals.
There are a total of five shear seals ~d five springs
in the landing gear control side of valve.
g. Tag or placean component pa¡ta removed from
landing gear control valve in container to prevent
mixing with wing flap control valve component parta.
Wing Flap Valve
a. Remove screws (21) from end cap (20).
b. Separate end cap (20) from valve body (31).
Use care when removingendcap toavoid lossof shear
seals and springs from valve body. Shear seals are
under spring tension.
c. Orive ron pin (19) from actuating arm (32) and
remove arm from shaft (2).
d. Remove end cap (20) from operating shaft (2)
and remove bearing (4) and needle bearing thrust race
(17) from end cap (20). Remove 0-rings (3 and 5)
from end cap. Do not remove stop pins (1) unless
damaged, as pins are press fitted.
e. Remove needle thrust bearing (16) and valve
disc (6) from operating shaft (2).
f. Insert small pointed tool with hooked end and
remove shear seals (7) and springs (9) from valve
cavities. Remove 0-rings from ahear seals. There
are three shear seals and three springs.
g. Remove snap ring (10) by inserting a narrow
pointed tool with hooked·end into groove of top port of
valve body and force snap ring from retaíning groove.
Remove spring retainer (11), spring (12), and poppet
seat (13) from valve body.
h. Tag or place allcomponent parta removed from
wing flap control valve in container to prevent mixi.ng
with landing gear control valve component parta.
3-12
LANDING GEAR
CONTROL LEVER
1:00
"'•~--O'CLOCK
5:00
~~-O' CLOCK
23 17
INSPECTION AND REPAIR Inspect and check all
componente in accordance with procedures contained
in General Maintenance Practices.
a. · Inspect splines in the inside diameter of valve
discs (15 and 6) an4 on outside diameter of operating
shafts (2). Splines should be wen defined and free of
burrs.
b. Inspect surfaces of valve discs (15 and 6) for
scratches or burrs that could cause leakage.
c. Inspect spring(l2) for load of O. 2-pounds!0.02-
pounds at working height of O. 193-inches.
d. When landing gear functionlll check indicates a
leak in the landing gear uplock poppet valve, manifold
must also be removed and poppet valve replaced.
l. Remove nipple from manifold uplock port
(25).
2. Insert narrow ·po1nted tool with hooked
end into groove of port and remove snap ring.
3. Remove spring retainer, spring, and
poppet valve seat.
REASSEMBLY. Reassemble valves in the reverse of
disasse mbly, noting the following:
Landing Gear Valve
a. Insert springs (9) in three Iarge porta of valve
body and spring (24) in the two smaller porta. Center
hole is for operating shaft (2), and oblong port is for
fluid return.
b. Instan o-·rings (8 and 23) on shear seals (7) and
22). Place shear seals in porta over springs. Coun-
tersunk end of shear seals must face outward to con-
tact face of valve disc (15).
c. Instan O-ringa (3 and 5) on end cap (20).
d. Insert shaft (2) through valve disc (15), making
sure splines are aligned and shoulder on operating
shaft fits snugly in counterbore,cut in valve disc.
e. Install needle thrust bearing (16) on operating
 5008 MAtNT~NÁNCE · M'ANUAL Section IlI
Hydraulics

f. Insert operating shaft (2) through valve disc (6),

LANDING GEAR making sure !plines are aligned and shoulder on ope-
' . CONTROL LEVER rating shaft fits snugly in counterbore, cut 1n valve
disc.
g. Install needle thrust bearing (16) on operating
sha!t against smooth face of valve disc, and place
bearing (4) in end cap. Place thrust bearing race (17)
on end cáp and insert shaft (2) through end cap.
h. Locate arm (32) between stop pins (1) at two
o'clock position,with two O. 25-inch diameter boles in
outside diameter of valve disc (6) in line with end of
arm (32), and attach arm to operating shaft with roll
pin (19).
i. Place end cap assembly (20) on flap side of con-
trol valve with stop pin (1) at twelve o'clock position,
and arm (32) at one o'clock position. Install screws
(21) and secure with safety wire.

IN!ITALLATION AND RlGGING. Installation proce-

9.35" dure for the landing gear-wing flap control valve is
the reverse of the removal procedure, Steps b. through

r{
1
ROD2
f. of the following procedures are for performing a
pressure leak test of the installed vaive. These
steps should be accómpllshed by manually locating
the valve control arms to the positions noted, prior
to rigging the landing gear and wing flap control valves
to the landing gear and wing flap control levers.
Correet any leaks revealed during the following che cks.

•
LANDING GEAR
CONTROLARM
··- 23 18
Figure 3-8. Landing Gear and Wing Flap
Control Valve Rigging Adju1tments
shaft against smooth face of valve disc and place
bearing (4) in end cap. Place thrust bearing race (17)
on end cap and insert shaft (2) through end cap.
f. Locate arm (18) between stop pins (1) on end
cap at two o'clock position, with two O. 25-inch dla-
meter boles in outside diameter of valve disc (15) in
Une with end of arm (18), andattach arm to operating
shaft witb roll pin (19).
g. Place end cap assembly (20) on landing gear
side of control valve with stop pin (19) at one o'clock
position and arm (19) at two o•clock position. Install
screws (21) and secure with safety wire.
Wing Flap Valve
a. Insert seatpoppet (13) in top hole of valve body,
with beveled end of seat poppet installed forward.
b. Install springs (12), spring retainer (11), and
snap ring (10) in top hole in valve body. Make certain
that snap ring is seated in top hole retaining groove.
c. Insert springs (9) 1n drilled boles in valve body.
Center hole is for operating shaft and oblong port is
a. Jack aircraft as outllned in Section II.
b. Place landing gear control valve arm in DN
position, and apply 1000 psi pressure to hydraullc
system by means of externa! hydraullc power unit.
c. Check seal between manifold and J.anding gear-
wing flap control valve body for leakage . .Place land-
ing gear control valve 81'.m in UP positionand recheck
for leakage.
d. Place landing gear and wing flap control valve
arma in DN position. Check sea! between manifold
unit and valve. body for leak:age. Place wing flap con-
trol arm in UP position and recheck for leakage.
e. Attach landing gear and wingflap control levers
to respective valve actuating arm and check control
rigging as follows:
1. Place wing ·flap control lever in UP posi-
tion. Stop on arm and collar assembly of wing
flap control valve should be contacting 12 o' clock
stop (see Figure 3-7). Maintain maximum of
O. 05 clearance between wing flap control lever
and lever stop on pedestal (see Figure 3-8).
2. Place wing flap control lever in DN posi-
tion. Stop on arm and collar assembly of wing
flap control valve should be contacting 4 o'clock
stop (see Figure 3-7).
3. Place landing geat· control lever in DN
position. Stop on arm and collar assembly of
landing gear control valve should be contacting
1 o•clock stop.
4. Place landing gear control lever in UP
position. Stop on arm and collar assembly of

•
for fluid return. landing gear control valve should be contacting
d. Instan 0-rings (8) on shear seals (7). Place 5 o•clock stop.
shear seals in porta over springs. Countersunk end f. The following steps should be followed to re medy
of shear seals must face outward to contact valve incorrect rigging noted in the preceeding steps. Refer
disc (6). to Figure 3-8 for location of actuating rods.
e. Install 0-rings (3 and 5) on cap end (20). 1. Adjust length of flap valve actuating rod

3-13
Section Ill 500S MAINTENANCE MANUAL
Hydraulics

HYDRAULIC ACTUATING CYLINDER

PISTON ROO

GLAND

SNAP RING
PISTON HEAO

BOOY

ROO END BEARING

Figure 3-9 Main Landing Gear Actuating Cylinders (Sheet 1 of 2)

2:J 19 •
3-14 Change 4
••
5008 MAINTENANCE MANUAL Section UI
Hydraulic s

\
HYDRAULtC-PNEUMATIC ACTUATING CYLINDER
NOTE INSERl' PISTON IN CYLINDER
BoDY AND CHECK GAP BETWEEN

· SCARF CUTS ON BOTH BACKUP

GUIDE RINGS THROUGH HYDRAULIC
>(
A . FLUID PORl'
0.015" MAX GAP ACCEPTABLE
BETWEEN ENDS OF SCARF CUT
ON BOTH BACKUP GUIDE RINGS

PISTON HEAD
BUm!ING

PISTON ROD

••
\ -~·

ROO END BEARING

BACKUP
GUIDE RING (2 PLS)

0-RING

INSTALL BACKUP GUIDE RINGS

WITH CHAMFER TOWARD
PISTON

23 ªº"
Figure 3-9. Main Landing Gear Actuating Cylinders (Sheet 2 of 2)
Change 4 3-14A/ 3-14B
 500S MAINTENANCE MANUAL
(1) to obtain correct travel of lower end of ac-
tuating rod (2) connected to wing flap control
valve.
2. Adjust lengthof actuating rod (1) to ol:tain
maximum of O. 05 inch clearance between wing
flap control lever in UP detent and travel stops
located in control pedestal Recheck for proper
rigging with wing flap control lever in DN posi-
tion, as previously outllned.
3. Adjust length of landing gear valve actu-
ating rod (3) so that landing gear control valve
lever strikes stop on valve end cap with landing
gear control lever in DN position. Recheck for
proper rigging with landing gear control lever
in UP position, as previously outlined.
g. Install lower aft control pedestal cover, wing
flap valve access plate and wingflap control lever knob.
, h. Instan u¡ilolstery around control pedestal and
remove jacks from aireraft.
MAIN LANDING GEAR ACTUATING CYLINDERS
One hydraulic and one hydraulic-pneumatic actuating
cylinder is installed between the outer strut body and
aft end of the drag brace on each main landing gear
(see Figure 3-9). The inboard cyllnder on each
,. main gear is actuated hydraulically. The outboard
cylinder is a dual (hydraulic-pneumatic) actuating
cylinder. The gear 'up' port is connected to the land-
ing gearhydraulicllneand thegear 1down1 portis con-
nected to a nitrogen Une from the nitrogen storage
bottle,. located 'in the baggage compartment. The
pneumatic side of each outboard cyllnder and the
nitrogen storage bottle, forro an air chamber which
is charged to 275-350 psi with the landing gear in the
down and locked position. During a gear actuating
cycle, hydraulicfluid lines connected to the hydraulic
and dual (hydraulic-pneumatic) actuating cylinders
actas either pressure or return lines, depending on
landing gear position selected. Placing the landing
gear control lever in UP position releases hydraullc
pressure on the hydraulic cylinder gear 'down• ports
and directs hydraulic pressure to _the hydraullc and
hydraulic-pneumatic cylinder gear 'up' ports. This
retracts the main gear and compresses the nitrogen
in the hydraulic-pneumatic cylinder into the nitrogen
Unes and storage bottle. Pla.cing the landing gear
control lever in the DN position releases hydraulic
pressure from the mainlanding gear uplock cylinders
and gear -•up• side of the actuating cylinders and di-
recta hydraullc pressure to the gear 'down' ports of
the hydraulically actuated inboard cylinders. When
hydraulic pressure on the hydraulic-pneumatic cylin-
der gear 'up' ports is released, compressed nitrogen
rushes from the nitrogen lines and storage bottle into
the hydraulic-pneumatic cylinder gear 1down1 ports,
extending the cylinder pistan and aiding the hydraulic
cylinders in extending and locld.ng the main gear in the
~N position. The nitrogen system is an.integral part
•
of the main gear normal extensioñ system, but aláo
serves as an emergency system to extend and lock
the main gear in the down position in the event of hy-
draulic system failure.
Section ni
Hydraulics
REMOVAL
a. Jack aircraft as outlined in Section 11.
b. Reduce hydraulic system pressure to zero.
c. Reduce nitrogen storage bottle pressure to zero.
Failure to accomplish step c. may re-
sult in personnel injury.
d. Disconnect and cap hydraullc and nitrogen hoses
and fittings on actuating cylinder.
e. Push drag brace overcenter, swing gear aft,
and remove actuating cylinder attach bolts.
DISASSEMBLY AND REPAIR. Disassembly proce-
dures apply to both maingear hydraulic and hydraulic-
pneumatic actuating cylinders.
a. Remove snapring andwithdrawgland from body.
b. Remove 0-rings and backup rings from gland.
c. Remove piston rod, detach plston, and remove
O- rings and backup ring from piston rod and piston.
d.
NOTI
Remove bushing from aft end of cyl-
inder when replacement is necessary.
Replace all components that do not meet toler-
ances contained in Figure 3-13. . When measuring
backup guide ring on hydraulic-pneumatic actuating
cylinder, be sure ringissnugagainst retaining groqve
(see Figure 3-9). Check r od end installed on piston
rod for elongated bolt hole.
REASSEMBLY AND TESTING. Reassembly of main
gear actuating cylinder is reverse of disassembly
procedure {see Figii.re 3-9). The hydraulic actuating
cylinder must be pressure checked, either on a hy-
draulic test bench or onthe aircraftafter installation.
Pressure test at 1000 psi. There should be no evi-
dence of cylinder leakage. The hydraulic-pneumatlc
a.ctuating cylinder must be bench checked prior to in-
stallation. Test this cylinder by extending plston ap-
proximately 25 inches, and with cylinder inclined at a
45 degree angle, fill hydraulic port to overflowing
with Mll-H-5606A hydraulic fluid. Plug hydr~lic
port, install an air valve in nitrogen port, and pres-
surize cylinder to 300 (:': 15) psi. There s~Ould be no
external leakage. Observe position of pisto'n rod in
relation to piston gland. There should te:·no move-
ment of pistan after a period of 15 minutes. Move-
ment of the piston rod indicates leakage of hydraulic
fluid into the nitrogen chamber of the actuating cylin-
der. Helease nitrogen pressure and che.ck chamber
for evidence of hydraulic fluid. lf hydraulic fluid is
present in the nitrogen chamber, actuaiing cylinder
must be disassembled and damaged seals replaced.
3-15
Seetion lll 5008 MAINTENANCE MANUAL
Hydraulics

HYDRAULIC FLUID PORTS

ROD END BEARING

23"

figure 3-10. Nose Landing Gear Aduating Cylinders

INSTALLATION. Installation of the landing gear ac-
tuating cylinder is the reverse of the removalproce-
dure. After installation, adjust cyllnder piston over-
travel asoutllned inSection VI. Following installation
of hydraulic-pneumatic actuating cylinder, nitrogen
storage bottle must be charged. Perform a landing
gear operá.tional check prior to next flight.
MAIN LANDING GEAR UPLOCK CYLINDER
A landing gear uplock cylinder is located in each na-
celle wheel well and is an integral part of the main
ge ar uplock mechanism. The cylinder piston is spring
loaded in the retracted position, and mechanically
connected to the uplock link arm. When the landing
gear is retracted, hydraulic pressure is directed to
the aft end of the uplock cylinder and the piston is
retracted against spring tension. A bracket located
on the maingear fork, engages the uplock mechanism
and wshes the mechanical link arm overcenter to
form a positive gear uplock. .When the landing gear
is extended, hydraulic pressur·e is released from the
aft end of the uplockcylinder and pressure is applied
to the opposite end of the cyllnder. Thls causes the
uplock cylinder piston rod to extendand disengage the
mechanical uplock. The uplock mechanism is retained
in the positive locked position until the landing gear
control lever is placed in the DN position, to release.
...
Replace a1l damaged parts or parts that do not meet
tolerances established in Figure 3-16.
REMOVAL
a. Reduce hydraulic system pressure to zero.
b. Disconnect hydraulic Unes at uplock cylinder.
c. Remove uplock cylinder attach bolts.
d. Remove uplock cylinder.
DISASSEMBLY AND REASSEMBLY
a. Loosen clevis set screw, and slowly remove
clevis. ·
Exercise caution when removing clevis,
as spring is under compression load.
b. Drive out gland retainer r oll pins, and remove
gland. Remove 0-ring and pacló.ng from gland.
c. Remove piston and remove 0-ring and pacló.ng
from piston. .
d. Inspect cylinder and cyllnder partsfor condition.
Replace all damaged parts or parts that do not meet
tolerances establlshed in Figure 3-16.

the hydraulic pressure trapped inthe uplock lines and
cyllnder. The spring, installed onthe uplock cylinder
piston rod will extend and push the mechanical link
arm back over center to break the positive lock on
the uplock mechanism, in the event of hydraullc sys-
tem failure.
•
Reassembly of the landing gear uplock cylinder is the
reverse of the_disassembly procedure.
INSTALLATION. lnstallation procedure for the land-
ing gear uplock cyllnder is the reverse of the removal

3-16
 500S .M.AlNTENANCE MANUAL
••
procedure. After installation, perform l.anding gear
ope+ational check as outlined t!l Section VI.
\ -·
HOSE GEAR ACTUATING CYLINDER
The hydraulically operated no se landing gear cylinder
is attached to the aft drag b.r ace arm and to the nose
wheel well bulkhead. One port of the cylinder is con-
nected tothegear 'up' hydraullc line, and the remaln-
ing port tolhegear 'down' llne. Hydraulicfluld, under
pressure, is directed tothe actuating cylinder through
the landing gear control side of the landing gear-wing
flap control valve (see Figure 3-10). Thlring the act-
uating cycle the gear 'up' and gear 'down' hydraullc
lines act as either preesure or retu;rn Unes, depend-
ing on the gear positlon selected. The nose gear is
held in the up position by hydraullc pressure only, and
will free-fall to the down position and be locked in
place by the nose gear bungee springs in the event of
hydraullc system fallure.
REMOVAL
a. Reduce hydraullc system pressure to zero.
b. Raise no se of alrcraft and secure with tailstand.
c. Disconnect and open aft nose landing gear doors.
d. Disconnect hydraulic hose s at actuating cylinder.
e. Remove nose compartment top access cover.
•
f. Remove cylinder attach bolts and remove ac-
tuating cyllnder.
... ...•' DlSASSEMBLY AND REASSEMBLY
a. Loosen checknut and remove rod end and bush-
ing assembly.
b. Remove snap rings from ends of cyllnder body.
c. Remove pistan ·and end glands from cylinder
body.
d. Remove 0-rings from pistan and end glands.
e. Clean and inspect cylinder and cylinder parts,
for damage and correct tolerance.
· Reassembly of the nose landing gear actuating cyl-
inder is the reverse of the disassembly procedure.
INSTALLATION. lnsl:allation of the nose landing gear
actuating cylinder is the reverse of the removal pro-
cedure. After installation, adiust cyllnder piston rod
overtravel as outlined in Section VI.
WING FLAP ACTUATING CYLINDER
A hydraulic wing flap actuating cyllnder, connected
to the master flap sheave and actuated by the wing
flap control valve lowers and raisés the flaps. The
bushing at the aft end of the cylinder body is attached
to the upper left side of the fuselage structure at
station 180.00 and the cyllnder piston rod is connected
to the master flap sheave. When the flaps are lowered,
hydraullc pressure from the wing flap control valve
is di;rected to the aft port of the actuating cyllnder,
and the forward port becomes a fluid return. When
S~cµonm
Hyt\raulics
flaps are raii?ed, the procedure is reversed. Wing
flap flow control valves, located below the flap actu-
ating cylinder, ·r estrict flap retraction speed by con-
trolllng the fluid flow to and from the flap actuating
cylinder (see Figure 3-1). Direction of fluid flow is
indicated by an arrow on the body of the flow control
valves.
REMOVAL
a. Reduce hydraullc system pressure to zero~
b. Disconnect hydraullc Unes to actuating cylinder.
c. Disconnect flap position indlcator linkage.
d. Remove actuating cylinder mounting bolt.
e. Remove piston rod to flap sheave attach bolt..
f. Remove actuating cylinder.
DISASSEMBLY AND REASSEMBLY
a. Loosen checknut and remove rod end and bush-
ing assembly.
b. Remove snap rings from end of cyllnder body.
e;. Remove pistan and end glands from cylinder
body.·
d. Remove 0 -rings from piston and glands.
e. Clean and inspect cylinder and cyllnder parts
for damage and correct tolerarice. .
Reassembly of wing flap actuating cyllnder is the re-
verse of the disassembly procedure.
INSTALLATION. lnstallation procedure for the wing
flap actuating cyllnder is the reverse of the removal
procedure. After installation, check flap operation
and adjust as outlined in Section VII.
POWER BRAKE VALVES
Two power brake valves are bolted to supports loca-
ted immediately forward of the pilots rudder -brake
pedals (see Figure 3-11). The power ·brake employs
an extension lever to operate the piston in the valve
body, a piston assembly which is sealed at both ends,
an upper valve that controls the flow of hydraullc
fluid from the pressure port to the brake port, and a
lower valve that controla the flow of hydraulic fluid
from brake port to return port. The power brake
valve directs hydraulic fluid pressure to the brakes,
when toe pressure is applied to the rudder-brake
pedals. When the rudder-brake pedals are depressed,
the extension lever raises the pistan in the valve
body and hydraulic fluid pressure flows from the
pressure port to the brake port, actuating the brakes.
When toe pressure on the rudder-br'ake pedals is re-
leased, the spring-loaded pistan valve returns to its
normal position and hydraulic fluid flows from the
brake port to the return port, releasing the main
wheel brakes. ·
REMOVAL
a. Release parking brake.
b. Reduce hydraulic system pressure to zero.
c. Remove power brake access panel from left
3-17
Section lli 500S MAINTENANCE MANUAL
Hydraulics

1. END PLUG
. 2. 0-RING
3. SPRING AND POPPET ASSY
4. RETURN SPRING
5. ACTUATING LEVER RETAINING
BOLT
6. ADJUSTING CHECKNUT
7. ADJUSTING SET SCREW
8. BALL
9. PISTON ASSY
10. BACKUP RING
11. LEVER
12. LEVER TRA VEL ADJUSTMENT
13. BODY

23 41

Fi11ure 3-11. Power Brake Valve

side of forward fuselage. Reassembly of power brake valve is reverse of dis-

d. DiscoMect hydraulic line s at power brake valve. assembly.
e. DiscoMect power brake valve from rudder
pedal linkage. · INSI'ALLATION ANO ADJUSTMENT. lnstallation of
f. · Remove power brake valve mounting bolts and the power brake valve is the reverse of the removal
remove valve. procedure. Aiter ·installation, adjust power brake
valve and bleed the brakes as outlined in Section VI.
DISASSEMBLY AND REASSEMBLY

a. · Remove.en'd plug and 0-ring (see Figure 3-11). PARKING BRAKE VALVE
b. Remove 0-ring from end plug.
c. Loosen spring and poppet assembly and remove The par~ brake valve (Figure 3-12) is installed in
0-ring.· the upper section of the nose gear wheel well, .forward
d. Remove réturn spring. of fuselage station 5.50. A tube and universal assem-
e. Remove actuating.lever reWning bolL bly connect the brake valve shaft to a control lmob,
f. Loosen adjusting cheelmut and unscrew adjust- located below the instrument panel and to the left of
ing setscrew. the engine control pede staL The brake s may be locked
g. Remove lever assembly. Use careto prevent by depressing the rudder- brake pedals and rotating
damage to valve actuatlng ball, which will fall free . the parking brake control kn.ob counterclockwise to
when lever assembly is removed. the ON posltion. Rotatlng the parking brake valve
h. Remove piston assembly by using a dowel and control knob to the ON position traps hydraulic fluid
tapping lightly with a mallet, pressure in the brake lines andholds the wheel brakes
1. Remove 0-rings and backup ringa from plston. in the ON position.

3-18
 . 5008.. ::MAINTENANCE
"· . . . .
.. ~:::· MANUAL Section IIl
Hydraulics

••
' -
c. Rotate parking brake valve control knob coun-
terclockw~
pedal s.
toON position and release rudder-brake

d. · Inspect parking brake valve for leakage. There

must be no evidence of externa! leakage.
e. Allow parking brakes to remain engaged for a
period of 15 minutes. lf brakes remain positively
locked after 15 minutes, interna! leakage has not
occurred within the valve, and installation may be
considered satisfactory.

NOSE WHEEL STEERING BYPASS VALVE

Mechanical linkage, between the nose wheel steering

bypass valve and the nose gear strut body, opens the
bypass valve when the no se landing gear is retracted,
and prevents the nose wheel from being turned while
it is inside the wheel well (see Figure 3-13). When
the gear is extended the bypass valve is closed and
interconnects the 1iose wheel steering system with the
BALL~ ,, /' brake system, to provide nose wheel steering capa-
bllity.
~ ',~,
SPRING- REMOVAL AND DISASSEMBLY
1 a. Reduce hydraulic system pressure to zero.

PLUG~ 23 22
b.
c.
d.
Disconnect hydraulic lines at the bypass valve.
Disconnect push-pull rod at bypass valve arm.
Remove bypass valve mounting bolts and remove

•
Figure 3-12. Parking Brake Valve
REMOVAL AND DISASSEMBLY
a. Release parking brake.
b. Reduce hydraulic system pressure to zero.
c. DiscoMect control llnkage at parking brake.
d. Disconnect hydraulic llnes at parking brake
valve. · REASSEMBLY AND INSfALLATION. Reassembly of
e. Remove parking brake valve attaching bolts and
remove valve.
f. Remove restrictor fittings and unions from
parking brake villve body (see Figure 3-12).
g. Remove plugs, springs, and balls from parking
brake valve body.
h. Remove valve shaft stop pins, spring, and shaft
from parking brake valve body.
L Remove 0-ring seals from valve shaft.
j. Clean and inspect valve components for damage
and conformance to specified wear tolerances.
REASSEMBLY AND INSI'ALLATION. Reassembly of
the parking brake valve is the reverse of the removal
procedure.
To install the parking brake valve reverse the re-
moval procedure. After installation bleed brake sys-
tem as outlined in Section VI, and check valve for
leakage as follows: · and at the opposite end to the nose gear strut piston.
a. Place master (battery) switch in BATTERY
·position and allow buildup of auxillary system hy-
draulic pressure. · steering cylinder to provide nose wheel steering (see
b. Depress rudder- brake pedals to apply brakes;
bypass valve .
e. Remove nut, arm and spring from bypass valve
shaft.
f, Remove reducer fitting from end of bypass
valve body.
g. Withdraw bypass valve shaft from valve body
and remove 0-rings from shaft.
h. Cleanandinspectparts fordamageand conform-
ance to speci!ied tolerances.
· the nose whee l steering bypass valve is the reverse
of the disassembly procedure.
To install the nose wheel steering bypass valve reverse
the removal procedure. After installation bleed nose
steering system as outlined in Section VL Check by-
pass valve for leakage with the landing gear in both
the retracted and extended position. With nose gear
retracted, actuate the brakes and check to be certain
that nose wheel does notattempt toturn in wheel well
Should nose wheel attempt to turn, adjust push-pull
rod connecting gear body to bypass valve until bypass
valve is full open when nose gear is retracted.
NOSE WHEEL STEERING CYLINDER
The nose wheel steering cylinder is a double acting
cylinder, attached at one end to the no se gear body
When pressure is applied to the upper portian of the
rudder- brake pedal, the power brake valves r oute
hydraullc pressure t o the appropriate side of the
Figure 3-14).

3-19
Section ID 5008 MAINTENANCE MANUAL
Hydraullcs

BYPASS
VALVE

(¡>;º REDUCER

REDUCER
f \¡~
. \
MOUNTING
· I BOLT

Figure 3-13. Nose Wheel Steering Bypass Valve

23 60

•
0-RING
BACKUP RING

BACKUP RING

LOCKNUT

CYUNDER
/
•
BODY

2l l5

Figure 3-14. Nose Wheel Steering Cylinder

3-20
 500S MAINTENANCE MANUAL Se<
Hyd

,--..

OPEN

*tM>----.

LANDING GEAR
UP
~
[
LANDING GEAR-WING
FLAP CONTRO\
1 VALVE

'
LANDING GEAR }--<
\
/
l/

OOWNU

LEFT MAIN GEAR

UPLOCK CYLINDER
PRIORITY
=ir: rALVE .

FUEL~HYD
NORM (
f i • EFFECTIVE FACTORY SERIAL A
V-- NUMBERS 3211 AND SUBSEQUENT p
EMER ·
OFF

-LEGEND-
PRIMARY AUXILIARY
- AIR PRESSURE [==:J PRESSURE ~ PRESSURE !:/ \ ':''?'.:] SUPPLY

Figure 3-15. Auxiliary Hydraulc System Schematic

3-:
1III
lics

PRESSURE
SWITCH
OPEN ENGINE-DRIVEN
HYD PUMP
*
SHUTOFF

8
ENGINE
HYD & FUEL

SHUTOFF
VAL VE

HYDRAULIC
PRESSURE
GAGE
FLAPS
UP

TO RELIEF VALVE AND Ji

,.
I

FLAPS ·
HYDRAULIC RESERVOffi ~
WING FLAP

OOWN

TO HYDRAULIC
RESERVOffi

RIGHT MAIN GEAR

••
UPLOCK CYLINDER

EMERGENCY AIR
TO RIGHT MAIN GEAR
ACTUA TING CYLINDERS
•
TOWHEEL
BRAKES

••
STORAGE CYLINDER

lSURE GAGE

t RETURN
~ FLOW CONTROL 1. . 1CHECK VAL VE
~VALVE
_ _ _ __ MECHANICAL
ACTUATION - - -
ELECTRICAL
ACTUATION
23 td

1-22
 5008 MAINTENANCE MANUAL
·. ~· REMOVAL
a. . Reduce }lydrauUc system preaSUl'e to zero.
b. Disconnect hydraullc hoses at steeririg cylinder.
c. Remove steering cylinder attaching bolts and
remove steering cylinder.
DISASSEMBLY AND REASSEMBLY
a. Loosen checknut and remove rod' end and bush-
ing assembly.
b. Remove snap ringa from ende of cylinder body.
c. Remove piston and end glande from cylinder ·
body.
d. Remove 0-rlngs from piston and end glands.
e. Clean and inspect parta for darnage and cón-
formance to specified tolerances.
Reassembly of the nose wheel steeringcylinder is the
reverse of the disassembly procedure.
INSfALLATION. lnstallationof the nose wheel st~r­
ing cylinder is the reverse of the removal procedure.
After inltallat1on bleed nose steering system as out-
llned in Section VI.
AUXILIARY HYDRAULIC SYSTEM
The auxiliary hydraullc system provides fluid pres-
sure for operation of the parking brakes prior to en-
gine startlng and furnisbes an emergency pressure .
source for operation of the brakes, w1ng flaps and
nose wheel steering in the event of normal hydraulic
system failure. The electrically-driven hydraullc-
pump, located 1n the left nacelle wheel well is con-
trolled by a pressure switch and pressure switch re-
lay which m.a.1ntains auxillary hydraulic pressure be- .
tween 500-575 (! 30) psi. Hydraulic fluid supply for
the auxiliary hydraulic system is obtained through a
S~clion m
Hydraulics
pon in the bottom of the hydraullc reservoir. A check
valve 1 locatect in the landing gear-wing flap control
valve isolatesthe auxiliaryhydraullc system from the
normal system anytime theauxil.iary system becomes
the prlmary pressure source. Placing the master
switch in BATTERY or EXT. PWR position automati-
cally energizes the auxiliary pump motor. As hy-
draulic pressure increases to 575 (! 30) psi, the pres-
sure switch opens the circuit to the pressure swit~
relay coiland dé-energizesthe auxillary pump nicitor.
When pressure decreases to 500 (! 30) psi, the ptes-
sure switch closes the circuit to the pressure re_lay
coU to energize the pump motor. It is normal for the
awdllary hydraullc pump motor to cycle. This is
caused by pressure switch moclulation and does not
indicate a leak in the awdllary hydraulic system. It
is also significant to note that fluidpressure from the
auxiliary hydraulic BY,stem .does not pass through the
accumulator-regulator and is therefore denied the
pressure stabilizing effect of accumulator reactions.
AUXILIARY HYDRAULIC PUMP
The auxillary pump draws hydraullc fluid from- the
emergency supply contained below the standpipe in
the hydraulic reservoir. The auxiliary hydraulic
pump electri~ circuit is protected by . a 5-amp,
push-to-reset circuit breaker, located in the circuit
breaker panel (aircraft with factory serial numbers
1755 through 3189). A 10-ampcircultbreakeris used
on aircraftwith factory serial numbers 3190 and sub-
sequent.
REMOVAL AND INSTALLATION
a. Disconnect hydraulic lines to pump.
b. Disconnect electrical connector.
c. Remove pump attaching bolts and remove pump.
Installation of the auxil.iary hydraullc pump is the re-
verse of the· removal procedure. · Operationally check
pump installation. .
3-23
Sectien m 5008 MAINTENANCE MANUAL
HydraUlics

PARTNO. ITEM MINIMUM MAXIMUM

1 1 1
MAIN LANDING GEAR ACTUATING CYLINDEft

ES12440 Body Assembly 1.870 1.8711

NAS76A-6-0l5 :ai&hing 0.375 1. 0 . 0.3766 LO.
E012442 Head 1.8659 1.867
ED12443 Rod 0. 7479 0. 749
E012441 Gland o.750. o. 7511
MAIN LANDING GEAR HYORAt¡UC-PNEUMATIC ACTUATING CYLINOER

ES12529 Body Assembly 1.627 1.0, l. 629 1.0.

ES12529 Body, Cylinder Attach Point 0. 068 Width 0.074 Width
E012530 Pisten Rod .O. 6220 O. O. 0.6205 O.O.
E012531 Pisten Head 1.380 O.O. 1.383 O.O.
E012531 Pisten Head 0.4370 1.0• . 0. 4385 1.0.
NAS76A-6-015 aishing 0.3750 o.o. 0.3775 .. O.O.
ED12534 Sackup Guide 1. 6235 o.o. 1. 6265 .. O. O.
E012532 Gland 0.6230 1.0; 0.6245 . l.O• .

MAIN LANDING GEAR UPLOCK CYLINDER

E012518 Body Bore 0.875 ' 0.8761

ED12519 Pisten Head 0.8709 o.o. 0.972 O.O.
. E012522 Pisten Rod 0.2479 o.o. 0.248 O.O•
E012520 Gland 0.250 1.0. o. 2522 1.0.

NOSE LANDING GEAR ACTUATING CYLINDER

E010144 Body Assembly 1.500 1.0. 1.5031 1.0.

E010145 Pisten Rod 0.4349 o.o. 0.436
Pisten Head l. 4949 o.o. l. 497 º"º·
o.o,:
ED10146 End 0.437 1.0. 0.4381 1.0.

WlNG FLAP ACTUATING CYLINDER

ES11032 Body Assy 1. 2469 1.0. 1.2531 1.0.

ED11033 Pisten Rod 0. 4909 O. O. 0.492 O.O.
Pisten Head 1.2429 o.o. 1.245 O.O.
9479 End 0.493 1.0. 0.4951 1.0.

.POWER BRAKE VALVE

ED12132 Body l. 3660 1.0. l. 3682 1.0.

E012137 Pisten 1.3621 o.o. l. 3630 O.O.
ES12136 Pisten Assembly Seat Hele· 0.2500 0. 25055
ES12411 Poppet Assembly Seat Hele 0. 1890 0.1901

ACCUMULATOR-REGULATOR
E012259 Cylinder Body Bore 3.245 3.2472
ED12260 Pisten Oiameter 2. 8758 2.878
ED12261 Pisten Guide Ringa 2.878 O.O. 2.8913 O. O.
ED12269 Unleading Gulde o. 5565 1.0. 0.5675 l.D.
ED12268 Unleading Seat Orifice 0.4369 0. 4375
A6668 .. Poppet Shank 0.1239 O.D. 0.1294 O. D.
A7968 Unloading Sprlng Load at 3/ 4 Inch 65 lb. 75 lb.

•
Figure 3-16. hrts Toleronce

3-24
 5008 MÁÍNTENÁNCE MANUAL
TROUBLE PROBÁBLE CAUSE
Low pressure or no Defective pressure gage.
pressure with engine
running. Hydraulic reservoir filler clogged.
DefecUve pressure reducing valve.
Hydraulic pressure relief valve
improperly adjusted.
Engine-driven pump shaft sheared.
Excessive system leakage.
Pulsating pressure. Accumulator not pressurized.
Detective 0-ring on accumulator pistan.
Leak at alr valve.
Interna! leakage in system.
Flaps full down whlle Interna! leak in landing gear-wing flap
átrcraft is standing. control valve.
Interna! leak in fi~p actuatfngcylinder.
General system pressure internally
leaking.
Landing gear wlll oot Defective landing gear-wing flap
retract. control valve.
Defective landing gear actuating cylinder.
Hydraulic fluid supply low.
Auxlliary hydraulic pump Pressure switch detective.
cycles excessively under
oo-flow conditions. Auxlliary. pump check valve defective.
•
Interna! check valve of landing gear and
wing flap control valve defective.
Interna! leak in system.
Figure 3-17. Troublt Shooting Hydraulic Syslt• (Shttt 1 of 3)
Section m
Hydraulics
Replace gage.
Clean or replace fllter element.
Remove and replac<?.
Adjust relief valve.
Replace engine-driven pump~,':·,
Detect and correct leakage.
Air cha.rge accumulator to 600 psi
with hydraulic system pressure at
zero.
Replace 0-ring.
Instan new air valve and gasket.
Isolate and repair or replace
faulty component.
Place flaps in 1/2 DN posltion, with
flap control lever in neutral. Using
external hydraµllc power unit in-
crease pressure to 1000 psi. If flap1
move up or clown the control valve
is leaking internally. Overhaul or
replace control valve."
Disconnect cylinder clown line. Place
flap control lever in UP position and
using' an externa! hydraulic power
unit increase pressure slowly and
observe open port on actuating cyl-
inder. Leakage wlll indicate a pis-
ton 0-ring leak. Replace 0-ring.
Determine by procesa of elimination
and repalr or replace defective unit.
Overha.ul or replace control''valve.
Overhaul or replace cylinde·r.
Fill hydraulic reservoir to FULL,
Replace pressure switch.
Replace check valve.
Repair or replace valve .
Isolate aru:I repair or replace
faulty component.
3-25

Seqtton fil
Hydraullcs
TIOUILE
'Squeal' in hydraullc sys-
tem whlle actuating nose
wheel steering,
Landing gear will not
. lock in UP position.
Landing gear wlll not
unlock and e~end to
down and locked
position,
No hydraulic pressure
after master switch is
turned on.
Flaps will not operate
after master switch is
turned on.
Figure 3-17. Trouble Shooting Hydraulic System (Sheet 2 of 3)
3-26
~ ' ,
5008 MAINTENANCE MANUAL
PROIAIU (~'!.SI , ,.
Interna! check valve of landing gear:
wing flap control valve defective.
Uplock hydraulic cylinder defective •
Gear-up check valve in manifold of
landing gear-wing flap control valve
defective~
Uplock hydraulic cylinder piston
0-ring defective,
Hydraulic leak in gear:-UP line.
Uplock hydraulic cylinder defective.
Gear-up check valve in manifold of
landing gear-w1ng flap control
valve defective or mecha.pica!
llnkage not adjusted properly.
Uplock hydraulic cylinder spring
broken or weak.
low air pressure in landing gear
nitrogen storage bottle.
Defective auxil~ry hydra.ulic system
pressure switch. · ·
Defective auxiliary hyciraulic system
pump.
See preceding Trouble ''No
hydraullc pressure after master switch
is turned en. "
Defective flap retract cylinder.
...
REMEDY
Repair or replace valve.
Overhaul or replace uplock hy-
draulic cyllnder.
Overhaul or .replace landing gear-
~g flap control valve manifold. ..
With aircraft on jacks and auxiliary
power unit connected to the system,
loosen gear clown Une to uplock
cylinde.r . Place gear lever in UP
position and slowly illCrease hy- ,
draulic pressure and observe down
port. Leakage indicates defective
0-ring. Replace 0-ring. :
lsolate leak and replace hydraulic
line.
OverhÍlul or replace uplock hydrau-
lic cylinder.
Perform Ianding gear free fall check
as outlined under Landing Gear Ope·
ration Check in Section VI. Replace
check valve.
Inspect spring and replace if neces-
sary.
Charge landing ,gear nitrogen stor-
age bottle to 275-350 psi with nitro-
gen (gear down).
Check switch circu1try and/ or
replace switch.
Check electrical c1rcuit to pump
and replace pump.
Overhaul or replace flap actuating
cylinder.
 Section m
Hycjraulics
'
TROUBLE PROBABLE CAUSE ;,
REMEDY
..

Boft brakes or no brake Air in brake system. Bleed brake .system.

·action.
Broken or ruplured brake Une. Repair or replace brake Une.

Nose gear steering Nose gear steering bypass val ve will Overhaul or replace valve •.
inoperative. I'()t close.

Mechanical linkage to bypass valve Adjust or replace.

defective.

Air in system. Bleed system.

Ltne hammer. Ü>ss of air in accumulator. Check for.leaks, and charge accum-
ulator to 600 psi at zero hydraulic
p_ressure.

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

hydraulic system pressure at zero
and check for leales.

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

.... . . .
Pressure drops on hy- Fanlty check valve in landing Repair or replace valve.
draullc gage when only gear and wing flap selector

••
'--
landing gears are being
actuated.
valve body •

Figure 3-17. Trouble Shooting Hydroulic Systeia (Shut 3 of 3)

·~
3-27/ 3-28
 5008 MAINTENANCE MANUAL Sectlon IV

•
.Power Plant and J>ropeller

SECTION IV

POWER PLANT ANO PROPELLER

TABLE OF CONTENTS

Page Page
POWER PLANT . . . • . • • . . . . . . . . . . . . . . . . . . . . . 4- 1 Hydraulic Punip .... . .. .... .... . .... .. .. 4-17
IGNITION SYST EM . . . . . . . . . . . . . . . . . • . . . . . . . 4- 1 Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
Ignition Switches .. . . .. .. . .. . .. .. . . . .. . .. 4- 1 Tachometer-Generator . . . . . . . . . . . . . . . . . . 4-18
Ignition System Operation . . . . . . . . . . . . . . . . 4- 2 Generator (Alrcraft 17 55 through 3075)..... 4-18
Starting Vibrator .. . .. ... .... . .... .. . .... 4- 3 Alternator (Alrcraft 3076 and Subsequent) . . 4-20
Magneto . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4- 3 ENGINE CHANGE . . . . . . . . . . . . . . . . . . . . . . . . . 4-22 ·
Ignition Harness .... ... ... .... . ......... 4- 5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
Spark Plugs . . . . . . . . . . . . . . . • • . . . . • . . . . . . 4- 7 Buildup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
FUEL INJECTION AND AIR INDUCTION. . . • . . 4- 7 lnstallation . . .. .. . . ..... ; . . . • . . . . . . . . . . . 4-23
Servo Regulator . . . . . . . . . . . . . . . . . . . . . . . . . 4- 7 ENGINE MOUNT ·AND COWLING . ... .. . .. . . . 4-25
Air Bleed Nozzles . .. . . .. . . .. .. . .. .. .. . .. 4- 9 Engine Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
lnduction Air System .. ..... . .... .. .. . .. . 4-10 Engine Cowling . . .. .. . .. .. .. .. .. . . .. .. .. 4- 26 .
OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . 4-10 ENGINE CONDITIONING HINTS . . . . . . . . . . . . . 4-28
Oil Pressure Adjustment . . . . . . . . . . . . . . . . 4~ 11 Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-28
OH Cooler . • . . . . . . . • . . . . . . . . . . . . . . . . . . . . 4-11 Fuel Mi:xture . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-28
Oil Screens .. .. . ..... .. ... .. . .. .. . .. . : . 4-11 PROPELLER (Aircraft 1755 through 1876) . . . . 4-28
EXHAUST SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 4-11 Removal . : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-28
COOLING SYSTEM . .. . . . .. .. .. . . .. . . .. . .. . 4-11 Dlsassembly and Inspection . . . . . . . . . . . . . . 4-31
ENGINE CONTROLS .. . . . . . .. .... .. . ; . . . . . . 4-12 Reassembly and Installation . . . . . . . . . . . . . . 4-31
Throttles . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . 4-13 PROPELLER (Aircraft 3050 and Subsequent) . . 4-32
Mixture Controls . .. .. . .. . .. .. .. .. . .. . .. 4-13 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
Propeller Controls . .. . . .. .. . . . .. . ..... .. 4-14 Installation .. . .. . . . .. .. . .. .. . .. .. .. .. . . 4-33
Alternate Air Controla . . . . . . . . . . . . . . . . • . . 4-14 PROPELLER GOVERNOR . . . . . . . . . . . . . . . . . . 4- 33
ENGINE ACCESSORIES . . . ... .. ... .. . ... . . .. 4-16 Removal and Installation . . . • . . . . • • . . . . • . . 4-34
Fuel Pump . . ...... . ..... .. .... . . ... .. . . 4-16
Vacuum Pump ..... ...... . . .. . . .... ..... 4-17

POWER PLANT section provides information concerning this particu-

lar application of the 10-540 series engine, and the
information necessary for routine field maintenance
Two direct-drive 290-horsepower Lycoming I0-540- and servicing (see Figure 4-1).
E1B5 engines are used to power the aircraft. The
10-540 series engines are six-cylinder horizontally
opposed air cooled engines which employ a wet sump
oil system and are equiwed with fuel injection. Cyl- IGNITION SYSTEM
inders are numbered front to rear. The right bank is
numbered 1, 3 and 5 and the left bank 2, ·4 and 6. An

•
engine specüicationchart is contained in Figure4-14.
A separate manual prepared by the engine manufac-
turer, provides complete information concerning en-
gine maintenance, and component disassembly, re-
pair, and reasse_mbly. The material contained ln this
IGNITION SWITCHES
The ignition switches are installed in the left .and r ight
overhead switchpanels. These spring-loaded switches
return to the BOrH positlon automatically when re-

4-1
Sectton IV 500S MAINTENANCE MANUAL
Power Plant and Propeller

PROPELLER
GOVERNOR

STARTER
STARTER ORIVE
RING GEAR
GEAR
MAGNETO--~~~z..iD

HYDRAULIC
PUMP

AIRINLET
ADAPTER
FUEL SERVO
REGULATOR 24HA5

Figure 4-1. Engine Assembly

leased from the START position. Ignition switches the appropriate magneto before brealdng the ignition
have five positions: circult.

l. OFF - Both magnetos are grounded.

2. R - Right magneto operating - left magneto OFF.
3. L - Leftmagnetooperating - right magneto OFF.
4. BOTH - Both magnetos operating.
5. START - starter solenoid actuated; starting
vibrator energized.
WARNING 1 The starting vibrator emits rapid electrical impulses
Magnetoswitches must beinOFF posi-
tion before rotating a propeller by hand.
IGNITION SYSTEM OPERATION
When the ignition switch isheld in theSTART position
relay contacta actuate the starter solenoid to engage
the starter, and the starting vibrator is. energized.
Battery current dri ves the starter and flows through
the coil and contacta óf the starting vibrator to generate
the electrical impulses required for engine starting.
to the left magneto of the engine being started. These
rapid impulses of current are created by the build-up
and collapse of a magnetic field around the vibrator
coil, caused by the opening and closing of the vibrator
contacts. The left magneto of each engine is equipped
with a second set of contact points, which worlc in con-

The magneto(s) will be 'hot• anytime the ignition
switch wires or firewall electrical connectors are dis-
connected; therefore an unintentional engine start is
possible if the propeller is rotated. To avoid this
possibility, remove the high tension outlet plate from
•
junction with the starting vibrator to supply high ten-
sion voltage to the sparlc plugs for engine starting.
Thia set of contacta are opeiled andclosed bythe mag-
neto cam lobea but are positioned so that the contacts
open after the main brealcer contacts are opened.

4-2
 500S MAIN'llENANCE MANUAL
•
'
MAIN BREAKER RETARD BREAKER
CONTACT POINT CONTACT POINT
ASsY ASSY LEFT MAGNETO
ONLY
2472
Figure 4-2. Magneto - c·am End View
This retards engine ignitionfor the starting sequence•
.Electrical impulses from the vibrator to the main set
of contacts in the left magneto are carried to ground
during engine startlng. The retard contacts are timed
to open when the appropriate pistan is at the approx-
lmate top dead center posltion. Wben the retard con-
tacts open, vibrator current flows through the primary
coil of the magneto produclng a magnetic field around
this colL Each time the vlbrator contacta open, cur-
rent flow to the primary coll is interrupted causing
lúgh voltage induction into the secondary wlndlng of the
magneto transformer wlúch dlrects high tension cur-
rent to the spark plugs. Wben the engine starts and
the lgnition switch is released, the switch returns to·
B<YrH, deactlvating the vibrator and retard contact
circults and the starter solenoid. The engine is now
· operating on the main contacta of both magnetos and
ignition occurs in the normal advance position, which
is 20 degrees before top dead center.
STARTING VIBRATOR
The starting vibrator is installed inthe master power
•
panel located on the left side of the aft fuselage. Wben
both engines are difficult to start the starting vibrator
is probably faulty. Difficull startlng of a single engine
is most likely due to faulty operation of the left mag-
neto retard contacta or fouled spark plugs.
Section IV
Power Plant and Propeller
MAGNETO
Bendix S6LN-1208 (left) and S6LN-1209 (right) mag-
netos are installed in the I0-540-E1B5 engine. The
magnetos are drivenat 1-1/ 2 times engine crankshaft
speed. Each magneto contaíns a two-pole .rotating
magnet, a transformer coil and a dlstrlbutor. A
two-lobe cam is secured to the bre3ker end of the
rotating magnet shaft. The dlstributor gear is driven
at one-tlúrd magneto shaft speed. High tension cur-
rent, generated in the magneto transformer secondary
coil wlnding, is conducted to the dlstributor by m~ans
of a spring-loaded carbon brush and through the finger
on the dlstributor gear to the distributor block where
it is transmitted through lúgh tension cables to the
spark plugs. The left magneto is equipped with a set ·
of retardcontacts as well as the main contact assem-
bly. The left magneto, when connected to the battery
operated starting vibrator through the ST ART position
of the ignition switch, provides retarded ignition for
engine starting. The main and retard contact points
are operated by the same cam lobe. With the retard
contact points openlng at a predetermined number of
degrees after the main contact points open, inter-
rupted battery current is permitted to flow through
the primary and secondary transformer windlngs of
the left magneto and across thé spark plug electrodes,
to provide high tension voltage for engine starting.
Release ignition switch ü starter does
not engage immedlately. starter cir-
cuit is not protected by circuit breakers.
. REMOVAL
a. Open forward and aft cowl doors.
b. Remove high tension outlet cable plate from
magneto.
c. Disconnect primary leads from RETARD (in-
corporated in left magneto only) and START position(s)
of magneto breaker compartment and tag for identifi-
cation when reinstalling.
d. Remove retaining nuts and washers, and remove
magneto from mounting pad.
As the magneto is removed from its
mounting, be sure that drive coupling
bushings do not become dlslodged from
the gear hub.
REPAIR AND LUBRICATION. Magneto maintenance
is generally limited to cleaning, inspecUon, and re-
placement of contact points and condenser. Clearance
between the surfaces of the contact points will vary
between O. 012 and O. 024 inch. Contact assembly
must be replaced if clearance is above or below these
limita -(see Figure 4-2). Wben inspecting the .~ontact
points, do not raise the breaker main spririg more
4-3
Sec;tion IV 5008 MAINTENANCE MANUAL
Power Plant and Propeller
Figure. 4-3. Magneto Timing
than 1/ 16-inch, as this will weaken the spring and
cause unsatisfactory magneto performance. Contact
points will give satisfactory service for long periods
of operation when rnaintained free from oil and grease.
Over ..lubrication of cam follower felts is a major
cause of contact point failure. Ignition system mal-
functions canbe isolated byperforming agroundcheck
in accordance with procedures outlíned under Engine
Conditioning Hints. In the event magneto inspection.
is necessary, the following procedures are recom-
mended. When examination of the magneto reveals a
contact assembly with improper spring tension, pitted
or burned points¡ or a cam follower which is rough,
loose or cracked, the contact assembly must be re-
placed. Always replace the condenser when changing
contact points. Do not file or stone contact points. ·
a. Remove high tension outplate to expose distri-
butor block.
b. Clean interior of distributor block with a clean,
dry, lint-free cloth. Do not use gasoline or other
cleaning solvents for cleaning the distributor block.
Cleaning solvents will re~ove the wax coating and
cause electrical leakage.
c. Remove breaker cover and examine breaker
points for evidence of excessive wear or burmng.
Normal breaker poiits will have a dull grey contact
surface without deep pits or peaks.
d. Using a spring scale applied adjacent to contact
point at free end of_spring, measure spring tension of
breaker assembly. · Spring tension should be 12 to 24
ounces at instant breaker points open.
e. Check cam follower to be sure it is securely
riveted to spring and that screw holding spring to- ·
gether is tight.
f. Check condenser mounting bracket for looseness
and cracks.
g. Check distributor gear shaft oller felt. Add one
drop of SAE 30 oil to the oillng felt ü it is dry.
h. Carefully clean "Off any oil which may have
4-4
Tl.MING ALIGNMENT
1200 SERIES MAGNETO
24 64 .
spilled on the distributor block.
i. Check breaker points oiling felt. Add one drop
of SAE 60 oíl to the felt if it is dry.
j. Allow ample time for felt to absorb oíl. Use
clean cloth, blot ofi excessive oiL
k. Removeoil that may haveaccumulated on break-
er contact points. Use cloth moistened in unleaded
gasoline.
l. Reassemble magneto.
INSTALLATION AND TIMING. The magneto must be
installed with its timing marks correctly aligned and
with the number one pistan on the compression stroke
at its advanced firing position of 20 degrees befare top
center (BTC). To locate the compression stroke on
the number one cylinder piston, remove the lower
spark plugs from each cylinder.
1WARNING 1
The magneto is grounded through the
ignition switch, therefore, anytime
the primary (switch) lead is discon-
nected, the magneto is in a switch ON
or 'hot ' condition. Before turning the
propeller by hand, remove high tension
cable outlet plate from magneto or dis-
conn!!Ct all sparkplug cables toprevent
starting engine accidently.
Place thumb over the number one cylinder spark plug
hole and rotate propeller in direction of normal ro-
•
tation until the compression stroke is indicated by
positive pressure inside the cylinder. After the com-
pression stroke is determined, locate number one
pistan at US' advanced firing position of 20 degrees
BTC. The advanced firing position of number one
 500S MAINTEN'ANCE MANUAL
•
\., ;
cylinder may be obtained by allgning the timing mark
on the aft side of the starter ring gear with the small
hole located at the two o'clock position on the front
face of the starter housing. Use an inspection mirror
to observe e:xact position Of timing marks. After the
advanced· firing position of 20 degrees BTC has been
established for number one cyllnder, proceed with
the following steps to install and time magneto to
engine.
a. Instan drive coupling and attaching parts on
drive shaft.
b. Insert two rubber bushings into rectangular slot
of engine drive gear. Chamfered edge Of bushing
faces magneto.
c. Install magneto adapter gasket and adapter on
magneto mounting pad.
d. Remove magneto timing inspection plug from
top of magneto.
e. Rotate magneto drive . sha!t in direction Of ro-
tation untll timing mark ondistributor gear is allgned
with timing mark on distributor as seen through timing
inspection hole (see Figure 4-3).
f. With gasket over magneto mounting studs, care-
fully insert end of drive coupling into magneto drive
bushings located in magneto dri ve gear. Do not allow
magneto drive shaft to turn.
g. Secure magneto with washers and nuts, and
tighten nuts until there is positive friction between
magneto and drive pad.
h. Using a Bendix Scintilla timing light i ll-851 or
equivalent, connect red (+) lead to a switch terminal
stud Of magneto.
NOTI
To permit timing of magneto to engine
without remo val of breaker cover, make
a pigtail from 18-gauge wire andinsert
it into magneto switch terminal outlet.
i. Connect black (GND) ground lead of tinúng light
to any unpainted metalllc portion of engine.
j. With timing light connected and number one cyl-
inder at 20 degrees BTC, rotate magneto inits mount-
ing slots in direction Of magneto rotation untll Uming
light is illuminated.
k. Rotate magneto in opp<>site direction given in
step j. until light is extinguished.
l. Torque magneto mounting nuts to 150 1nch-
pounds.
m. Rotate propeller in opposite directionof normal
rotation a few degrees and then tap propeller forward
(direction Of normal rotallon) until timing light is ex-
tinguished. If timing light is extinguished when crank-
shaft is rotated to 20 degrees BTC, magneto is cor-
rectly timed to engine.
n. Repeat steps a. through m. for opposite magneto.
•
o. After magnetos have been timed individually
check synchronization of both magnetos as outlined in
the following paragraph.
p. Install switch leads, high tension cables, mag-
neto timing inspection plugs, spark plugs and spark .
plug cables.
Section IV
Power Plant and Propeller
q. Inspect magneto installation and close cowling.
SYNCHRONIZATION CHECK. The upper and lower
spark plugs must fire simultaneously at 20 degrees
before top dead center in order to obtain optimum
engine p~rformance. Since the upper and lower plugs
in the individual cylinder are fired by d1fferent mag-
netos, the left and rigbt magneto points must open at
preclsely the same time. If each magneto is correctly
timed and properly installed on the engine, synchroni-
zation of the two magnetos should be achieved auto-
. matically. However, it is good maintenance prac::tice
to check magneto synchronization with adualindicating
timing light.
a. Insert timing light lead into main contact switch
lead position on each magneto and connect ground wire
to engine.
b. . Rotate propeller slowly in direction of normal
rotation and observe the two timing lights. Lights
should illuminate s1multaneously, indicating that main
. contacts in each magneto are opening at the same time.
NOH
Battery operated timiñg light will il-
luminate when points open. AC timing
light will act in reverse.
If the synchronization check does not confirm simul-
taneous openingof the magneto points, magneto timing
should be checked.
Retard Contact Assembly
Faulty retard contacts are usually revealed by hard
starting Of an individual engine. Inspect contacta for
condition and check apring tension of the contact arm
as previously outlined, when condition of retard con-
tacts i& questionable. Retard contacta are not adjust-
able and should operate correctly when magneto is
correctly timed and properly installed. Faulty retard
contacts must be replaced.
IGNITION HARNESS
The ignition harness for each engine ·c onsista;;.of.12
shielded high tension cable assembliea with attaching
brackets. Three of the six cables from the left 1mag-
neto are routed to the upper spark plugs on the left
bank of cylinders, while the other three cables from
the left magneto are routed to the lower spark plugs
on the right bank of cyllnders. Three of the aix cables
from the right magneto -are routed to the upper apark
pluga on fhe right bank Of cylinders, and th~ balance
of the cables from the right magneto are routed'to the
lower spark plugs on the left bank of cylindérs (see
Figure 4-4). ..
CABLE REMOVAL AND INSTALLATION. Ignliion
cables may be removed individually or the ignition
harneas may be replaced as a complete unit. To re-
place an individual 1gnition cable, proceed as follows:
4-5
Section IV 5008 MAJNTENANCE MANUAL
Power Plant and Propeller

FIRING ORDER 1-4-5-2-3-6 NOTI

EITHER IGNITION WIRING

IS ACCEPTABLE. CONSULT
THE WIRING DIAGRAM FOR
YOUR INSTALLATION.

NO. 1 OOTTOM N0.6 TOP IA~~ NO. 6 BOTTOM

N0. 4TOP
N0.5 BOTTOM
,....
~~
N0.3 BOTTOM
N0.2 TOP
IGNITION WIRING DIAGRAM
N0.5 TOP
N0,3 TOP
N0.2 BOTTOM

RIGHT
DISTRIBUTOR
~
!==N=º·:::l::::,T,:OP::,¿:z;~~~ N0.6 OOTTOM NO. l BOTTOM N0.6 TOP
N0.3 TOP ALTERNATE IGNITION NO. 4 TOP NO. 3 OOTTOM
N0.5 TOP N0.2 BOTTOM WIRING DIAGRAM N0. 5 BOTfOM N0.2 TOP

figure 4-4. lgnition Wiring Diagram

a. Remove engine cowling to obtain access to cable
being removed.
b. Detach cable elbow from spark. plug.
c. Loosen cable ferrule coupllng nuts at magneto
hlgh tension cable outlet plate.
d. Remove cable clamps and disconnect cable from
mounting brackets.
e. Remove screws attaching outlet plate to magneto
and remove plate, with grommet attached, from mag-
neto.
f. Cut oH condemned lead flush with outer surface
of cable outlet plate.
g. Grip · eyelet of lead with pliers and pull short
length of conductor out of grommet and outlet plate.
Use an appropriate drift anddrive out tapered ferrule
and any remainlng part of the cable.
h. Remove old cable from aircraft.
If a new cable is being installed, compare 1t for cor-
rect length with the cable being replaced. Add l. 75
inches to length of old cable to provide for installation
in magneto outlet plate (ferrule is already installed_
b. Remove l. 250 inch of outer braid from milgneto
end of cable, being careful not to nick or cut insulation.
c. Unbraid O. ·40 inch of braided shielding and wrap
with single thickness of tape.
d. Pull grommet away from outer plat.e to facilltate
installation of new cable.
e. Pass taped end of cable through hole in outlet
plate and remove tape from end of cable.
f. Instan tapered end of cable ferrule under the un-
braided strands of shielding and distribute evenly
around surface of ferrule.
g. Pull cable back through outlet plate until fer rule
bottoms in outlet well. Firmly seat ferrule using a
small brass rod and hammer.
h. Measure O. 50 inch from tapered ferrule and
strip all insulation from wire. Slide grommet over
bare wire and seat it against ferrule.
1. Cut wire O. 375 inch from top of grommet outlet
and double .ends of wire sothat eyelet may be installed.
j. Instan eyelet, making sure 1t is seated in re-
cess of grommet outlet. Crimp wire ends and solder.
Clean with denatured alcohol.
k. Lubricate ignition cable with Ught coating of

on spark plug end of cables supplled by the engine
manufacturer). To instan a new ignition cable, pro-
ceed as follows:
a. Start at spark plug location and route cable
through grommets and clamps up to magneto.
••
Dow Corning Compound and instan spark plug insula-
ting sleeve and spring.
l. Attach ignition cable to spark plug, secure ali
clamps, reassemble magneto and secure cowling.
m. Perform engine ground run to check new cable
installation.
Section IV 5008 MAINTENANCE MANUAL
Power Plant and Propeller

FUEL FWW GAGE

AIR BLEED NOZZI,.E

IDLE
SERVOBLEED
MIXTURE
ADJUSTMENT SCREEN
ONTHROTTLE IDLE SPEED
LINKAGE AD.JUSTMENT

FUEL
INLET
SCREEN
l't-lr-1--' AIR- FUEL
. RIDULATOR UN1T
~l+--REGULATOR
•
LEVER

CO?m'ANT
EFFORT
SPRING
SECTIONA-A

IMPACT TUBE

- - - RAM AIR PRESSURE

¡_..,,......,.,......,.,...._,.,¡ VACUUM AIR

- - - METERED FUEL PRESSURE

•
mll!IJ'.Jal.IFID UNMETERED FUEL PRESSURE

24 66

Figure 4- 5. Fuel lnjection System Sche•atic

4-8
 5008 MAINTENANCE MANUAL
SPARK PLUGS
Two 18-mm, short-reach spark plugs are installed
in each cylinder andscrew into heli-coil inserts. The
spark plugs are shielded to prevent ignition interfer-
ence from enterlng th~ radio and have an internal re-
sistor to provide longer terminal life. An average
Ufe of 200 hours may be expected'Irom these spark
plugs; however, this will vary with operating condi-
tions. Ground operation of the engine for extended
periods or an excessively rich idle mixture will short-
en spark plug service lile. A spark plug that is kept
clean and properly gapped will give better and longer
service than one that is allowed to collect lead de-
posits and is improperly gapped. The correct gap
setting is O. 018 to O. 022 lnch. · The spark plug torque .
value is 360 to 420 inch-pounds. AC-SR-86 or Charo--
pion REM38E spark plugs are installed in the engine ·
when 1t leaves the factoty. · the metered fuel side of the fuel distributor valve.
FUEL INJECTION AND AIR INDUCTION
Flltered air is introduced lnto the engine through the
servo regulator body, then flows into an alr intake
riser where 1t is distributed to each cylinder by in-
dividual lntake pipes. The ~~ount of alr entering the
••
engine is controlled by a: throttle ·valve (butterfly)
contalned in the body of the '.f~el injectloñ servo regu-
lator. Fuel ls ~eter~Cl. ~ plstributed to the' indivl-
dual cylinc\eJ;'S by the seryo 'regulator and distributor
valve. The fue1-alr ratio"fs deternúned by the posl-
Uon of the throttle valve and alr senslng functions of
the servo regulator. Fuel and·alr are mixed within .
. the cyUnd~r. Tl}e fuel !}njection system consists of
the airflow sensing and fuel control subsystems.
Compotients of the injectlon system are: the servo
valve, fuel controí wp:í; fuel distribution valve, and
alr bleed nozzles. Tbe' servó valve and fuel cont1'91
unit are :contained Wtthi~ thethrottle bodycasting, in- ·
stalled on'the engine int~e manifci¡d. air inlet.
... .." ;.
SERVO REGULATOR
The servo regullltor is the baste component of the fuel
injection system. lnduction alr enters the throttle
body, passes through the venturi and by the throttle
valve and into the englne. As the air passes through
the throttle body, air pressure is sensed by impact
tubes which lead to the top side of the servo regulator
air diaphragm. The lower slde of this diaphragm is
exposed to low pressure which is sensed at the venturi
throat of the throttle body (see Figure 4-5). A regu-
lator lever connects the alr sensing valve to a ball
servo valve, which also contaíns a diaphragm and
operates on the pressure differential between unme-
tered and metered fuel pressure. The .alr metering
•
force appUed to the air diaphragm of the servo regu-
lator is directly proportional to the velocity of alr
flowing through the venturi tothe engine. Air velocity
is controlled by the position of the throttle valve;
therefore, a change in throttle settlng will alter the
Section IV
Powe~ Plant and Propeller
posiUon of the alr sensing \ralve. This causes the
regulator atm to vary the position of the ball servo
valve. The pressure difierential across the ball
servo valve opposes the action of the air sensing
valve and tends to open or elose the ball servo valve.
This provides regulated servo pressure for operation
of the dlstribution valve which schedules a fuel flow
that is correctly proportioned to the engine inlet air-
flow. A balanced fuel flow condition will exist when
· servo pressure on the distributor valve and ball servo
valve is equal to the alr metering force at the air
sensing valve of the servo regulator. The richer fuel
mixture required during . engine idle is obtalned by
using a constant head sprlng on the lower side of the
· air sensing diaphragm. Fuel pump pressure, which
is recorded on the engine gage unit, is taken from a
port on the forward side of the servo regulator fuel
control unit. Fuel flow readings are obtalned from
CLEANING AND INSPECTION. Inspect the servo
regulator and clean the fu el inlet screen at prescrlbed
inspection periods.
a. Service servo regulator fuel inlet screen and
e11gine. induction alr filter as outlined in Section II.
b. lnspect servo regulator and -all fuel lines for
tightness and evidence of fuel leakage.
llOTI
, SUght fuel stalns adjacent to the alr
bleed nozzles are normal.
c. Check servo regulator for securlty of attach-
ment.
d. Check throttle, mixture, and alternate air con-
trol rods, rod ends and levers for security and con-
dition of ród ends.
e. Lubricate ends of throttle shaft with instrument
oil.
f. Lightly lubricate rod ends of throttle, mixture,
and alternate alr control rods .
g. Checkmixture and throttlecontrols for freedom
of operation.
ADJUSTMENT. Adjustments to the servo regulator
are confined to ldle speed and mixture. If there is an
appreciable amount of wind, locate alrcraft in cross-
wind position before making idle speed and mixture
adjustment. This will prevent false loading of the
engine caused by the affect of wind velocity on the
propeller.
a. start and warm engine until oil and cyllnder
head temperatures are in normal operatlng.range.
b. Check magnetos for proper operation (see En-
gine Conditioning Hints in this section). lf magneto
operation is normal, proceed with 1dle adjustment.
c. Turn fuel boost pump ON, place propeller con-
trol in full INC RPM position and position throttle
lever agalnst idle stop. Desirable idle speed is 750
rpm.
d. When idle speed has stabillzed, slowly move
mixture control toward the IDLE CUTOFF position.
4-7
 5008 ~ENA~CE ~UAL
l. Observe the tachometer for a change in
rpm dur~ manuar mixture leaning proce~s.
2. Quickly advance mixture control toward
FULL RICH before engine stops.
3. A momentary increase of more than 50
rpm while manually leaning the mixture indi-
cates a r1ch idle mixture. A decrease ln rpm,
not preceded by momentary increase, indicates
the idie mixture is too lean. .
e. U idle mixture is too rich:
Turn the idle mixture adjustment wheel, · lo-
cated on Unkage between throttle arm and idle valve
lever, one or two notches in the counterclockwlse
direction.
r. If idle mixture is too lean:
Turn the idle mixture adjustment wheel one or
two notches in the clockwise direction.
After each adjustment, clear engine by momentarily
increasing engine speed to 2000 rpm. Repeat appro-
priate steps in paragraphs ·d. ande. until a momen-
tary increase of 25- rpm is obtained. Adjust idle
speed to 750 rpm by turning idle adjusting scr_ew lo-
cated on throttle stop lever, in appropriate direction.
This method of setting the idle mixture will give the
desired idle rpm and the lowest manifold pressure
reading. If the setting does not remain atable, check
the throttle and mixture llnkage for evidence of wear
•
at the rod ends and improper rigging.
FUEL CONTROL-SYSTEM. The fuel control system
is contained within the throttle body casting and con-
' sista of an inlet fuel screen, a rotary idle valve, and
a rotary mixture valve. The idle valve controla fuel
flow through the low speed range of operation and is
adjustable to obtain the best idling characteristics
without aifecting fuel meterlng above the idle range.
The mixture control valve provides a full rich mixture
when the mixture control lever on the quadrant is in
FULL RICH and a progressively leaner mixture as it
is moved toward IDLE CUTOFF. The full rtch stop
defines sea level reqUirements for takeoff.
FUEL DISTRIBUTOR VALVE. The fuel distributor
valve, located on the lower forward part of the engine,
consista of a sprtng-loaded diaphragm actuated poppet
valve. Actionof the diaphragin is controlled by servo
pressure from the servo regulator val ve. A spring
seats the distributor valve needle to retain fuel within
the distributor valve when the engine is stopped. The
sensitivity obtained from distributor valve operation
prevents engine rpm lag during rapid throttle move-
ment and ellminates the need for an acceleration pump.
Servo valve pressure in the distributor valve is passed
through a fixed bleed and then returns to the fuel tank
through the fuel and vapor return Une. The fuel dis-
tributor valve, installed on the forward side of the
oil sump, directa fuel to each cylinder through indivi-
dual Unes connected to ports in the valve. ·Fuel passes
•
through the air bleed nozzles before entering the' cyl-
inder. A fuel Une is connected betweenthe distributor
valve fuel flow port and a fuel flow gage, located in
~ --- the center instrument panel, to provide an accurate
indicatlon of metered fuel flow to the engine.
Section IV
power Plant ¡¡id Propeller
AIR BLEED NOZZLES
...
An air bleed nozzle installed in each cylinder, directs
fuel from the distributor valve into the ·cylinder intake
port. Each nozzle incorporates an air bleed, which
aids in vaporizing fuel at idle rpm by breaking the
high vacuum at the intake manifold, and assures that
the fuel Unes from the distributor valve are full of
fuel at all times. The immedlate availability qf fuel
in the fuel lines ensures positive engine acceleration
and ellminates the need for an engine primer during
·engine startiog. Air bleed nozzles have an identifi-
catlon number or letter stamped on one of. the flats of
the nozzle body hexagon head, which also indicates
that the nozzle air bleed hole is on the opposite flat.
To ellmlnate fuel leakagé at the air bleed hole after ·
engine shutdown, the nozzle must be installed wlth
the ident1flcatión markfaclngdownward. Fuel nozzles
should ·be removed and changed when an engioe. is
running rough and exhibits poor acceleration c~~ac­
terlstlcs, not attributed to faulty ignltion. ~en thls
is the case all nozzles on the appropriate engine should
be removed and cleaned.
REMOVAL AND CLEANING. Disconnect the fuel inlet
llne and use a deep socket to remove the nozzle. Cap
the fuel Une and plug hole in cyllnder. Clean the air
bleed nozzles as follows:
a. Wash in clean unleaded gasoline or cleanlng
solvent. Trlchlorethylene may be used to clean noz-
zles that show signa of carbon buildup.
b. Apply filteredcompressed air at 100 psi to dis-
charge port of nozzle.
Do not use w1re or tools to clean noz-
zle orifices.
INSTALLATION. · Install air bleed nozzles in cylln-
ders, so that identiflcationnumber or letter is located
on the lower side of the nozzles when tightel}ed into
engine cyllnder.
When replacing fuel lines and fittings,
use only a fuel soluble lubricant, such
as engine oll on thread flttings. DO
NOT USE ANY FORM OF THREAD
COMPOUND.
a. Connect fuel lnjection Unes to air bleed nozzles.
b. lnspect installation for evidence of crimped Unes.
c. Operate fuel boost pump and check flttings and
air bleed nozzles for evidence of leakage.
d. Turn off fuel boost pumps and battery-.switch
and secure cowllng. . ' ·· ·
4-9
Section IV 5008 MAINTENANCE MANUAL
Power Plant and Propeller

INDUCTION AIR SYSTEM
Ram air entera the engine tbrough an air scoop located
oa the aft autboard cowling door of eacfl nacelle. Tfle
air is filtered through a large filter and is ducted to
\\\e l!>eno te'gll\a\t>T \x>\l-y cas\\ug, \ns\a\led on \ne a1t
end óf the lntake rlser (see Figure 4-5 and 4-6). In-
let air passes through the body of the servo regulator
lntothe intake riser and is distributed to each cylinder
tbrough individual intake ·pipes. The intake riser is
a separate alr cavlty, which is an integral part of the
engine oil sump. Induction air is heated by the engine
oil, which surrounds the partitionsof the riser before
passing into the intake pipes. Preheating of induction
air improves tbe fuel-air mixtUre entering the cyl-
inders and increases engine performance. A manifold
draln valve is provlded in the lower aft corner of the
intake rtser. The draln protrudes through the lower
cowling segment and automatically drains fuel over-
board when the engine is shutdown. A manifold pres-
sure gage connectton is provided·in the intake port of
number five cylinder.
When air .filter icing is suspected, the ALT. AIR
(alternate alr) controla, on the engine control pedestal,
may be moved to the HEAT posiUon to close the butter-
fly door behind the air filter and open another butterfly
door in the top of the air inwction box. This permita
the engine to draw heated air from within the engtne
nacelle compartment. . The buttertiy doors should be
checked periodlcally for freedom of operation and
complete closing. The operating linkage should be
oiled periodically and control rod end fittings should
be inspected for excessive wear. The value of main-
taining induction air fllters in a clean condition can
not be overstressed. Clean air fllters will prevent
the entry of abrasive foreign particles into the engine
which cause scoring of moving parts and contamlnation
of lubricating oU. The frequency with which the filters
are removed and cleaned should be determined by
alrcraft operatlng conditions. To permit proper
serv1c1ng and provtde ready availability of a1r ftlters
1t is suggested that a gpare set of filters be main-
talned in clean condition at all times. Spare filters
müst be stored in a dust proof cabinet or box. Ser-
viclng instructions for the induction air filters are
provided in Section 11.
pressure from the cooler is ·returned to the accessory
housing where it is dftoected throutll the QU 9te.al3lll:e.
acreen, contáined in a cast chamber mounted on the
accessory fiousíng. ff co!d oí! or an obstruction
should restrict oil flow through the cooler, an oil
cooler 'oypass valve w\11 route the on dlrectly lrom
the oil pump to the oil pressure screen. The oJJ is
then filtered through the oilpressure acreen chamber
and fed through a drllled passage to thé oil p~essure
relief valve, located in the upper right side of the
crankcase forward ·ot the ·accessory housing. This
relief valve regulates the engine '011 pressure by al-
lowihg excess oil to return to the sump, while the
balance of the oll is fed to the main oil gallery in the
right half of the crankcase. Oil is distributed from
the miin gallery, by means of separate driÍled pass-
ages to each main bearing of the crankshaft. The
drilled passages to .the bearings are located in such
a manner as to forín.. an inertia. type filter, thus en-
suring that·only the cleanest oll wlll reach the bearings.
Drilled passages fro~ the rear main bearing supply
oil pressure to the crankshaft idl~r gears. Angular
boles are <h:illed through the maln bearings to the rod
J.ournals where sludge removal tubes are located.
011 from the main gallery also flows to the cam and
valve gear passages, and is then conducted through
branch passages to the hydraulic tappets and cam-
shaft bearings. Oil travels out tbrough the hollow
push rods to the ··valve rocker bearings and valve
stems. 011 from the bearings, accessory drives and
rocker boxea returns to the sump by gravity flow,
pasees through the inlet oil' acreen and is then recir-
culated tbrough the engine. Refer to Section 11 for oll
system servlcing.
- -

Oll SYSTEM

The engtne is equipped with a wet sump, pressure

operated oil system. The main bearings, connecting
rod bearings, camshaft bearings, valve tappets, and
push rods, are lubricated by posltive pressure. The
pistons, piston pins, cams, cylinder walls, valve
rockers, valve stems, andother internal moving parte
are lubricated by oil collectors and oil spray. The

•
oil pump, located i!l the accessory housing, draws otl
tbrough a drilled passage leading from the oU acr een,
located in the sump. After passing through the pump, 24 88
oil fiows through a drilled passage in the engine and
then tbrough a flexible line to the oil cooler. 011 Figure 4-6. lnduction Air Fihtr

4-10
 Section IV
Power Plant and Propeller

OIL PRESSURE ADJUSTMENT

The oil pressure relief valve,. located on the right side
of the engine between the upper engine mount lug and
number five cylinder, maintains oil pressure between
60 and 90 psi by relieving excessi:ve oil pump pres-
sure to the sump. This valve has no adjusting screw·,
but oil pressure may be raised by the addition of not
more than two plain washers (AN960Dl0) between the
spring and cover cap of the relief valve. ~ Each added
washer raises the oíl pressure approximately 5 pounds.
Do not remove washers to reduce englne oil pressure
increases occurrlng during service life of engine.
An oil pressure increase which exceeds 90 psi for a
warm engine indicates a faulty relief valve which
should be replaced immediately. The normal oil
pressure operating range is 60 to 90 psi with a de-
sired normal pressure of 75 psi. Parttcles of metal
or other foreign matter lodged between the ball and
seal of the relief valve will cause a drop in oil pres-
sure. Remove the relief valve for inspection and
cleaningwhen oil .pressure fluctuates or oil pressure
readings are low.
24 3

OIL COOLER Figure 4-7. Exhaust Stack

The cooler is installed on the lower left rear engine
baffle and receives its cooling alr fro m the engine
nacelle compartment. OU under pressure from the
oll pump enters the inboard side of the cooler, passes
through the coole.r and back to the engine. A thermo-
statically operated oil cooler bypass valve, lnstalled
in the oil pressure screen mounting pad, causes oU
to bypass the cooler in the event of congealed oil or
an obstruction in the cooler. This bypass valve also
routes oil directly tothe pressure acreen until a pre-
determined oil temperature is reached. The oil is
then routed through the cooler.
Oll SCREENS
Clean engine · oil is assured by the use of two oil
screens in each engine. The inlet oil acreen is located
in the left side of the oíl sump and the pressure oU
acreen is located in a casting, bolted tothe accessory
housing between the magnetos. Use of two screens
provides dual protection for positive screening of
damaging foreign material from the oil. The oil
pump drawa oil from the aump through the lnlet screen
and pumpa it through the oil cooler to the pressure
oil acreen. 011 screens must be cleaned each time the
oil is changed or whenever improper oil circulation
is suspected. Servicing instructions are provided in
Section II.
EXHAUST SYSTEM
The exhaust syatem for each engine consista of two
.
Auembly .
exhaust stack assemblles. Each exbaust stack as-
sembly is attached to the exbaust porta of the righi
and left bank of cyllnders and extends aft through in-
dividual outlets in the upper nacelle •. An exhaust stack
consists of three replaceable segmenta which are held
together by special clamps that allow for ·expansion
and retraction of the entire assembly. Self-locldng,
heat resistant nuts torqued to 150 lnch-pounds are
uaed to secure each segment of the exhaust stack to
the cyllnders. Inspect the ~tacks at prescribed inter-
vals for evidence of leakage, cracks and looseness
of mounting nuts. See Figure 4-7 for an illustration
of the dual exbaust system.
COOLING SYSTEM
Coollng air entera the engine cowllng compartment
through openings located near the bottom of the nose
cowllng rlng. Engine bafflea (Figure 4-8) direct air
flow from the cowling ring around the coollng fina of
each cylinder. Blast tubes, positioned in each of
the rear baffles, direct coollng air to the engine ac-
cesaory aection. Adjustable cowl flaps, located in
the top of the engine nacelle and within the cooling
air exbaust stream, are provided to regulate engine
temperature. To aasure proper airflow around the
engine, baffle seals and cowling must be malntained
in a aervicea,ble condition. Baffle aeals whlch do not
block the airflow at the aeal location cause improper
distrlbution of the coollng air and may resuU in "hot
spots" on the cylindera.

4-11
Section IV 5008 MAINTENANCE MANUAL
Power .Plant and Propeller

LE F'l' FORWARO
BAFFLE

RIGHT~AR
BAFFLE

INNER CYLINDER
BAFFLES

- - - - O I L COOLER
MOUNT PAD

24 60

Figure 4-8. Engine Baffle Assernbly

bellcranks connect the englne control levers to the

Do not operate engine with cowling
doors open. This dis rupts cooling
airflow and will cause engine to over-
heat.
ENGINE CONTROLS
power plant. Cover plates on the quadrant pedestal
may be removed for inspection and maintenance of
control cables and other equlpment enclosed in the
pedestal. Additlonally, the complete pedestal may be
remov~d fl:>r m a in ten a n c e purposes. A frlctlon
wheel is lristalled on each side of the quadrant to
secure the control levers in the desired position, or
place the desired amount óf friction on the engine
control levers. Engine control cables are routed
downward from the control lever drums to a pulley
cluster beneath the floor, then pass through a lower

The englne control levers (Figure 4-9) are located on
the engine control quadrant and control the throttle,
propeller pitch and feathering, fuel mixture, and
alternate air. Cables, pulleys, push-pull rods, and
•
pulley bracket assembly in route to fuselage station
165.00. At this point cables are joined by turnbuckles
to another set of cables which are routed out through
the wing tunnel aft of the rear spar and then forward
through the nacelles to bellcranks, attached to the
front of the firewall. The individual controla are

4-12
 500S MAINTENANCE MANVAL
24 UAS
Figure 4-9. Engin• Control Ouadrant
routed from the bellcranks to the servo regulator
(throttle and fuel mixture), propeller governo.r (pro-
peller pitch), and the induction air box (alternate air).
•
Cable adjustments for the engine controla are made at
the turnbarrels located between the upper and lower
\. __ pulley bracket assemblles at fuselage station 165. OO.
Push-pull roda, rod ends and bellcranks shoÚld be
· checked for loose checknuts, missing cotter pins,
freed9m of operation, and excessive wear. Routing
of the control cables should be checked to see that
cable fairleads are in place, pulleys turn freely,
cables do not rub structur e or accessories, and that
pulley guard pina are in place.
THROTTLES
The throttle levers located on the left side of the con-
trol quadrant are mechanically llnked to the throttle
arm of the fuel injection system servo regulator. A
friction wheel located on the left side of the quadrant
provides a meansof increasing frictionon the throttle
levers to prevent creeping. When both throttle levers
are r.etarded to a position sufficient to actuate the
two micro switches located inside the quadrant, a
landing gear position warning horn will sound if ali
landing gear are not in the down· and locked position,
The switches are set to activate the warning horn
circuit when the engine manUold pressure is approx-
imately 11 inches Hg. The switches are actuated by
a throttle lever caro which simulates throttle move-
ment for manifold pressure. Procedures for adjust-
ing the micro switches are provided in Section VI.
•
RIGGING. The procedure for rigging the throttle con-
trol cables is the same for both engines.
a. Position throUle control lever midway between
OPEN and CL03ED position and lock in position with
Section IV
Power Plant and Propeller
frlction col\trol wheeL
b. Connéct control cables to bellcrank on forward
side of firewall. .
c. Secure cables to turnbarrels, located at fuselage
station 165. 00, by rotating turnbarrels two full turns.
Place tail stand under aircraft before
entering aft fuselage.
d. Tighten throttle cable turnbarrels an equal num7
ber of turns until a cable tension reading of 15 (± 2)
pounds is obtained on a cable tensiometer.
e. Position throttle cable bellcrank 90 degrees to
firewall by loosening one control cable turnbarrel and
tightening the other the same number of turns. Cor-
rect control cable tension must be retained.
f. . After bellcrank has been positioned and cable
tension is 15 (± 2) pounds, safety turnbarrels using
O. 032-inch brass. lockwire.
g. . Release friction lock _and move throttle control
lever to within 1/ 8 inch of control quadrant stop and
lock in position.
h. Connect push-pull rod to throttle bellcrank arm
and adjust control rod to position servo regulatór
throttle arm against closed stop.
i. Connect control rod to throttle arm and tighten
control rod checknuts.
NOTI
The 1/ 8 inch cushion provided in step
g. assures full travel of throttle arm.
j. Adjust idle rpm as previously outlined.
start both engines and check for throttle lever syn-
chronization in full range of travel. If throttle levers
are not in synchronization, place both levers in núd
position, as outllned in step a. and check position of
firewall throttle bellcrank. Adjust appropriate cable
turnbarrels until position of bellcranks is the same.
When this procedure is necessary recheck cable ten-
sion, throttle cushion, and idle rpm.
MIXTURE CONTROLS .
The mixture control levers are mounted on the right
side of the engine control quadrant. The FULL RICH
positionof the mixture control lever is used for start-
ing, takeoff, landing, and most ground operations.
IDLE CUTOFF is used for stopping the engines. The
range between FULL RICH and IDLE CUTOFF per-
mita manual leaning of the fuel mixture to obtain best
power and mínimum ·fuel consumption during flight .
A fuel flow gage, which registers the amount of me-
tered fuel going to the engine aids in determining the
proper mixture control setting. When the mixture
. 4-13
Section IV . 500S MAINTENANCE MANUAL
Power Plant and Propeller
control levers are in the full forward (FULL RICH)
positíon, a positive mechanícal lock snaps into place .
and must be released before the lever can be moved
aft toward IDLE CUTOFF.
RIGGING. Mixture control cable rigging procedures
are the same for both engines. Cable adjustments
are made at fuselage station 165. OO. · RIGGiliG. The procedure for rigging the pi·opeller
a. Position m1xture control lever núdway between
the FULL RICH and IDLE CUTOFF position and lock
in position with friction control wheel.
b. Connect control cables to bellcrank on the for-
ward side of firewalL
c. Secure cables to turnbarrels, located at fuse-
lage station 165. 00, by rotating turnbarrels two full
turns.
Pla~e tail stand under aircraft before
entering aft fuselage.
d. · Tíghten mixture control cable turnbarrels an
equal number of turns until a cable tension reading of
1.5 (:!: 2) pounds is obtained on a cable tensiometer. .
e. Position mixture cable bellcrank 90 .degrees to
ftrewall by loosening one control cable turnbarrel and
tightening the other the same number of turns. Cor-
rect control cable tenslon must be retained.
f. After bellcrank has been positioned, safety
turnbarrels using O. 032-inch brass lockwire.
g. Move mixture control lever to IDLE CUTOFF
deteiit.
h. Connect push-pull rod to mixture bellcrank arm
and adjust control rod to position mixture arm on
servo regulator to the idle cutoff stop.
i. Connect control rod to mixture arm and tíghten
control rod checknuts.
j. Move mixture control lever to FULL RICH de-
tent. Mixture arm on servo regulator should be
against full rich stop. lf mixture arm is not against
full rich stop, adjust push-pull control rod as neces-
sary to position arm against stop. Recheck mixture
control lever in IDLE CUTOFF detent.
PROPELLER CONTROLS
The propeller control levers are located between the
throttle and mixture control levers and are distin-
guished by rectangular grooved knobs. Each control
lever is mechanically linked to a propeller governor
and controls engine rpm and propeller feathering by
altering the própeller governor setting. Forward
movement of the control levers decreases propeller
pitch and increases engine rpm, and aft movement
increases pitch and decreases rpm. A detent at the
FEATH RANGE po$ition prevents inadvertent feather-
ing of a· propeller. Retarding the control levers past
the detent and into the FEATH RANGE posítion re-
duces oil pressure tothe propeller actuatlng cylinder,
allowing centrifuga! force of the propeller counter-
4-14
weights, plus the tension of the internal feathering
spring, to feather th~ propeller. Propeller unfeath-
eríng during flight is accomplished in approximately
15 seconds, .when the control lever is placed in the
low rpm position of the OPER RANGE and normal
procedures are used to accomplish an air start.
control cables is the same for both engines. Cable
adjustments are made at fuselage station 165. OO.
The governor control cables must be
routed around governor control head
pulley so that the pulley stop moves
away from the high rpm adjusting screw,
when the propeller control lever is
moved aft toward the high pitch (low
rpm) position. Do not cross cables.
a. Secure cables to turnbarrels, located at fuse-
lage station 165. 00, by r otating turnbarrels two full
turns.
•
Place tail stand unde'r aircraft befare
entering aft fuselage.
b. Tighten turnbarrels an· equal number of turns
until a cable tension reading of 10 (+O, -1) pounds is
obtained on a cable tensiometer.
c. After a cable tension of 10 (+O, -1) pounds is
obtained, safety turnbarrels using O. 032-inch brass
lockwire. ·
d. With propeller pitch control lever within 1/ 8-
inch of full IliC RPM position on the control quadrant
and.the g()vernor pulley stop against the high rpm ad-
justment screw, lock the control cable to the governor
pulley.
e. ' Operate propeller controla in cockpit to be sure
that there is no binding or lost motion ar¡d that gover-
nor pulley stop is making contact with both the high-
rpm and low rpm adjusting screw.
f. ~rate engine and adjust goverñor high-rpm
screw as required to obtain 2575 takeoff rpm.
Operate both engines and check synchronization of
propeller control· levers through full range of opera-
tion. When necessary, synchronize lever movement
by slipping the control cable on the governor pulley.
Verify full range of governor pulley movement and
proper cuslúon in full INC RPM position. Recheck
cable tension.
•
ALTERNATE AIR CONTROLS
Induction air is controlled by the up and dow~ move-
ment of the alternate air controle, located on the en-
gine control quadrant. Placing the control lever in
 5008 MAINTENANCE:,MANUAL Section IV
Power Plant and Propeller

•
\ .

20

19

•
\ _

1. PROPELLER GOVERNOR
2. STARTER RING GEAR
18 17 18

11. OIL TEMPERATURE BULB

12. RIGHT MAGNETO
3. OIL FILLER CAP 13. OIL PRESSURE TO COOLER
4. OIL RETURN FROM COOLER 14. HYDRAUIJC PUMP
5. ENGINE OIL BREATHER 15. SERVO REGULATOR UNIT
6. OIL COOLER BYPASS VALVE 16. MDITURE CONTROL ARM
7. TACHOMETER-GENERATOR DRIVE 17. FUEL PUMP
8. OIL PRESSURE REIJEF VALVE 18. SERVO FUEL PRESSURE HOSE
9. PRESSURE OIL SCREEN 19. OIL SUMP DRAIN
10. VACUUM PUMP 20. LEFT MAGNETO
2467 A 5

Figure 4-10. Engine Accessories

the full down posiUon opens the butterfly door in the a. Position alternate air control lever in full down
induction air box, allowing filtered ram air to enter (NORMAL) position. _
the system; while at the same time, the· alternate air b. Place control cable around induction air box
door is closed. Placlng the control lever in the up pulley bellcrank with swaged. fitting in the pulley
(HEAT) posltion closes the ram air source and opens groove slot.
the alternate air source. Alternate air is taken into c. Secure cables to turnbarrels, located at fuse- ·
the system from within the er.gine cowling compart- lage station 165. 00, by rotating turnbarrels t~o full
ment. lnspect the induction air box for fUll opening turns.
and closing of the butterfly doors, and condition of
rod end flttings as prescribed by the aircraft inspec-
tion guide•

• RIGGING. The procedure for rigglng the alternate

air control cables is the same for both engines. Cable
adjustments are made at fUselage station 165. OO.
Place tail stand under aircraft before
entering aft fuselage.

4-15
Sectj.011 J.V 5008 MAINTENANCE MANUAL
Power Plant and Propeller

WARNING . ,

Residual fuel draining from Unes and

pump constitutes a fire hazard. Use
caution to prevent accumulation of fuel
when disconnecting Unes.

d. Remove nuts and washers securing pump to

accessory case.
e. Remove pump and gasket from engine. lf re-
placement pump is not being installed immediately,
a temporary cover should be installed on the pump
mounting pad.
-·
To install fuel pump proceed with the following steps:

a. Remove temporary cover from pump mount pad

on engine.
b. Position new gasket and pump on mounting studs. ·
c. Se cure pump to engine with plain washer, lock-
washer, and nut at each stud. Torque nuts to 150
inch-pounds.

•
Lubricate Une connection fittings with
engine oil, or equivalent lubricant that
is fuel soluble. DO NOT USE ANY
24 68 . orHER FORM OF THREAD LUBRI-
CANT.
figure 4-11. Engine-Driven Fuel Pump
d. Connect lines to pump.
e. Close cowling doors and briefly operate engine.
d; Tighten turnbarrels an equal number of turns f. Stop engine and check pump and Une connections
until a cable tension reading of 15 (: 2) pounds is ob- for evidence of fuel leaks.
tained on a cable tensiometer.
e. Safety turnbarrels using 0.032-inch brass lock- ADJUSTMENT
wire.
f. Adjust push-pull rods to fully open and close a. Start engine.
the induction air box butterfly doors. b. Turn fuel boost pump switch OFF.
g. Connect push-pull rods and secure checknuts. c. With engine operating at 2200 rpm, observe
and record fuel pressure gage reading. lf fuel pres-
sure reading is other than 23 psi, proceed with fol-
lowing steps.
ENGINE ACCESSORIES d. . Stop engine and remove safety wire from fuel
pump adjusting screw checknut.
e. LOosen checknut and turn adjusting screw clock-
FUEL PUMP wise to increase pressure, or counterclockwise to
decrease pressure as required; Tighten checknut
The engine-driven fuel pump(Figure 4-11) is a posi- after each adjustment.
tive-displacement, self-priming, rotary vane type
pump. The pump, containing a splined drive shaft, NOTI
is driven from the engine accessory case. An adjust-
able relief valve for adjusting pump pressure is in- Approximately one turn of the adjust-
corporated in the pump. ment screw will raise or lower the
pressure one psi.

•
REMOVAL AND INST ALLAT~ON
f. Restart engine and assure desired fuel pressure
a. Close the appropriate fuel shutoff valve. (23 psi at 2200 rpm) is obtained, safety the adjusting
b. Open aft cowling doors. screw checknut with O. 032-inch brass lockwire and
c. Disconnect and cap Unes attached to pump. close cowling doors.

4-16
 5008 MAINTENANCE MANUAL
VACUUM PUMP
Positive-displacement vane type vacuum pumps are
installed on the accessory case above the right mag-
neto of each engine. Internal lubrication of the pump
is supplled by engine oU. The oil laden pump exhaust
air is vented overboard through an air-oil separator
where the oil is extracted from the air and returned
to the engine sump. The air-oil separator is installed
on the forward right side of the engine firewall. Vac-
uum pressure is controlled by relief valves incorpo-
rated in the pump inlet llnes. Operation and adjust-
ment of the vacuum r elief val ve is descrlbed in Section
Vlll.
REMOVAL ANO INSTALLATION
a. Open right aft engine cowling door.
b. DiscoMect pump inlet and pressure hoses.
NOTI
Plug or cap all disconnected lines to
prevent entry of foreign material.
c. Remove nuts and washers securing pump to ac-
cessory case.
d. Remove vacuum pump and gasket from mounting
studs. U a replacement pump is not being installed
immediately, a temporary cover should be installed
~:
on the vac\ium pump mount pad.
To install the vacuum pump, proceed as follows:
a. Remove temporary cover from mount pad.
b. Position a new gasket and pump over mounting
studs.
c. Align pump drive splines with drive splines in
engine and secure pump to engine with four p'lain
washers, four lockwashers, and four nuts. Tighten
nuts evenly to a torque value of 75 inch-pounds.
d. Connect pump inlet and pressure Unes.
e. Clase cowling and operate engine. Check and
adjust vacuum as outlined in Section Vlll.
f. Shut off engine and inspect installation for oil
leakage at pump mounting base and line connecUons.
HYDRAULIC .PUMP
An engine-driven hydraullc pump is mounted on each
engine a c c es sor y case below the right magneto.
Either hydraulic pump is capable of operating the en-
tire hyclraullc system in the event one pump should
fail. The pump seal drain Une which extends over-
board through the lower engine cowling should be in-
spected frequently for evidence of engine oil or hy-
draulic fluid leakage. When there.is evidence of en-
gine oil "or hyclraulic fluid in the area around this
_drain Une the cowling should be wiped clean and the
engine should be given a short ground run. U seal
leakage is noted after the engine run the appropriate
seal should be replaced. The presence of engine oil
indicates oil l eakage through the drive seal. When
hydraulic fluid is present after the engine run, the
pump seal is lealdng. Both the pump and engine seals
Section IV
Power Plant and Propeller
are replaceable. To replace the hydraulic pump seal
remove th~ pump, disengage the snap rlng holding the
drive in the pump, and withdraw the splined drive.
This will expose the seal requiring replacement. To
replace the engl.ne oil seal, remove the accessory
drive adapter from the engl.ne and replace seal in the
recess on the pump side of the adapter. Do not cap
or plug the pump seal drain line. A ruptured seal
could either deposit hydraullc fluid in the engine or
engine oil in the hyclraulic system. During l)Ormal
operation with both engines running, it is not ~sible
to tell whether or not one hydraulic pump has failed.
Check individual pump operation at the beginning and
end of each !light by observing pump pressure from
the engine initially started and by stopping this ,engine
first at the !light termination and observing .pulI!p
pressure from opposite engine.
REMOVAL AND INSTALLÁTION
a. Close hydraulic 'shut6ff valve for appropriate
engine.
b. Bleed hydraulic system pressure to zero by
lowering and raising the flaps.
c. Open rlght aft cowling door.
d. Disconneet and cap linea at pump.
1 WARNING 1
Residual fluid draining from lines and
hoses constitutes a fire hazard. Use
caution to prevent ac cu m ulati on of
fluid in accessory section when Unes
and hoses are disconnected.
e. Remove nuts and ~shers securing pump to ac-
cessory case.
f. Remove pump and gasket from engine mounting
pad.
g. U a replacement pump is not being installed
immediately, a temporary cover should be installed
on the hydraullc pump mount pad on the engine.
To install the hydraulic pump, proceed as follows:
a. Remove temporary cover from mount pad.
b. Position a new gasket and pump over mounting
studs.
c. Align pump drive splines with clrive splines in
the engine and secure pump to engine with four plain
washers, four lockwashers, and four nuts. )'ighten
nuts evenly to a torque value of 75 inch-pounds.
d. Connect and tighten supply and pressure Unes
~~~· '
e. Close cowling. ,
f. Open hydraullc shutoff valves and safety·;Switch
guard with O. 020-inch soft copper wire. ·._-¡-i
g. Start appllcable engine and observe hydraulic
pressure gage for 900-1075 psl. ·
h. stop engine and open cowllng door.
i. Inspect byclraulic pump mount flange and lines
for evidence of leakage.
4-17
Séction IV 5008 MAINTENANCE MANUAL
Power Plant and Propeller
STARTER
A 24-volt, gear reduction starter is mounted on the
lower fo rward sectlon of each engine. This starter
incorporales a Bendlx drive whlch meshes wlth the
starter ring gear during engine start.
REMOVAL
a. Open left forward cowling door.
b. Remove electrical wires and wire support.clamp
from starter,
c. Remove three nuts and one bolt securing starter
to engine.
d. Remove starter from engine.
INSPECTION ANDREPAIR. The starter motor should
be inspected perioclically to determine its general
conditlon. Frequency of inspection is deternúned by
the performance of the starter and type of use to whlch ·
1t has been subjected. Frequency of engine starts,
excessively long cranldng perlods caused by'dlfficu~
engine startlng conditions, and operatlng environment
are factors affectlng starter service life. A notlce:.
able reduction in cranldng speed usually lndicates the
need for inspection and repalr. Inspectlon should in•
elude starter motor mounting, and all wiring and con-
nectlons should be checked for tlghtness and conditiori.
Remove cover band and lnspect commutator, brushes,
and interna! connections. Examine cover band for
evidence of 'thrown' solder, whlch results if lb.e
starter motor has been overheated by excessiveiy
long cranking periods.
Do not operate starter for more than
30 seconds at anyone time orfor more
than one minute ln a five-minute
period.
Check starter motor brushes for binding and brush
springs for su!ficient tension to keep brushes in firm
contact with the armature commutator. Replace
brushes that are less than 5/ 16-inch in length. In the
event facilities are not available for seating brushes,
it may be accompllshed by inserting a strip of 600 grit
(#0/0) crocus éloth between the brush and commuta-
tor,· with the abrasive side in contact with the brush,
and pulllng cloth in direc~ion of rotation. Cottinue
seating procedure until 75% of the brush surface is in
contact with the commutator. Keep crocus cloth on
same contour as the commutator. Correct seating of
the brushes is essential to prevent arcing and com-
mutator pitting. After brushes have been seated,
clean foreign particles. from motor assembly using
filtered compressed air.
INST ALLATION
a. Allgn starter mounting flange with engine pad
studs and install attachlng hardware.
b. Torque bolt and nuts to 150-inch pounds.
4-18
c. Connect electi:ical wires and wire support clamp
to starter. •
d. Check starter operation.
TACHOMETER-GENERA TOR
The three-phase, four-pole, alternating current en-
gine-driven tachometer-generator is mounted on the
engine mount web aft of the engine. The generator is
driven by a flexible cable attached to a drive unit,
located at the upper center of accessory drive case.
The tachometer-generator is drlven at one-half engine
crankshaft speed; however, true engine rpm is tegl.s-
tered on the tachometer indicator, mounted on the in-
strument panel. The tachometer electrical system is
complete within ltself and is not connected to the air'-
craft electrical system.
REMOVAL AND INSTALLATION
a. . Open aft cowllng doors;
b. Dlsconnect flexible drive cable, electrical con-
nector, and ground wire connectlon fro m tacho meter.
c. Remove nuts which secure tachometer-generator
to engine mount web and remove generator from alr-
craft.
The installation of the tachometer-generator is es-
sentlally the reverse of the removal procedure. Be
sure keyway of the flexible cable is aligned with the
keyway in the tachometer-generator. ./
GENERA TOR (Aircraft with factory serial numbers
1755 through 3075).
A 30-volt, 50-ampere belt-driven generator is mounted
on the rlght fo rward side of each engine. The genera-
tor armature is supported by sealed ball bearings at
both the drive and commutator ends which are pre-
packed with sufficient lubricant for the Ufe of the
bearings, Cooling air enters the generator through
venta incorporated in the drive end housing and is
exhausted through a port in the inspection cover band. .
TROUBLE SHOOTING
No Output ·
If a check of the generator indicates that it is not
producing current, check the commutator, brushes,
and interna! connections. Sticking brushes, dirty or
gummy commutator, or poor electrical connections
are causes for generator malfunction. Solder thrown
agalnst theinspection cover, indica.tes that the gener-
ator has bee'n subjected to overload conditions which
has melted the solder at the commutator riser bars.
If the brushes are seated satlsfactorily and are mak-
ing gQod contact with the commutator, and the cause
•
of trouble is not apparent, use a set of test probes
and a test lamp to loca.te the trouble.
Aircraft wirlng must be disconnected
from generator ternúnals.
 5008 MAINTENANCE MANUAL
•
\
a. Raise grounded brush (or brushes) from com.
mutator ami insert card stock between brush and com·
mutator. Check far ground between generator posi-
tive brush or "ARM" terminal and generator frame.
If lamp lights, generator is internally grounded. Lo-
cation of ground can be determined by raislng and in-
sulating positive bnishes from commutator and check-
ing brush holders, commutator, and field, separately.
b. If generator is not grounded, check field far an
open circuit. Lamp should light when one test probe
is placed on "FLD" terminal or groúnded fleld lead
is connected. Circuit is open U light 'does not illum-
inate. If the open circuit is due to a broken lead or
bad connection, it can be repaired, but U break is in-
side one of the field coils, coil must be replaced.
c. If generator fleld is not open, check far short
circuit in thefield by connecting a 24-volt battery and
an ammeter in series with the field circuit. Proceed
with care, since a shorted fleld may draw excessive
current which may damage the ammeter.
· by reinsulating the fieldcoils. A ground at the "FLD"
MOTI
If a shorted field is found, check regu-
lator contact points. A shorted field
may have permltted excessive field
current which would have caused the
regulator contact points to burn.
•
d. If the trouble has not been located by preceed-
ing tests, check.armature for open or shorted clrcuits.
\..., - Open circuits in armature are usually obvious since
the open circuited commutator bars will become dark
from arcing, each time the bar passes under the gen-
erator brushes. Generators in this condition should
be replaced or overhauled. Temporary repairs sel-
dom provide satisfactory service and usually cause
problema in generator paralleling. · b.
Short circuits in the armature are located by use of a
growler. The armature is placed in the growler and
slowly rotated .while a thin strip of steel, such as a
hacksaw blade, is held above the armature core. The
steel strip will vibrate above the areaof the armature
core in which short circuited armature coils are lo-
cated. A shorted armature circuit usually indicates
the need far comP.lete generator overhaul.
Unsteady or Low Output .
If the generator produces a low or unsteady output,
the following factora should be considered:
1. A loose drive belt will sllp and cause a low or
unsteady output.
2. Brushes which stick in the holders or low brush
spring tension will prevent good contact between
brushes and commutator causlng output to be low and
unsteady. This wlll also cause arctng· and burning
•
of brushes and commutator.
3. U commutator is dirty, out of round, or has
high mica, generator output wlll be low and unsteady.
To correct this condition commutator should be turn-
~eQtlon IV
Power Plant and Propeller
..
ed down in a lathe and the mica undercut.
Excesslve Output
If the generator output remains high wlth "FLD"
terminal lead disconnected, the trouble is within the
generator. Inte rnal grounding of the field circuit
would prevent normal regulaüon and excessive gen-
erator output maybe produced. An internally grO'ilnd-
ed field circuit may be located by use of test probes
connected between the "FLD" terminal and generator
frame . Field leads should be disconnected from
"FLD" terminal, and the brush to which the lead is
connected inside the generator should be raised from
the commutator before this test is made. If test lamp
illumlnates, the field is internally grounded. It ·the
fleld has become grounded because insulation on a
field lead has worn away; repair cari be made by re-
insulating the lead. It is aiso possible to make a re-
pair where a ground has occurred at the pole shoes,
terminal stud can be repaired by installing new in-
sulating washers altd bushings.
Noisy Generator
A noisy generatop may be caused by loose mounting
bolts, worn drivepulley, dirtybearings, or improper-
ly seal:ed brushes. D1rty or worn bearings should be
replaced. 11 brush holder is bent, 1t may be difficult
to reseat the brush so that it will function properly
without excessive noise. Such a brush holder requires
replacement.
REMOVAL
a. Open both forward cowling doors.
Disconnect electrical wires fr om generator and
tag for identüication.
c. Disconnect air exhaust hose from generator in-
spection cover. .
d. Loosen nut attaching generator mounting flanges
to engine.
e. Remove bolt and washer from generator adjust-
ment arm.
f. Rotate generator upward to free belt from drive
pulley.
g. Remove nuts, washers, and bolts securing gen-
erator to engine and lift generator from engine.
INSPECTION AND REPAIR. The frequency of gener-
ator inspection and repair is determined by the ope-
·rating conditions to which the generator is suspected.
High-speed operation, and operation of the generator
at maximum output for prolonged periods of time are
factora which increase bearing, commutator, and
brush wear. Generator terminals, externa! connec-
tions, wlring, mounting, pulleys and drive belt should
be tnspected periodically as determined by generator
usage. Remove the inspection cover so that the ·com-
mutator, brushes, and interna! connections can be in-
spected. 11 the commutator is dirty, 1t may be clean-
ed wlth 600 grit (#0/ 0) crocus cloth.
4-19
 Section IV 5008 MAINTENANCE MANUAL
Power Plant and Propeller
Never use emery cloth or coarse sand-
paper to clean commutator.
Ii the commutator is rough, pi~ted, out of round, or
has high mica, the generator must be removed and
disassembled so that the commutator can be turned
clown in a lathe and the mica undercut. Replace
brushes worn to a length of O. 50-inch. New brushes
must be seated to make proper contact with the com-
mutator. Ii facilities are not ·available for seating
brushes, insert a strip of 600 grit (#O/ O) crocus
cloth between the brush and commutator, with the
abrasive side in contact with the brush, and pull cloth
in direction of armature rotation. Keep the crocus
cloth in the sarne contour as the commutator. Do not
use coarse sandpaper or emery cloth when seating
brushes. After brushes are seated, clean abrasive
dust and foreign material from the generator and
brushes by using filtered compressed air. The brush
spring tension must be correct since excessive ten-
sion will cause rapid brush and commutator wear.
Low brush spring tension will cause arcing and burn-
ing of the brushes and commutator. Brush spring
tension sllould be 28 ounces. This is checked by
hooldng a spring gage to the brush arm or brush at-
taching screw and ratslng the brush arm to a positlon
si mulating its location when new brushes are installed.
The generator drive belt should be checked for fraying
. and correct tension. Low belt tension will cause belt
slippage resultingin rapid belt wear and low or erratic
generator output. Excessive belt tension will cause
rapid belt and bearing wear. Belt tension is correct
when belt can be moved 3/ 8 of an inch to either side of
its normal position at a point between the generator ·
and drive pulley. It is necessary to remove the pro-
peller to install a new generator drive belt.
INSTALLATION
a. Position generator with drive belt seated . in
generator and starter ring gear pulleys.
b. Install forward and aft generator flange mount-
ing hardware, but leave generator free to rotate at
flanges.
c. Insta.U bolt and washer in generator adjustment
arm and rotate generator to tighten drive belt. Ten-
sion is correct when 3/8-inch slack can be obtained
by pressing inward on belt between two pulleys.
Tighten and safety adjustment arm bolt.
d. Tighten nuts iilstalled in step h. and install
cotter pins.
e, Connect electrical wires.
f. Instan air exhaust hose to generator inspection
cover. · Inspection cover air outlet must not be ob-
structed by generator housing.
g. Polarize and parallel generator as outlined in
following paragraphs.
Polarizing
After test, adjustment, or replace ment, the generator
4-20
must be polarized before starting the engine on which
the generator is lhstalled. The generator field is
flashed as follows:
MOTI
Failure to flash the generator field
may result in severe·damage to equip-
ment since reverse polarity causes
Vibration, archtng, and burning of relay
contact points.
a. Connect a #8-gauge cable equipped with end
clamps to GEN and BATT terminals of app·ropriate
voltage regulator.
b. Momentarily place master switch in BATTERY
position.
Do not hold master switch in BAT-
TERY position more than one second.
c. Dlsconnect cable from voltage regulator term-
inals.
The generator installation is tested by operating the
engine at 1600-1800 rpm and observing the voltmeter
reading. If a voltage reading is not obtained, trouble
may be due to a faulty generator, overload circuit
breaker, paralleling regulator, or paralleling relay.
Ii a voltage reading is obtained momentarily but not
maintained, it is probably caused by a faulty regula-
~~ .
Paralleling
Since maintaíhing equal loads on each generator in-
creases generator service life, the voltage regulators
and paralleling relay should be checked frequently to
assure accurate performance. All equipment must be
at normaloperatingtemperature beforethe generators
are paralleled. For this reason generators should be
paralleled immediately aft~r flight. The voltage
regulators used on this aircraft are the vibrator type
and the use oí a voltainmeter alone is not sufficient .
for reliable adjustment, Adjustment should be attempt-
ed only with a Sun ModelVAT-20 test stand or equi-
valent.
Since the parallellng relay tends to draw additional
power from the generator with the lower output (until
theoutput drops lowenough toactuatethe cutout relay),
the system tends to be self-paralleling and minute-
to-minute equal readings from the voltage regulators
are neither the sole indication of accurate adjustment
nor as crucial as in other systems; Refer to Section
X for voltage settings of tegulators.
•
ALTERNATOR (Aircraft with factory serial numbers
3075 and subsequent).
A24-volt, 70-amperebelt-drivenalternator is mount-
_-l,f '
500S MAINTENANCE MANUAL
•• ' · ··
ed on the right forward side of each engine. The al-
ternator rotpr rotates on ball bearirigs at both ends of
the rotor assembly and are prelubricated with suffici-
ent lubricant for the llfe .of the bearings. Cooling air
enters the alternator from vents in the drlve end
housing and is exhausted through a blást tube in the
slip ring end.
TROUBLE SHOOflNG
No Output
lf a check of the alternator indlcates that it is not
producing current, check the rotor, brushes, and
interna! connections. sticking brushes, dlrty or
gummy rotor, or poor electrical connections are
causes for alternator malfunction. Solder thrown
against the sides or ends of the alternátor, indlcates
that the allernator has been subjected to overload
conditions which has melted the solder. If the brushes
are seated satisfactorily and are maldiig good contact
with the rotor, and the cause of trouble is not apparent,
use a set of test probes and a test lamp to locate the
trouble:
MOTI
Aircraft wiring must be dlsconnected
from alternator terminals.
a. Raise brushes from rotor and insert card stock
between brush and rotor.
b. Check for groond between alternator positive
brush or plus terminal and alternator frame. If lamp
illuminates, allernator is internally grounded. Loca-
tion of ground can be determined by raising and in-
sulating positive brush from rotor· and check brilsh
holder, rotor and. stator, separately.
As a protective measure; it is advise-
able to make this check with the diodes
dlsconnected from the stator leads.
c. If alternator is not grounded, check stator wind-
ings for an open circuit. Lamp should 1lluminate
when one test probe is placed on a üeld terminal or
grounded field lead and the other is placed on brush
holder to which field is connected. Circuit is open if.
light does not illuminate. lf the open circuit is due
to a broken lead or bad connection it can be repaired,
but if break is inside one of the field coils, coil must
be replaced.
d. If alternator stator field is not open, check for
••
short circuit in the field by connecting a 24-volt bai-
tery and ammeter in series with the field clrcuit.
Proceed wi~h care, since a shorted field may drain.
excessive current which may damage the ammeter.
Sectlon IV
Power Plant lllld Propeller
·MOTI
If a shorted stator windlng is found,
check regulator diodes and rectifiers.
A shorted winding may have permitted
excessive field current which would
have caused the regulator diodes and
rectifiers to short out.
e. If the trouble has not been located by preceedlng
tests, check rotor for open or shorted circuits. ·~ Open
circuits in rotor are usually obvious since the open
circuited rotor will become discolored and show signs
of over heating or mechanical interference. Alter-
nators in this condition should be replaced or over-
hauled. Temporary repairs seldom provide satis- ·
factory service and usually cause pi'oblems.
Short circuits in the rotor can be located by use of an
internal-external growler. The rotor is placed in the
growler and slciwly rotated while a thin strip of steel,
such as a hacksaw blade, is held abovethe rotor core.
The steel strip will vibrate above the area of the rotor
in which the short circuited field coil is encased. A
shorted rotor circuit usually indicates the need for
complete alternator overhaul
Unsteady or Low Output
U the alternator produces a low or unsteady output,
the following factors should be considered:
1. A lQOse dr.lve belt will slip and cause a low or
unsteady output.
2. Brushes which stick hi the holders or low brush
spring tension will prevent good .contact between
brushes and slip rings causing output to be low and
unsteady. This will also cause arcing and burning of
brushes and slip .rings.
3. lf slip rings are dirty or out of round, alternator
output will be low and unsteady. To correct this con-
dition rotor parts sbould be cleaned, turned down, or
replaced.
Noisy Alternator
A noisy alternator may be caused by loase mounting
bolts, worn drive or idler pulleys, dirty bearings, or
improperly seated brushes. Dirty or worn bearings
should be replaced, U brush holder is bent, it may
be difficult to reset the brush so that it wíll function
properly without excessive noise. The brush holder
should, therefore, be replaced.
REMOVAL
a. Open both forward cowling doors.
b. Disconnect electrical wires from alternator and
tag for identification.
c. Loasen nut attaching alternator mounting flanges
to engine.
d. Remove bolt and washer from alternator idler
arm.
4-21
Section IV 5008 MAINTENANCE MANUAL
Power Plant and Propeller
e. Rotatealternator upward tofree belt from drive
pulley.
f. Remove nuts, washers, and bolts securing alter-
nator to englne and llft alternator from engine.
INSPECTION AND REPAIR. The frequency of alter-
nator inspection and repair is deternúned by the ope-
rating conditions to which the alternator is subjected.
Bigh-speed operation, and operation of the alternator
at maximum output for prolonged periods of time are
factora wlúch increase bearing, rotor, and bhish
wear. Alternator terminals, externa! connections,
wiring, mounting, pulleys and drive belt should be
inspected periodically as deternúned by alternator
usage. Interna! c;onnections, brushes, and rotor slip
ring should be ~spected. If the rotor slip ring is
dirty, it may be cleaned with 600 grit (#0/ 0) crocus
cloth . .
Never use emery cloth or coarse sand-
paper to clean rotor slip rings.
If the rotor slip rings are rough, pitted, or out of
round, the alternator must be removedand disassem-
bled and the r otor turned in a lathe. Replace brushes
worn to 1/ 2 of the original length. New brushes must
be seated to malee proper contact with the slip rings.
If facilities are not available for seating brushes, in-
sert a strip of 600 grit (#0/ 0) . crocus cloth between
the brush and slip ring, with the abrasive side in
contact with the brush, and pull cloth in direction of
rotor rotation. Keep the crocus cloth in the same
contour as the slip ring. Do not use coarse sandpaper
or emery cloth when seating brushes. After brushes
are seated, clean abrasi ve dust and foreign material
from the alternator and brushes by using filtered
compressed air. The brush sprlng tension must be
correct since excessive tension will cause rapid
brush and slip ring wear. Low brush spring tension
will cause arcing and burning of the brushes and slip
ring. Brush spring tension should be 9. 5to11 ounces.
This is checked by hooking a spring gage to the brush
arm or brush attaclúng screw and raislng the brush
arm to a position simulating its location when new
brushes are installed. The alternator dri ve belt should
be checked for fraying and correct tension. Low belt
tenSion will cause belt slippage resulting in rapid belt
wear and low or erratic alternator output. Excessive
belt tension will cause rapid belt and bearing wear.
Belt tension is correct when belt can be moved 3/ 8 of
an inch to either side of its normal po~itlon at a point
between the alternator and drive pulley. Ii is neces-
sary to remove the propeller to instan a new alterna-
tor drive belt. · cap or plug lines and fittings:
INSTALLATION
a. Position alternator with drlve belt seated in
alternator and starter ring gear pulleys.
4-22
b. Instan alternator flange mounting hardware,
but leave _alternator fi'ee to rotate at flanges.
c. Install bolt and washer in alternator idler arm
and rotate alternator to tighten drive belt. Tension
is correct when 3/ 8-inch slack can be obtained by
pressing inward on belt between two pulleys. Tighten
and safety idler arm bolt.
d. Tighten nuts installed in step b. and instan
cotter pins.
e. Connect electrical wires.
Do not attempt to polarize an alterna- .
tor - damage may occur to the 'alter-
nator, regulator, or clrcuits.
The alternator installation may be tested by operating
the englne at 1075 rpm and observing the voltmeter
reading. Voltmeter should read 28 volts. If a volt-
age reading is not obtained, trouble may be due to a
faulty alternator, voltage regulator, overvoltage re-
lay, or circuit breaker. If a voltage reading is ob-
tained momentarily but not maintained, the regulator
is probably faulty. See Section X for the checking and
adjustment of the voltage regulators .
ENGINE CHANGE •
\..
REMOVAL
The engine mount {Figure 4-12) can be removed with
the englne, if desired, but 1t will be necessary to re-
move the aft nacelle section to afford access to the
lower englne mount bolts. If the englne is being re-
turned to the manufacturer or will not be operated
within a seven day period comply with storage in- .
structions contained ·in Section IL In the following
instructions, the englne is being removed from the
mount.
a. Instan fuselage tail stand.
b. Close appropriate englne hydraulic and fuel
shutoff valves and be sure ignltion switch is OFF.
c. Reduce hydraulic system pressure to zero.
d.. Remove propeller (see Propeller Removal in-
structions in this section).
e. Remove engine cowling (see Figure 4-13).
f. Drain engine oiL
g. Drain fuelfilter.
h. Disconnect oil llnes from oil cooler. 1
i. Remove oíl cooler, cooler inlet shroud, and
cowling brace channeL
j. Dlsconnect the following lines from englne and
1. Hydraullt supply and pressure lines.
2. Vacuum inlet and outlet Unes. •
3. Oil separator-to-engine lines.
4. Fuel supply, fuel vapor return, fuel flow, ~
and fuel pressure lines.
Change 2
 -t · "

.500$ MAINTENANCE
. ·'·:<•·· MANUAL Section IV
Power Plant and Propeller

5. Manifold pressure gage Une. a. Observe the following practices during engine
6. Oll pressure gage line. buildup. "'
l. Thoroughly clean and inspect removed

1
parta for serviceabillty prior to installation.
2. Do not disturb accessory pad covers,
1 WARNING plugs, or capa from openlngs· in new engine
prior to installing accessories or making con-
nections.
Residual fuel, oil, and hydraulic fluid 3. Use only new gaskets for equipment in-
drainlng from Unesand fittings consti- stallation. :';·
tutes aflrehazard. Precautions should 4. Inspect hoses for swelllng, chaffing; : cuts,
be taken to prevent these fluids from or damaged ends.
collecting in the lower cowling. b. Install parta and accessories according..-to in-
dividual installation instructions provided in this sec-
k. Disconnect clamp securing induction air duct to tion. ·
servo regulator inlet elbow. 1. Baffles - Safety wire screws and boits.
l. Disconnect flexibledrive from tachometer-gen- 2. Forward exhaust manifold segments~
erator. 3. Generator or alternator, cooling air ex-
m. Dlsconnect throttle and mixture control rods haust duct, and inspection cover.
from servo regulator. 4. Oll drain valve - safety wire.
n. Disconnect electrical connectors from firewall. 5. Manifold fuel drain adapter and hose.
o. Separate cowl flap actuator electrical quick 6. Oll temperature bulb.
dlsconnects. 7. Cyllnder head temperature adapter and
p. Remove engine ground wire from engine mount. bulb - number 6 cylinder. Torque adapter to
q. Secure propeller control cables at firewall, to 360-420 inch-pounds.
prevent cable dlsengagement from pulleys throughout 8. Spark plugs - torque top plugs to 360-420
system when cables are removed from propeller inch-pounds, bottom · plugs finger tight only
governor. · (lower spark plugs torqued after engine pre-
r. Disconnect control cable from propeller gover- oillng procedure).
nor. 9 Induction air elbow at servo regulator.
s. Remove left and rigbt aft exhaust stacks, and 10. Magneto air blast tube.
cover cylinder e:xhaust ports. 11. Fuel pump.
t. Attach engine holst to lifting eye and raise en- 12. Hydraulic pump.
gine slightly, to relieve weight from engine mount 13. Vacuum pump.
attach bolts. · 14. Propeller governor.
15. Inspect engine assembly for missing or
loose nuts and screws.

Raising engine too high will place a
strain on attach bolts and hinder re-
moval
u. Check engine to ensure that all items attacbing
engine and accessories to airframe are disconnected.
v. Remove engine mount attach bolts.
w. Remove engine from airframe.
When lifting engine from mount, use
extreme care to prevent damage to
engine mount and alrframe.
BUILDUP
INSTALLATION
During engine installation, coat the male threads of
fuel fittings with a fuel soluble lubricant such as en- .
gine oil. Use no other form of thread compound on
fuel fittings. All other male thread fittings should be
coated with anti-seize compound prior to connecting
hoses and Unes. It is recommended that engine
mount pads be replaced at each routine engine change.
The engine oil cooler must be soaked in cleaning sol-
vent and cleaned by circulatlng solvent through the
cooler. Cooler must be completely dralned before
installation. A clean air filter should also be installed
at time of engine installation. To instan an engine,
proceed as follows:
a. With the enginehanging from hoist, allgn engine
to mount pads and install engine mount attach bolts.
Torque engine mount bolts to 450-500 inch-pounds.
Remove engine holst. ·,
.l,:o;. :
··;

•
The basic engine, as received fromthe manufacturer,
requires the addition of certain accessories, wiring,
ducting, and lines prior to installation. This is ac-
compllshed clurtng engine bulldup. It is recommended
that the old and new engine be located slde by side, Use caution when lowering engine to
and a direct transfer of parts be made according to mount to prevent damage to airframe
the sequence provided. and englne mount.
4-23
SecUon IV 5008 MAINTENANCE MANUAL
Power Plant and Propener

b. ~emove covers from cylinder exhaust ports and d. Place master switch in BATTERY position.
instan aft ellhll\I~ stack segments. e. Place hydraulié-fuel shutoff switch in OPEN
c. Connect the following Unes to engine: poaition and safety.wire.
l. 011 presaure gage line. f. Place fuel shutoff valve switch in CLOSE posi-
2. Manifold pressure gage Une. tion.
3. Fuel supply, fuel vapor return, fuel flow, g. Turn propeller by hand five or six revolutions.
and fuel pressure lines. h. Disconnect oll preasure gage hose at engine
4. 011 separator-to-engine linea. firewall.
5. Vacuum inlet and outlet linea. i. Turn master switch ON and engage starter until
6. Hydraullc supply and presaure linea. a trickle of oil appears at disconnected oil pressure
d. Clamp induction air duct to servo regulator. gage hose.
e. Connect tachometer-generator flexible drive to j. .After oll appears at pressure gage hose, con-
engine and tachometer-generator. . nect and tighten hose at firewall.
f. Connect throttle and mixture control roda to k. Instan and torque lower spark plugs to 360-420
servo regulator. inch-pounds. ·
g. Connect electrical connectors to firewall. l. Connect spark plug high tension cables.
h. Attach quick disconnecta at cowl flap actuator.
i. Secure englne ground wire to engine mount.
j. Connect propeller control cable to propeller
governor.
k. Instan oil cooler and assoclated parts includihg
oil linea.
l. Install cowling. Ignition switch must be in OFF posi-
m. Instan propeller (see Propeller Installation in- Uon befare connecting magneto high
structions in this section). tension outlet plate.
n. Drain preservation oil from engine.
o. Add engine oil (see Figure 4-14 for approved m. Connect magneto high tension outlet platea to
weight). each magneto.
p. Rig engine coitrols and check for free move- n. Clase and secure cowling and access doors.
ment and full travel range, however do not operation- o. Polarize generator (if applicable).
ally check engine at this point.
q. Inspect the following iteras: . A new engine has been carefully 'run-in' and has
l. Generator or a lt e r na t o r and magneto passed a rigid final test at the factory¡ therefore, no
cooling shrouds in place and tight. further break in is necessary. However, it is recom-
2. Fuel distributor valve, injection Unes, and . mended that ground operation of the engine be held to
air bleed nozzlea secure. a minimum and engine should be operated at minimum
3. Engine controla properly connected. rpm during the first 10-houra of flight. Engine oil
4. Exhaust system¡ clamps light, secure at should be changed and filters cleaned after 10-hours

1 outlet port, coat all slip joints with high tem-

perature grease, Fel·Pro-C5-A, or equivalent.
5. Inductionair filter clean and induction air
of engine operation to assure that an preservative is
out of the oil system.

box secure.
6. Engine baffles secure.
7. Engine baffle and cowling door seals free
from breaks and cuts. ·
8. Engine compartment for loase objects
(rags, tools, etc.). · Never run engines withcowllngorcowl
9. Cowllng and access doora secure and free panela removed.
from cracks. ·
10. Hydraulic reservoi.r level, checked.
11. Fuel filters cleaned, installed, and safe-
tied.
12. Fuel cells for sufficient fuel and fuel INITIAL GROUND RUN. A newly installed engine re-
sumps drained. quires careful observation at the initial ground run.
lf an englne instrument fails to operate within its nor -
PREOILING. Be!ore attempting to start a newly in- mal range within the prescribed time, the engine
stalled engine, the fonowing steps should be accom- should be shut down immediately and aninvestigation
plished to assure internal lubrtcation of tpe engine made. Speclal attention must be given to engine oil
and prevent hydraulicking of the cylinders. pressure. lf oil pressure is not within the normal

•
range immediately after engine start, stop engine
a. Remove lower spark plugs from engine cylinders. immediately and determine cause before attempting
b. Disconnect high tension outlet plate fro·m each another · engine run. An observer should be located
magneto. at a safe distance from the engine to detect any un-
c. Place mixture control lever in IDLE CUTOFF usual noise, vibrations, or fluid leakage during the
posltion. initial engine ground run.

4-24 Change 5
 500~ MAINTENANCE MANUAL Section IV
Power Plant and Propeller

900-950 INCH-POUNDS
TORQUE ALL FffiEWALL
ATTACH BOLTS

24 58

Figure 4-12. Engine Mount

a. start and operate engine briefly then shutdown
engine and check for fluid leaks.
b. Restart engine and perform engine operational
check as outllned in Section II. Check for erratic fuel
flow, fuel pressure, or oil pressure instrument read-
ings whlch may be caused by air in the instrument
line. Refer to Section VllI for instructions pertaining
to bleeding trapped air frominstrument fluid pressure
linea. · and engine mount, the shock mount bolts should be
ENGINE MOUNT ANO COWLING
ENGINE MOUNT
The englne mount (Figure 4-12) is of dynafocal design
and is bolted tothe main landing gear truss at the en-
gine flrewalL The two side arms of the mount are
arm and a shear plate is riveted to the lower side of
the arms, channels, and angles, to provide the rigid
construction which forms the lower part of the engine
cowllng. The aft end of the shear plate is fastened to
the engine firewall with screws. The cowling nose
ring is fastened to the forward end of the shear plate,
channels, and angles with bolts, nuts, and sc'rews.
When installlng an engine on the rubber shock mounts
torqued to a value of 450-500 inch-pounds. Do not
overtighten these bolts or the rubber shock mount
will be compressed and rendered ineffective•.~ The
engine mount tofirewall bolts should be tightene~.to a
torque value of 900-950 inch-pounds. Ins~¡:t the
mount for denta, cracks, loose rivets, and. d~ferio­
rated shock mounts at intervals prescribed by the
inspection guide.
ENGINE SHOCK MOUNTS. The bonded rubber and

•
forged from aluminum alloy and each arm has two
engine mount pads. A heavy aluminum web is riveted
to the upper portlon of ·the slde arms. Heavy alum-
lnum channels and angles are bolted to each lower
metal shock mounts are designed to reduce the trans-
mission of engine .vibrations to the alrframe. Oil
causes deterioratlon of the rubber shock mount pads;
therefore, pads should be frequently wiped clean with
a dry cloth.

4-25
 Section IV 5008 MAJNTENANCE MANUAL
Power Plant and Propeller

TOP COWLING
PLATE

\ OIL FILLER
ACCESS DOOR

LOWER COWLING
SEGMENT

•
24 55

figure 4-13. Engine Cowling

NOTI far servicing the engine. A cowllng nose rlng, a top

Do not clean the rubber pads with any
type of cleaning solvent.
Inspect the rubber pads for evidence of separation be-
tween the pad and metal backing, swelllng, cracking,
or a pronounced set of the pad. Replace worn or
damaged shock mounts.
. ENGINE COWLING
cowling panel incorporating the crankcase oll filler
door, and the lower engine cowling complete the cow1-
ing assembly. The lower cowling segment, wbich is
integral with the engine mount, is removed only when
the engine mount is removed from the aircraft. En-
glne cowling is attached to the wing and engine mount
by a combination of machine screws, bolts, camloc
fasteners, channel braces, and hinge pins. The cowl-
ing sections should be cleaned by spraying with a
suitable cleaniilg solvent and then Wiping clean with a
soft dry cloth. After cleaning, lnspect the cowling

The engine cowling (Figure 4-13) consists of seven
sections, all of which are easily r emoved for qulck
access to all parts of the engine. Four large remov-
able doors, two forward and two aft, are hlnged down
•
far evldence of dents, cracks, loase rivets, and sepa-
rated spot welds. Repair all defects to prevent fur-
ther damage to cowling and smooth out all nicks and
scratches. Inspect cowling chaffing seals and replace
ar repair as necessary.

4-26
 5008 MAINTENANCE MANUAL SectionIV

•
Pow•r Plant and Propeller

Model • I0-540-ElB5 Lycoming

F. A. A. Type Certificate Num'ber 1E4
Takeoff Horsepower 290
Takeoff Speed - RPM 2575
Rated Horsepower 290
Rated Speed - RPM 2575
Propeller Drive Ratio l:l..
Propeller Shaft Rotation Clockwise~. .
Bore, Inches . 5.125 '
Stroke, Inches .. . 4. 375
'·
Displacement, Cubic Inches 541. 5
Compression Ratio • . 8. 7:1
Weight - Approxhnate (less installation parts) Pounds . . 437.5
Oil - Grade Number, Non-detergent (recommended) Above 6QOF SAE 50 ·
30ºF to 90ºF . SAE 40
OºF to 70ºF . SAE 30
Below lOºF SAE 20
Oil Sump Capacity . . . • . 12 Qts
Fuel - Aviatlon Grade, Octane (Minimum) 100/130
Injector Type Bendix RSlOBl
Fuel Pump Drive, Ratio to Crankshaft 1:1
Rotation . Counterclockwise*
Magneto Drive, Ratio to Crankshaft . . . l. 500:1
Magnetos - S6LN-1208 (left), S6LN-1209 (right) Clockwise* .
Tachometer Drive, Ratio to Crankshaft o. 5:1
Rotation Clockwise•
starter Drive, Ratio to Crankshaft • . 16. 55:1
Rotation . Counterclockw1se•
Generator Drive, Ratio to Crankshaft l. 91:1
Rotation Clockwise•
Alternator Drive, Ratio to Crankshaft 3. 16:1
Rotation . Clockwise•
Vacuum Pump Drive, Ratio to Crankshaft 1. 30:1
Rotation . . Counterclockwise•
Hydraulic Pump Drive . . 1.385:1
Rotation Clockwise•
Propeller Governor Drive, Ratio to Crankshaft . o. 895:1
Rotation Clockwise•
Spark Plug Type, AC . SR-86
Champion . . . . . . REM38E
Spark Occurs (Degrees BTC) both Magnetos 20°
Spark Plug Gap (Shielded) . o. 018 - o. 022
Firing Order . . . . 1-4-5-2-3-6
Fuel Pressure (lbs. per. sq. inch)
Maximum 26
Mliii.mum . . 20
Oil Pressure (lbs. per. sq. inch)
De si red 75
Maximum 90
Minimum 60
ldllng . . . . . 25
Oil Temperature (ºC) Using SAE 50 Oil
Desired 80.
Maximum . . 120'
Cylinder Head Temperature (ºC)
Takeoff (Maximum) . 232
Cruise (Recommended) . . . . 169
Dry Weight, Lbs. with Accessorles - Approximate 498. 57

• *Direction of rotation as viewed from aft of englne.

Figure 4-14. Detoil Engine Specificotions

4-27
 \ '
. Section IV 5005 MAINTENANCE MANUAL
Power Plant and Propeller
ENGINE CONDITIONING HINTS
IGNITION
Proper operation of the engine ignition system is
necessary for efficient engine performance and long
life. Although the ignition system will not require
frequent attention, it is important to recognize and
know how to correct ignition problema to eliminate
the adverse effect on operating economy and !light
safety. Spark plugs cause the majority of ignition
problema. Normal erosion of the plug electrodes,
caused by continuous firing of the plugs requires
periodic plug replacement; however, spark plug llfe
can be reduced drastically by extended ground opera-
Uon of the engine or operating the engine on an ex-
cessively ricb idle mixture. Proper adjustment of
the idle miXture will assure longer spark plug life.
Improper magneto timing, faulty magneto points, or
fouled spark plugs may be the cause of an engine rpm
drop when switching from both to single magneto. n
is easy to determine if an ignition problem is caused
by the plugs or magneto by close observation of the
engine rpm variations during the magneto check. As
the speed of the engine increases the cyllnder com-
pression increases and makes it more dl.fficult for the
· spark plug to fire¡ therefore, an rpm drop caused by
defective spark plugs should decrease as the engine
speed is reduced. An engine rpm drop caused by
magneto malfunction or timing will not follow a change
in engine speed with the same consistency as faulty
spark plugs. If the magneto drop is excessive in .
either the L or R position, manually lean and operate
the engire approximatély 30 seconds. This technique
will increase combustion temperature and may clear
excess oil and fuel from si>ark plug electrodes. Re-
turn mbdure to FULL RICH position, and recheck
magneto drop in L and R positions. Repetitious foul-
ing of the spark plugs in a particular cyllnder is in-
dl.cati ve o! the ignition cable break-down or low com-
pression. The dl.fference between the two causes,
and consequently a clue to what is causing the trouble,
can usually be obtai~ed by comparing engine manifold
pressures and rate of rpm drop when operating on a
single magneto. Low compression is characterized
by a variation in manifold pressure, slower rpm drop
. during magneto check, and rough idling.
· FUEL MIXTURE
The servo regulator fuel mixture should be maintained
in proper adjustment to assure optimum engine per-
formance and prolong spark plug life. lnstructions
for adjusting the servo regulator idle speed and mix-
ture control are provided elsewhere in thi s sectiqn.
PROPELLER (Aircraft with factory serial
numbers 1755 through 3053) .
The Model 5008 , is equipped with Hartzell, all metal
4-28
HC A3VK-2A/ 8433-4 , controllable , full feathering,
constant speed, thrée-blade propellers. Each pro-
peller is controlled by a governor, mounted on a
governor mounting pad at the left forward side of
the engine. The governor-boosted oil pressure, act-
ing on the b)1lde actuating piston, changes the propeller
blade to a low pitch angle. Counterweights, mounted
on the blade Clalt}ps, utilize centrüugal force to move
the propeller blades toward the high pitch angle. A
combination of centrifuga! and internal spring force,
changes the blades to the feathered posltion when the
governor oil pressure is relieved. Spring-loaded, high
pitch stop latches, attached to the propeller hub, and
stop platea bolted to the movable blade clamps, pre-
vent the feathering springfrom feathering the propel-
ler when the aircraft is on the ground and the engine
is stopped. When propeller rpm is above 700, cen-
trifuga! force disengages the spring-loaded latches
and the propeller can be feathered by moving the con-
trol lever to the full aft, FEATH-RANGE, position.
Emergency feathering during fllght is accomplished
by moving the propeller control lever to the aft llmit.
of travel and closing all engine controla on the ap.
propriate engine. Unfeathering in-flight is accom-
plished by placing the propeller control lever just
forward of the feathering detent, and starting the en-
gine in the normal manner. After an in-flight start,
the engine should be idled until cylinder head tem-
perature begins to rise, before increasing power.
•
Turn generators OFF when making in-
flight starts. The imbalanced electri-·
cal load will trip the overload circuit ·
breaker, which does not automatically
res et.
The propeller hub parts are made of alloy steel forg-
ings, the dome piston is an aluminum alloy casting,
and the blades are aluminum alloy Jorgings. Blade .
clamps secure the blades to the hub assembly and
support the counterweights. The pitch actuating me-
chanism is connected to the base of each blade clamp
and secured by means of an internal wrenching cap-
screw.
REMOVAL
To remove the propeller (Figure 4-15) from the en-
gine proceed as follows:
a. Feather propeller príor to engine shutdown when
•
it is known that propeller will be removed. lf engine
is not operatíonal use blade bars to compresa feath-
ering spring so that high pitch stop pins Can be ·re-
leased to feather propeller.
b. Remove spinner dome.
 500$ MAINTENÁNCE MANUAL Section IV
Power Plant and Propeller

EFFECTIVE FACTORY SERIAL NUMBERS

1755 THRU 3053

21

. /

1&
\

\,· ''
,,..~~11

'

•
1. SPINNER DOME
2, PISTON DOME NUT
3. PISTON
4. LINK ASSEMBLY
5. PISTON GUIDE ROD &
LOW PITCH STOP
6. BUSHING
7. 0-RING
8. DUST SEAL
9. 0-RING
10. SCREW
11. FEATHERING STOP
12. SPLIT RING RETAINER
13. FEATHERING SPRING ASSEMBLY
14. CYLINDER
15. PILOT COLLAR
16. 0-RING
17. HUB SPIDER ASSEMBLY
18. HIGH PITCH STOP ASSEMBLY

•
19. 0-RING
20. PHENOLIC SHIM
21. SPINNER BULKHEAD
24 69

Figure 4-15. Propeller Anembly (SbHt 1 of 2)

4-29
 SectionIV 5008 MAINTENANCE MANUAL
.Power Plant and Propeller

EFFECTIVE FAQTOIW SERIAL NUMBERS

3054 AND SUBSEQUENT

24

20
17
19
17
17 18

/
/

•
/
/ 10
~
9

•
3 '
/

/
/
/
/
/
/
~ /
' /

~ /
' '-../ /

l. OOME CAP 15. FEATHERING STOP SPRINGS

2. SCREWS 16. SOCKET HEAD CAP SCREW
3• . CHECKNUTS 17. WASHERS
4. SAFETY SCREW 18. FEATHERING STOP WASHER
5. SPINNER OOME 19. HIGH PITCH STOP SLEEVE
6, VALVE CAP 20. FLEXLOCK NUT
7. Affi VALVE 21. PJSTON
8. LOW PITCH STOP 22. PITCH CHANGE ROO
9. 0-RINGS 23. HUB ANO PROPELLER ASSEMBLY
10. CYLINOER UNIT 24. COUNTERWEIGHT

•
11. FEATHÉRING BRACKET 25. COUNTERWEIGHT BOLT
12. FEATHER BRACKET SCREW 26. COUNTERWEIGHT STAKE PIN
13. FEATHER STOP PINS 27. ROLL PIN
14. COTTER PINS 28. SPINNER BULKHEAD

Figure 4-15. Propeller Assembly (Sheet 2 of 2 )

4-30
 5008 MAINTENANCE MANUAL
~
' · ..... WARNlllG 1 c.
Keep hands clear of moving parts while
manually feathering propeller.
c. .Remove piston dome nut, disconnect link as-
semblles by removing interna! wrenching cap-screws
and washers from aft end of piston guide rods, and
remove piston from cyllnder.
1
1WARNING
Do not attempt to remove plston dome
nut without first placing propeller in
feathered position. The internal fea-
thering · sprlng is compressed when
propeller is unfeathered.
d. Remove two bolts and wash~rs attaching each
bigh-pitch stop to propeller flange.
e. Remove three hex head bolls from propeller ·
hub flange.
f. Remove three internal wrenching bolts from
•
propeller flange .
. -·
Support propeller when removing the
last boll to ellminate the possibUlty of
lts falling from the crankshaft.
g. Lift propeller from engine. Keep retaining
shim and 0-ring with propeller.
DISASSEMBLY AND INSPECTION
When it is necessary to replace the piston 0-ring and
other parts of the propeller, remove the propeller
from the alrcraft and disassemble it on a bench in the
following manner:
a. Remove four screws attaching feathering stops
to front of feathering spring mushroom.
b. Push aft onfeathering spring assembly, remove
spllt ring retainer and pull feathering spring assembly
from propeller.
WARNING 1 subassembly.
•
Do not attempt todisassemble feather-
ing spring subassembly unless special
tools are available.
' ·.
Seotion IV
Power Plant and Propeller
The cyllnder is unscrewed froin the hub by plac-
1ng a one-lnth wide steel turning bar lnto the wrench-
lng slots al the front of the cyllnder (necessary when
replacing cyllnder 0-ring).
If further disassembly of the propeller is necessary,
1t should be returned to the manufacturer or nearest
approved propeller overhaul shop. Clean propeller
blades, spinner, and hub with a soft, clean cloth
soaked in cleaning solvent. Inspect each blade for
evidence of nicks or scratches, paying particular at-
tention to the tlp arca. Repairs should be made in
accordance with the manufacturera. instrucllons and
applicable FAA regulalions. lnspect hub and~)>lade
clamps for evidence of cracks and possible grease
and oil leakage due to defective gaskets.
· LwARNING 1
Under no circumstance should engine
operalion be cont1nued when the pres-
ence of a crack in the propeller is
evident or suspected.
REASSEMBLY AND INSTALLATION
The propeller assembly procedure is the reverse of
the disassemblyprocedure. Install propeller fealher-
ing spring assembly intopropeller hub before attempt-
ing to install propeller on engine.
a. Clean crankshaft mountlng flange.
b, Install shim and new 0-ring on engine flange.
c. Clean propeller hub mountlng flange and inspect
mating surfaces for nicks and scratches. ·
d. Align short bushing of engine flange and non-
counterbored hole in propeller flange. Mate propeller
mounting flange to engine flange and install hternal
wrenching bex head retainer bolts.
e. Torquepropeller retainer boltsto 720 ~ 840 inch-
pounds.
f. Safety retalner bolts with O. 032-inch stainless
steel lockwire.
g. Instan high-pitch stops and safety retalner bolts.
h. Inspect cyllnder for raised edges. · Peen down
any raised edges to avoid cutting the 0-ring in the
piston.
1. Inspect piston for sharp edges. Instan 0-ring
· and dust seal in piston, and moisten dust seal with
engine lubricatlng oil
j. Install new 0-ring al end of feathering spring
k. Slidepiston into cylinder, inserting piston guide
rods into the collar.
L Install low-pitch stop screws, locknut and washer
in the aft end of guide rods. Tighten locJmuts to a
torque value of 18 foot-pounds.
m. Push piston aft and install piston dome nut.
Tighten dome nut to a torque value of 120 foot-pounds .
4-31
Section"IV 500S MAINTENANCE MANUAL
Power Plant and Propeller
n. Connect blade link assemblles to piston and
safety wire screws.
o. lnspect propeller installation for correct in-
stallation of attaching hardware and proper safety
wiring.
p. Instan spinner dome.
BLADE ANGLE ADJUSTMENT
a. Remove spinner from propeller.
b. Measure 30 inches out from center of propeller
hub and mark each blade.
c. Set propeller protractor to zero reference plane
by placing it on top center of propeller cyllnder.
d. Place blade bar on propeller blades, inboard of
blade angle setting point, and rotate blade to full low
pitch. Apply only enough pressure with blade bar to
reach low pitch settlng without deflectlng blade. Ex-
cess pressure on blade bar will change blade angle
readings 2 to 3 degrees·.
e. Check the angle of each propeller blade at the
30-inch station. Blade must be horizontal and pro-
tractor reading taken on aft side of blade outboard of
nacelle.
f. Blade angle must be 13° (+O, -. 5) degrees.
g. To check No. 2 and 3 blades, rotate propeller
and check blade angles as outllned in steps d. thru f.
Each blade must be in the same rela-
ti ve position when blade angle reading
is taken.
h. Draw a fine pencil llne clown end of blade clamp
and onto blade by placing a scale or block agalnst blade
and blade clamp. Linee on blade and blade clamp
must be perfectly aligned.
i. To change blade angle l. Odegree, rotate blade
1/32 inch in blade clamp. Measure ofi number of
degrees necessary for proper blade angle adjustment
and mark blade with fine penen Une parallel to pre-
viously marked index line.
j. · Loosen blade clamp nut and align marks. To
decrease blade angle, turn blade clockwise in clamp.
To increase blade angle, turri blade counterclockwise
in clamp.
k. Torque blade clamp nuts to 360 inch-pounds.
l. Check blade angle with propeller protractor as
previously outllned.
m. Repeat steps h. through l. for number 2 and 3
blades.
n. After~e angles have been set, recheck each
blade~~
o. Replacé spinner. Check to assure that spinner
clears blade clamp bolts throughout operating range.
PROPELLER (Aircraft with factory serial
numbers 3054 and Subsequent)
The Model 500S , is equipped with Hartzell , all metal
4-32
HC-C3YR-2/C8468-6R or HC-C3YR-2UF/ FC8468-6RI
controll3ble full fea.19ering, constant speed, three-
blade propellers.. The propeller is controlled by a ·
pneudraulic system comprised of an oil operated
propeller governor and compressed air trapped be-
tween the prop cylinder head and piston. The gover-
nor is insta¡led on a mounting pad at the left forward
side of the engine. The governor-boosted oil pres-
sure, acting on the blade actuating piston, changes
. the propeller blade to a low pitch angle (high RPM).
Counterweights; mounted on the blades, utilize cen-
trifuga! force to move the propeller blades toward the
high pitch ang1e (low RPM). A combination of ceh-
trifugal force and air changes the blades to the fea-
thered position when the governor oil pressure is re-
lieved. Centrifuga! responsive pins , which engage a
shoulder on the propeller piston rod, prevent the
propeller from feathering when·,it is not rotating. .
When proPE!ller speed is .above 700:rpm , centrifuga!
force disengages.the spting-loaded pins and allows
the propéller to be fea.thered when the· propeller con-
trol lever is moved to the full a.ft, FEATH-RANGE,
position. Emergency feathering in-flight is accom-
pllshed by movlng the propeller control lever to the
aft limit of travel and closing all engine controla on
the appropriate engine. Unfeathering in Oight is ac-
compllshed by placing the propeller control. lever
just forward of thé feathering detent, and starting the
engine in the normal manner. After an in-fiight start,
•
the eilgine should be idled until cylinder head temper-
ature begins to rise before increasing power.
Turn generators or alternators OFF
· when making in-flight starts. The im-
balanced electrical load will trip the
overload circuit breaker, which does
not automatically .reset.
REMOVAL
To remove the propeller (Figure 4-15) from the en-
gine, proceed as follows:
a. Remcive .spinner dome.
b. Remove the six studs from the engine flange
and puU propeU:er assembly from the engine flange.
NOH
Support propeller assembly when un-
screwing studs to ellminate the possi-
bility of ·assembly falling from engine
flange.
If dl.sassembly of the propeller is necessary, it should
•
be returned to the manufacturer or nearest approved
propeller overhaul shop. Clean propeller blades,
spinner, and hub with a soft, clean cloth soaked in
Change 5
 5008 MAINTENANCE MANUAL
•
\
cleaning solvent. Inspect each blade for evidence of
nicks or scratches, paying particular attention to the
tip area. Repairs should be ma.de in accordance with
the manufacturers instructions and appllcable FAA
regulations. Inspect hub and blade for evidence of ·
cracks and possible oil leakage due to defective 0-
rings or ·seals.
WARNING 1 PROTRACTOR
Under no circumstance should .engine
operation be continued when the pres-
ence o.f a crack in the propeller is evi-
dent or suspected.
INSTALLATION
The propeller installation procedure is the reverse
of the removal procedure.
a. Clean en:gine flange.
b. Clean propeller hub mounting flange and inspect
mating surfaces for nicks and scratches.
c. Mate propeller mounting flange to engine flange
and install studs.
d. Torque propeller studs to 90 foot-pounds.
e. Slifety wire paira of studs together.
f. Charge the cylinder through the air valve with
dry air or nitrógen gas, if pressure is low. The cyl-
inder. should be charged to ·ao psi at 70ºF.
NOTI
Pressure will increase approximately
1/ 3 psi for each degree F increase in
temperature.
BLADE ANGLE DIFFERENCES CHECK
a. Remove spinner from propeller.
b. Measure 30 inches out from center of propeller
hub and mark each blade.
c. Set propeller protractor to zero reference plane
by placing it on top . center of propeller cylinder (see
Figure 4-16).
d. Place blades in a low pitch position.
e. Check the angle of each propeller blade at the
30-inch station. Blade must be horizontal and pro-
tractor reading taken on aft side of blade outboard of
nacelle.
f. JI the blade angle dif.fers more than O. 2 degrees
between the blades, one of the pitch change blocks
must be rotated to bring the blades into the O. 2degrees
tolerance.
••
NOTI
This means the hub must be disassem-
"._, bled, and therefore, the propeller must
be r eturned to the nearest manufac-
turer or approved overhaul shop.
Change 5
Section IV
Power Plant and Propeller
ZERO
PROPELLER
24 70
figure 4-16. Checking Blade Angle
PROPELLER GOVERNOR
A Woodward, base-mounted, engine-driven, centrifu-
gal governor (Figure 4-17) is mounted on the left side
of each engi.ne crankcase forward of number two cyl-
inder . On aircra.ft with factory serial numbers 1755
through 3053, having the HC A3VK-2A/ 8433-4 pro-
peller, the governor produces oil pressure to decrease
blade pitch. Increased blade pitch is produced by
centrifuga! action of the counterweights on the propel-
ler, when the governor oil pressure is :r~lleved.
Governor oil is returned from the propeller to the
t
engine when the blade angle moves toward 'm,crease'
pitchand when it is being feathered. On airC'raft with
facfory serial numbers 3054 and subsequent , having
the HC- C3YR-2/ C8468- 6R or HC-C3YR-2UF/FC8468-1
6R propeller, the governor produces oil pressure to
move the blades into low pitch (high RPM). The cen-
trifuga! twisting moment of the blade also t~nds to
move the blades into lOw pitch. Oppos.ese two
forces is a force produced by compressed~r trapped
between the cylinder head and the piston that tends to
move the blades into high pitch (low RPM) in the ab-
sence of governor oil pressure. If the engine falla
to dellver oil pressure to the propeller governor, the
propeller automatically feathers. Basically.Jhe gov-
ernor consists of an engine-driven gear pump with a
pressure relief valve, a pair of rotating fiyweights
pivoted.on a fiyweight head, a spring-loaded pilot
valve operated by the fiyweights under the influence
of centrifuga! force, and a control lever which varies
the sprtng load on the pilot valve when the propeller
control is moved.
4-33
Sectioll IV 5008 MAlNTENANCE MANUAL
Pow11r Plant and Propeller

llOH
CAIJLE S:PEED
CLAMP SETTING Do not cross control cables. The gov-
~-+--r-- SCREW
ernor control. cables must be routed
around governor pulley so that the
pulley stop moves away from the high-
rpm adjusting screwwhen thepropeller
control lever is moved aft toward the
high-pitch (low rpm) position.

e. Remove cable blocks from firewall pulley.

f. With propeller control levers synchronized in
the INC. RPM position and the governor pulley stop
RELIEF against the high-rpmadjusting screw, lock the control
VALVE cable to the governor pulley.
g. Check propeller control operation for smooth-
ness, full range of operation, and rigging.
h. J>erform propeller operational test. .

ADJUSTMENT AND TEST. Whenever the propeller

has been removed, the following check should be per-
formed after installation to ensure that the propeller
and propeller governor combination is adjusted prop-
24 71 AS
erly and will give maximum performance.

Figúre 4-17. Propeller Governor a. Start engines and locate aircraft in a cr"osswind
headlng. Perform normal ground run-up.
b. Check engine tachometer indication during pow-

•
REMOVAL ANO INSTALLATION er check (SecUon Il of this manual). Static rpm
should be 2575 rpm.
a. Open left cowling doors. c. lf rpm is too high, reduce by turning the gover-
b. Remove cowling top panel. nor high-rpin screw clockwise one turn far each 20-
c. Block propeller governor control cable at fire- rpm decrease.
wall pulley to prevent cables from becQming disen:- d. lf the rpm is too low, it is posstble that either
gaged from pulleys throughout lhe system. Disconneet the governor stop or propeller blade low-pitch stops
cable from propeller governor pulley. are limiting rpm. To determine which is the limiting
d. Remove four governor mountlng nuts, washers, factor, open thethrottle andslowly movethe propeller
and lockwashers. control lever back to reduce rpm 200-300 revolutions
e. Lift governor and gasket from engine. and then move the governor control lever forward
slowly. lf maximum rpm is reached befare the gov-
Proceed as follows to instan a propeller governor: ernor control hits the high-rpm stop, the propeller
low-pitch stop is probably limiting the rpm. This
a. Place a new mounting gasket over the governor condition will require blade angle readjustment. If
mount pad studs with the ralsed surface of the gasket maximum rpm is reached, but the rpm is lower than
screen toward the governor. Do not use sealing com- the maximum allowable rpm when governor control
pounds. hits the high rpm stop, the governor is probably
limiting the rpm. This condition is corrected by ad-
justingthe governor high-rpm stop screw. One com-
llOTI plete turn of the screw willproduce a 20-rpm increase.
Corrosion preventative compound used
in replacement governors will dissolve
in engine oil.

b. Assure engine baffle seals are free of mounting

pad and place governor over mounting studs. Do not allow engine temperatures to
c. Align governor drive splines with engine drive exceed operating limita while these
splines by rotating propeller or governor drive shaft checks are being performed.
and instaU governor on pad. Install a flat washer, an

•
internal star lockwasher, and nut on each mounting
stud. Tighten retainer nuts evenly tó a torque value
of 150 inch-pounds. Propeller governor settings should be checked during
d. Route control cable around governor pulley. ne:xt fllght.

4-34
 5008 MAINTENANCE MANUAL
TROUBLE PROBABLE CAUSE
Engine will not start No fuel to engine.
(no pressure indicated
on fuel gage).
Engine wlll not start Englne flooded.
(sufficlent fuel pres-
sure indlcated on gage).
No fuel to engine.
Grounded lgnition-swltch wlres.
Magnetos lmproperly timed to englne.
Magneto interna! tlming incorrect, or
weak condensar.
Fouled spark plugs.
Weak spark, magneto colla burned
·· out, motsture in dlstrlbutor.
Starting vibrator inoperative.
Leak in intake manifold.
Engine will not run at Idle stop screw or idle mixture
ldling speed. lever incorrectly adjusted.
Propeller control set in high pltch
position. ·
Air leak in intake manifold.
Weak magneto condenser.
Spark plugs fouled by oil escaping
past pistan rings.
Roogh idling, Improper ldle mixture adjustment.
Manual mixture control set for lean
mixture.
Fouled spark plugs.
••
Loase or deterlorated engine mounts.
figure 4-18. Trouble Shooting Enginu (ShHt 1 of 3)
Section IV
Powe;r Plant and Propeller
REMEDY
Check mixture control for proper
posltion, fuel boost pump on and
operating, fuel valves open, fuel
filters clean and unblocked, fuel
level in tank.
Reset throttle, clear engine of
excess' fuel ánd attempt re-start.
Loasen Une at fuel injection nozzle.
If there is no fuel flow wlth fuel
pressure showing on gage, replace .
the fuel dlstrlbutor valve.
Check for. groonded switch wlres.
·Refer to magneto timing instructlons
Refer to magneto timing lnstructions.
Remove and clean; check gaps and
insulators. · Reinstall with new
gaskets. Check ignition cables.
Remove and bench test magneto,
lgnition cables and spark plugs.
Replace vibrator.
Check 0-rlng. Tighten flange
attachlng bolts.
· Refer to Servo Regulator
Adjustment procedures.
Use low pltch position for all
ground operation.
Tighten loase connection or
replace damaged parts.
Replace condenser.
Top overhaul engine.
Refer to Servo Regulator
Adjustment procedures.
Use full rich mixture for all
ground operation.
Remove and clean, adjilst gaps,
test cables, inspect magneto
breakers. If perslstent, perlorm
top overhaul•
Check, tlghten or replace.
4-35
SecUon IV 5008 MA!NTENANCE MANUAL
Power Plant and Propeller

TROUBLE PROBABLE CAUSE REMEDY

Rough idling (contd) Burned or warped exhaust valves Top overhaul engine.
and/ or seats. Scored valve stems.

Hydraullc tappet sticking or worn. Listen far tappet noise. Refer to

engine manufacturers overhaul ·
manual.
Engine does not accelerate ldle mixture too lean. Refer to Servo Regulator Adjust-
properly. ment procedures.

Worn linkage. Replace as required.

Propeller control set far high pltch. Set far low pitch, high rpm far ali
ground operations.

Eitgine runs rough at Loase or deteriorated engine mounts. Check, tlghten or replace.
high speed.
Propeller out of balance or track. Remove and repair.

Spark plug gasket leaking, gap too Replace damaged part.

large or damaged insulator.

Ignition cable insulation deteriorated. Test cables far leakage and replace
as necessary.

lmproper mixture. Check mixture control setting.

lmproper fuel pwnp pressure. Refer to Engine-Driven Fuel Pump

Adjustment procedures.

Consistent misfiring at Valve spring broken. Re place.

high speed.
Valve warped or burned. Top overhaul _engine.

HydrauUc tappet worn or dirty. Remove, .clean or r_eplace.

Sluggish operation and low lnsufficient throttle opening. Adjust linkage.
power.
Spark plugs fouled or improperly gapped. Remove, clean and gap.

lncorrect magneto Uming. Refer to Magneto lnstallatlon and

Timing procedures.

Damaged magneto breaker or condenser. Remove and replace damaged parts.

Worn valve seats. Top overhaul engine.

Worn or stuck pistan rings. Top overhaul engine.

Low pressure on fuel gage. Restricted flow to distributor valve. Check mixture control far full
travel. Check far cloggedfuelfilter.

lnadequate flow from ~mp. Worn pump or sticklng reliefvalve.

Overhaul ~mp assembly.
lnterference with mixture control lever. Check for clearance of
surrounding accessories.
High pressure on fuel gage. Restricted flow beyond meterlng valve.

4-36
Check for restricted nozzles or
distributor valve. Cleari nozzles
or replace valve.

Figure 4-18. Trouble Shooting E~ginea (ShHt 2 of 3)

•
 5008 MAINTENANCE MANUAL Section IV
Power Plant and Propeller

TROUBLE PROBABLE CAUSE REMEDY

Fluctuating pressure on Vapor in system. Excesslve fuel If not cleared with boost pump,
fuel gage. temperature. drain fuel pressure Une. ';.·:

Fuel leak ln gage Une. Leak at gage Drain gage line. Repair fuel leak.
connection.

Engine does not stop Mixture control valve leaking in Check mixture control, should be
satisfactorlly with ldle cutoff position. 1n full ldle cutoff. Check fuel
mixture control in boost pump for OFF.
idle cutaff.

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

Clogged cylinder fins. Clean thorooghly.

Leaklng exhaust valves. Top overhaul engine.

High oU temperature. OH cooler fins clogged. Clean thoroughly.

Oil cooler core restrlcted. Remove and flush cooler.

Oil cooler bypass valve damaged Remove, clean valve and seat.
or held open. If still inoperative, replace .

•
' .
Low oil supply.

Oil viscoslty too hlgh.

Prolonged hlgh speed operation on

ground.
Replenish.

See Figure 4-14 for olls to use at

varlous amblent temperatures.

Avold prolonged ground operation

above 1500 rpm.

Dlrty oil screens. Remove and cle an screens.

Low oil pressure. Low oll supply. Replenish.

011 viscosity too low. See Figure 4-14 for olls to use at
various amblent temperatures.

Sludge or forelgn materlalinreliefvalve. Remove and clean valve parts.

Defective pressure gage. Replace.

Interna! leak, damaged gasket or Major overhaul engine.

bearing.

Oil leak at front of engine. Crankshaft oll seal leaking. Replace.

011 leak at push rod housing. · Damaged housing seal. Replace.

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

Valves not properly seating. Top overhaul engine.

•• Figure 4-18. Trouble Shooting Engine1 (ShHt 3 of 3)

4-37
 5008 MAINTENANCE }'dANUAL Section V
·' , Fuel System

SECTION V
FUEL SYSTEM

TABLE OF CONTENTS

Page Page
GENERAL DESCRIPTION . .. .. • .. • .. .. .. • .. • 5- 1 Fuel Vapor Separator- Filter . . . . . . . • • . . . . 5- 9
MAINTENANCE PRECAUTIONS •••...••••••• 5- 1 Engine-Driven Fuel Pump ................ 5- 9
SUB-SYSTEMS AND COMPONENTS .••• •.••• 5- 2 Fuel Pressure Indicator .. . . . . • . . .. .. .. • . 5- 9
Fuel Vent and Vapor Return System • . . . • • • 5- 2 Fuel Flow lndicator • .. . . .. . . • .. • .. . .. .. • 5- 9
Fuel Quantity Indicating System . . . • . . . • . . 5- 2 FUEL CELLS . • . • . • . • . . . • . . • . • . • . . • • . . . • . • 5- 9
Fuel Sump ............... .. .. ........... 5- 6 Removal . • . . . . . . . . . . . . . . . . . . . • . . • . . . . . . 5-10
Fuel Shutoff Valve • . • . . . • . • . . . . . . . . . . . . . 5- 7 Preservation .•...•. . ... .- . . . . . . . • . . • . . • • 5-13
Fuel Boost Pump.... .. ... .............. . 5- 8 Installation . • . . . • • . • • . . . • . . . . . . . . . . . . . . . 5~ 13

•
\. ...
GENERAL DESCRIPTION

Fuel is stored in five interconnected synthetic rubber

cella. Thefivecellshaveatotalcapacity of 150 to 159
U.S. gallons and are installedin the inboard and center
wing sections, as shown in Figure 5-2. Ali fuel cella
are serviced through a single ijller port, located on
top of the right wing above the forward fuel cell. Fuel
quantity is measured by a single transmitter, which
is installed !11 the center wing fuel cell and electrically
connected to a fuel quantity indicator, located in the
pilota instrument panel A fuel sump, incorporating
an electrically-driven fuel boost pump and shutoff
valve for each ·engine fuel supply line, is attached to
the b9ttom of the center fuel cell. The fuel pumps
are submerged in the sump fueL Fuel shutoff valves
are intercohnected to the boost pumps by an adapter
plate and are located on the outer aft end of the fuel
sump. The valves may be individually closed to stop
fuel flow from the sump to engine supply line, during
fuel system maintenance or in-flight emergency. Fuel
boost pumps providefuel pressure for engine starting,
an auxiliary source of pres sur e in the event of engine-
driven pump failure, and positive 'failsafe' pressure
for takeoffand landing. The engine- driven fuel pumps
provide fuel pressure to the engines under normal
through the lower wing surface. Fuel system drains
consist of a fuel boost pump seal drain, fuel sump
drain, and individualdrains for each vapor separator-
filter. A Une connected to the left engine fuel pres-
sure indicator line provides fuel for operation of the
cabin combustion heater. The heater fuel system i s
described ·in Section IX.
MAINTENANCE PRECAUTIONS
The establishment of safe maintenance proc~dures is
necessary to ensure safety of personnel and prevent
damage to the aircraft when performing fuel system
maintenance. The principle precautions that should
be enforced are enumerated as follows:
l. Perform fuel system maintenance in an 'ápproved
w~ara ~
2. Ground aircraft and maintenance stands to a
common ground; ground attaching s urfaces must not
be painted.
3. Remove externa! power source and disconnect
batteries. .
. 4. Suspend all maintenance except fuel system

,
operating conditlons. A fuel vapor separator- tilter maintenance, unless area i s declared safe from ex-
assembly, installed on each engine firewall, filters plosive vapors.
the fuel and eliminates vapors from the engine fuel 5. Assure that fire extinguishing equipment is
supply. A line connected between each vapor sepa- readily available.
.. rator-filter and fuel cell system returns fuel vapors 6. Use air-driven power tools only.
. and excess fuel from the engine fuel distributor valve 7. Use explosive-proof electric lights or flash-
to the fuel system. The interconnected fuel cells are lights.
vented to atmosphere through vent lines, connected to 8. Wear cotton clothing to avoid possible static
each forward outboard fuel cell, which protrude electricity discharge.
5-1
Section V 5008 MAINTENANCE MANUAL
Fuel System

of the wing. Thetubeis scarfed forwardat 45 degrees

to provide sllght fueHank pressurization and prevent
fuel siphoning during flight. A. small 'hole drilledon
the aft side of the protruding vent tube provides emer-
gency venting ü the tube ices over. An optional
electrical heating element may be installed to provide
positive protection against fuel vent icing. Fuel vapor
return lines connect into the fuel vent lines at the
outboard side of each forward fuel cell. The vapor
return line is then routed through the fuel vent line
· into the fuel cell; extending three inches farther into
· the fuel cell than the vent line. Fuel vapors and un-
FUEL CELL used fuel from the e~gine fuel distributor valve are
ACCESS PLATE returned to the fuel cella through the vapor return
lines from .each vapor separator. All plumbing for
the fuel vent and vapor return system must have pro-
per clearance from adjacent structures, and fittings
and clamps must always be tight. The fuel vent out-
let tubes in the lower wing surface should be inspected
frequently for evidence of foreign material, proper
positioning of the tube, or damage that would restrict
the tµbe opening.
MOUNTING PLATE

FUEL QUANTITY INDICATING SYSTEM

The fuel quantity indicating system consists of a fuel
quantity indic;Uor installed in the instrument panel
and electrically connected to a fuel quantity trans-
mitter installed in the bottom of the center fue! cell.
The fuel quantity indicating circuit is provided with
two dampening condensers, located on the left side of
the íuselage, aft of station 165. OO. The condensers
are wired in parallel and are connected into the elec~
trical circuit between the transmitter and fuel quan-
tity indicator. These · condensers dampen indicator
FUEL QUANTITY needle oscillations, caused by irregular moveme11t of
. TRANSMlTTER the transmitter float during flight through rough air .

25 8
Figure 5-1. Transmitter lnstallation
9. Service, deíuel, and refuel aireraft as outlined
in Section n. ·
10. Do not remove components from the íuel sys-
tem until replacement components or covers are avail-
able for exposed openings.
11. Always replace 0-rings, seals, etc. , when
reinstalling fuel system components.
12. Torque fuel system components and connections
to proper torque value (refer to Torque Table, Sec-
tion II).
SUB-SYSTEMS AND COMPONENTS
FUEL VENT AND VAPOR RETURN SYSTEM
A fuel tank vent Une extends outboard from each for-
ward fuel cell, across the engine nacelle, and out-
board where it protrudes through the lower surface
INDICATOR. The fuel quantity indicator, which is
basically a millivoltmeter, receives input signals
from the fuel quantity transmitter and registers the
amount of fuel contained in the fuel system. Detailed
information on this indicator is contained in Section
· VIII.
TRANSMITTER The fuel quantity transmitter is
located in the bottom of the center·fuel cellas shown
in Figure 5-1. Access to the transmitter adjusting
screws, lihown in Figure 5- 3, is gained by removing
the transmitter cover, attached to the fue! cell access
plate 1n the baggage compartment. The transmitter ·
contains a movable contact arm that is mechanically
linked to the transmitter liquid level float arm. As
the fuel leve! changes, linkage from the float arm re-
positions the movable contact ar m on the transmitter
resistance coil and varies the curr ent flow to the fuel
quantity indicator. This causes the indicator needle
to deflect and register the total amount of fuel in the
cella. Adjustable shorting bars are provided to alter
the upper and lower limits of the transmitter coil
resistance, The contact arm varies the proportion of
resistance between the variable shorting bars.

5-2
 •. ' .

500S MAINTENANCE MANUAL Section V

Fuel System

•
'-. ,·
f.

h.
Adjust R- (high range) transmitter adjustment
screw untit fuel quantity indicator reads 135 gallons.
g. Defuel aircraft; drain fuel sump and vapor
separator-filters to assure fuel system is completely
drained.
Close sump drain and add 1. 5 U .S. gallons of
fuel (unusable fuel).
i. Adjust R+ (low range) transmitter adjustment
screw until fuel quantity indicator reads zero gallons.
j. Add 40 U. S. gallons of fuel in 10-gallon incre-
menta. Record indicator reading after adding each
10-gallon increment. ·..
l. lndicator reading after addition of each
10-gallon increment may indicate up to six
gallons less than actual fuel in cells.
2. lndicator reading shall never read more
than usable fuel added to cells.
k. Add 40 U. S. gallon~ of fuel. Fuel indicator
should read 80 {·6, +2) gallons .
L ·u fuel indication exceeds llmits given in step k.
1
the R· adjustment screw may be adjusted if specified
tolerance for readings below 80 gallons are not ex- 1
ceeded. Refer to Figure 5-4 and compute tolerance
as follows:
l. Follow up vertical Une at 80 gallons until 1
it intersects with horizontal line equal to re-
quired adjustment; then follow diagonal Une
down to horizontal linea at 40 gallons or below.
2. Follow horizontal line to left of graph and

•
25 9 add or subtract amount shown from indicator
readings recorded in initial calibration steps; ·
Figure 5-3. Fuel Ouantity Transmitter Adjustment 3. If high range adjustment causes low range
" .... indications to exceed tolerance given in step j.
the transmitter must be replaced.
Removal and Installation m. Adjust R- {high range) transmitter adjustment

a. Defuel aircraft as outllned in Section II.

b. Disconnect electrical connector on b~e of
transmitter. 6
c.
d.
Remove bolts, gaskets and mounting plate.
Remove transmitter from fuel celL /
lnstallation of the transmitter is reverse of the re- 5 V
moval procedure, except for installation of new gas- 1/ V
kets when necessary. Torque mounting bolts to 35
1/ ,/
(z 5) inch-pounds and safety wire. New transmitters
received from the factory are jig set and should re- V )7 l7
quire no adjustment other than to ensure full float V V
travel from top to bottom, when installed in the fuel 1/ / ./ -.-
.. . L7
cell Adjustm:ent of float travel is accomplished by · I/ I/ V ~

./
bending the float arm.
I/ V I/ V
./
V
Calibration
/ VV ./
v · - __., L.--"'
_.,.,,...
~ ~ ../ V
V

-- -
The fuel quantitytransmitter is very reliable; there- ~
V
fore, it is recommended that Uie indicator and as- 1 ...-
sociated electrical circuits be carefully checked be- #. ~
"./
V ~
V l.--

fore transmitter adjustments are made. When neces- ...1111~ -: :..- ~

-
sary the fuel quantity indicatlng system is cal.lbrated
as follows: o 10 20 30 40 50 60 70 80 90 100 110 120

• a.
b.
c.
d
e.
Level aircraft as outlined in Section II.
Defuel aircraft as outlined in Section IL
Fuel aircraft to 140 U. S. gallons.
Connect externa! power source to aircraft.
Remove access cover frombase of transmitter.

Change 2
-
Gallons of Fuel in Tanks

Figure 5-4. Fuel Calibration Graph

25 10

5-5
SeQtio!l V 5008 MAINTENANCE MANUAL
Fuel System

~FUSELAGE STRUCTURE

SUMP DRAIN VALVE

ACCESS DOOR

FUEL CELL ACCESS PLATE/

____- FUEL SUPPLY LINE

FUEL SUMP - - + .:--.r. ••.•..o- ~-- SUMP DRAIN VALVE

FUEL SUPPLY LINE ~-- OVERBOARD

"' SUMP DRAIN
BOOST PUMP
DRAIN LINE

FUEL SUMP
ENCLOSURE ---1

25 45

Figure 5-5. Fuel Sump and Sump Enclosure

screw until fuel quantity indicator reads within limit~
of 80 (-6, +2) gallons.
n. Add 55 gallons fuel to cell. Fuel quantity indi-
cator should read a minimum of 129 gallons and a
ma.ximum of 137.
to the engine fuel injection system. A fuel sump
drain line, installed between the lowest part of the
sump and bottom of lower fuselage, facilitates com-
plete draining of the fu el system and provides a means
for inspecting the fuel supply for contamination. Ac-

1
o. Completely flll fuel cells and record total cess to the tuel sump drain valve is through a door
amount of u sable fuel. Fuel cells should hold between locatéd on the right side of the fuselage. The fuel
150.0 and 159.0 U .S. gallons of usable fuel. system should be drained and the $1mp inspected at
intervals prescribed in the scheduled inspection and
Maintenance requirements in Section ll.
NOTI
Usable fuel is total fuel mfuel cells, REMOVAL AND INSTALLATION
1ess 1. 5 gallons.
a. Defuel aircraft as outlined in Section II.
b. Remove sump enclosure assembly (see Figure
FUEL SUMP 5. 5).
c. Disconnect electrical connectors at fuel shutoff

•
The fuel sump, containing two submerged fuel boost valves and disconnect fuel boost pump wiring aft of
pumps and externally mounted fuel shutoff valves, is fuselage station 165. OO.
located in the baggage compartment and attached to d. Disconnect engine fuel supply lines at fuel shut-
the bottom of the center fuel cell. The sump serves off valves.
as a fuel reservo~r, to assure uninterrupted fuel flow e. Disconnect fuel sump drains.

5-6 Change 5
 5008\MAlNTENANCE MANUAL
•
PLA TE ADAPTER
BOOST PUMP
•
MOUNTING
PAD
' -·
Figure 5-6. Fu1I Shutoff Valv1
f. Remove bolts and attaching hardware connect-
ing sump to fuelcell and remove sump with fuel shut-
off val.ves.and fuel boost pumps intact.
Instan fuel sump (with fuel shutoff valves and fuel
boost pumps intact) by reversing the removal proce-
dure. Install new gaskets between fuel cell and sump
and torque attaching bolts to 45- 55 inch-pounds. Com-
pletely seal sump enclosure with Brushon Pro-Seal
No. 890 Class A, Coast Pro-Sea.J. Mfg. Co., Los
Angeles, California.
1 FUEL SHUTOFF VAL VE
-1755 through 3210)
(Aircraft s.e rial numbers
Fuel flow from the fuel tank to each engine fuel in-
jection system is controlled by a motor-ddven fuel
shutoff valve installed on the fuel sump cover plate. -
The shutoff valve for each engine fuel supply line is
independently controlled by an OPEN-OFF-CLOSE
guarded toggle switch, installed in the left and right
overhead switchpanels. To open or close a' fuel shut-
off val.ve, place master switch in the BATTERY posi-
tion and place fuel shutoff valve switch to the OPEN
or CLOSE position. Circuit protection i s provided by
a push-to-reset circuit breaker located above each
fuel shutoff valve switch. An emergency hydraulic-
fuel shutoff switch for each engine, is located in the
. Change 2
Section V
Fuel Section
ELECTRICAL
CONNECTOR
25 26
trim tab control panel and is safety wired in the OPEN
position. Actuatlon of an emergency hydraulic-fuel
shutoff switch willoverride tlie fuel shutoff valve cir-
cuit and close both the hydraulic and .fuel shutoff
val.ves for the effected engine. These valves will re-
main in the closed position until the emergency hy-
draulic-fuel shutoff switch is returned to the-.OPEN
position and normal control of the valves is resumed.
Fuel shutoff valves should be cycled periodically, by
using both the fuel shutoff valve switches and the
emergency hydraulic-fuel shutoff switches, to assure
that the valves are operational and that the override
fe ature of the emergency hydraulic-fuel shutoff switch
circuit is functional. See Section X for fuel shutoff
valve wiring schematic.
FUEL SHUTOFF VAL VE (Aircraft serial numbers
3211 and subsequent) 1
F\lel nów from the fuel_ tanl< to each engine fuel in-
jection system is controlled by a motor-driven fuel
shutoff valve installed on the fuel sump cover plate.
Each shutoff valve is actuated by a guarded switch, on
the trim tab control panel, and protected by a push-
to-reset circuit breaker, located on the circuit break-
er panel. Under normal operating conditions, shut-
off valve switches remain in the NORM positlon and
are protected by the switch guard to prevent accidental
5-7
Section V 5008 MAINTENANCE MANUAL
F\tel System
END PIATE
FUEL
BOOST
PUMP G1
""~
FUEL SUMP (REF}
Figure 5-7. Fuel Boost Pump
closing. The guard covering each switch is secured
witha break-away safety wire , which is easily broken
to open the guard and close the switch. To open or
close a fu el shutoff valve, place master switch in the
BATTERY position and place !uel-hydraulic shutoff
valve switch to the NORM or EMER·OFF position.
Actuation of anemergency fuel-hydraulic shutoff switch
will close both the !uel and hydraulic shutoff val ves
for the effected engine. These valves will remain in
the closed EMER·OFF position until the emergency
fuel-hydraulic shutoff switch is returned to the NORM
position and normal control of the valves are resumed.
F\tel shutoff valves should be cycled periodically to
assure that the valves are operational and that the
emergency fuel-hydraulic shutoff switch circuü is
!unctional. See Section X for fuel shutoff valve wir-
ing schematic .
REMOV AL AND INSTALLATION (See Figure 5- 6).
a. Defuel aircraft asc outlined in Section IL
b. Remove sump enclosure cover assembly.
c. DiscoMect electrica1 connectors at fuel shutoff
~yes, . the left side of the fuselage, aft of station 165. 00 and
d. DiscoMect engine fuel supply Unes at fuel shut-
oíí valves.
e. Disconnect drain line írom íuel sump and plate.
5·8
DRAÍN FtTnNG
•
'··
DRAIN
LINE
GASKET
25 27
f. Remove attaching bolts, washers, and plaie
adapter from shutoff valve.
g. Remove ·! uel shutoff valve.
Install fuel shutoff valve in reverse of removal pro-
cedure and perform an operational check of newly in-
stalled valve. Completely seal all attaching screws
and surfaces that secure the sump enclosure with
Brushon Pro-Seal No. 890 Class A, Coast Pro:-Seal
Mfg. , Co. , Los Angeles, California.
FUEL BOOST PUMP
Two electrically-driven fuel boost pumps are installed
(submerged) in the fuel sump. Each pump provides
positive fuel pressure for engine starting íor its re-
spective engine, and may be used 1f the engine-driven
fuel pump fails; or, at any time the pilot desires
baekup fuel pressure during !light Each pump is ac-
tuated by a two-position· (FUEL BOOST-OFF) 10-amp
circuit breaker switch, installed in the left and right
switch panels. On aircraft serial numbers 1531 thru
1731 a variable resistor for each pump is installed on
can be adjusted to maintain a pump pressure of 23 . 5
to 26. 0 ¡¡si. This adjustnient is accomplished by
operating the fuel boost pump and adjusting r esistor

until the fuel pressure gage in center instrument
panel reads 23. 5 to 26. Opsi.
REMOVAL AND INSTALLATION (See Figure 5-7).
a. Defuel aircraft as outlined in Section lI.
b. Remove sump enclosure cover assembly.
c. Disconnect fuel boost pump wiring aft of fuse-
lage station 165. 00.
d. Remove fuel shutoff valves as previously out-
lined.
e. Remove bolts and washers securing fuel sump
end plate to aft section of sump andremove cover as-
sembly.
f. Remove attachlng bolts and washers securing
boost pumps to sump end plate.
g. Rotate boost pump 45 degrees and remove from
sump.
Instan boost pump in reverse order of removal and
perform an operational check of fuel shutoff valves
and boost pumps. Seal sump enclosure as previously
outlined.
FUEL VAPOR SEPARATOR-FILTER
A fuel vapor separator- filter consisting of a vapor
ejector and filter element is installed on the aft side
of each engine firewall The vapor separator-filter
is connected into the engine fuel supply line to filter
the fuel and eliminate fuel vapors from the engine fuel
supply. The vapor separator portion of this assembly
also routes excess fuel and vapora from the engine
fuel distributor valve back to the fuel cells. Excess
fuel and fuel vapor is discharged from the upp~r por-
tion of the vapor separator by the vapor- ejector,
through a fuel vapor return line installed between the
engine fuel distributor valve and forward fuel .cell.
Sediment and condensation are drained from the lower
portion of each fuel filter by pushing up on the sepa-
rator drain valve, which extends through an access
hole in the lower engine nacelle. Draining a small
amount of fuel from the fuel vapor separator-filters
prior to each fllght will remove mo$t of the accumu~
lated moisture from the fuel system. The fuel vapor
separator-filter element should be removed, cleaned,
and inspected at intervals prescribed in the aircraft
inspection guide.
FILTER ELEMENT REMOVAL (See Figure 5-8).
a. Close fuel shutoff valves.
b. Lower aft inboard cowl door.
c. Drain fuel vapor separator-filter.
d. Disconnect and cap .vapor separator-filter fuel
outlet hose.
e. Remove fu el vapor separator-filter cover re-
ta1ning bolts. . to 8000 feet. Refer to Section Vlll for additl'onal in-
f. Remove filter cover and filter element from
•
assembly body.
g. Wash fi!ter element in gasoline and dry with
compressed air.
'~- ·-- h. lf filter element is deformed, replace with new
element.
Section V
Fuel System
FILTER ELEMENT INSTALLATION
a. Assemble filter element to filler cover with new
0-ring in open end of element over filter cover.
b. lnstall element and cover, taking care not to cut
or pinch O- ring.
c. Insl:all filter cover retaining bolts. .
d. Connect vapor separator filter fuel outlefhose.
e. Open fuelshutoffvalve andpressurecheck'vapor
separator- filler and fuel lines for fuel le~age.
f. Close cowl doors.
VAPOR SEPARATOR-FILTER REMOVAL AND IN-
STALLATION
a. Close fuel shutoff valves.
b. Lower aft inboard cowl door and remove filter
element as outlined in this. section.
c. Disconnect and cap ali fuel hoses connected to
vapor separator-filter assembly.
d. Remove attaching nuts and bolts, securing vapor
separator- filter to engine firewall and remove vapor
separator- filter.
Install vapor separator-filter in reverse order of re-
moval procedure. Pressure check installation for
evidence of fuel leaks.
ENGINE-DRIVEN FUEL PUMP
An engine-driven fuel pump is installed below the left
magneto on the accessory case of each engine and is
provided with an adjustable relief valve. Refer to
Section IV of this manual for detail description and
maintenance procedures for the fuel pump.
FUEL PRESSURE 1.NDICATOR
A fu el pressure indicator, indicating fuel pump pres-
sure, is incorporated in ·each engine gage unit in-
st:alled in the center instrument ·panel. The minimum
and maximum allowable fuel pressure range is.,marked
by red radial linesat 20 and 26 psi. Normaloperating
range is marked by a green are from 20 to 26 psi.
Refer to Section VIll for additional informati_p~ and
maintenance procedures. ·•
FUEL FLOW INDICATOR
The fuel flow indicator is a dual instrument with one
dial and two pointers marked L (left) and R (right).
The pointers register rate of flow of metered fue! in
pounds-per-hour from each engine fuel distribution
valve. The indicator has green ares to show mixture
settings at full throttle, and altitudes from se'il level
formation and maintenance procedures. :.
FUEL CELLS
Fue! is contained in five interconnecting, aromatic
5-9
Section V 5008 MAINTENANCE MANUAL
Fuel System

PLUG""'

~-

~ FUEL
INLET

!
FILTER
d.> VAPOR
6 SEPARATOR-FILTER
ELEMENT

REMOVE BOLTS
TO REMOVE VAPOR
SEPARATOR-FILTER
ELEMENT
~o:m~
(
•

. (REF)

25 46

Figure S-8. Fuel Vapor Separator·Filter

fuel resistant, synthetic rubber cells installed in the from interconnecting tubes.
wing. The inboard cells are accessible through ac- f. Remove nylon lacing securing inboard cells to
cess openings in the upper wing skin. An opening in hangers in cell compartment and loasen snap fastener s.
the top of the baggage compartment provides access g. Tilt snap fasteners slightly when pulling cell
to the center fuel celL Refer to maintenance precau- free, to prevent tearing.
tions befare performing fuel cell maintenance. h. Collapse and fold fuel cell to fit access opening,
and remove cell.
i. Unfold fuel cell and remove fittings, hangers,
REMOVAL and snap fasteners.

The center fuel cell is. held in position in the cell
compartment with snap fasteners. Inboard cells are
held in position in the cell compartments with snap
fasteners in the forward and aft part of the cells.
The tops of the inboard cells are supported by nylon
cord laced through delta rings on the cells, and hang-
ers fitted wlthfu the cell compartment. See Figure
5-9 for wing cell lacing pattern.
REPAIR (U. s. RUBBER). Fuel cells manufactured by
U. S. Rubber Co. , are identified by the manufacturer' s
name stamped on the cell. When repairing cuts or
tears in rubber fuel cells, patch both inner and outer
sui'face of fuel cell and test cells for leaks befare in-
stallation. Repairs are not to be made on the radius
of a cell or in the area of a fitting. Cells with such
damage must be replaced. Repairs to cells with cuts
larger than one inch should not be attempted.

•
a. Defuel aircratt as outlined in Section Il.
b. Remove applicable fuel cell access openings. Ma,terial and Equipment
c. Remove fuel quantity transmitter and fuel sump
when reµioving center cell. The following items are necessary to repair U. S.
d. Remove vent hose and interconnecting tube Rubber fuel cells:
clamps by working through cell access opening. ·
e. Disconnect molded nipple fittings on fue! cells · Garnet Paper, No. 4/ 0 Grit 150.
5-10
.,
\
' .. No. 3339 Solution.
. 50ós MAfNT:E:NANCE MANtJÁL
Methyl Ethyl Ketone (MEK), U. S. Rupber Co.
Rubber Cement, U. S. Rubber Co. No. 3230 or
3M-EC678
Holland Cloth
50- lb Shot Bag
2-inch Rubber Roller
Outside Repair Material U. S. Rubber Co. No.
5200
Cured 566R Nylon Sandwich Material, U. S.
Rubber Co. 5200/ 5187 cured.
Outer -SUrface Repair
a. Cut patch from synthetic rubber-coated fabric
(U. S. Rubber 5200 outside repair material). Size of
patch is dependent on size of damage to be repaired.
Patch must have rounded corners and extend at least
two inches beyond edge of damage.
b. Buff damaged area and patch lightly and thor-
oughly with garnet paper, and wash with MEK solution
to remove buffing dust.
c. Apply two coats of rubber cement (U. S. Rubber
3230 or 3M- EC678) to buffed side of prepared patch
and buffed area of cell. Allow each coat to dry for
a period of 10 to 15 minutes.
d. Dampen clean white cloth with MEK and Jightly
wipe cemented area of patch and cell to freshen ce-
ment.
e. Center prepared patch over damage area of cell
while cement is still tacky. Apply edge of patch to
cemented area on cell. Roll or press patch down on
cell area in incremente of O. 5 to 1. O inch wide, to
prevent air frombeingtrapped betweenpatch and cell.
f. Lay a 50-pound shot bag, protected by a piece
of Holland cloth to prevent sticking, over the repaired
area and do not disturb cell for a minimum of six
hours.
· g. Remove shotbag and seal-coat the entire patch
and an area O. 5 inch beyond the patch with one coat
of rubber cement. Allow sufficient time for cement
to dry thoroughly.
lnner Surface Repair .
Repair of the cell inner surface is identical to outer
surface repair except that the patch is cut from cured
556Rnylonsandwichmaterial(U. S.Rubber 5200/ 5187 )
and the finished cured patch is wiped with SAE 10
weight oil, whi.ch acta as a plasticizer.
Scuffed Fabric
a. Lightly buff area surrounding scuffed fabric.
b. Wash buffed area with MEK to remove buffing
dust.
c. Apply two coats of ·rubber cement (U. S. Rubber
3230 or 3M-EC678). Allow 10 minutes drying time
between coats. Allow sufficient time for the final
••
coat to dry thoroughly. · Foam Rubber, Clothbacked 12 Inch x 12 Inch
Testing
Fuel cells must be tested after repair and be!ore
installation.
openings.
b.
Sectton V
Fuel System
a. Seal all openings airtight except two O. 5-inch
Attach pressure gage, calibrated in ounces, to
one of the O. 5-inch openings.
c. Attach shutoff valve and air pressure llne to
remaining O. 5-inch opening.
d. Attach air inlet source to shutoff valve.
Never inflate an unsupported fuel cell
above O. 25 psi (4. O ounces). Pressure
in excess of four ounces can damage
cell.
e. Open shutoff valve until fuel cell reaches re-
quired test pressure of four ounces. Close shutoff
valve and allow 15 minutes for pressure to st~llize
within the cell Reset the pressure to four ounces,
if necessary.
f. If there is no drop in pressure after 30 minutes,
cell is acceptable for installation.
REPAIR (GOODYEAR). Fuel cells fabricatedof BTC-
39 material by the Goodyear Tire and Rubber Com-
pany are identüied by the manufacturer's name on the
cell and shows tbat the cell material is BTC39. Al-
lowable field repairs are repair -of punctures, slits
or tears not to exceed three inches inlength, abraided
boles, and loose hanger and snap fittings. When in-
stalllng fuel cells ·manufactured by Goodyear Company,
WWD clamps should be used for installation of inter-
connects and torqued to 25 (! 3) inch-pounds. Torque
values stenclled on the fuel cells for multi-bolt fittings
should be followed: All repairs should be made on a
suitable size table or bench having a flat,· smooth,
clean surface.
Material and Equipment
The following items are necessary to repair Goodyear
fuel cells made of BTC39 material:
Cement, Goodyear Tire and Rubber Co. No.
2342C
Cement, Goodyear Tire and Rubber Co. No.
2333C
Cement, Goodyear Tire and . Rubber Co. No.
2315C
Methyl Ethyl Ketone (MEK)
Repair Material, Goodyear Tire and Rubber
Co. No. BTC39
Paint Brush, 1 Inch
Stitching Roller, 1 Inch
Cellophane, 12 Inch x 12 Inch Sheet
Sheet
Aluminum Platea, 6 Inch x 6 Inch, O. 25-inch
Thlck
Cementing Procedure
5-11
Section V 500S MAINTENANCE MANUAL
Fuel System
Cement for this repair is a three-part cement re-
quiring mlxing before use. Amount of cement to be
mixed dependa upon size of patch(es) to be installed.
Cement should be mixed and applied as follows:
a. Remove lid from one quart can of 2342C cement
(containing 272 grama) and heat until contenta become
llquid.
b. Add one canof 2333C cement (containing 185 ce)
to 2342C cement.
c. Stir until mixture is smooth. This will require
a minimum of five minutes. · Apply sufficient force to extrude cement from under
d. Add one bottle of 2315C cement (containing 59
ce) and stir for a minimum of 10 minutes. ·
When the size of patch does not require
a fullquantity of cernent, mix a reduced
quantity by proportionately reducing
each of the three cement cornponents.
Mínimum mlxing time must be ob-
served. Do not use cement after it has
been mixed more than two hours.
e. Cut a patch from BTC39 repair material. Size
of patch is ·dependent upon size of damage to be re-
paired. Patch must have rounded cornera and extend
at least two inches beyond edge of damage. Edges of
patch must be tapered and feathered, and patch must
be cleaned as outlined in step f.
f. Using a clean lint-free cloth dampened with
MEK, clean a one square foot area of outer fuel cell
surface, centered on damage to be repaired. Use
three separate cleanings to assure removal of ali dirt,
sludge, and foreign material.
g. Apply one evenly brushed coat of cement to dull
or gum stock side of patch and to outside of fuel cell
around area· of repair. Allow cement to dry for 30
minutes. · over the aluminum plate covering the foam rubber
h. Apply a second evenly brushed coat of cement to
the patch and fuel cell. Allow cement to dry for 15
minutes.
i. Fold fuelcell over sothat areaof repair is near
edge of table or bench with damaged surface up and
flat.
j. Place one sheet of cellophane inside fuel cell.
Center cellophane on repair area and smooth it out.
k. Place a 1/ 4 x 6 x 6-inchaluminumplatebetween
fuel cell and table centered under area of damage. ,
l. Center patch on damaged area and roll down
firmly with a 1: 1nch stitching roller. Roll from cen-
ter to outer edge to force out any trapped air.
m. Place a sheet of cellophane over patch.
n. Place a 1/ 4 x 12 x 12-inch sheet of clothbacked
foam rubber over cellophane and center on patch with
cloth side facing outward.
o. Place a 1/ 4 x 6 x 6-in.ch aluminum sheet over
sheet of foam rubber and center on damaged area.
5-12
Wririkles must not exist in area of patch
or in fuel cell wall under area of patch.
Check to see that patch has not sllpped
on damaged area.
p. Center open end of an 8-inch C-clamp on alum-
inum plate over patch, and clamp to table or bench.
edges of patch.
Cement which extrudes through dam-
aged hole should not be allowed to con-
tact adjacent fuel cell walls. Cello-
phane inside fuel cell cavity must pro-
tect fuel cell walls from extruded ce-
ment.
Cold Cure
Cold curing cemented patches is accomplished by
leaving the repair clamped and undisturbed for 72
hours, at a room temperature of approximately 75ºF.
Increases in temperature do not decrease curing
time. Decrease in temperature increases curing
time by 25 percent for each lOºF decrease in tem-
perature.
EXAMPLE: At 65°F the patch must cure for a
mínimum of 90 hours.
Heat Cure
For heat curing, a Goodyear P/ N 2Fl-3-25721 cure
iron or an equivalent cure iron capable of maintain-
ing a regulated temperature of 240 (~ 5)ºF is placed
pad and clamped as outlined above. Heat is applied
for two hours and then repair is allowed to coolfor
· 15 to 20 minutes before removing clamp.
The heat cure method should not be
used for any repair in which the alu-
minum plates extend over a formed
angle of the·fuel cell.
Examination of Patch
•
At the end of cure period remove clamp, heater (if
used), aluminum plate, foam rubber pad, and cello-
phane sheets from patch. Use a clean lint-free cloth
 :· :: , 5008 MAINTENANCE MANUAL·.-.··
••
dampened with water to moisten ceUophane for re-
'· mova,1. Exa.¡nlne edge of patch and damaged edges of
inside of fuel cell. Separation of edges of patch from
fuel cell if O. 25-inch or less is acceptable; however,
loose edges should be trimmed and buffed. Separa-
tions of more tilan O. 25-inch must be recemented and
recured.
All cellophane must be removed from
insidé the fuel cell
Testing
Testing. of repaired fuel cell is accomplished by
closing all cell openings. A means of inflating cell
must be provided at one opening. Inflate fuel cell to
O. 25 psi (maximum) and brush outer cell surface with
a soap and water solution. Soap and water solution
muSt completely cover a.tea being examined. Bubbling
of solution will occur in area of lea.ka. Wipe all soap
and water solution residue from cell upon completion
of test. A more critical leak test may be performed
by preparing a pehnolphthalein solution ccmsisting of
40 grarns of phenolphthalein crystals in O. 5-gallon of
ethyl alcohol and adding this mixture to O. 5-gallon of
'
water and stirring. A clean, lint-free, absorbent
cloth is then saturated with 3 ce of ammoniaper cubic
. ... .
,/
foot of cell capacity, and placed inside the cell The
cell is then closed and inflated as outlined above. A
largé white cloth is then soa.ked in the phenolphthalein
solution, wrimg out thoroughly, and spread on the cell
smoothly. Leaks will show as a red stain on the cloth
caused by leaking am.moniafumes from inside of cell,
reacting with the phenolphthalein solution in outer
cloth. Keep saturating and moving phenolphthalein
cloth until eitire surface area has been examined,
Rinsing of cloth in phenolphthalein solution will re-
move stain. Each lea.k should be marked when found.
Remove cell test fittings and allow cell to air-out
after testing. Damaged fittings, leaks in corner, or
leaks within a radius of cornera which cannot be re-
paired without wrinkling during clamping are not
considered field reparable. Consult the nearest Aero
Commander Distributor regarding damages of this
nature.
Repair of Loose Hanger and Snap Ring Retainer Straps
Repair of loose retainer straps is accomplished by
cleaning, cementing, and cold cure procedures pre-
viously outlined.
PRESERVA TION
The inner surface of new fuel cells are treated with a
plasticizer tokeep the rubber soft and pliable. Gaso-
line has a tendency to extract the plasticizer but gaso-
line itself, acts as a plasticizer, therefore hardening
Section V
P'uel System
or cracking .wi,ll not occur while !uel remains in the
cella. When fuel cells are empty, the plasticizing
effect of the fuel is lost and the inner surface of the
cella begin to dry out and cracking and checking will
occur, This cracking or checking can penetrate
through the inner surface of the. cell, permitting fuel
to diffuse through the cell walls after the cella have
been refueled. When it is evident that fuel cells will
remain empty for ten days or more, apply a thin coat
of SAE 10 weight oil to the. inner surface of the empty
cell. The oil will serve as a temporary plasticizer
and prevent the cell inner surface from drying out.
INSTALLATION
Wing cella are installed through access openings in
upper wing skin. The center cell is installed through
an access opening in top of baggage compartment.
a. Thoroughly clean cell compartment, removing
all fillngs, trimmings, loose washers, bolts, nuts,
etc.
b. Round off all sharp edges protruding in the cell
compartments.
c. Cover rounded off sharp edges and protruding
. rivets with protectlve tape.
d. Perform final inspection of compartment cell
forpresenceof tools andother objects prior to instal-
lation of fuel cell.
e. Warm fuel cell as necessary, until cell is flex-
ible, and fold to fit through cell compartment access
opening.
f. Insert cell through access opening. Unfold cell
to full size and lace to hanger fittings as shown in
Figure 5-9.
g. Connect moldednipple fittings on cells to inter-
connecting tubes and vent hose s. Install interconnect-
ing tube and vent hose clamps (torque to 37-43 inch-
pounds).
h. Inspect all fitfings for proper allgnment to avoid
'unnecessary strain which may cause leakage.
i. Attach cell fasteners to walls of cell compart-
ments. There are ten fasteners on the center cell,
five on each of the two aft inboard cella, and eight on
each of the two forward inboard cells.
j. Torque bolts or screws attaching fuel cella to
structure to 45-55 inch-pounds.
k. Special attention should be given to the follow-
ing:
l. Bolts should not 'bottom' on inside of
blind tapped holes or dome nuts. .
2. Check bolt lengths to prevent nutplate
from riding on shank or unthreaded area.
3. Tilt snap· fasteners slightly before snap-
ping.
l. After installation is completed, the fuel cell
should be inspected to ensure that the cell is extended
out to the structure and that no cornera are folded in.
m. To obtain the best service from niolded nipple
fittings used in Íl,lel cells, severa! precautions should
be observed at time of installation.
l. Insert flow tube into fitting until end is
flush with inside edge of nipple.
5-13
·section V 5008 MAINTENANCE MANUAL
Fuel System

·--.
•:-¡.:::,
De
·----
----'a
···-.---·,
---- -'0
,_

25 43

Figure 5-9. Fuel Cell Lacin' Pattern

2. Hose clamp should clear end of fitting by
O. 25-inch where possible.
3. Hose clamp should always be located on
fabric reinforced area of nipple.
4. Hose clamps shall be tigbtened to a torque
yalue of 15-20 inch-pounds fDr fuel cells manu-
factured by U.S. Rubber. For fuel cells manu·
factured by Goodyear having urethane (amber
colored) nipples, hose clamps shall be tigbten-
ed to a torque value of 35-40 inch-pounds.
Fuel cells manufactured by Goodyear having
nitrité (black colored) nipples the hose clamps
shall be tigbtened to a torque value as follows:
Nipple Fitting I.D. qnches) Torque (IN-Lbs)
O. 25 thru O. 50 12· 16
0.75and1.00 15-20
1.50 25-30
2. 00 . 30-35
3.00 35-40
5. Sealing paste or gasket compound should
not be used.
6. Apply a tlún film of Simoniz wax to metal
fiow tubes to facilitate in~allation. No other
lubricant should be used on fittings of this type.
n. InstaU fuel quantity transmitter, fuel sump and
fuel fill port as applicable.
o. Final inspection prior to closlng the cell should
consist of a closé check to assure cell is free of for-
eign matter such as lint, dust, oil, or any installation
material Clean as necessary using a clean lint-free
cloth soaked in alcohol or kerosene. NO arHER
again after assembly of the completed wlng. The fol-
lowing informatlon is included toassist inthe mainte-
nance and repair of the wing to. obtain a correct and
lasting seal when replacing or repairing structural
parts that lie within this area. ·
SEALANT MATERIALS. The followlng is a complete
list of sealants to be used, and their general applica-
tion.
Coast Pro-Seal 567, Void Filler.
Coast Pro-Seal 890 Class A-1/ 2, Wing Fuel
Area Sealant
Coast Pro-Seal 890 Class A-2, Wing Fuel
Area Sealant
Coast Pro-Seal 890 Class t3·1/ 2, Wing Fuel
Area Sealant
Coast Pro-Seal 890 Class B-2, Wing Fuel
Area Sealant
Products Research Co. 1422 Class A-1/ 2,
Wing Fuel Area Sealant
Products Research Co. 1422 Class A-2,
Wing Fuel Area Sealant
Rectorseal No. 15 or Mil-T-5542B, Anti-
Seize and Sealing Compound ·
NOTI
Class A - indicates brushable material.
Class B - indicates filleting or injection
material. Dash numbers indicate the
work Iife of the sealant. Example: A-2
indicates a brushable material having

•
SOLVENT SHOULD BE USED. a 2-hour maximum work life.

WING SEALING
Prior to use, all sealants are to be stored in a refrig-
The wing area next to the fuselage is carefully sealed erator. Two-part sealants should be mixed only in
during manufacture of the various sub assemblies and ·the quantity requlred for a specific task. Surplus ad-

5-14 Change 5

hesive should be discarded since the storage life of
mixed sealants, even under refrigeration, is very
limited. The two-part sealants have a definite and·
llmited work life after being mixed; the work life be-
ing the length of time the sealant will remain in a
workable form before becoming too hard. Before
mixing the sealant, the amount needed for the specific
job should be estimated and only that amount mixed.
Do not try to seal an area so large that the job cannot
be finished within the work life of sealants. By using
these simple precautions a great deal of time and
sealant may be saved.
CLEANING MATERIALS AND TOOLS. The following
is a list of cleaning materials and tools used when
applytng sealants.
1. Methyl Ethyl Ketone (MEK).
2. Cheesecloth, Kl.mwipe, or equivalent. Do not
.use shop towels.
3. Pyles sealing gun, Model 250-06 (using dispos-
able cartridges).
4. Sealant formingtools - spatula and sealant fair-
ing tóols.
5. Inspection mirror.
SEALING PROCEDURES. The following procedures
are provided to enable operators to obtain successful
•
sealingof the wing during and following r epairs to the
wing area.
\. ···' Cleaning
Remove grease, oil, dirt, chips and all foreign mate-
rial prior to cleaning. The success of a good seal
dependa on the thorough cleaning of both surfaces of
the affected parta to be sealed. Cleaning can be .ac-
complished using expendable gauze sponges or a clean
llnt-free cloth. Scrub both surfaces until cloth re-
mains clean after wiping. Do not use an excessive
amount of solvent. For the final cleaning, wipe sur-
faces dry with a clean dry cloth to remove any film
left by theevaporationof the solvent. The area clean-
ed should be slightly wider than the width of the seal-
ant to be applied. All cleaning solvent should be re-
moved from assembly faying surfaces with oil-free,
Change 5
Section V
Fuel ~stem
compresse4 air. If any primer or paint is removed
during the cleaning operation, paint the area after the
sealing operation is .completed.
Mixing
Mix the two-part sealants in accordance with the in-
structions on the container. Mix or stir the mixture
until it is uniform in color. Keep mixture frée from
grease, oil, dirt, metal chl.ps, and all foreign ,pbjects.
Mix only enough sealant necessary far compléting the
sealing requirements. Keep the sealant coñtainers
closed when sealant is not being used.
Skin Laps
The interna! edges of all .skin laps and both edges of
all frame flanges are sealed with a fillet of 890 Class
B-2 sealant applied with a pressure gun. When used
as a faying surface sealant, the surfaces must be
cleaned, the sealant applied to one surface with a
pressure gun or spatula, and then spread with aspa-
tula to cover the entire faying surface area approx-
imately 1/ 32 inch thick. When the surfaces are fas-
tened together, a sma.11 excess of sealant will be ex-
truded continuously along the joint. The extruded
sealant is then faired out, leaving a smooth fillet along
the length of the joint.
Electrical Wiring
All electrical wiring passing through wing structures
are routed through grommets in ribs, webs, and
beams. The grommets are sealed with Coast Pro-
Seal 890 Class A-2.
REPAIR OF SEALANTS. Should the sealant become
damaged during its work life, it may be repaired by
removing the damaged f111et and applying new sealant,
or reworking the fillet with a forming tool. Wben the
damaged fillet has hardened, the fillet should be re-
paired as follows: Remove all faulty sealant or re-
move sealant down to solid materials and reseal. If
beyond repair, cut away complete fillet and clean and·
reseal the area. Wben removing sealant do not dam-
age surface beneath fillet.
5-15
Section V 5008 MAINTENANCE MANUAL
Fuel System

TROUBLE PROBABLE CAUSE REMEDY

No fuel flow to engine- Fuel tanks empty. Check fuel quantity. Service with
driven fuel pump. proper grade and amount of fuel.

Fuel line disconnected or lnspect fuel lines. Connect or

broken. repair fuel lines.

Fuel tank outlets plugged. Disconnect fuel lines from tank

outlets . No fuel indicates plugged
outlets. Remove and clean outlets
and flush out tanks.

Vapor separator filter. Inspec t filler. Clean or replace

element.

Fuel line plugged. Starting at fuel boost pump, dis-

connect fuel Unes successively
until plugged line is located. Clean
· out or replace fuel line.
Fuel starvation Partial fuel flow from tite Use tite preceding isolation pro-
after starting. preceding causes. cedures, checking for sufficient
rate of flow. Use tite preceding
remedies .

Malfunction of engfue-driven Check pump outlet pressure during

fuel pump . cranking. Repiace fuel pump.

Fuel vents plugged. Pressure check each vent line . ·

Clean or replace vent line.

No fuel flow when Open fuel boost pump switch. Check visually; ü open, close the
boost pump is turned on. switch. ·

Defective fu el boost pump switch. . Check continuity of switch. Re-

place defective switch .

Loose connections or open Check connections and wirj.ng .

circuit. Tighten connections; repair or
replace wiring.

Defective fuel boost pump. Disconnect outlet line . Witlt pro-

per fuel supply to pump, fuel under
pressure should flow from outlet.
Replace defective boost pump.

No fuel quantity Fuel tanks empty. Check fuel quantity. Service witlt
indication. proper grade and amount of fu el.

Fuel quantity indicator círcuit Check visually; if not open, check

breaker open or defective. continuity. Reset. Replace if
defective.

Figure 5-10. Trouble Shooting Fuel System (Sheet 1 of 2)

•
5-16
 . 500S MAINTENANCE MANUAL Section V

••
Fuel System

TROUBLE PROBABLE CAUSE REMEDY

'
No fuel quantity Defective fuel quantity indicator Disconnect wire from transmitter
indication. or transmitter . at indicator and temporarily attach
(Continued) it to a new indicator that is register-
ing. If new indicator does not regis-
ter, transmitter is defective ar
wiring is shorted. If new indicator.
registérs, the old indicator is
defective. Replace defective trans-
mittet or indicator as required
(make a wirlng continuity check
before replacing any system com-
ponent) .

Loase connections ar open Check connections and wiring.

circuit. Tighten connections; repair or
replace wiririg.
No fuel flow (psi)
indication . Restricted, broken or leaking Clear and clean line, tighten
line . fittings , or replace ü necessary .

Defective instrument. Replace instrument.

Vapor in fuel line . Start and run auxiliary fuel pump

until instrument registers normally.

Faulty relief valve in englne- See Remedy under F\lel Starvation

driven pump or defective pump . After Starting in this Figure.

Figure 5-10. Trouble Shootin9 Fuel System (Sheet 2 of 2)

5-17/ 5-18
5008 MAINTENANCE MANUAL
F

FUEL FLOW
INDICATOR IN
----
INSTRUMENT
PANEL

FUEL DISTRIBUTOR
VAL VE

--...,...,~----' SERVO
1 UNIT
SEPAR

FUEL PRESSURE GAGE

IN INSTRUMENT PANEL

figu re 5-2 . Fu el System

ction V
System

FUEL QUANTITY
INDICATOR IN
INSTRUMENT PANEL

FUEL FILLER
PORT
CELLINTERCONNECT
TU BES
-
FUEL VENT LINE
D FUEL QUANTITY
TRANSMITTER UNIT
D
RWING
FUEL CELL
D D LWING
FUEL CELL

o o

•
FROM L ENGINE

t PK.~~ \ SUMP DRAIN

".,..,.,........,.,,, VALVE

FUEL PRESSURE

•
25 44 A 4

-3/ 5- 4
 5008 MAINTENANCE MANUAL Section X
Electrical

EFFECTIVE SERIAL NUMBERS

3185 THRU 32-01 @!j)Ar~
. '7r rr:':J:
i'6

1
.f.l?JA

f.llf.IA

~5~----r---
(',/'-lf

rT-------IJ7tf-----t-----t---'

f,V.,

1 ;,f3
<$>-v-~1L...
;,,,.,.,

. - - - - - S . MTI! - - - - -
f.Tl'/C
1 ~-f-----f'-'-F---------...

•• ' - - -- - -Gt!IR R:?J'/ Tll:W

J'HOWN /A' U~
/.VLVCA!Z7..é' --------~
<OCK -'ta'T/.0#

Figure 10 ·31. Gear Position Lights and Warning Horn (Sheet 6 of 7)

DR(17)111

Change 5 10- 105/ 10-106

 500S MAfí'¡TENANCE MANUAL
•
SECTION VI
LANDING GEAR, WHEELS ANO BRAKES
TABLE OF CONTENTS
LANOING GEAR . . . . • • . . . . . . . . • . . . . . • . . • • . •
Landing Gear Operation .. • .. .. . .. . . • .. ..
Operational Check • . . . . . . . . . . . . . . • . • . . . •
MAIN LANDING GEAR . • . . . . . . . . . . • . . . • • . . •
Strut Operation . . . . . . . . . . . . • . . . . . . . . . . • .
Removal . • . . . . . . . . • . . • . . . . . . . . . . . • . • . • .
Installation •. •• .... . ·. . . . . . . . • . . . • . . . . . . •
Strut Doors .. .......... .......... ... ... ·.
Uplocks . . . . . . • • . • . . . . . . • . . . . . • . . . . . . . . •
NOSE LANOING GEAR . . . .. • .. .. . .. . . . . . . . .
Removal and Disassembly . . . . . . . . • . . . . • .
•
Reassembly and Installation • . . • . . . . • . . • . .
Nose Wheel steering .. .. • • . . .. • . . . • . . . . .
Nose Gear Actuating Cylinder • • . • . . . . . . . .
Nose Gear Door Rigging . . . .. .. • .. . . . . .. .
LANOING GEAR POSITION INDICATORS
ANO WARNING SYSTEM .. . .. .. .. . . ........ .
LANDING GEAR
The Model 500S aircrait is equipped with a hydrau-
llcally operated tricycle landing gear, which includes
a steerable nose wheel and self-adjusting disc brakes
for the main landing .gear wheels. Nose wheel steer-
ing and brakes are controlled by power brake valves,
which are actuated by depressing the rudder-brake
pedals from either pilote position. The aircrait is
aleo equipped with a parking brake system wlúch ope-
rates on normal or auxiliary hydraulic system pres-
sure. JMring the retraction.and extension cycle, the
main landinggear innerbody, strut piston, and wheels
rotate 90-degrees. This permits the main gear whejlls
to lle flat in the nace lle wheel wells, when the gear is
retracted. Dual actuatinghydraulic cyllnders areused
to retract and extend each main landing gear. The
'down' port of each outboard hydraulic-pneumatic ac-
tuating cyllnder is connected to a nitrogen gas bottle
located in the ait fuselage and provides the means
for emergency extension of the main gear in the event
of hydraulic system failure. MechanicaUy operated
•
landing gear doors enclose each main landing gear
strut when the gear is retracted. The main gear are
retained in the retracted position by mechanically ac-
tuated uplo.c ks which function in conjunction with hy-
draulically operated uplock cyllnder piston rods. The
main landing gear will remain in the retracted position
Section VI
Landing Gear, Wheels and Brakes
Page Page
6- 1 Position lndicator Lights • . • . • . . . . . . • . . • • • 6-14
6- 2 Warning Horn •.••. .. ..... .. .. .•. ....••. 6-14
6- 2 WHEELS ANO BRAKES • . . . . . . . .. .. • .. . . . .. 6-14
6- 4 General Oescription .... . ........ ; . . . . . . . 6-14
6- 4 Main Wheel Removal and
6- 6 Disassembly • • • . . . • . . • . . . . . • . . . • . . . . . . 6-15
6- 7 Main Wheel Reassembly and Installation
6- 8 (Tubeless Type) . . . . . . . .. . • . . . . .. . • • . . . 6.."16
6- 8 (Tube Type) . • . . . . . . . . . . . . . . . . . . • • • • . . • 6-17
6- 9 Measuring Brake Lining Wear .....•.••..• 6-19
6- 9 Brake and Nose Wheel steering
6- 9 System Bleeding • • . . . . . . . . • • . . . • . . . . . . . 6-21
6-11 Nose Wheel Removal and Disassembly • . . . . 6-21
6-13 Nose Wheel Reassembly and lnstallation
6-13 (Tubeless Type) . . . . . • • . . . . . . • . • . . . . • . . 6-21
(Type Type) . . • . . . • • . • . . . . . . . • . . . • . . . . . 6-23
6-14
until the landing gear control lever is placed in the
down position. In the event of hydraulic system fail-
ure, the uplocks are mechanically disengaged when
the landing gear control lever is moved to ON. Nitro-
gen gas pressure in the storage bottle and Unes con-
nected to the 1down 1 port of each hydraulic-pneumatic
actuating cyllnder, extends and locks· the main gear.
Bungee cords attached to the main landing gear drag
bracea, assure that the main landing gear is locked
in the down position. The nose landing gear retracts
ait into the noée wheel well and is completely enclosed
by mechanically operated wheel well doors. A single
hydraulic actuating cylinder retracta and lowers the
nose landing gear. The nose wheel is centered auto-
matically by an ihternal cam, as soon as the weight of
the aircrait is relieved from the no se wheel, anda
mechanically actuated steering bypass valve .deacti-
vates nos e wheel steering during the retractioil cycle.
The nose landing gear is held in the retracted position
by hydraullc pressure on the 'up' side of the actuating
cyllnder piston. If the hydraulic system should fail,
the nose Janding gear will free-fall to the down posi-
tion. The nose gear bungee spring as sures that the
gear is locked in the down position. Unintentional
r etraction of the landing gear is prevented by a saiety
latch, located on the right of the landing gear control
lever. Landing gear position indicators and warning
system is also provided to alert the pilot when the
landing gear is in the 'up and locked' or 1down and
6-1
Section VI 500S MAlNTENANCE MANUAL
Landing Gear, Wheels and Brakes
locked' position. In addition to the landing gear indi-
cator light system, a warning horn will sound when
both throttles are retarded to a power setting of 11-
inches Hg. , 1f all landing gear are not locked in the
down position.
LANDING GEAR OPERATION
The landing gear control lever, located on the right
side of the center instrument panel, is attached to a
lever on the landing gear side of the landing gear-
wing flap control valve by an adjustable push-pull rod.
When the control lever is placed in the UP positlon
hydraulic fluid pressure is routed froin the landing
gear control valve to the 1up1 port of both actuating
cylinders on each main landing gear and to the nose
gear actuating cylinder. Hydraullc fluid pressure is
simultaneouslydirected tothe retract port of the main
landing gear uplock cylinders at the beginning of the
retraction· cycle. Retractlon of the uplock cylinder
piston rod compresses the emergency extension
spring, installed on each cylinder piston rod, and
positions the mechanical uplocks to engage the landing
gear uplock bracket when the main gear retracta.
The landing gear control lever must remain in the UP
position while the gear is retracted. This provides a
constant source of hydraulic pressure from the land-
ing gear control valve to the retract port of each land-
ing gear actuating cyllnder and main landing gear up-
lock cylinder, as long as normal hydraulic sy~tem
pressure is available. lf the hydraullc system should
fail, a check valve located in the landing gear-wing
flap control valve manifold, will trap hydraulic fluid
pressure in the uplock cylinders and prevent the up-
locks from disengaging, Movement of the landing
gear control lever to the DN posltion releases the
trapped fluid in the uplock cylinders permitting the
gear to unloclt. The nose landing gear is held in the
up position byhydraullc systempressureonly and will
therefore free-fall to the down position immediately
following hydraullc· system failure • .The 'down' port
of each outboard hydraullc-pneumatic actuating cyl-
inder for the main landing gear, is connected to a
nitrogen storage bottle in the aft fuselage. During the
main landing gear retraction cycle the nitrogen gas
pressure contained in the storage bottle, outboard ac-
tuating cylinder, and connecting Unes is further com-
pressed by movement of the cylinder piston. When
the landing gear control lever is moved to the DN
positlon hydraulic pressure on the retract side of each
landing gear actuating cylinder is released. Hydraullc
pressure .is simultaneou sly applied to the 'down' port
of the nose gear and inboard main landing gear actu-
ating cyllnders. Fluid pressure is concurrently rout-
ed to the main landing gear uplock cylinders to extend
the uplock cylincier pis.ton rod and disengage the me-
chanical uplocks. Nitrogen pressure reacting on the
'down' side of the outboard (hydraulic-pneumatic) ac-
tuating cylinder piston helps the inboard cyllnder to
extend the ma1n geaJ". . In the event of hydraulic sys-
tem failur~ the nose gear will free-fall to. the down
positioil and be locked in place.by the no se gear rungee
spring. The main landing gear will remain in the re-
tracted p0sit1on until the gear control lever is moved
6-:2
to the DN position, ,.This releases the hydraullc fluid
trapped in the uplockcylinders andpermits the emer-
gency extension spring on· the uplock cylinder piston
rod to extend thepiston rodand disengagethe uplocks.
As soon as the uplocks are disengaged, nitrogen gas
pressure extends the outboard actuating cylinder
piston rod, to extend and lock the main gear. Posi-
tive locking in the down position is assured by bungee
corda attached to the drag brace of each main landing
gear. The landing gear doors for the nose and main
gear are mechanically . operated by movement of the
landing gear toward the r etract or extend position.
A description of the landing gear door actuating sys-
tems is contained in subsequent paragraphs.
OPERATIONAL CHECK
A landing gear operational check must be accom-
pllshed at intervals prescribed by the aircraft in-
spection guide, An operational check should also be
pertormed after an unusually hard landing and after
replacement of a landing gear assembly or its com-
ponent parts.
a. Jack aircraft as outllned in Section Il.
b. Disconnect inlet (supply) and outlet (pressure)
hoses from right engine hydraullc pump and cap pump
inlet and outlet porta. .
c. Connect an externa! hydraullc power source
capable of providing 1050 psi pressure to the discon-
nected inlet and outlet hoses..
d. Place master switch in either BATTERY or
EXT PWR position as required.
e, Place landing gear control lever in UP position.
l. On aircraftserial number 1531thru1782,
gear unsafe (red) indicator light should illum-
inate when both main gear and nose gear are in
the up and locked position. If light is not illum-
inat~d , check gear uplock switchestodetermine
which switch is .not completing the circuit (see
diagrama in Section X).
2~. On aircraft serial number 1783 and subs,
g.ear unsafe (red) indicat,Qr light should illum-
inate during gear retraction and extension, and
should remain illuminated ü any one gear fails
to lock in the up or down position (see diagrama
in Section X) ,
f. lnspect gear in retracted position for clearance
between gear and surrounding structure. lnspect hoses
for clearance and freedom from binding or kinking.
g. . Turn off externa! hydraullc source and reduce
hydraullc system pressure to zero. Nose gear should
free-fall to down and locked position and main gear
should be held in the retracted position by the main
gear uplock mechanisms. ln the event main gear
tends to free-fall, check for thefollowing malfunctions:
l. Hydraulic leaks in uplock actuating cylin-
ders and connecting hydraullc lines.
2. Hydraulic fluid leaking past check valve
in landing. gear-wing flap control valve.
h. Place lañding gear control lever in DN position.
Main gear uplock mechanism should unlock immedi-
ately and release main gear. Nitrogen pressure in
main gear hydraullc-pneumatic actuating cylinders
 Section VI

•
Landing Gear, Wheels and Brakes

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

.A--- MAIN GEAR

ACTUATING CYLINDER

LANDING GEAR TRUSS

d?'.l+---UPPER DRAG
TORQUE
BRACE
LINK
~~~'---TRUNNION
BUSHINGS

ADJUST SWITCH BY
ROTATING CHECKNUTS

GEAR SAFE
LIGHT SWITCH

SCISSORS - - -

UPLOCK
BRACKET ---e1.'"~

FORK
ASSEMBLY--+1

• Figure 6· 1. Main Landing Gear

'
. ··f .

26 1

6-3
Section VI 5008 MAINTENANCE MANUAL
Landing Gear, Wheels and Brak.es
should force main ¡iear to the down and locked posi-
tion. U main gear will not un1ock, check for broken
extension spring on uplock cylinder piston rod. lf
the main gear does not extend and lock in the down
position, check for the following maliunc!!ons:
l. Low pressure in nitrogen storage bottle.
2. Incorrect landing gear drag brace adjust-
ment.
3. Weak or damaged bungees.
i. The three gear safe (green) indicator lights
should illuminate to indica.te that each landing gear is
down and locked. Should one or more lights fail to'
illuminate, check landing gear for down and locked
position. U gear is locked clown, adjust appropriate
gear position indicator switch to obtain proper light
operation.
j. Energize external hydraullc power source and
cycle gear al least twice to ensure satisfactory ope-
ralion.
k. Remove external hydraulic power source and
reconnect hydraulic system inlet and outlet Unes to the
engine-driven hydraulic pump. Start engine opposite
to one used for external hydraulic hookup al next
groundrunor flight. This is nota mandatoryrequire-
ment but will assure immediale·prtming of hydraulic
system.
l. Remove jacks and tail stand from aircraft.
MAIN LANDING GEAR
Each main landing gear installation consista of a strut
body, fork assembly, scissors assembly, upper and
lower drag brace assernbly, bungee cords, and wheel
and brake assembly (see Figure 6-1). The aft end of
each main gear hydraullc actuating cylinder and hy-
draulic~pneumatlc actuating cylinder is attached to
the drag brace upper hlnge point, and the actuating
cylinder piston rods are attached to the landing gear
trunnion. During gear extension the actuating cylin-
ders force the upper and lower drag brace of each
main gear overcenter, to assure a positive lock in .
the DOWN posltion. Two bungee cords attached to
each main strut outer body and lower drag brac;e pro-
vide further assurance that each drag brace is moved
to the positive locked positlon. The scissors assem-
bly, installed between the strut outer body and strut
fork, · prevents the wheels from castoring when the
aircraft is on the ground. All points of the gear ac-
tuating mechanism r equiring lubrlcation are equipped
with grease fittings. Grease should be applied spar-
ingly and all parts ·Wiped clean to prevent collection of
dirt. (Refer to Lubrication Chart , Section Il) To pre-
vent damage to 0-rings and seals from ahrasive
materlals, frequently elean the strut pistons and
actuating cylinder pisten rods with a clean cloth damp-
ened inhydraulic fluid. Hydraulic fluid leakage at the
strut piston or actuating cylinders must be corrected
as outlined in subsequent paragraphs. Bungee cords
which are frayed or show other evidence of deter-
ioration must be replaced. To prevent rapid deter-
ioration, bungee cords must be maintained free
6-4
of oil and solvents. Do not permit cleaning solvent to
come in contact witñ bungee corda when strut or· en-
gine cowllng is being cleaned. All landing gear hinge
points, bushing, and bushing retainers· should be
carefully inspected for wear and damage during each
:landing gear operatlonal check.
STRUT OPERATION
The landing gear struts are oleo-pneumatlc assem-
blies, designed to absorb taxiing and landing shock
loada. Major components of the strut assembly con-
sist of a strut outer body, strut inner body, and strut
piston. The inner body rides on needle bearings
within the outer body and rotales with the strut piston
to position the wheels in a stowed position when the
gear is retracted (see Figure 6-2). The strut outer
body is filled with Mil-H-5606 hydraulic fluid and
the íowerportionof the strut is serviced with nltrogen
gas, to a pressure of 265 (! 10) psig, when the strut
is fully extended. The landing shock of the aircraft is
absorbed within the landing gear strut by metering
the flow of hydraullc fluid through a snubber and ori-
fice plate, as the piston moves through the hydraulic
fluid. The snubber plate is spring-loaded upward
against the orifice plate. With the snubber seated
against the oriiice plate, four metering holes in the
snubber are closed andonehole is open. Shock forces,
exerted on the landing gear, cause the strut piston to
move upward through the hydraulic fluid contained in
the strut inner body. As the strut compresses (piston
moves upward) forces exerted against the hydraulic
fluid move the sprlng-loaded snubber plate away from
the orífice plate, exposing the four metering holes.
Hydraulic fluid is then forced from the inner body
th,rough the five holes in the orlfice plate into the strut
piston. The floating piston is forced downward, com-
pressing the nltrogen gas. This diminishes the land-
ing gear shock load by automatically controlling the
movement rate of the piston and the loada transferred
to the airframe durlng landing. As the strut piston
reaches the upper limits of .t.ravel, the compressed
fluid, starts to extend the strut piston. This permita
the snubber sprlng to reseat the snubber plate against
the orifice plate and to meter the hydraulic fhiid out
of the upper strut piston through the single meterlng
hole in the snubber plate. This retards piston exten-
sion and controls strut pistan rebound. While taxiing,
the snubber plate normally remains seated and the
landing gear shock loads are absorbed by the com-
pressed nitrogen within the strut piston. Scissors
links installed between the strut outer body and strut
fork prevent the Jandlng gear wheels from castoring
while permltting the shock strut piston to retract and
extend. As the maln gear retracts into the nacelle
wheel weu; a torque link attached between the top oí
the strut lnner body and landing g~ar truss rotales
the strut piston and wheel approximately 90 degrees.
This allows the wheel to lle flat within the wheel well
when the gear is retracted. As the gear is extended,
the torque link rotates the strut inner body, pistan,
and wheel in the opposite directlon to positiori the
wheel for landing.
 ~. 9~S. ~~~NANCE..,, MANUAL
..... . ·. ' . . ' ' ·, ~-.
";.- ~~~
Section VI
Landing Gear, Wheels and Brakes

* DO NOT REMOVE LOCK

SCREW AND CHANGE
TORQUE LINK POSITION OF THREADED
PIN BUSHING

* THREADED BUSHING LOCK SCREW

THREADED BUSHING SNUBBER

SNUBBER
.MOUNTING
SPRING
NEEDLE PIN
BEARING
(
BEARING .\ UPLOCK PISTON

~:::R 1 \]RACKET
BEARING
BODY ~ FLOATING
SPACER PISTON

INNER BUSHING--f4;a PJSTON

-+-......-BODY 0-RING
LOWER
NEEDLE SCJSSORS--~
11r:Jto..i..-- BEARING
LINK

'DRAIN
UPPER PLUG
SCISSORS
LINK
NITROGEN
VALVE
BODY BOLT
UPPER
BEARING j UPPER FORK
BEARJNG
ASSEMBLY
BEARING RETAINER
SPACER y PIN

BEARING~
· BEARING ·
GLAND · ' · GLAN~
0 -RINGS
WIPER .

WASHER---~
SNAPRING~~
v·/ / '

• Change 5
Figure 6-2. Main Landing Gear Strut Assembly {Sheet 1 of 2)
26 2

6-5
· SectionVI 5008 MAINTENANCE MANUAL
Landing Gear, Wheels and Brakes

TORQUE
LINK SHAFT ~o
, -·- - - • 1
TOROUE LINK
BUSHING~
~ THRUST RING

TOROUE LINK
BUSHING

JORQUE LINK ASSY

•
THRUSTRING

TORQUE LINK SHAFT AETAINING BOLT

MUST BE SAFETY WIAED AS SHOWN
TO PREVENT WIRE FAOM SLIPPING
OVER TOP OF BOLT HEAO ANO OVER
TOP OF BLEEOER PLUG ANO ALLOWING
BOLT ANO/OA B~EE DER PLUG TO LOOSEN

•
FWD
VIEW LOOKING DOWN ON
MAIN LANDING.GEAR STRUT ASSY

0.006" MAX

Figure 6-2. Main Landing G•r Strut Assembly (Sheet 2 of 21

G232 4

•
6-6 Change 5
 5oos MAfNTENÁNtE MANUÁi. ·
••
REMOVAL
·, .-
Ma1n landing gear removal is not required unless it
is necessary to replace the trunnion bushings, torque
link and shaft bolt, ar the complete landlng gear as- ·
sembly.
. Do not remove lockscrew from the
threaded bushing or make any adjust-
ment to threaded bushing,
All other authorized repairs may be accompllshed
wlthout removing the strut outer body from the air-
craft. To remove the complete landing gear assem-
bly proceed as follows:
a. Jack aircraft as outlined in Section Il.
b, Reduce hydraullc system pressure to zero and
disengage parking brakes.
c. Reduce pressure in nitrogen storage bottle to
zero.
d. Disconnect and cap hydraullc brake hose at fit-
ting in wheeiwell and detachhosefrom nacelle anchor
bracket.
llOH
Disconnect electrical wiring to landing
gear swltch(es) when removing landing
gear.
e. Remove bungee corda from lower pulleys.
f. Disconnect actuating cyllnder pistan rods from
landing gear outer body.
g. Detach landing gear door llnkage.
h. Detach dragbrace fromlandinggear outer body,
1. Remove drag brace pin retaining bolts.
2. Screw a 1/ 4-inch 28-thread bolt into drag
brace pins and withdraw pins.
3. Allow drag brace to hinge aft and clear of
work area.
· i. Remove main landing gear wheel.
j. Remove taper pins from trunnion bushings.
k. Support gear, withdraw mounting pins from
trunnion, and remove gear,
DISASSEMBLY. Disassembly of the strut inner body
must be accornpliáhed by anauthorizedrepair agency.
When necessary to return a strut to the manufacturer
far overhaulalways send the complete strut assembly.
Strut repairs authorized far field maintenance activi- ·
ties may be accomplished without removing the land-
ing gear from the aircraft. This includes removal of
all parta attacbed to the strut outer body and the re-
moval and disassemblyof the strut pistan. To remove
the strut pistan refer to Figure 6-2 and proceed as
follows:
Change 5
Section VI
Landing Gear, Wheels and Brakes
a. Jack aircraft as outllned in Section Il.
b. Redu"'ce hydraullc system pressure to zero and
disengage parking brakes.
c. Helease pressure in landing gear nitrogen stor-
age bottle.
d. Remove landing gear wheel
e, Disconnect hydraullc brake llne at fitting on
outer strut body.
f. Detach electrical wirlng to ground contact switch
and detach switch at switch arm, when applicable.
g. Deflate strut by turning air válve counterclock-
wise approximately 2-1/ 2 turns.
h. Drain hydraulic fluid from strut by removing
filler arid drain plugs.
1. Compresa strut pistan one inch and block strut
in this ¡X>sition. ·
j, Remove cente r bolt from scissors link assembly.
k. Remove pistan retainer snap ring and washer,
l. Hold strut pistan within strut body, push drag
brace up at center hlnge point, swing gear aft, and
withdraw strut pistan.
Pistan Disassembly
Hydraulic fluid leakage at the strut pistan requires
disassembly of the pistan and replacement of 0-rings
and wiper rings.
a. Remove upper bearing lock pin and unscrew
upper bearing.
b. Remove orifice plate, snubber, snubber spring,
and spring retainer.
11011
When upper bearing is removed, orifice
plate and snubber will be forced out due
to spring tension.
c. Slide bearing spacer and gland off pistan.
d. .Remove air valve body bolt from pistan and
fork assembly.
e. Remove lower pistan plug, spacer, and floating
pistan.
CLEANING AND INSPECTION. Clean and inspect all
parta, paying special attention to condl.tion of 0-ring,
snap ring, and wiper grooves. Minor scratches should
be removed from all surfaces by polishing with mild
abrasive or crocus cloth, providing removaL of the
defect does not effect operil.tion of the part. Inspect
snubber spring far a load of 11. 5 (! 2) pounds when
. compressed to a height of O. 69 inches. If gear action
has been noticeably spongy or hard, replace snubber
spring whlle it is accessible. Figure 6- 12 lista parts
that are critical and which must meet the tolerances
shown for proper operation of the gear. Replace all
0-rings and wiper ringa at time of reassembly. Im-
merse in Mil-H-5606 hydraulic fluid befare installa-
Uon.
REASSEMBLY. Reassembly of the landing gear strut
is the reverse of the disassembly procedure. Give
6-6A/6-6B
 500$ MAINTENA:NCE MANUAL
••
particular attention to the following items during as-
\. sembly.
a. Torque upper bearing on plston to 100 (+50, -10)
foot-pounds. Lock pin boles must allgn.
To prevent darnage to the snubber plate
depress and hold snubber down with a
dowel pin, while installing bearing.
b. With dowel pin insertad through hole in orüice
plate, depress and release snubber several times to
assure proper action of snubber. Snubber reaction
must be positive with ·no evidence of sticking or bind-
lng.
c. Discard 0-rings, backup rings, wlper ringa,
cotter pins, and air valve gasket and replace with
new parta.
d. When installlng drag brace pins, lndex pin head
so that locking hole can be aligned with shank of drag
brace pin retaining bolts (see Figµre 6-1).
e. Inspect all non self-locking bolts and nuts for
corred cotter pin or safety wire installatlon. Make
certain that piston snap rlng at bottom of strut piston
is properly seated in snap ring groove.
INSTAllATION
Installation of the rnain landing gear is the reverse of
the removal procedure. Special attention should be
given to correct placement of the torque link upper
end of its spherical bushing when the gear is being
fitted to the landing gear truss. After installation,
service landing gear as outllned in the following para-
graph and charge the landing gear nitrogen storage
bottle as outlined in Section 11. Bleed brake system
and adjust drag brace preload as outlined in this sec-
tion. Replace bungee corda which are frayed or show
evidence of deterioratlon. To replace bungee cords
it is necessary to remove · the upper bungee pulleys.
This is accomplished by removing snap ring from
each end of puUey shaft and driving the shaft out of
the strut lugs. Accomplish a complete operational
check of the landing gear arter strut repair' compo-
nent replacement, or replacement of the gear assem-
bly.
STRUT SERVICING. Hydraulic fluid, Mil"H- 5606
and nitrogen gas are used to service the main landing
gear struts. Moisture free compressed air may be
used in lieu of nitrogen gas temporarily¡ however,
the strut should be deflated and serviced· with nitrogen
•
as soon as possible. Nitrogen is more suitable for
strut servicing because of its dryness and relative
stab111ty during changes in ambient temperature.
Section VI
Landing Gear, Wheels and Brakes
a. Jackjlircraft as outlined in Section 11.
b. Completely deflate strut and remove air valve
body.
c. Remove hydraulic filler plug at top of strut.
d. Apply low pressure air to hydraulic filler port
to fully extend piston, and assure that floating piston
is bottomed inside strut piston.
e. Fill strut to overflowing witb Mil-H-5606 hy-
draullc fluid.
f. Attach drain hose to hydraulic filler port. and
slowly compresa strut; · Catch fluid overflow in cléan
container so that it may be reused. /·
g. Extend gear, refill strut to overflowing, and
repeat step f. Cycle pistonin this manner three times
to assure that all air trapped in the strut is expelled.
h. After third filllng, compresa strut piston fo
force out excess fluid and instan hydraÚlic filler port
plug. To prevent air f:¡-om entering strut when,.s trut
piston is extended, plug must be installed while'strut
piston is compressed. Secure filler p6rt plug and
safety wire.
i. Instan air valve body and inflate strut with
nitrogen to 265 (~ 10) psi, with landing gear fully ex-
tended.
j. Remove jacks and tail stand and check static
height of main gear strut. Refer to strut extension
chart in Section II.
DRAG BRACE PRELOAD ADJUSTMENT. When the
main landing gear is fully extended, the center hinge
point of the drag brace assembly is forced overcenter
by thé hydraulic-pneumatic actuating cylinders and
bungee corda, to provide a positive downlock (see
Figure 6- 1). The adjustment procedure outlined be-
low applies to both of the rnain gear actuating cy lindera
and is necessary to assure adequate drag brace pre-
load to lock the main landing gear in the down posi-
tion. Preloading of the drag brace also assures ade-
quate clearance between the end of the actuating cyl-
inders and pistons, when the gear is fully extended.
a. Jack aircraft as outlined in Section Il.
b. Reduce hydraullc system pressure to zero and
place landing gear control lever in DN position.
c. Reduce nitrogen pressure in landing gear nitro-
gen storage bottle to zero.
WARNING 1
Do not attempt todisconnect either end 'i
of hydraulic~pneumatic actuating cyl- ):
inders until air pressure in the landing
gear nitrogen storage bottle is reduced
to zero.
d. Disconnect forward end of actuating cyllnders
from gear clevis fitting and manually extend cylinder
piston rod until piston bottoms in cylinder.
e. Loosen actuating cyllnder rod end bearing check~
6-7
Section VI 500S MAINTENANCE MANUAL
Landing Gear, Wheels and Brakes

GEAR-UPLÓCK
LIGHT SWITCH

NOTI
MECHANISM LOCKED MECHANISM UNLOCKED
* LOWER LINK ARM SHOULD
BE ADJUSTED TO A LENGTJi
OF 2. 25 INCHES, MEASURED
CENTER TO CENTER OF
OOLT BOLES 266

Figure 6-3. Main Landing Gear Uplock Mechanism

nut and adjust rod end bearing until rod can be posi-
tioned in clevis fitting and rod end bearing attach bolt
w1ll sllde freely in place.
f. Remove rod end bearing attach bo1t and 'back
offl plston rod end bearing three complete turns.
g. Attach rod end bearing to clevis fitting, install
attach bo1t, and tighten rod end bearing checknut
h. Charge landing gear nitrogen storage bottle as
outllned in 8ectlon II.
i. Perform landing gear operational check as out-
llned in this section.
STRUT DOORS
Mechanically actuated doors enclose the ma1n landing
gear strut when the gear is fully retracted. The doors
are hinged to each side of the nacelle strut well open-
ing and are operated by a spring-loaded toggle me-
chanism. A hook on the gear strut outer body actuates
the toggle.mechanism as the gear is retracted and ex-
tended.
Do not ·· manually force landing gear
door mechanism overcenter as injury
may result from doors suddenly clos-
ing uuder heavy spring tension,
b, Retract landing gear.
c. Check strut doors for snug fit in closed position.
Shorten push-pull rods if doors are not fully closed.
d. Place landing gear control lever in DN position
and visually check gear for down and locked position.
e. Disconnect external hydraullc power source
from air~raft and remove jaclcs and tailstand.
UPLOCKS
An uplock mechanism, located in the top of each na-
celle wheel well, locks the main landing gear in the
retracted position. The uplock assembly shown in
Figure 6- 3, consista of a hydraullc actuator which is
mechanically llnked to the uplock arm. When the
main landing gear i s retracted, hydraulic pressure
retracta the spring-loaded actuator piston rod and
positions the uplock arm to engage the lock bracket
on the landing gear fork. Engagement of the lock
bracket and arm causes the link arms of the lock as-
sembly to move 1over-center 1 and lock the gear in the
up position. When the landing gear control lever is.
placed in the DN position, hydraulic pressure on the
retract side of the uplock actuating cylinder is re-
leased and fluid pressure is directed to the 'extend'
port of the cylinder. This causes the actuating cyl-
inder to extend, pushes the link arms to the unlock
position, and permita the uplock bi'acket to disengage
from the uplock arm. If the hydraulic system ·should
fail, the' spring located on the uplock actuating cylln-
der piston rod will mechanically disengage the uplock

•
arm, as soon as the landing gear control lever is
placed in the DN position. Instructions for adjust ment
RIGGING of the uplock mechanical linkage are contained in
Figure 6- 3. Uplock extension springs and link arm
a. Attach external hydraullc power source and springs should be inspected for breakage prior to the
jack aircraft as outlined in section 11. first flight of each day.

6-8
 500$•MAINTENANCE MANUAL
••
NOSE LANDING GEAR
The nose gear consista of an oleo-pneumatic operated
shock strut, drag brace assembly, scissors assem-
bly, and fork assembly (see Figure 6-4). The nose
wheel is steerable and is controlled by a hydraulic
steering cylinder, actuated by applying pressure to
the rudder-brake pedals. A mechanically actuated
steering bypass valve deactivates nose wheel steering
when the gear is retracted. .The nose wheel is auto-
matically centered by a caro located within the strut
body, when the weight of the aircraft is Wted off the
gear. Retraction andextension of the gear is accom-
plished by a hydraulic actuating cylinder attached to
the aircraft structure and connected to the drag brace
assembly as shown in Figure 6-4. The gear retracta
aft into a nosewheel well located in the forward fuse-
lage. Wheel well doors, mechanically linked to the
nose gear, completely enclose the wheel well when
the gear is retracted. The scissors assembly, con-
nected to the nose gear fork and strut body prevente
the wheel from castering . The no se gear drag brace
. assembly and supporting structure should be inspected
for evidence of damage after each hard landing and at
intervals prescribed by the aircraft inspection guide.
Failure to observe nose wheel turning limita, while
ground handling the aircraft, may result in serlous ·
damage to the steerlng system and nose wheel center-
•
ing mechanism. An operational check and visual in..:
spectlon of the nose wheel steering and retraction
mechanism should be made in the event that nose wheel
is forceably turned beyond the 45 degree llmit in
either direction.
REMOVAL ANO DISASSEMBL Y
The nose laiiding gear may be disassembled without
removing the strut outer body from the fuselage.
However, if removal of the complete gear is required
proceed as follows:
a. Jack aircraft as outlined in Section II.
b. Reduce hydraulic system pressure to zero.
c. Disconnect and cap hydraulic lines from nose
wheel steering cyllnder.
d. Reduce strut nitrogen pressure to zero.
WARNING 1 Should end play become excessive an oversized collar
Do not remove nitrogen valve body or
drag brace-to-strut attach bolt before
deflating strut.
e. Remove bolt attaching drag brace assembly to
•
strut outer body.
f. Remove bolts attaching nose gear door arm and
bellcrank linkage.
g, Disconnect steering bypass valve llnkage.
Section VI
Landlng Gear; Wheels and 'Brakes
h. Supp.ort nose gear assembly, Remove bolts,
washers and nuts attachlng trunnion pins to nose sec-
tion structure.
11011
When removing nose gear, note position
and number of adjustment washers
placed between gear trunnion bushlngs
and trunnion pin bearing housing. Upon
reassembly install washers in original
position.
i. Remove plug buttonsfromforward fuselage sltin
and remove trunnion pins and clearance adjustment
washers.
j. Remove nose landing gear assembly.
To remove the nose gear piston assembly proceed as
follows:
a. Reduce system hydraulic pressure to zero.
b. Reduce strut nitrogen pressure to zero.
c. Remove bolt and disconnect scissors assembly
at center hlnge polnt.
d. Place oll pan under wheel.
11011
When piston assembly slldes ·out of
strut body, appro:ximately one quart of
hydraullc fluid will spill.
e. Ralse piston appro:ximately one inch from fully
extended position to release load from piston snap
ring (see Figure 6-5).
f. Remove plston snap ring from groove in strut
body.
g. Swing gear aft and slide strut piston out of strut
body,
CLEANING AND INSPECTION. Clean and inspect all
plated surfaces for pits, blisters, and other surface
imperfections. Examine strut body inner walls for
evidence of corrosionor scoring, Slight imperfections
may be removed by polishing with crocus cloth. In-
spect all threaded surfaces for stripped or broken
threads. End play or looseness of the steering collar
assembly on the strut body is not considered exces-
sive until removalof adjustment shims nolonger pro-
vide the proper shimmy dampening or steering action.
should be installed, Parte which do not conform to
the tolerances Usted in Figure 6-13 must be replaced.
Replace all packings, gaskets, and felt wipers; im-
mersing them in Mil-H-5606 hydraulic fluid before
reassembly.
REASSEMBLY ANO INSTALLATION
Assembly and installation of nose landing gear is the
reverse of the removal and disassembly procedure.
Instan clearance adjustment washers as requlred to
obtain a ma:ximum clearance of O. 015-inch between
6-9
 Section VI 5008 MAINTENANCE MANUAL
Landing Gear, Wheels and Brakes

NOSE GEAR
•
\ .·

ACTUATING
CYIJNDER FROM LANDING
GEAR CONTROL
VAL VE

NITROGEN
AND HYDRAULIC
FILL PORT VAL VE

. THESE SURFACES
MUST TOUCH WHEN
GEAR IS DOWN
AND LOCKED

FROM POWER
BRAKE VALVE
NOSE GEAR
STEERING BYPASS •
VALVE
\.
FROM POWER
BRAKE VALVE

NOSE GEAR
STEERING
CYLlNDER

1 .
1
I
' I
1

26 3 A4

Figure 6 - 4. Nose Lending Gear

6-10
 500S MAÍNTENANCE" MANUAL ,
•
gear trunnion bushing and trunnion pin bearing housing.
· \ Service strut as outllned in th1s section. To test strut
for leakage, service in usualmanner but apply 275 psi
nitrogen pressure and allow strut to set for one hour.
Check for evidence of leakage and if satlsfactory re-
duce nitrogen pressure to 95-100 psi.
DRAG BRACE PRELOAD ADJUSTMENT. To adjust
nose landing gear actuating cyllnder and sprlng bungee
to provide the correct amount of drag brace preload,
proceed as follows:
a. Jack aircraft as outlined·in Section II.
b. Completely deflate nose gear strut and remove
nitrogen valve body.
WARNING 1 NOSE WHEEL STEERING
Centering pin will be blown from strut
body when dragbrace attachbolt is re·
moved unless strut is deflated.
c. Remove bolt attaching drag brace to nose gear
strut and remove right forward nose gear door.
•
d. Loosen checknut on aft end of nose gear bungee
houslng and remove bolt attaching bungee to drag
brace shaft arm (see Figure 6-4).
' - e. Disconnect nose gear actuating cyUnder piston
rod from drag brace and push piston upward until
piston bottoms in actuating cylinder.
f. Wlth drag brace assembly free at each end,
position center of forward drag brace attach bolt hole
1. 2 to 1. 4-inches below center of corresponding attach
bolt hole in nose gear strut. Drag brace stops must
be touching during this adjustment.
g. While holding drag brace to dimensions given in
step f. , and with piston bottomed in actuating cyllnder,
loosen checknut on piston rod end and adjust rod end
until attach bolt may be inserted through piston rod
end and drag brace attach holes.
h. Insert piston rod end and drag brace attaching
bolt and secure with nut and cotter pin. Tighten check-
nut on piston rod end
i. Loosenchecknutonaft endof bwigee spring body
and adjust length of bungee to align with drag brace
shaft arm; Instan attaching bolt and nut, and Ughten
rod end checknut.
j. Withaboveadjustments completed, insert O. 032-
inch wire into witness hole on bungee aft spring car-
rier. If wire passes through witness hole, bungee
spring assembly must be replaced.
k. Align forward drag brace attach hole with strut
attach hole, insert attaching bolt, secure with nut,
and safety wire.
l. Instan nitrogen valve body and ínflate strut to
95-100 psi.
•
m. With nose gear doors disconnected, retract gear
and check clea.r.ance between tire and upper structure.
If interference exista, drag brace measurements
given in step f. may be increased to a maximum of
Section VI
Landing Gear, Wheels and Brakes
1. 5 to 1. 6-inch below center of attach hole in strut
body. "'
n. Reconnect nose gear door linkage and rig doors
as outlined in this séction. Recheck clearance be-
tween tire and door and assure that drag brace stops
are touching when gear is down and locked.
o. Replace right forward nose gear door.
p. Accomplish landing gear operational check..
q. Remove jacks and tailstand.
STRUT SERVICING. Nose landing gear strut servic-
ing procedures are the same as given for the main
landing gear except that the strut nitrogen pressure
is 95-100 psi. Refer to Figure 6-4 for location of
nitrogen valve and hydraulic filler port.
Nose wheel steering is accompllshed through a by- ·
draullcally aduated steering cylinder mounted on the
nose gear strut. The cyllnder piston rod end is at-
tached to an adapter on the $immy damper collar and
the cylinder body is connected to a bracket on the
strut piston collar. Hydraullc fluid pressure extends
or retracta the cyllnder piston rod which rotates the
strut fork and nose wheel to a maximum of 45 degrees
to the left or right of the aircraft centerline. Hy-
draullc fluid pressure is supplled to the steering cyl-
inder through hydraulic Unes and hoses connected to
the left and right power brake valves. A bypass valve,
actuated by an arm and rod assembly connected to the
left trunnion casting of the nose gear, controls hy-
draullc fluid routing from the power brake valves to
the steering cylinder. With the nose gear extended,
the bypass valve is closed and hydraulic fluid is di-
rected to the steeringcyllnder when the rudder-brake
pedals are actuated Retraction of the nose gear
opens the nose wheel steering bypass valve causing
hydraulic fluid pressure to bypass the steering cyl-
inder. This deactivates the steering system so that
the nose wheel cannot be turned while the gear is in
the wheel welL The first few degrees ofindividual
rudder-brake pedal travel opens the respectivepower
brake valve and directs hydraulic pressure to the
nose wheel steering cylinder. This starts the nose
wheel turning in the direction corresponding to the
rudder-brake pedal being depressed. Further move-
ment of the same pedal gives a combination of main
wheel brake application and nose wheel steering. If
the rudder-brake pedals are both depressed the same
amount, hy.draulic fluid pressure is equalized on both
sides of the nose wheel steering cylinder, therefore,
brakes are applied without causing the nose wheel to
turn. Lack of steering action may be attributed to
leakage of hydraulic fluid past the 0-ring seal of the
double acting pisten in the nose whee l steering cylinder
or malfunction of the steering bypass valve. To test
for fluid leakage past the steering cylinder piston,
detach hydraulic hose at cylinder forward port and
apply pressure to the RIGHT rudder-brake pedal. If
hydraulic fluid seepage occurs at the cylinder forward
port, pressure is bleeding past the piston seal and a
new 0-ring must be installed. Refer to Section III for
disassembly and repair instructions. Seepage at the
6-11
Section VI 5008 MAlNTENANCE MANUAL
Landing Gear, Wbeels and Brakes

-NITROGEN
AND HYDRAULIC
FILL PORT VALVE

UPPER BEARING

CENTERING CAM

CENTERlNG PIN
ATTACH BOLT---"'\1

OOWN STOP AND

%
-~(

RCOLLAR
•
BUSHING
CENTERING PIN
ANTI-SHIMMY
FRICTION SHOE ...._SCISSORS
\ ASSY

. STEERING CYLINDER
ATTACH POINT

BEARING GLAND

6-12
Figure 6-5. N ose landing Gear Strut
26 4 A4 •
 Section VI
Landing GeíU', Wheels-and Brakes

·~
3

l. DOOR CONTROL RODS

2. LONGITUDINAL CONTROL ROD
3. UPPER FORWARD BELLCRANK
4. LINK
5. LOWER FORWARD BELLCRANK

•
6. SPACERS
7. STRUT BODY
8. AFT DOOR BELLCRANK
,_ ~
9. TRUNNION PIN
* EFFECTIVE AIRCRAFT 1755 THRU 1876 10. TRUNNION PIN RETAINING BOLTS
(4 PLS)
** EFFECTIVE AIRCRAFl' 3050 AND SUBS 26 5 A4

Figure 6-6. Nose Landing Gear Doors

disconnected hydraulic line, indicates that fluid is
leaking past the nose wheel bypass valve. When this
occurs the bypass valve must be repaired or replaced.
NOSE GEAR ACTUATING CYLINDER
A hydraulically operated nose landing gear cylinder
is attached to the aft drag brace and to the no se wheel
well bulkhead. One port of the cylinder is connected
to the gear up hydraulic Une, and the remaining port
to the gear down line. Hydraulic fluid, under pressure
is directed to the nose actuating cylinder through the
landing gear control side of the landing gear-wing flap
control valve. During the gear actuating cycle the
gear up and gear down hydraulic Unes act as either
pressure or retuz:n lines, depending on the gear posl-
tion selected. The nose gear is held in the up posi-
tion by hydraulic pressure trapped in the actuating
cylinder. In the event of hydraulic system failure,
NOSE GEAR DOOR RIGGING
Nose landing gear doors must fit properly and be
maintained free of cracks or dents. Repair or re-
place worn or loose door seals and keep the strut,
wheel, and wheel well clean. Inspect door linkage
and hinges for security and evidence of wear, during
each landing gear functional check (see Figure 6-6).
a. Jack aircraft as outlined in Section 11
b. Disconnect all control rods from doors.
c. Remove longitudinal control rod. .• ·
d. Note position of long arm on upper forward bell-
crank when connected to link of lower for~rd bell-
crank. ._..
e. Retract gear. Long arm of upper forward bell-
crank should return to same position shown in step d.
f. If travel of upper forward bellcrank is not equal,
add or remove spacers between lower side of trunnion
and bellcrank. Adding a spacer moves long arm of
upper forward bellcrank aft when gear is retracted.

•
movement of the landing gear control lever to the
OOWN position will release hydraulic pressure trapped
in the actuating cylinder and the gear will free fall to
the down position. As the gear reaches the down posi-
tion it is locked in place by the nose gear bungee
springs.
g. Connect aft door control rods to bellcranks.
h. Adjust control rod lengths to open doors as far
as possible with bellcrankpositioned 90 degrees from
door hinge Une.
i. With gear in extended position, connect longitu-
dinal controlrod between upperforward bellcrank and

6-13
Sectlon VI 5008 MAmTENANCE MANUAL
Landing Gear, Wheels and Brakes
aft door bellcrank. Adjust rod to fully close doors.
J. Attach door control roda to forward door and
adjust as necessary to fully open and close doors.
k. Check doors fór proper fit with gear fully ex-
tended and retracted.
l. Remove jacks and tallstand.
LANDING GEAR POSIT.ION. INDICATORS
ANO WARNING SYSTEM
POSITION INDICATOR LIGHTS
The landing gear position indicator lights are located
in the landing gear control box, installed on the center
instrument panel. Position indicator lights consist of
an individual gear-safe (green) light for each landing
gear and one unsafe (red) llght for the landing gear
system. The green lights are individually cont1"9lled ·
by a downlock switch installed on each landing gear
drag brace and will illuminate only when the corres-
pondlng landing gear is down and locked. On aircraft
serial number 1755 thru 1782, the unsafe (red) light
is illuminated · only when the landlng gear is up and
locked. On aircraft ser1al number 1783 and subs, the
unsafe (red) light is illuminated while the gear is in
transit between the up and down positions, and will
remaln illuminated U any single gear falla to lock in
either tbe up or clown position. The nose gear down-
lock switch is inStalled on the drag brace support box
in the nose wheel well. Main gear downlock switches
are installed at the center hinge point of each drag
brace as shown in Figure 6-1. The nose gear uplock
switch is installed on the drag braee support box in .
the nose wheel well. The maln gear uploek switehes
are installed in the gear uploek latch assemblies and
are actuated by the uplock arms as shown in Figure
6-3. Fallure of any gear to fully extend and lock will
be indicated by noilluminationof the gear-safe (green)
light corresponding to the effected gear.
SWITCH ADJUSTMENT. Always check indicator
lights by use of the press-to-test switch before per-
forming switch adjustment.
a. Jack alrcraft as outlined in Section II.
b. Make visual inspection to assure gear is down
and loeked.
c. Place master battery switch in ON position and
check for illumination of ali gear-safe (green) lights.
d. If a gear-safe (green) light fails to illuminate,
adjust appllcable position indicator switch.
Maln Gear
1: Loosen lower checknut on downlock switch.
2. Rotate upper checknut on downlock switch until
gear safe (green) light illuminates.
3. Rotate upper checknut one addiUonal complete
turn clockwlse and tighten lower checknut. This
positions switch to assure positive switch actuation
when the maln drag brace is moved overcenter.
6-14
Nose Gear
l. Loosen screws securing downloelt (upper) switch.
2. Move switch until switch actuating arm is agalnst
nose gear drag brace and gear safe (green) light il-
luminates. Tighten screws securing switch.
Gear Warning Indieator Light
When gear warning indicator light falla to function as
outlined in preceeding position indicator lights para-
graph, check switches manually and adjust as re-
quired to complete circuit. Refer to appropriate
wiring dlagram in Section X.
Check maln gear system first since
access to nose gear switches requires
detachment of nose wheel well doors.
WARNING HORN
Micro switches, installed in the engine control quad-
rant, will cause a warning to sound when both throttles
are retarded to a power setting of 11-inches Hg. or
below and the landing gear are in any position other
than down and locked.
SWITCH ADJUSTMENT. Two micro switches, at-
tached to a ehannel bracket on the engine control quad-
rant cover, are actuated by cams. bolted to each
throttle drum. Precise adjustment of the warning
horn switches requires that throttle position be marked
during fllght with propeller pitch in high rpm. Mark
position of throttles at a power setting of 11-inches
Hg. After landing proceed as follows: ·
a. Align throttle control levers with mark denoting
throttle positionfor 11-inchesHg. and tightenpedestal
control friction loclts.
b. Remove control knobs and detach quadrant
cover.
c. Loosen lower attaching screw on micro switch
requiring adjustment.
d. · Rotate aft end of switch until it eontacts cam
and switch clicks.
e. Tighten switch screws. Instan quadrant cover
and control lever knobs.
WHEELS ANO BRAKES
GENERAL DESCRIPTION
All landlng gear wheels are machined magnesium
. alloy'eastings, consisting of two sectlons called wheel
halves. The wheel halves, whlch are secured to-
gether by bolts and self locking nuts, are not inter-
changeable; but the complete wheel assemblies are
interchangeable according to wheel size. The wheels
 !mos·~ENANCE ' MANúAt:•
•
SELF LOCKING NUT
~
" .
.,
WHEEL HALF RETAINING BOLT
FELT SEAL RING
Figure 6-7. Main Wheel
operate on tapered roller bearings, which rotate in
hardened steel races pressed into each wheel half.
Hardened steel drive keys, installed in each inboard
main wheel half, engage with slots in the brake disc
and turn the disc with the wheel. The single disc hy-
draulic brakes, 'attached to the main landing gear axle
torque plate, are individually controlled by applying
pressure to the rudder~brake pedals at either pilota
position. Movement of a rudder-brake pedal opens
the corresponding power brake valve, attached to the
forward side of the bulkhead in front of the pilota
rudder-brake pedals, and applies pressure to the ap-
proprlate brake. The copilots rudder-brake pedals
are mechanically interconnected with the pilots pedals•.
Auxiliary system hydraulic pressure is avallable for
emergency braking operation, and operation of the
parking brakes, when normal system pressure is un-
avallable for any reason: The brakes are self adjust-
ing, easily checked for wear, and can be quickly
overhauled by field activities.
Section VI
Landing Gear, Wheels and Brakes
0-RING WHEEL SEAL
26 7
MAIN WHEEL REMOVAL ANO DISASSEMBLY
To removeand disassemble amalo landinggear wheel
refer to Figure 6-7 and proceed as follows:
a. Jack aircraft as outlined in Section U.
b. Remove hub cap retaining ring, hub cap, cotter
pin, out, washer, bearing and wheel assembly from
landing gear (see Figure 6-.7).
c. Remove bearing retainer lock ring, bearing en-
closure ring, felt seal ring, and bearing from brake
side of wheel
d. Deflate tire.
e. Remove loclmut, washers, and wheel lialf re-
taining bolts. Separate wheel halves and remove tire.
f. Clean all parts in cleaning solvent and inspect
for cracks, corrosion, and wear. .
1. Replace brake disc drive keys worn to
less than 1. 116- inch width. When nece ssary
to replace drive keys, paint keys and contact
6-15
Section VI • 500$ MAINTENANCE MANUAL
La.nding Gear and Brakes
3/ 16 INCH FEELER
GAUGE
Figure 6-8. Measuring Brake Lining Wear
surfaces with zinc chromate. Torque key re-
taining screws to 100-140 inch-pounds and
stake screws.
2. · Inspect bearingraces andreplace if pitted
or scored. When necessary to remove bearing
races heat. wheel half in boiling water for at
least 30 minutes, then remove race by tapping
around its edge. To instan race, reheat wheel
half and cool bearing race with dry ice. Posi-
tion race in wheel half and tap into place evenly
to ensure proper seating. Clean wheel half and
repaint with two coats of zinc chromate and two
coats of lacquer.
3. Polish small burrs or nicles out of wheel
halves with 400 grit (10/ 0) sandpaper. Clean
wheel and replace protective coating as neces-
sary.
SIDEWALL VAL VE REPLACEMENT. Use caution when
lnserting the inflating needle into valve of the sidewall.
inflated tubeless tire. The inflating needle should be
lubricated with glycerine before insertion in the valve.
Thls willprevent damage, and resultant leakage of the
valve.. To .r eplace an air valve proceed as follows:
a. Deflate and remove tire from wheel.
b. Using diagonal pliers, carefully cut off inner
shoulder of inflation valve. Avoid cutting tire Unlng
or rubber· beneath the inflation valve, as this will
prevent new valve from sealing properly.
6-16
26 9
c. Grasp inflation valve on outside of tire with
pliers, and pull valve out of tire.
d. Apply cold patch rubber cement to inflation
valve hole surfaces and on mating portlon of new in-
flation valve.
e. Insert tapered end of new valve through hole in
. tire sidewall from outside.
f. Pull taper end of valve into hole with a rotating
motion until head of valve is seated in recess on in-
side of tire.
g. Cut off tapered valve extension just below
shoulder on inside of tire.
MAIN WHEEL REASSEMBLY ANO INSTALLATION
(TUBELESS TYPE)
The main landínggear wheel assemblies and the tires
are balanced and marked at the time of manufacture.
The tire balance mark is a red dot placed on the cas-
ing sidewall. The wheel assembly balance mark is a
yellow stripe placed inside the rim. Align the red
dot with theyellow stripe whenmountingtire on wheel.
a. Lubricate O- ring wheel seal with grease and
•
pos1Uon seal on wheel flange.
b. Position tire on one wheel half, then position
remaining wheel half on tire. Use caution to prevent
removing grease from wheel seal when positioning
wheel halves, as grease ·acts asan air seal.
c. lnstall wheel hlllf bolts, washers, and nuts.
 :·saos ~MENANé:E'MANtiAt ·· section VI
Landing Gear, Wheels and Brakes

~
'-......
Tighten nuts evenl.y and torque to 220 inch-pounds.
Uneven or improper torque may cause
bolt or wheel failure.
d. On sidewall inflated tubeless tires, lubricate
end of inflating needle and tire inflation valve with
glycerine.
e, Insert inflating needle into tire inflation valve,
using a rotating motion. Do not force inflation needle.
lf needle does not insert easily, additional lubrica-
tion is required. · Tires and tubes are balanced as individual units and
f. Over-inflate tire to 60 psi to seat tire beads,
then reduce air pressure to 50 psi. Remove inflating
needle.
g. On valve inflated tubeless tires, over-inflate
tire to 60 psi to seat tire beads. Remove valve core
and allow tire to deflate.
h. Install valve core and ínflate tire to 50 psi.
Check to assure valve does not leak, befare replacing
valve cap.
i. Clean bearings thoroughly with high grade ker-
p. Back qJI axle nut to zero inch-pounds, while
keeping all parts still seated. Retighten axle nut to
30 inch-pounds, while manually rotating wheel.
1
NOTI
If nut is not in locking position, advance
nut to next position, not to exceed 30
degrees, while rotating wheel.
q. lnstall cotter pin.
r. Install hub cap and hub cap ret:ainlng ring.
s. · Remove j~ks and tailstand.
MAIN WHEEl REASSEMBL Y ANO INSTALLATION
(TUBE TYPE)
marked at the time of manufacture. The tire balance
mark is a red dot; the tube balance mark is a yellow
stripe on the base of the tube .. The following procedure
is suggested as a guide for mounting the tires in bal-
ance and installing the wheels.
a. Dust tube with a small amount of tube tale.
b. Place tube in tire and align yellow stripe on
tube with red dot on tire.
c. Place the 'no brake' side of wheel in tire and
position tube valve in wheel rim hole.

•
osene.
d. Place brake side of wheel in tire and secure
NOTI wheel halfs with bolts, washers and nuts. Tighten
Do not use gasoline nuts evenly and torque to 18 foot-pounds . ·
\
j. Dry bearings with compres sed air.
NOTI
Do not spin bearings.
Uneven or lmproper torque may cause
k. lnspect bearings for pits, scoring, c.orrosion, bolt or wheel failure.
wear and replace as necessary .
l. Pack bearings with MIL- G-81322A grease as e. Inflate tube until tire beads seat on wheel flanges,
as follows: remove valve core and allow tube to deflate.
1 . With a large amount of grease in palm of f. Instan valve core and ínflate tube to 45 psi.
hand, move wheel bearing through grease against Check to assure valve does not leak befare replacing
palm of hand to force grease through bearings valve cap.
from large end of rollers. g. Clean bearings thoroughly with high gra'(fe kero-
sene. ·...
NOTI
Be sure grease gets between rollers NOTI
and cage andnot just on outside of parts. Do not use gasoline.

2. Repeat step 1. until full circumference of h. Dry bearings with compressed air.
bearing has been completely exposed to this
packing procedure. llOH
m. lnstall bearings in wheel.
Do not spin bearings.
•OTI
Additional grease may have to be added 1. lnspect bearings for pits, scoring, corrosion ,
to bearing housing after bearing is in- wear and replace as necessary.

••1
stalled. j. Pack bearings with MIL- G-81322A grease as
follows :
n. Lubi'icate washer and axle nut. Install wheel 1 . With a large amount of grease in palm of
asse mblyonaxle and secure with washer and axle nut . hand, move wheel bearingthrough grease against
o. While manually rotatingwheel, tighten axle nut palm of hand to force grease through bearings
to a torque valve of 60 inch-pounds. from large end of roller s .

Change 5 6-17
 Sectlon VI 5008 MAINTENANCE MANUAL
Landing Gear, Wheels and Brakes

FILLISTER--•IY
HEAD
SCREW ~ f
BLEEDER CYLINDER
. GASKET HEAD

ROUND
1 BLEEDER
ADAPTER
HEAD
BLEEDER BLEEDER
SCREW VALVE
BLEEDER
WASHER

211

Figure 6-9. Main Wheel Brake

llOTI
Be sure grease gets between rollers
n. Back off axle nut to zero inch-pounds, while
keeping all parts still seated. Retighten axle nut to
1
and cage and not ju st on outside of parts . a torque valve of 30 inch-pounds, while manually ro-
tating wheel.
2. Repeat step 1. until full circunúerence of NOTI
bearing has been completely exposed to this
packing procedure. lfnutisnot in locking position, advance
nut to next position , not to exceed 30
k. Install bearing in wheel. degrees, while rotating wheel.

llOTI o. lnstall cotter pin.

Additional grease may have to be added
to bearing housing after bearing is in-
stalled.
l. Lubricate washer and axle nut. Install wheel
assembly on axle and secure with washer and axle nut.
p. lnstall hub cap and hub cap retaining ring.
q. Remove jacks and tailstand.
A tire will loose one pound of pressure far each five
degrees drop in temperature; therefore, tire pres-
sure should be checked frequently an~ especially after
wlde variations in local temperature. .Do not inflate
tires in a warm hangar and then move the air.craft

1
in. While manually rotating wheel, tighten axle nut
to a torque valve of 60 inch-pounds.
outside in thé cold, as a significant loss in tire pres -
sure will occur. Operating an aircraft with under-

6-18 Change 5
 .. 5ons ·-MArnTENÁNCE 'MANUÁL Se<:tion VI
Landing Gear, Wheels and Brakes

~
\

SYSTEM ------7"-rii~
PRESSURE
INLET

r!f f l ' - - - - PRESSURE AND RETURN .

PORT TO BRAKES AND
NOSE WHEEL STEERING

'l'!ffl~~- FLUID RETURN TO

HYDRAUIJC SYSTEM

OPERATING
LEVER

23 41

Figure 6-10. Power Brake Valve

inflated tires will cause rapid tire wear and may re-
sult in hidden tire damage .and interna! fáilure.
MEASURING BRAKE LINING WEAR
As the brake linings wear, the brake clise are forced
outboard and away from the brake housing. To mea-
sure brake linings for excessive wear, refer to Figure
6-8 and accompllsh following steps.
a. Place master switch in BATTERY position long
enough for hydraulic pressure to build up.
b, Depress rudder-brake pedals and engage park-
ing brake.
c. Measure distance between lnboard surface of
brake disc and flat surface of brake housing that
parallels the disc; When a 3/ 16-inch feeler gage can
be inserted between the two surfaces, clisassemble
brakes, inspect and replace worn parts ..
BRAKE REMOVAL ANO DISASSEMBLY
a. Release parking brake and reduce hydraulic
syste m pressure to zero.
b. Jack aircr aft as outlined in Section II.
c. Remove wheel fr om lancling gear.
d. Oisconnect and cap brake hydraulic line at brake
housing. Remove bolts attaching brake assembly to
axle torque flange.
e. Remove brake cliscand liningsfrombrake hous-
ing (see Figure 6-9),
f. Remove cylinderhead andpiston assembly from
brake housing. .
g. . Remove checknut and threaded bushing from
cylinder head.
h. Place cylinder head and piston assembly in
arbor press and press self adjusting pin thrciugh split
collar grip using a 3/ 16-inch cliameter pin. '
i. Remove split collar grip, adjusting pin washer,
and 0-ring seals from cyllnder head.
j. Remove piston assembly spring retainer plate
and brake release springs from self adjusting pin.
k. Remove roundhead bleeder screw, washer,
valve, adapter, · and gasket.
l. Clean all parts in cleaning solvent, P-D-680.
Be sure 0-ring grooves are free of rubber deposita.
m. Inspect all parts for cracks, corrosion, and
wear.
1. Replace brake clise that are di~hed in ex-
cess of 1/ 16-inch or worn to less than O. 337-
inch in thickness. Replace brake disc if drive
key slots are more than 1.188-inch wide .
2. Polish s mall burrs or nicks outof cylinder

6-19
Section VI 5008 MAINTENANCE MANUAL
Landing Gear, Wheels and Brakes

RlNG SEAL

WHEEL HALF {Male)

BEARING WASHER

BEARING RACE BOLT

WHEEL HALF
{Female) ~
1

'"O-~
~@
26 10

Figure 6-11. Nose WhHI

walls and seU adjusting pins with 400 grit {10/ 0) e. Instan new 0-rings on pistan andcylinder head,
sandpaper and clean. and lubricate with hydraulic fluid.
3. Repaint brake housing with two coats of f. Screw threaded bushing into cylinder head until
zinc chromate and two coats of lacquer. tight then back off 1/ 8 turn. Hold anét tighten check-
nut 1/ 3 turn to lock threaded bushing.
Brake linings, anvils, 0-rings, and seals should be g. Screw pistan and cylinder head assembly into
discarded and replaced at regular overhaul periods. e
brake housing until cylinder head is flush o. 015-
inch) with brake housing.
h. Replace roundhead bleeder screw, washer, plug,
BRAKE REASSEMBLY AND INSTALLATION adapter, and gasket.
i. lnstall brake linings in brake housing.
a. Place brake. release springs and self adjusting j. Place brake disc between Unings.
pin in piston and replace spring retainer plate {see k. Instan brake on axle torque flange and torque
Figure 6-9). attaching bolts to 100-140 inch-pounds.
b. Lubricate self adjusting pin and new 0-ring with l. Instan wheel and connect brake line to housing.
hydraullc fluid and install in groove of cyllnder head. m. Bleed brakes as outlined in this section.
c. Place adjusting pin washer and spllt collar grip n. Remove jacks and tail stand.
in cylinder head and screw threaded bushing into cyl-
inder head. ·.
d. Using an arbor press, force adjusting pin through POWER BRAKE VALVE ADJUSTMENT
spllt collar grip and through threaded bushing. ·
a. Bleed brakes and nose steering cylinder.

•
b. Remove cap from tee fitting installed in brake
Une immediately above each main gear brake. Install
a hydraulic pressure gage with a 0-2000 psi range at
each tee.
Do not damage end of adjusting pin c. Apply externa! hydraulic system pressure source
during reassembly. capable of producing normal system pressure .

6-20

d. Remove access door located on lower left side
of nose section at fuselage station 5 . 50 .
e. Loo sen screw on bottom of each power brake
valve operating lever and adjust rudder-brake pitch
adjusting setscrew on aft upper side of yoke to main-
tain a forward pitch from 10 to 16 degrees on each
pedal with pedals aligned within 2 degrees.
f. Loo sen checknut and turn power brake valve
pressure adjustment screws clockwise ( see Figure
6-10) untilanindicationof pressure is shown on gage
in main wheel brake lines .
g. Slowly turn power brake valve pressure adjust-
ment screws counterclockwise until pressure and brake
line gage drope to zero then turn adjustment screw
counterclockwise one additional complete turn. Secure
adjusting screw checknuts .
h. ·Apply maximum equal brake pressure to the left
and right rudder-brake pedals. Note pressures ob-
tained on hydraulic gages in each line . Pressure must
beatleast '750psi. I! pressuredoesn't reach 750 psi,
check the hydrauUc system for possible leakage .
i. · Remove pressure gages from each brake line
and cap tee fittings.
j. Install access door. Bleed brakes and nose
wheel steering cylinder if brakes are spongy.
k. Fill hydraullc reservoir .
BRAKE ANO NOSE WHEEL STEERING SYSTEM
BLEEOING
The brake and nose wheel steering systems must be
bled each time maintenance is performed on either
system.
a. Fill hydraulic reservoir with fluid and keep full
throughout bleeding operation.
b. Remove bleeder screw and washer from bottom
of brake housing and instan hose in bleeder adapter.
c. Place free end of hose in a clean glass recep-
tacle containing enough hydraulic fluid to cover end of
hose. End of bleeder hose must be submerged at all
times to properly check for air bubbles and prevent
entry of air into hydraulic system.
d. Place master switch in BATTERY position to
energize auxiliary hydraulic pump.
e. Apply minimum brake pressure and open bleeder
adapter. Hold brake pressure on rudder-brake pedal
until air bubbles are no longer present in bleeder
receptacle. Crimp hose and close bleeder adapter
before releasing brake pressure to avoid reentry of
air into brake system.
f. Remove hose and install bleeder screw and
washer.
g. Repeat bleeding procedure for opposite brake.
h. Fill hydraulic reservoir with hydraullc fluid.
i. Loosen hydraullc line at forward side of nose
wheel steering cylinder enough to allow fluid to seep
. out. Apply sllght pressure to left ruddei::-brake pedal
and hold until fluid seepage is free of ·air. Tigbten
•
forward Une before releasing pedal.
j. Loosen aft hydraulic line of steering cylinder
and apply brake pressure to right rudder-brake pedal
' ... ..·
to complete steering system bleeding.
k. Fill hydraullc r eservoir with hydraulic fluid.
Section VI
Landing Gear, Wheels and Brakes
NOSE WHEEJ. REMOVAL ANO OISASSEMBL Y
a. Jack aircraft as outlined in Section ll.
NOll
When nose wheelonlyis to be removed, ·
tail of aircraft may be lowered, and ·
secured.
b, Remove axle bolt nut, axle bolt, and plugs.
c. Slide axle out of fork assembly.
d. Remove nose wheel and spacers.
e. Remove bearing seals and bearing (see Figure
6-11).
f. Deflate tire and remove wheel half retainer bolts.
g. Separate wheel halves and remove tire.
h. Inspect bearing races and replace ü pitted or
scored. To remove bearing races, heat wheel half in
boiling water for a minimum of 30 minutes, and re-
move race by tapping evenly around its edges. To
instan race, reheat wheel half and cool race with dry
ice. Position race in wheel hall and tap lightly around
edges to assure proper seating.
l. Clean wheel halves and inspect for cracks,
nicks, gouges, andcorrosion. Replace cracked wheel.
Remove evidence of corrosion, small nicks, and
gouges with fine emery paper. Repaint areas where
protective coating has been removed with two coats of
zinc chromate primerfollowed bytwocoatsoflacquer.
NOSE WHEEL REASSEMBLY ANO INSTALLATION
(TUBELESS TYPE)
a. · Wash bearings in cleaning solvent and inspect
for wear or damage.
b. Repack bearing with bearing grease and reinstall.
MOTI
Tires are balanced as individual units,
and marked at the time of manufacture.
The tire balance rnark is a red dot lo-
cated on the sidewall. The wheel bal-
ance mark is a yellow stripe across the ,,
inside rim of the wheel. Always as-~­
semble tire and wheel with marks ·
aligned. .
c. Lubricate 0-ring wheel seal with grease and
position seal on wheel flange. ,
d. Position tire on one wheel hil.f, then position
remaining wheel hall on tire. Use care not to reroove
grease froni wheelseal whenpositioning wheei halves,
as grease acts as an air ·seal.
e. Instan wheel "half retainer bolts, washers, and
nuts. Tightennuts evenlyand torqueto 83 1nch-pounds.
Uneven or improper torque may cause
bolt or wheel failure.
6-21
Section VI 500S MAINTENANCE MANUAL
Landlng Gear, Wheels and Brakes

ITEM MINIMUM
(inches)
MAXIMUM
(inches)
~
Gland 2. 751 I.D. 2. 753 I. D.
Scissor O. 3750 l. D. O. 3760 l. D.
Scissor (Between Flanges) 2. 130 2. 135
Bushing 0.252 l. D. 0.254 l. D.
Bushlng (Flange) 0. 059 0.061
Body 3.375 l. D. 3. 379 1.n.
Body (Top of Body to Shoulder) 2. 876 2. 881
Inner Body Bushing (Scissor)
Inner Body Bushing Flange (Sclssor )
0.3745 l. D.
0. 0595
º· 3770 l. D.
0.0620
'frunnion Bushing l. 250 l. D. l. 2525 I.D.
Bushing (length) 2. 248 2.250
Torque Link (Between Bushings) 3. 000 3. 006
Pin O. 4980 O. D. 0..4995 O. D.
Torque Link Bushings O. 3765 l. D. O. 3780 l. O.
Torque Link Shaft O. 3730 O.D. O. 3745 O. D.
Axle l. 4985 O. D. l. 4995 O. D.
Axle O. 9985 O. D. O.9995 O. D.
Plston Rod 2. 746 O. O. 2·. 748 O.D.
Piston Rod 2. 312 I.D. 2. 317 l. O.
Piston - Floating 2. 307 0.D. 2. 310 o.o.
Plate-Orlfice 0.593 l. D. o. 596 l. D.
Bearing- Upper 3. 244 O. D. 3. 247 0 ; 0,
Thrust Ring (length) 0. 620 0.625
Snubber l. 932 0 . D. l. 935 O.D.
Retainer l. 942 I.O. l. 947 I.D.
Pin-Mounting l. 247 o.n. l. 249 o.o.

-
Pin-Mounting l. 247 O. D. l. 249 O. D.

Figure 6-1 2. Parts Tolerances - Ma in landing Gear

ITEM MINIMUM MAXIMUM

(inches) (inches)
Body 2. 3750 l. O. 2. 3795 l. D.
Body (Collar Groove) 3.412 o.o. 3. 499 0 . D.
Body (Cent ering Pin Attach Bolt Hole) O. 5615 l. D. O. 5645 l. O.
Body (Snap Ring Groove) o. 1030 0. 1105
Bearing Gland l. 875 l. O. l. 879 l. D.
Center Cam O. 3112 l. D. O. 3145 l. O.
Fork Assembly (Axle Hole) l. 5000 l. D. l. 5025 l. O.
Upper Bearing 2. 370 O. O. 2. 373 O. D.
Piston Rod l. 8730 o. o.. l. 8745 O. O.
Piston Rod l. 625 1, 0. 1. 630 1.0.
Piston Rod (Pin Hole) O. 2500 l. D. O. 2515 l. D.
Scissor Assembly (Seissor to Scissor 1. 3745 l. D. O. 3765 l. O.
Connect Point)
Bushing O. 2510 l. D. O. 2525 l. D.
Orífice Tube l. 620 O. O. l. 623 O. D.
Cyllnder Bracket (Attach Holes) O. 1934 l. O. O. 1942 l. O.
Cylinder Bracket (Cylinder Attach Roles) 0.256 LD. 0.266 l. D.
Axle l. 4987 O. D. l. 4995 O. D.
Scissor and Collar Bushing o. 313 1.0. 0.316 l. D.

•
Pin O. 308 O. O. o. 311 0 . D.
Pin o. 245 o.o. O. 248 O. O.

Figure 6-13. Parts Tol.erances - Nose land ing Ge ar


•
\,.
f, Lubricate end of inflating needle and tire in-
flation valva with glycerine.
g. Insert lnflating needle into the lnflation valve,
us lng a rotating motion. Do not force inflating needle.
h. If needle is noteasllyinserted, addltional lubri-
cation is required.
1. Over inflate tire enough to seat tire beads, then
reduce air pressure to 30 psi.
j. Remove inflating needle. During cold weather
tire inflation valve will sometimes fail to close im-
medlately after removing inflating needle. This may
be remedled by sharply jarrlng tire inflating valve
wlth flst, immedlately after removing inflating needle.
k. Install nose wheel assembly in gear fork and
lnsert axle through fork and nose wheel.
l. Install axle plugs and axle bolt and nut. Tighten
axle bolt until wheel bearings begin to bind, then back
off nut until. bearings are free.
· lnsert axle through fork and nose wheel.
NOSE WHEEL REASSEMBLY ANO INSTALLATION
(TUBE TYPE)
a. Wash bearings in cleanlng solvent and lnspect
for wear or damage.
b. Repack bearing with bearing grease and rein-
stall.
•
'
Section VI
Landing Gear, Wheels and Brakes
.. NOTI
Tires and tubes are balanced as indi-
vidual units and marked at time of
manufacture. The tire balance mark
is a red dot. The tube balance mark
is a yellow stripe on the base of the
tube. Always assemble tube and tire
with marks aligned. ··>·
c. Dust tube lightly with tube tale.
d. Place tube in tire and align balance marks.
e. Piacé tire on one wheel half, then place apacer
and remaining wheel ha1f on tire. Secure wheel halves
with bolts, washers and nuts. Tlghten nuts evenly
and torque to 83 inch-pounds.
f. Inflate tire until tire beads are seated, remove ·
valve core and allow tube to deflate.
g. Instan nose wheel assembly in gear fork and
h. Instan axle plugs and axle bolt and nut. Tighten
axle bolt until wheel bearings begin to bind, then
back off until bearings are free.
i. · Instan valve core and inflate tire to 30 psi.
Assure valve does not leak befare replacing valve cap.
Malnfain nose wheel tire pressure at 30 psi. Com-
ments pertaining to maln wheel tire care are equally
appllcable to nose wheel tires. ·
6-23
· Section VI
Landing Gear, Wheels and Brakes
TROUBLE
Nose wheel shimmy .
Excessive/uneven
nose wheel wear.
Nose gear fails to
steer properly.
Main landing gear
shimmy.
Excessive/ uneven
main tire wear.
Main gear strut
bottoms on landing.
Dragging brakes.
Figure 6-14. Trouble Shooting Landing Gear $y1tem (ShHt 1 of 2)
6-24
5008 MAINTENANCE MANUAL
PROBABLE CAUSE
Worn or loose wheel bearings .
Tire imbalance .
Worn scissor links, bolts or
bushings.
lncorrect tire pressure .
Wear caused by loose scissor
linds.
Hydraulic leakage in nose
wheel steering cylinder .
Main wheel brake dragging.
Tire imbalance .
Worn or loase wheel bearings.
Incorrect tire pressure
lmproper strut inflation.
Defective internal strut parts .
Parking brake valve holding.
Power brake val ve holding .
Restriction in hydraulic lines
or restriction in parking brake
valve.
REMEDY
Jack aircraft and inspect bearings.
Replace with new lubricated bear-
ings if necessary .
Jack aircraft and remove tire for
balance check. Rebalance .
Jack aircraft and check for play,
overcenter tolerance. Replace
worn bolts, bushings or sicissors .
Pressure check tire. lnflate to
recommended tire pressure.
lnspect scissors. Service or
replace if necessary.
Check for ·wom or deteriorated
0-rings in steering cylinder.
Jack aircraft and check freedom
of rotation . Remove line restrictior.
Jack aircraft and remove tire for
balance check. Rebalance.
Jack aircraft and check main
wheels for play. Replace with new
lubricated bearings if necessary .
Pressure check tire. lnflate to
recommended tire pressure.
Check strut inflation . lnflate to
proper psi as shown in Strut Exten-
sion Graph in Section II.
Inspect for leaks. Replace defective
parts.
Check parking brake valve control.
Release parking brake valve control
Check power brake valve. Piston
assembly may not be returning due·
to broken or worn return spring.
Replace spring or power brake valve
as required.
Jack up wheel to be checked. Have
someone apply and then r elease
brakes. Wheel should rotate freely
as soon as brakes are released. 1f
wheel fails to rotate freely loosen
brake line at brake housing to re-
lieve any pressure trapped in the
line. lf wheel now turns freely, the
brake line is restricted. Drain
•
brake lines and clear the inside of
the brake line . lf cleaning the llnes
fail to give satisfactory results, the
 5óOS MAINTENANCE MANUAL Section VI
Landing Gear, Wheels and Br akes

TROUBLE PROBABLE CAUSE ~

REMEDY
Dragging brakes . power brake valve or parking
(continued) . brake valve may be faulty and
should be repaired .

Worn, scored or warped Visually check discs . Replace

brake clises. brake discs and linings .

Damage or accumulated dirt Check parts for freedom of move-

restricting free movement of ment . Clean and repair or replace
wheel brake parts . parts as necessary.

Brakes are spongy or Leak in system. Check entire hydraulic system for
fail to operat e. leaks . Ji hydraulic reservoir ,
pumps, parking brake valve ; power
brake valve , or wheel brake
assemblies are leaking, they should
be repaired or replaced.

Air in system. Bleed system .

Lack of fluid in brakes. Check hydraulic reservoir fluid leve

Fill and bleed if necessary .

Brake assemblies defective. Repair or replace as required.

figure 6-14. Trouble Shooting Landing Gear System (Sheet i of 2)

•
\ __

••
6- 25/ 6-26

FLIGHT CONTROLS
SECTION VII
TABLE OF CONTENTS
GENERAL DESCRIPTION .. .. .. .. .. • . .. . .. . .
MAINTENANCE OF FLIGHT CONTRO~ • . • . .
Control Surface Balancing .. . . .. .. • .. • • . . .
FIJGHT CONTROL SYSTEMS .. • .. .. .. .. .. ..
Control Columns • ••••••••.•••.••••••••••
Ailerons ................. , ..............
Aileron Trim Tab • • . . • . . • • • • • • • • . • • . • • . .
GENERAL DESCRIPTION
The aircraft is equipped with all-metal fligbt control
surfaces consistingof theailerons, elevators, rudder,
and w1ng flaps. Dual controls are provided for the
ailerons, rudder, and elevators. A single control
lever, easily reached by either pilot, controls the hy-
draullcally actuated w1ng flaps. Movable trim tabs
installed on the rudder and elevators, are operated
by control wheels contained in the overhead trim tab
control panel. A dual indicating tab position indicator
installed in the right instrument panel, indicates the
p0sit1on of the rudder and elevator trim tabs. A
fixed, ground adjustable trim tab is installed on the
right aileron. The control column, control wheel, and
rudder-brake pedals at the pilots and copilots position
are mechanically interconnected to the push-pull rods,
bellcranks, and cables which actuate the primary
!light controlB. All primary control surfaces are
balanced to prevent surface flutter and provide the
best possible aircraft control characteristics through-
out the complete range of normal flight speeds. Sealed
bearingsareused throughout the!llght control system.
Control cable pulley brackets are provided with guard
••
pins to prevent the cable from 'jumping' the pulley
groove. · The all-metal, hydraulically actuated wing
flaps provide additional llft for shorter takeoff dis-
tances and slower landing speeds. Wing flaps may be
posit1oned at any setting between UP and OOWN by
Section VII
Flight Ccintrols
Page Page
7- 1 ·Elevators .......................... .. .. 7- 7 .
7- 1 Elevator Trim Tabs .. .. .. .. • .. .. .. • . .. • 7- 9
7- ~ _Rudder ............ . .......... . ........ 7-13
7-.. 4 Rudder Trim Tab ... . .................... 7- 14
7- 4 Wing Flaps ............................. . 7-17
7- 5 Wing Flap Position Transmitter.... . • . • • • . 7-19
7- 7
placing the flap control lever in NEUTRAL, when the
flap has moved to the desired position.
MAINTENANCE OF FLIGHT CONTROLS
Special care must be exercised when perforriling con-
trol system maintenance. Emphasis shall be given t o ,,
security of attachment, corre et alignment of rod ends,
use of correct hardware, and proper safetying. Con-
trol cables must be free of kinks, pulleys must be
aligned with the cables, and guard pins must be in-
stalled in the pulley brackets. Position cable pulleys
and route cables to avoid contact with the aircraft
structure. lnspect work areas for mislaid tools or
parts, which could foul the controla, and perform a
functional check of the controls prior to replacement
of access covers. lt is recommended that a test flight
be acconipllshed before the aircraft is released for
routine operation when a control system component
has been replaced or aircraft rigging has been altered.
Rerigging the control systems will seldom be neces-
sary ü correct maintenance technique is employed
when system components are removed and replaced .
Donot disturbpositionof rodend fittings when control
system components are removed, unless absolutely
necessary. When this is necessary, record the
amount of change required so that fittings may be re-
7-1
SecUon VIl 500S MAINTENANCE MANUAL
Fllght Controls

DRILL AND TAP

FOR 8-32 SCREW

WOOD, 2" X4"

36.00"

30. ºº"
/
Figure 7-1. Control Surface Balancing
27 38
•
7-2
 500S MAINTENANCE MANUAL
turned to original position when maintenance or re-
pair is completed. When control system components
are being removed,carefully note location and position
of attaching parts and hardware and return to original
location or position when installing new components
and parts. Complete rigging instructions are pro-
vided in succeeding paragraphs, for each flight control
system. Read these instructions carefully before
starting the rigging operation. Select and accómplish
only those rigglng steps applicable to the job require-
ment. Cable tensions and control surface travel
measurements are contained in Figures 7-11 and 7-12.
Ambient temperature and temperature buildup within
the airframe structure affect cable tension and must
be given proper consideration when rigging control
surfaces. The following procedures should be followed
when rigging control cables:
a. Rigging should be accomplished in a hangar.
When necessary to rig aircraft in the open it should
be accompllshed during coolest part of day with tail
of aircraft pointing toward sun. lf aircraft is moved
into a hangar for rigging, allow 90-minutes for con-
trol cables to adjust to hangar temperature.
b. Control cable tension readings should be taken
near the midpoint of cable and never closer than six
inches to a cable terminal or within 18-inches of a
pulley or fair lead. All control surfaces must be in the
streamlined position when cable tension is taken.
Prior to checking tension of elevator control cables,
clamp surfaces in streamlined position to relieve
' forces imposed by elevator bungee springs. Cable
· tension must be compensated for ambient temperature.
Carefully follow instructions provided with the tensi-
ometer.
CONTROL SURFACE BALANCING
All fllght control surfaces are balanced to provide the
best possible aircraft control characteristics through-
out the full range of normal flight speeds. Control sur-
face balance should be checked after painting, repair,
or other maintenance actions which would alter its
weight and weight distribution. A balancing fixture,
similar to that shown in Figure 7-1, should be used
far control surface balancing. The balancing fixture
must be exactly level and balanclng must be accom-
plished in a draft free area. Changes to control sur-
face balance, which exceed specified tolerances, can
be avoided by employing corre et maintenance technique
when painting ar repairing a surface. When repainting
a control surface carefully remove existing paint and
primer. Suspend surface from its leading edge and
apply new primer and paint evenly to all surfaces.
When sheet metal repairs are required, weigh the
material removed from the surface in preparation far
repair, The weight of material used to accompli'sh a
repair should be as near as possible to the weight of
material removed during repair preparation.
•
General procedures used far checking the balance of
control surfaces are similar. Control surface must
be mounted in the holding fixture with the hinge points
in exact horizontal aligrunent and the control surface
Section VII
FUght Controls
must rotat~reely around the hinge points. A control
surface is in 100-percent static balance when the
traillilg edge is in exact aUgnment with the horizontal
centerline of the surface hinge points. When balanc-
ing a control surface, it is necessary to determine
the magnitude of the 'moment' wlúch causes the sur-
face to rotate around the hinge Une. The moment of
force is usually expressed in inch-pounds and is de-
termined by multiplying the amount of weight appUed
to the surface by its distance, in inches, forward or
aft of the surface hinge line to the center of the weight
used. Example: a 2-ounce weight placed 16-inches
aft of the surface hinge Une produces a moment about
the hinge line equal to 32 inch-ounces or 2 inch-
pounds.
2 ounces x 16 inches = 32 inch-ounces
32 inc.h-ounces 7 16 ounces = 2 inch-pounds
The moment oí' force applled to a control surface is
expressed in plus or minus terms. A plus(+) mo-
ment of force moves the surface toward the traillng
edge down posltion (underbalance). · A minus (-) mo-
ment -0f force moves the surface toward the nose down
position (overbalance). If the preceeding ex:\mple
were appUed to an actual control surface and 2 inch-
pounds were required to move the control surface
from anos e down condition to the 100-percent balance
position the moment of force would be expressed as
minus (-) 2 inch-pounds. Weight placed forward of
the control surface lúnge Une produces a moment of
force wlúch raises the surface trailing edge to correct
for a traiUng edge down condition and is expressed as
a plus (+) moment of force. Control surfaces are in
balance when the moment required to move the surface
to 100-percent static balance is within the following
tolerances:
Aileron
Rudder
Elevator
+4, -1 inch-pounds
+30 19 +40 inch-pounds
+5 to +10 inch-pounds
MOTI
Aileron must be installed in balancing
fixture upside down to obtain correct
. hinge fitting aUgnment.
The following is an example of a control surface bal-
ancing check.
Aileron:
a. Position trailing edge of aileron below surface
lúnge line.
b. Place weight of-known value at a speclfic posi-
tion forward of the hinge line at center of aileron
until aileron trailing edge is in exact' allgnment with
surface hinge Une. Calculate the moment of force as
previously described. If more than l inch-pound
is required to balance the surface it is underl¡alanced
and weight must be added to the surface ..balance
weights to bring the surface intt> balance tolerance.
Move control surface traiUng edge up. Place weight
aft of surface lúnge Une. No more than 4 inch-pounds
should be required to move control surface to
7- 3
Section Vll 500S MAINTENANCE MANUAL
Flight Controls

---CONTROL
COLUMN
AILERON CONTROL
CABLES

""'7<~-- BEARING
ATTACH
BOLT
21 l 9

Figure .7-2. Control Column

streamllned position. Calculation:

c. Place traillng edge of aileron above surface
hinge line.
d. Place weight of known value aft of surface hinge.
line until traillng edge of aileron moves to a position
which is in exact allgnment with the surface hinge line.
Calcula.te the moment of force required to balance
the control surface. 1f more than 4 inch-pounds are
required to balance the surface it is overbalanced and
weight must be subtracted from the balance weights.
To determine theamountof weightrequired to correct
an overbalance or underbalance condition proceed as
follows:
EXAMPLE: AILERON
Conditions:
l. 5 lnch-pounds are required to move the surface
from a trailing ~dge •up' position to balanced condi-
tion.
2. Tolerance for aileron is +4, -1 lnch-pounds.
Surface is 1 lnch-pound overbalance and weight must
be subtracted from balance weight forward of surface
hlnge llne.
3. Subtract the equivalent of 1 inch-pound from
surface balance weight.
D = Distance of balance weight forward of hinge
Une.
W= Weight t o be removed.
O =Overbalance in inch-pounds.
0 -7 D=W
(1 inch-pound 7 4 inches = 4 ounces)
FLIGHT CONTROL SYSTEMS
CONTROL COLUMNS
Each control column is attached to the aircraft floor
structure and supported by bearlngs which are inte-
gral to the attachment fittings. The inboard end of
each control column torque tube passes through a
pillow block, which contains a roller bearing and is
attached to the elevator t orque arm. The outboard
end of the control column lower housing is also se-
cured to the cabin floor structure by an attachment
fitting which incorporates a bearing. Control wheels,
installed on the upper control column castings, are

7-4
 500S ..MAINTENANCE MANUAL
••
. .
' : .
~· " .
connected to the ailerons by a series of interconnect-
ing chains, cables, push-pull tubes, and bellcranks.
' Aileron control wheels may be removed from the
splined shaft in the column upper casting by extract-
ing the medalllon from the wheel and removing the
retaining nut. A single control column may be re-
moved from the aircraft without disturbing aileron
or elevator control system rigging. Access to con-
trol wheel chains and turnbarrels in this part of the
aileron control system, is gained by removing the
access covers on the control column, upper column
casting, and the cover installed on the cabin floor
over the control column torque tubes (see Figures
7_-2 and 7-3).
REMOVAL AND INSTALLATION
a. Remove carpet and floor paneling to gain ac-
cess to work area.
b. Detach push-pull rod connecting control column
torque arm to forward transfer tube.
c. Remove appropriate chain from aileron cable
drum sprocket wheeL
d. Remove bolts securing inboard pillow block to
floor.
e. Remove bearing. attach boll: from outboard side
of control column support bracket.
f. Remove control column.
•
To install a control column reverse the removal pro-
cedure.
RIGGING
The chain connecting the. control wheel to the upper
icUer sprocket wheel must be positioned so that the
control wheel is horizontal. When control wheel is
in this position, turnbarrels which connect the chain
from the idler sprocket wheel to the cóntrol wheel
should be centered intheaccess openingof the control
column upper casting. 'i'he turnbarrel in the chain
between the idler sprocket wheel and cable drum
sprocket wheel should also be centered in the access
opening of the control column~ Tension of aileron
control chains must be sufficient to prevent chain from
rubbing against inner walls of column or lower column
tube. However, chain tension should not be so great
that the 'feel' of chain movement over the sprocket
wheels is transmitted to the control wheel. R1g the
control column to the aileron and elevator control
system as follows:
a. Secure alleron cable drum stop lug in vertical
position.
b. Align aileron control wheels in horizontal posi-
tion and secure with wooden lath and C-clamps.
c. Instan aileron control chains as shown in Fig-
ures 7-2 and 7-3, tighten turnbarrels as previously
described, and safety wire.
d. Attai:h elevator push-pull rod end totorque arm
•
on control column lower tube. Secure elevators in
neutral position and adjust push-pull rod length until
control column is located 3-degrees forward of verti-
cal position.
' Section VIl
Flight Controla
e. Functionally check controls for correct travel
and operation; as outlined in subsequent informatioil.
Turnbarrels must not contact sprocket
wheels when controls are moved through
full range of traveL
AILERONS
An all- metal aileron is installed outboard of each ·
outer wing flap. Each aileron operates on sealed
bearings installed in three hinge brackets, attached
to the aft wing spar. Lead weights, installed in the
leading edge of the ailerons, provide proper control
surface balance. The aileron control wheels are me-
chanically interconnected thrciugh a series of control
chains and . sprockets to the aileron cable drum (see
Figure 7-3). The cabledrum, located below the floor
structure between the control columna, actuatés the
ailerons through cables, bellcranks, and push-pull
rods. Control cables extend aft from the aileron
cable drum passing under the floor structure and
through idler pulleys to the lower pulley bracket as-
sembly, located aft of the baggage compartment. The
cables arethenroutedupward through theupper pulley
bracket assembly and out through the wing tunnels
along the trailing edge of the wing aft spa~s, to the
aileron bellcranks. The forward end of the left and
right aileron bellcrank is interconnected by a bal-
ance cable. Adjustable push-pull rods connect the
ailerori bellcranks to the ailerons.
Three turnbarrels are installed in the aileron cable
system to adjust cable tension and facilitate cable in-
stallation. The aileron balance cable turnbarrel is
located behind the left outboard flap closeout skin.
Turnbarrels for cables originating ai the aileron cable
drum are locaied between the lower and upper pulley
bracket assemblies, aft of the baggage compartment.
Stops for the aileron control system are located just
forward of the aileron cable drum. Adjustment of the
aileron stops is accomplished by loosening the stop
bolt checknut and raising or lowering the stop bolts to
the required position.
REMOVAL AND INSTALLATION
a. Disconnect aileron push-pull rod at aileron.
Do not change position of rod end on push-pull rod.
b. Remov& aileron hinge bolts.
c. Remove aileron from aircraft. · .
Installation of the aileron is the reverse of the removal
procedure. In the event push- pull tube length has
been altered, streamline trailing edge of opposite
aileron with trailing edge of wing and outboard flap
and secure with a temporary lock. Adjust push-pull
rod length to align attaching bolt hole with hole in
7- 5
Section VII 500S MAINTENANCE MANUAL
Fllght Controla

A
2741
•

TURNBARREL

AILERON
PUSH-PULL ROD

27 41

Figure 7-3. Aileron Control System

27 4 1
•
7-6
 5008 MÁ1NTENANCE MANuAL
aileronhinge fitting, when aileron is in neutral position.
NOH
Aileron controls must be rigged as
outlined l.ii subsequept paragraph lf
aileron control wheels are not aligned
horizontally, when ailerons are neutral
RIGGING
Center aileron control cable on aileron cable drum
(see Figure 7-3). Start aileron cable turnbarrels
two complete turns and attach cables to aileron bell-
"cx:ank, located in wing forward of aileron, prior to
beglnning adjustment procedure.
a. Secure aileron control wheels in a horizontal
. ~siUon.
NOH
If aileron stop lug is not vertical rig
control column as previously outlined
.in this secUon.
l
'·
b, Adjust aileron push-pull rod to 14. 65 inches,
·me~ed from center hole of_end fittings, and attach
to aileron bellcrank and aileron.
'c . Adjust aileron control cable turnbarrels and
•
. }>alance cable turnbarrel until trailing edge of aileron
is streamllned (neutral position) with trailing edge of
wing and. outboard flap. Adjust cable tension.
d. If aiierons are not synchronized in neutral posi~
tion, adjust appropriate push-pull" rod until affected
aileron is streamlined with wing traillng edge.
e. Adjust aileron stop pins (Figure 7-2) to obtain
correct aileron traveL
f. Secure all turnbarrels with safety wire and in-
spect control chains and cables for unobstructed
travel andpulley cable guard pins for correct installa-
tion.
AILERON TRIM TAB
A fixed-position trim tab is attached to the right ai-
leron. A right wing high attitude may be corrected by
bending the trim tab down. Bencling the tab up will
correcta right wing low attitude. Use forming block
when bending tab, and do not bend more than O. 50 inch
tab deflection in either direction.
ELEVATORS
Each elevator operates on sealed bearings installed ·
in two hinge brackets attached to the aft horizontal
stabilizer spar. The elevators are operated by fore
and aft.movement of either control column. A torque
arm at the inboard end of each control" column tube
•
extends below the floor structure where it is connected
to an adjÚstable push-pull rod which extends aft to the
forward transfer tube (see Figure 7-4). The forward
transfer tube is installed between the floor beams and
Section VII
Fllght Controls
operates O!} sealed bearings. The elevator control
cable whic!Í is attached to an arm on the transfer tube
is routed forward and around an idler pulley. It then
passes aft through a control cable bracket assembly,
located aft of the baggage compartment and continues
to the extreme aft section of the fuselage where it is
routed around another idler pulley and forward to the
arm of the aft transfer tube. Pulleys and fairleads
are used to route the elevator cables through the aft
fuselage to the aft transfer tube. The aft transfer tube
is similar to the forward transfer tube and has ad-
justable push-pull rods, extending aft to arms attached
to each elevator torque tube. Two turnbarrels, in-
stalled in the elevator control sy.stem aft of fuselage
station 234.00, permit control cable tension. adjust-
ment. Additional adjustment to change the ·up anii
clown travel or streamline the elevators is accom-
pllshed by adjusting the length of transfer tube push-
pull rods. Adjustable mechanical stops, installed in
channel brackets located below the !loor structure at
the forward transfer tube assembly, are provided to
limlt elevator traveL Stops are adjusted by loosening
the checknuts and rotating the stop in the desired di-
rection. Bobweights, installedon the forward trans-
fer tube, provide increased elevator stick force as
"G" loads are applied by the pilot(s) . This warns the
pilot(s) that high "G" loads are being applied and also
helps to retard the pilot(s) from doing so: -
A bungee system consisting of two coil springs is
employed in the elevator control system to aid in con-
trol surface movement and provide the best 'feel' on
the controla while flying at low speeds. The springs
are attached to the fuselage structure and to the aft
transfer tube assen¡bly as shown in Figure 7-4. · When
the aircraft is on the ground the bungee system forces
the elevators toward the down position. For this rea-
son, it is necessary to secure the elevators in neutral
position by use of externa! control clamps before
elevator control system maintenance is performed.
REMOVAL ANO INSTALLATION
a. Remove nuts at inboard end of elevator torque
tubes.
b. Disconnect trim tab actuator flexible shaft and
elevator trim tab position indicator wire (see Figure
7-6).
c. Disconnect aft push-pull rodsat elevator torque
tube arms (see Figure 7-4). Do not change length ·of
the elevator push-pull rods.
d. Remove elevator hinge bolts.
e. Remove elevator from aircraft.
Elevator installation procedure is·the reve-rse of the
removal proceduie.
RIGGING
Install elevator control cables as shown ·in Figure
7-4, and adjust length af aft push-pull rod for each
elevator to 11. 75 inches, measured from ;center of
hole in end fitting. Connect push-pull rods between
aft transfer tube and elevator torque tube ar ms.
7-7
Sectton Vil . ENANCE
500S MAINT , MANUAL
Fllght Controle

27 49
•
BOB WEIGHT
B

ELEVATOR TRANSFER
I
TUBE

'

COLUMN
'-...
CONTROL
IDLER PULLEY

.
Figure
27 7.t

7 - 4 · Elevator Control System

27 6 •
 5008 MAINTENANCE MANUAL Section VJI

••
Flight Controls

... ._.... EFFECTIVE SERIAL NUMBERS 1755 THROUGH 3075

Non ºº""

ELEVATOR
TRIM TAS

/ ·-""

•
' .

110 174

Figure 7-5. Trim Tab Control Panel (Sheet 1 of 3)

a. Synchronize elevators byadjustment of elevator.
torque tube pu.sh-pull rods.
b. Adjust elevator control cable turnbarrels to
obtain correct cable tension.
c. Instan push-pull rods between forward transfer
tube assembly and control column arms. With ele-
vators secured in streamllne position, adjust length ·
of push-pull rods to provide a 3-degree forward pitch
to control columns.
d. Adjust elevator stops (Figure 7-4) to obtain
correct travel
e. Instan elevator bungee springs and secure all
control cable turnbarrels with safety wire.
ELEVATOR TRIM TABS
Controllable trim tabs, located on the inboard trailing
edge of each elevator, are operated by an elevator
trim tab control wheel installed on the left side of the
overhead trim tab control panel (see Figure 7-5). A
•• portion of the control wheel extends through the trim
tab control panel, and when rotated, actuates the
trim tab through a mechanical llnkage consisting of
cables, chains, sprockets, flexible sha!ts, . and jack-
sha!t mechanisms (see Figure 7-6). The trim tab
Change 2
control wheel turns a set of gears which rotate the
trim tab cable drum. Both ends of the cable are
routed overhead from the trim tab cable drum to the
aft fusehlge and connected to an additional set of con-
trol cables that operate the left and right trim tab
actuators. The additional cables are attached to the
main control cable by a mechanical splice. Each set
of control cables are then attached to a chain that is
meshed with drive sprockets. A flexible shaft ex- ·
tending from each drive sprocket, operates the re-
spective trim tab through a jack shaft installed in
each elevator. Trim tab travel is limited by a bolt,
wasller, and nut installed in a specific chain link to
restrict chain travel when contact is made with the
sprocket. Turnbarrels utillzed for rigging and adjust-
ing cable tension are installed in the control cables
at fuselage sWion 185. OO.
REMOVAL AND INSTALLATION
a. Position trlm tab to expose bolt and nut attach-
ing push-pull rod to trim tab.
b. Remove nut and bolt attaching push-pull rod to
trim tab.
c. Remove safety wire and withdraw hinge pin from
trim tab hinge.
7-9
Section VIl 5008 MAINTENANCE MANUAL
Flight Controls
EFFECTIVE SERIAL NUMBERS 3076 THROUGH 32iO
ELEVATOR
TRIM TAB
Figure 7-5. Trim Tab Control Panel (ShHt 2 of 3)
d. Remove trim tab.
Elevator trim tab installation procedure is the reverse
of removal procedu.r e.
RIGGING
a. Place swaged boss on forward control cable in
cable drum detent and wrap cable around drum, three
turns on each side of swaged boss.
b. Route control cable endsaft through cable pulleys
and fairleads to station 180.00 and secure temporarily
to prevent cable from unwinding off of cable drum.
c. Rotate elevator trim tab drive sprockets in aft
fuselage untilelevator trim tabs are streamlined with
elevator. - position. When control wheel is ro-
d. Attach aft control cables to end of chains.
e. Position chains on drive sprockets until cable -
ends are equidistant from sprockets.
f. Route aft control cables forward through cable
pulleys and fairleads and attach to forward control
cable turnbarrels (see Figure 7-6).
g. Tighten control cable turnbarrels until correct
cable tension is obtained and secure turnbarrels with
7- 10
l'A~fl • LOOD LITI
safety wire. .
h. Rotate elevator trim tab control wheel (trim
tabs up) until correct trim travel is obtained.
i. Instan stop bolt through upper chain in link
nearest trim tab drive sprocket.
j. Rotate elevator trim tab control wheel (trim
tabs down) until correct trim trave l is obtained;
k. Install stop bolt through lower chain in link
nearest trim tab drive sprocket.
. •OTI
Cable drum is improperly wound ü
swaged boss rotates out of drum detent
in either NOSE UP or NOSE DOWN
tated to NOSE UP, trim tab should hinge
down. Tab should move up when con-
trol wheel is moved toward NOSE
OOWN.
l. Recheck trim tab travel limits and secure all
hardware with cotter pins and safety wire as applicable.
Change 2
 50ÓS MAiNtENÁNCE MANUAL
•
\ EFFECTIVE SERIAL NUMBERS 3211 ANO SUBSEQUENT
MOH OOWN
ELEVATOR
TRIM TAS
- --
~~L~~~= ~
@.
8ATT[O'I 3WITC!!
llUSTll O. TO
Ol'l:üTr VAlVlS
rlll•
º"
Figure 7-5. Trim Tab Control Panel (Sheet 3 of 3)
ELEVATOR TRIM TAB POSITION TRANSMITTER
An elevator trim tab position transmitter installed in
the left elevator contains a variable resistor which is
mechanically linked to the trim actuating shaft and
electrically connected to a dual-scale rudder . and
elevator trim tab indicator. As the trim tab is ac-
tuated, the sweep arm contained in the transmitter is
repositioned. This varies the transmitter resistance
and the resulting current change is transmitted to the
respective coil in the dual-scale indicator. The coil
varies the indicator pointer position to agree with
trim tab traveL A variable resistor is externally
mo1,lllted on the transmitter and is set to obtain a full
down position when adjusting the transmitter {see
Figure 7-7). This. resistor is required to make up
and down travel of the elevator register in equal in-
crements on the indicator. · The indicator circuit is
supplied with 28-volt de power and protected by a 5-
amp push-to-reset circuit breaker located in the cir-
•
cuit breaker panel.
Elevator Trim Tab Transmitter Adjustment.
Two different types of transmitters are installed.
Adjustments vary between the transmitters . For this
Change 2
Section VIl
Flight Controls
"'
Nlll[l IJllTR LITI e
~0.8
~º''
-----~e
RUOOER
TRIM TAB
reason, adjustment procedures are supplied for both
types A and B transmitters. Observation of the
transmitter will determine which procedures are to
be used. To adjust the type A trimtabposition.trans-
mitter, proceed as follows {see Figure 7-7 , Type A):
a. Rotate elevator trim tal:> wheel until trim tab
surfaces are streamlined with elevator trailing edge.
b. Remove transmitter access door from left
elevatorupper surface, andremovetransmittercover .
c. Sweep arm (2) should be approximately 0.375-
inch from end of rheostat winding next to variable
shorting bar (4).
d. Adjustable tab (3) i;hould be centered between
ends of elevator down travel resistor (1).
e. Place master switch in BATTERY position. U
indicator does not indicate zero degree tab·setting,
turn adjusting screws (6) and position variable short-
ing bars (4) until indicator reads zero degrees.
f. Rotate elevator trim tab control wheel until tabs
are full down . .Indicator shouldread 26 to 28-degrees
nose up . Rotate elevator trim tab control wheel until
tabs are full up. Indicator . should read 2 to 4. 5-
degrees. U reading is not in toleranc.e , .adjust resistor
adjustable tab (3) until a 2 to 4. 5-degree reading is
7- 11
Sectton VD 500S MAINTENANCE MANUAL

•
Flight Cpntrols

DETAILA
\.
ELEVATOR TRlM TAB

27 50

DETAIL C

DETAIL 8
GEARAND
PINION

~
~ ~- ELEVATOR TRIM TAB
~ INDICATOR TRANSMITTER

ELEVATOR TRIM
TAB WHEEL 27 1 27 7

· Figure 7-6. Elevator. Trim Tab Control System

obtained. Recheck travel on the 26 to 28 -degree
reading and repeat as necessary to obtain correct
readings.
g. Retilrn trim tab to streamline position. Indi- .
cator shouldread zero degrees . If indicator does not
read zero degrees, repeat steps e. and f.
h. Place master switch in OFF position and replace
transmitter covex and access door.
To adjust the type B trim tab position transmitter ,
proceed as follows (see Figure 7-7 , Type B):
d. Adjustable tab (4) should be centered between
ends of elevator down travel resistor (3).
e. Place master switch in BA TTERY position . If
indicator does not indicate zero degree tab settlng,
pivotthe friction-fitted adjustment shoes (2) with the
thumb and forefinger until indicator reads zero de-
grees.
f. Rotate elevator trim tab control wheel until tabs
are full down. Indicator shooldread 26 to 28-degrees
nose up. Rotate elevator trim tab control wheel until
tabs are full up. Indlcator should read 2 to 4. 5-de-
grees. If reading is not intolerance , adjust resistor

a. Rotate elevator trim tab wheel until trim tab
sur!aces are streamlined with elevator tralling edge.
b. Remove transmitter access door from left
elevatorupper surface, and remove transmitter cover .
c. Sweep arm (1) should be approximately O. 375-
inch from end of rheostat winding.
•
adjustable tab (4) until a 2 to 4. 5-degree reading is
obtained. Rechecktravelonthe 26 to 28-degreeread-
ing and repeat as necessary to obtain correct readings .
g. Return trim tab to streamline position. Indica-
tor should read zero degrees. U indicator does not
read zero degrees , repeat steps e. and f.

7-12
 Section VII
Flight Controls

Type A Type B

5,

l. ELEVATOR DOWN TRAVEL RESISTOR l. SWEEP ARM

2. SWEEP ARM 2. ADJ USTABLE SHOES
3. ADJl7STABLE TAB 3. ELEVATOR OOWN TRAVEL RESISTOR
4. VARIABLE SHORTING BAR 4. ADJUSTABLE TAB
5. ACTUATING ARM 5. ACTUATING ARM
6. VARIABLE SHORTING BAR
ADJUSTING SCREWS

• 210 s

fi9ure 7-7. Trim Tob Position Tron5mitter

h. Place master switch in OFF position and replace
t ransmitter cover and access door.
RUDDER
D.lal rudder-brake control pedals, installed on the
forward and aft rudder pedal torque tubes 'enable the
pilot or copilot to control the rudder, brakes, and
nose wheel steering. The rudder pedal torque tubes
(see Figure 7- 8) consist of an inner and outer tube
installed in pillow block bearings, attached to the
cabin floor structure. The pilot and copilot left rudder
pedals are attached to the outer tube body of the aft
torque tube, and the two right pedals are attached to
the outer tube body of the forward torque tube. The
inner tubes of the forward and aft rudder torque tubes
are mechanically linked to the rudder- brake pedals
and power brake valves (see Power Brake Valves,
Section ID). Rudder control cables are connected to
the two inboard rudder pedal horns extendlng below
the forward and aft rudder pedal torque tubes. A
cable attached to each pedal horn extends aft through
the fuselage to a rudder torque arm which is attached .
directly to the base of the 'rudder (see Figure 7-8).
A balance cable inter connects the two rudder pedal
horns. This cable extends forward from the rudder
pedal horns, up, arid across the front side of the for-
ward cabin bulkhead through a series of pulleys. Two
cable turnbarrels, located aft of the baggage com-
partment, and one in the upper nose wheel well, are
provided for rigging the cable system and adjusting
cable tension.
REMOVAL AND INSTALLATION !·
a. Attach tail stand to aircraft tail skid:.. · .
b. Remove access panels from lower forward part
of rudder and below stabilizer on each side of aft
fuselage.
c. Disconnect rudder trim tab flexible shaft and
wiring to rudder trim tab pcisition indicator trans-
mitter.
d. Remove rudder to torque tube attach bolts ac-

7-13
Section VIl 500S MArnTENANCE MANUAL
Flight Controls
cessible through right side of rudder.
Do not stand on horizontal stabilizer
when removing rudder.
e. Turn rudder approximately 45 degrees to left
or right and remove rudder hinge bolts.
f. Remove rudder, using care to prevent damage.
Installation of rudder is the reverse of removal pro-
cedure.
RIGGING
a. Attach tail stand to aircraft tal! skid. ·
b. Clamp a pie ce !)f flat, non-flexible steel or angle
iron across rudder pedal arms so that pedals are
aligned. . fuselage until trim tab is streamlined with rudder.
c. Tighten rudder control cable turnbarrels in aft
fuselage equallyuntil correct cabletension is obtained,
d. Tighten rudder balance cable turnbarrel until
correct cable tension is obtained.
e. Check rudder alignment w1th vertical stab111zer
island and adjust rudder control cable turnbarrels in
aft fuselage until rudder is strearolined with stabillzer
island.
f. Remove clamp installed in step b.
g. Adjust rudder travel at rudder stops to obtain
correct travel. Rudder stops, located inaft fuselage,
liroit travel of rudder torque tube arm. Adjust stops
by loosening checknuts and rotating stop bolts.
h. Tighten rudder-stop checknut and check rudder
travel and cable tension.
i. Se cure turnbarrels with safety wire, and inspect
rudder cable system.
j. Remove tal! stand.
RUDDER TRIM TAB
The· rudder trim tab is installed in the lower portion
of the rudder trailing edge, and is operated by a trim
tab control wheel installed on the right side of the
overhead trim tab control panel (see Figure 7- 5).
Rotation of this whee l actuates the trim tab through a
.mechanical linkage consisting of a cable, chain ,
S,Procket, flexible shaft and jackshaít mechanism
(see Figure 7-9). The t rim tab control wheel ope-
rates a gear-driven cable drum on which the trim tab
control cable is wound. The control cable is routed
overhead tci the aft fuselage and the cable ends are
attached to a chain which is meshed with a cl\ive
sprocket. · A flexible shaít connected betweer. the
sprocket wheel and tab actuator drives the sh?Jt which
moves the trim tab. Lirnit stops, consisting of s mall
bolts installed through links in the drive chairi, re-
strict chain travel when contact is made with the
sprocket. Turnbarrels installed in the control cables
at fuselage s tation 185. 00, are utilized far rigging
and adjus ting cable tension.
7- 14
REMOVAL AND INSTALLATION
•
a. Position rudder trim tab to expose nut and bolt
attaching push-pull rod to rudder trim tab.
b. Remove nut and bolt attaching push-pull rod to
rudder trim.tab.
c. Remove safety wire and withdraw hinge pin from
rudder trim tab hinge.
d. Remove rudder trim tab.
Rudder trim tabinstallation is the reverse of the re-
moval procedure.
RIGGING
a. Place swaged boss on rudder trim cable in cable
drum detent and wrap cable around drum three turns
on each side of swaged boss.
b. Route control cable ends aft through cable pulleys
and·fairleads to station 180.00 and secure temporarily
to prevent cable from unwinding.
c. Rotate rudder trim tab drive sprocket in aft
d. Attach aft control cables to ends of chain.
e. Position chain on t rim tab drive sprocket so
that cable ends are equidistant from sprocket.
f. Route aft control cables forward through pulleys
alid fair leads and attach to forward control cable turn-
barrels.
g. Tighten turnbarrels until correct cable tension
is obtained. Safety wire turnbarrels.
h. Rotate rudder trim tab control wheel and check
for freedom of movement. Rudder trim tab should
travel an equal distance to either side o! the stream-
lined position. Adjust tab bychanging length of rudder
trim push-pull rod. After adjustment, check rod end
threads for adequate engagement.
•OTI
Cable di:um is improperly wound ü
swaged boss rotates out of drum detent
in either the NOSE LEFT or NOSE
RIGIIT position. When control.wheel
is rotated to NOOE LEFT, trim tab
should hinge · right. Trim tab should
hinge left when control is r otated to-
ward NOSE RIGHT.
i. Rotate rudder trim tab control wheel to the
NOOE RIGHT position until trim tab has moved lert to
correct 'travel limit.
j. Install s top bolt through left side of drive chain
in link nearest trim tab drive sprocket.
k. Repeat step i. for NOOE LEFT posítion.
l. Install stop bolt through right side of drive
chain in link nearest trim tab drive sprocket.
ro. Recheck trim tab trave l limits and secure all
hardware with cotter pins and safety wir e, as appll-
cable.
•
RUDDER TRIM TAB POSITION TRANSMITTER. The
rudder tri m tab position transmitter is ins talled in
the lower left side of the . r udder. The trans mitter
contains a variable resistor which is mechanically
 .··'·~· ·:-:' , .:. ANCE MANUAL
50.0S MAINTEN Section VII
Flight Controls

ACCESSDOOR

•
\: ..

• F' . ~~::=--:----~~~-
1gure 7-8 . Ru dd •r e
ontrol System __ _..:.:~1
7-15
Section VII 5005 MAINTENANCE MANUAL
Fllght Controla

RUDDER TRIM TAB

27 43

A 8
RUDDER TRIM TAB
INDICATOR TRANSMITTER

FORWARD
CABLE

BEVEL
GEARS

ACTUATOR
STOPS

RUDDER
TRIM TAB
.J.
~CHAIN
ROLLER

.WHEEL

l7 5 27 5

Figure 7 -9. Rudder Trim Tob Control System

linked to the trim tabactuator assembly and electric-
ally connected to the dual-scale rudder and elevator
trim tab position indicator. As the trim tab is moved,
the transmitter sweep arm is reposltioned and resis-
tance of the transmitter is varied. The resulting cur-
rent var1ation is transmitted to the respective coil in
the dual-scale pósition indicator which positions the
indicator pointei:-to agree with rudder trim tab travel.
The circu1t is· supplied with 28-volt de power and
protected by a 5-amp push- to-reset circuit breaker
located in the circuit breaker panel.
Rudder Trim Tab Transmitter Adjustment.
Two different types of transmitters are installed. Ad·
justments vary between the transmitters . For this
resaon , adjustment procedures are supplied fo r both
the type A and type B transmitters. Observation of
the transmitterswilldetermine which procedures are
to be used. To adjust the type A trim tab position
transmitter , proceed as follows ( see Figure 7-7 ,
Type A):
a. Rotate rudder trim tab control wheel until tab
is streamlined with rudder trailing edge.
b. Remove transmitter access door from lower
left side of rudder , and re move lransmitter cover.
c. U sweep arm ·(2) is not centered between ends
of rheostat windings , rotate sweep arm until it is
centered .
d. Place master· switch in BA TTERY position. If
indicator does not read zero degree tab setting, turn
adjusting screws (6) and position variable shorting
bars (4) until indicator reads zero degrees.
e. Operate trim tab to the left and right limits of
travel and return indicator to zero degree reading,

7-16

recheck sweep arm (2) for zero degreé tab setting.
Adjust sweep arm and shorting bars (4) as required,
until indlcator reads zero degrees.
f. Place master switch to OFF and replace tr~s­
mitter éover and access door .
To adjust the type B trim tab position transmitter,
proceed as follows (see Figure 7-7, Type B):
a. Rotate ru<kier trim tab control wheel until tab
is streamllned with rudder trailing edge.
b. Remove transmitter access door from lower
side of ru<kier, and remove transmitter cover.
c. If sweep arm (1) is not centered between ends
of rheostat windings, rotate sweep arm until 1t is
centered.
d. Place master switch in BATTERY position . .If
indicator does not read zero degrees tab setting,
pivot the friction-fitted adjustment shoes (2) with the
. thumb and forefinger until indicator reads zero de-
grees.
e. Operate trim tab to the left and right limite of
travel and return indicator to zero degree reading.
Recheck sweep arm (1) for zero degree tab setting.
Adjust sweep arm (1) and adjustment shoes (2) until
indicator reads zero degrees.
f. Place master switch in OFF position and replace
transmitter cover and access door .
•
WING FlAPS
~ .. Two. ali-metal flaps are installed on each wing. The
inboard flaps extend from the fusel.a.ge to the engine
nacelle, and the outboard flaps extend from the out-.
board side of each nacelle to the ailerons (see Figure
7-10). The flaps are hinged from the aft wing spar
and are actuated by a hydraullc cyllnder and master
sheave located in the aft fusel.a.ge. Refer to Section fil
for informallon on operation and maintenance of the
wing flap hydraullc system. The flap actuating cyl-
inder body is secured to the aircraft fusel.a.ge and the
cylinder plston rod is connected to a master sheave.
A push-pull rodconnects the master sheave to a slave
sheave on the opposlte side of the aircraft. Cables
extend · outboard from the master and slave sheaves
to additional sheaves which are attached to the indivi-
dual flap sections on each side of the aircraft by
push-pull tubes. Movement of the flap act:uating cyl-
_inder piston rod operates all cable sheaves at the
same time, causing the flap sections to move simul-
i:aneously. When the flaps are u¡i, tlie top surface of
each flap conforme .with the contour of the wing to
provide a clean airfoiL The wing flap control cables
must be rigged and adjusted to synchronize all four
flap sectlons throughout the entire range of travel in
J?oth directions. However, anything other than minor
adjustment to flap rigging will seldom be necessary
if attention is given to preserving original measure-
ments and positioning of rod ende and other hardware.
•
Piston travel within the flap actuating cyllnder pro-
vides 40 (~ 2) degrees of flap travel and is stopped
when the piston is bottomed at the end of its stroke.
An electrically operated flap position lndicator, in-
stalled in the instrument panel, indicates flap position.
The indicator is actuated electrically by a positioning
transmitter, connected to the flap actuallng master
Section VIl
. Fllght Controls
sheave.
REMOVAL AND INSTALLATION
a. With fiaps in full clown position, remove push-
pull rod acce ss door in wing traillng edge doseou t Skin
(see the lnspection Plates, Access Covers and Doors
Figure in Section ll) . .
b. Disconnect push-?Jll rods from flap speaves,
taking care not to disturb position of rod end fitting.
c. Remove flap attaching hinge bolts.
d. Carefully llft flap free from aircraft.
Wing flap installation is the reverse of the removal
procedUre.
RIGGING (Aircraft with factory serial numbers 1755
· through 3102)
a. Rig left flaps first. Install control cables
around left flapsheave andmastersheave with swaged
cable boss in sheave detent. Tighten turnbarrels
equally to obtain correct cable tension.
b, Adjust flap actuating cyllnder piston rod end
fitting to position contrpl cable turnbarrels equi-
distant from master sheave. Control cable turn-
barrel terminals must not ride into sheave cable
. grooves when flap is moved from full up to full down ·
position.
c. Adjust inboard flap push-pull rod to a length of
7. 70 (: O. 05) inches, mea8uring from centers of rod
end fittings.
d. Adjust outboard flap control rod to a length of
6. 60 (~ O. 05) inches, measuring froin ceriters of rod
end fittings. · · ·
e, · Attach left inboard push-pull rod to sheave and
flap. Raise flap to the full up position with hydraullc-
presSUl'e. Adjust leftinboard flap contTol cable turn-
barrels as necessary to position flap firmly against
top wing and nacelle skin extending over fuselage and
nacelle closing ribs. Recheck control cable tension
and clearance between turnbarrel terminals and mas-
ter sheave cable grooves.
f. Attach push-pullrod to left outboard sheave and
flap. With flaps in full up ¡iosition, adjust left out-
board flap control cable turnbarrels to obtain proper
cable tension and to position flap firmly against skin
extending over outboard nacelle closing rib. .
g. Synchronize slave sheave located on right side
of fuselage structure with master sheave by adjusting
push-?Jll rod length to 26. 75 inches, measuring from
center to center of rod end fittings.
h. With slave sheave synchronized with master
sheave, repeat steps a. thru g. to rig and adjust out-
board flaps.
1. After initial adjustments are ~completed, re-
·adjust control cables as necessary to obtaindimensions
as shown in Figures 7-11 and 7- 12 . Safety wire all
turnbarrels.
RIGGING (Aircraft with fac tory serial numb~rs 3103
and subsequent) ·
a. Remove all fiaps from aircraft , and remove
wing contour sk!ns .
b. Remove attachinghardware securing flap actuat-
7- 17
S~i:tton Yn . 500S MAINTENANCE MANUAL
FU~ht Controls
HYDRAULIC LINES TO FLAP SELECTOR
VALVE ON PEDESTAL
Figure 7-10.
ing rod and transmitter arm to the master sheave.
c. Relievehydraulic pressure on hydraulic system
in accordance with procedures in Section m of this
Manual.
d. Disconnectandcaphydraulic linesfromactuator.
e. Remove nut and bolt attaching the flap actuating
cylinder atm to the master sheave. Remove trans-
mltter linkage from the master sbeave. Instan bolt
into actuating cyllnder arm and master sbeave, bút
leave nut off. .
f. Connect a small simple hydraullc hand pump to
the actuator. The pump should have the capability to
hold 1000 psi, and have a selector valve.
g. Measure distance between center Unes of mas-
ter sheave and slave sheave. and record measure-
ments.
The above measurement is to be taken
at the center lines of the mountlng bolt
spacers, just under the bottom of each
sheave's interna! bearing race , using
trammelpointsorother suitable rneas-
uring equipment.
h. Adjustrodends of symrnetry push rod assembly
to the measurements established in step g. Adjust-
ments will be made between the center lines of the
rod ends. The adjustments will be as close as poss-
ible within one-haif (1/2) turn of the rod end. Tighten
jamb nuts and instan assembly to sheave.
On all rod end adjustrnents , ü safety
wire passes through bolt witness boles
in rod assembly, rod end is extended
past limits and should be screv.ied fur-
ther into assembly (see Figure 7-11) .
7-18
2741
Wini Flap Control System
i. Adjust the actuating cylinder rod end, until sym-
metry push rod -assembly travels an equal distance
outboard of the master sheave as it does o!- the slave
sheave.
j. Operatethe hydraulic hand pump and apply 1000
psi to the actuator.
k. With the actuator flJlly extended, measure and
record the distance outboard from the center line of
the attaching ·bolt of the symmetry rod assembly to
the outboard edge of the master sheave support brac-
ket.
1. Retract the actuator arm to its maximum.
m. Measure distance outboard from the center line
of the attaching bolt of the symmetry rod assembly to
theoutboardedgeof the slave sbeave support bracket.
Distanceshouldbethe sa.me as master sheav.e , ü not,
adjust hydraullc actuator rod end untU the measure-
ments are equal. Master and slave sbeaves are now
centered between full up and full down.
n. Retract hydraulic actuator to its maximum and
lock with 1000 psi. .
o. Adjust cable turnbarrels nearest left and right
inboard flap sheaves until center line of flap actuating
arm is 1.10 (+. 03 , - . 00) inches from aft face of wing
spar web. Apply cable tensions as shown in the Cable
Tensions-Temperature Conversion Chart.
Control cable turnbarrel terminals
must not ride sheave cable grooves
when flap is moved from full up to fuil
down position.
p. Adjust cable turnbarrels for the outbo¡ll'd flap
•
pulleys until center lin·e of flap actuating arm is 85
( +. 03, - . 00 ) inches from aft face wing spar web.
Apply cable tensions as shown in the Cable Tensions-
Temperature Conversion Chart. Tighten cables as
required to obtain the tolerances.
q. Recheck dimensions and cable tensions , and
~afety wire ali turnbarrels.

.. ;50PS),tAINTENANCE MAN:UAL ,
•
IF SAFETYWIRE WILL PASS THROUGH
BOTH WITNESS HOLES, ROD END IS
EXTENDED PAST LIMITS . 27 ll
Figure 7-11. Rod End Adjustment
r. Adjl,lst inboard Ilaps ¡K!sh-pull rods to a length
of 7. 65 (± •02 ) inches, measuring from center lines
of rod end fittings .
s. Adjust outboard flaps ¡Klsh-J:Qll rods to a length
of 6. 65 ( ± .02 ) inches, measuring from center Unes
of rod end fittings.
NOTI
The dimensions in steps r. and s . should
position flaps approximately O. 50-inch
below fairing with actuator in the full
up position .
t. Firmly secure all cables and push-pull rods .
u. lnstall Ilaps and wing contour. skins.
V. Level aircraft laterally t.o within oº 30' using a
vernier angle gage ( Model B Vernier angle gage,
Engis Equipment Co .) . lnstall all flaps on aircraft
and locate vernier angle gage position on flaps as
follows: ·
1. On the inboard flaps , measure 17 . 25-inch
along trailing edge from inboard edge towards
outboard edge. Place a strip of 2-inch wide
•
tape on top of flap 9()0 from the tralling edge.
Locate vernier angle gage and mark position on
tape. Leave tape in position until rigging is
complete .
2. Repeat the same procedure for the out-
·.~ , .
Section ·vu
Flight Controls
boar4 flaps, using a 26.00 inch measurement.
w. Actuale Ilaps to the ck>wn position and apply 1000
psi. Adjust inboard flaps, using flap ¡Klsh-pull rods
until their down readings are as close to equal as one
half turn of their rod ends with an allowable maximum
difference orn° 1o'. .
x. Repeat the same procedure for the outboard
flaps and record all degrees of measurement.
y. Actuate flaps to the up position and apply 1000
psi. Measure distance from inboard flaps to their
respective fairings . Reform fairings until these di-
mensions are the same.
z. Repeat the same proceck!re for the outboard
fiaps and fairings .
aa. Adjust flaps to fairings, with flap actuating rods.
The inboard flaps should be raised equal turns on rod
ends and then the outboard flaps raised equally.
ab. Cycle flaps through three complete cycles and
lock the fiaps in the down position with 1000 psi.
ac . Record ali down readings, then actuate flaps up
and record readings. Degree of travel should agree
with dimensions shown in Figure 7-13.
ad. With 1000 psi applied, difference between like
flaps (either outboard or inboard is oº 45.1). .
ae. lnstall transmitter 1inkage and hardware to the
master sheave and adjust to full up and full down as
outUned in 'l'ransmitter Adjustment procedures.
af. Removehydraulicpump, attachaircraft hydrau-
lic system to the actuator and pressurize hydraulic
system in accordance with procedures in Section m
of this Manual.
ag. Check that ali turnbarrels are safety wired.
WING FLAP POSITION TRANSMITTER •
The wing flap position transmitter is installed on the
left side of the fuselage immediately aft of the baggage
compartment. The transmitter contains a variable
resistor which is mechanically linked to the wing flap
and electrically connected to the fllip position indicator
installed_in the pilots instrument panel. The trans-
mitter shaft is connected by adjustable linkage to the
flap master sheave. As the sheave moves, the shaft
arm in the transmitter is r otated to reposition the
transmitters sweep arm. As the sweep arm is re-
positioned, resistance of the transmitters variable
resistor is changed, the changed resistance affects
the amount of current flow to the position indicator
cotl. The coil in turn, positions the indicator pointer
to register flap travel in degrees. The circuit is
supplied with 28-volt de power and protected by a 5-
amp push-to-reset circuit breaker located in the cir-
cuit breaker panel
TRANSMITTER ADJUSTMENT
a. Place flaps in either full UP or OOWN position.
b. Place master BATTERY switch in ON position.
e, Loasen linkage clamp on transmitter shaft.
d, Rotate transmitter shaft until position indicator
corresponds with actual position of flaps.
e. Tighten linkage clamp on transmitter shaft.
f. Return flaps to desired position.
g. Place master BATTERYswit ch in OFF position.
7-19
Section VII 5008 MAINTENANCE MANUAL
Fllght Controls

100

~
80 .,. ~

~ V
RUDDER\.
'\ V
2 [_./ . ¡,.-
60 r-...
,,
~...
1
I>V" V
V'"
~ 40
111 · - 1 ..........

~
l./ K · ..
E-<
íil
l./ f"-..AILERON&
...:¡ _,,,,.,.. ~ ELEVATOR
l%l 20
~

<
u

o
o 20 40 60 80 100 120
TEMPERA TURE - ºF i
27 47 A4

SURFACE 1 CABLE TENSION - POUNDS SURFACE OR UNIT 1 CABLE TENSION • POUNDS

RUDD~R 60 ! 5 Percent FLAP • INBD , RH

(A/ C 3103 and Subsequent) 75 +5, -O
ELEVATOR 40 ! 5 Percent
FLAPS • OUTBD
AILERON 40 ! 5 Percent (A/ C 1755 thru 3102) .·45 +5,-5
(A/ C 3103 and Subsequent) 55 +5, -5
FLAPS • J:NBD
(A/C 1755 thru 3102) 55 +5, -5 RUDDER TRIM TAB 15 +1, -1

FLAPS - INBD, LH ELEVATOR TRIM TAB

(A/ C 3103 and Subsequent) 60 +5, -5 (A/ C 1755 thru 3184). 15 +1, -1
(A/C 3185 and Subsequent) 11 +1, -1

Figure 7-12 . Cable Ten1ion1-Te111peratur• Conversion Chart

•
7-20
 .500S MAINT~~ANCE MANUAL Section VII
Fligbt Controla

FLAPS-INB'D

.....
......

40° (±2°) DOWN 40° (± 2º) DOWN

..... ''
.......... ..... ,,
12. 49" MIN - 13. 74 MAX 10. 31" MIN. - 11. 36" MAX

LThUTS MEASURED AT INBOARD POINTS LIMITS MEASURED AT INBOARD POINTS

AILERON
23° (±2°) UP
4. 58" MIN - 5. 44" MAX

15o (±2°) DOWN

2. 84" MIN - 3. 71" MAX

LIMITS MEASURED AT INBOARD END FROM FLAPS IN FULL UP POSITION

ELEVATOR

.,,..
-- 30º (+1 -Oº) UP
10. 1811 MIN - 10. 5211 MAX

•
\, -
LIMITS MEASURED AT INBOARD POINTS WITH TAB STREAMLINED

ELEVATOR TRIM TABS

...-.:::
10º (+2 -Oº) DOWN
3. 41" MIN - 4. 09" MAX

2. 5º (+2º, -O. 5º) UP

O. 21" MIN - O. 47" MAX

26º (+2°, -00) OOWN

2. 66" MIN - 2. 86" MAX
LIMITS MEASURED AT OUTBOARD END OF LEFT TAB ONLY. SYNCHRONIZE RIGHT TAB
AT STREAMLJNE POSITION
RUDDER RUDDER TRIM TAB

20º (+2 -Oº) L & R 26º (+2 -Oº) L & R

1 A = 9. 55" MIN - 10. 48" MAX 4. 44" MIN - 4. 78" MAX
I
I
I
I 1
I \
I / ' 1
I ¡ \ \ NOTI
I I \ \ ALL MEASUREMENTS GIVE N ARE
/ / \ \ ON A STRAIGHT LINE FROM POINT
1/ ,, TO POINT.

• L . A_.~A_)

LIMITS MEASURED AT B<Yl'TOM LIMITS MEASURED AT LOWER END 27 36

Figure 7-13. Control SurfacH Travel and Mea1urH1ent Pointa

7-21
· Section VII 5008 MAINTENANCE MANUAL
Fllght Controls

TROUBLE PROBABLE CAUSE REMEDY

TROUBLE SHOOTING THE AILERONS

Lost motion in the Loose control cables. . Check cable tensions. Adjust cables
aileron control wheel. to proper tension. See Cable Ten-
sions ~ Temperature Conversion
Chart.

Broken pulley. Visually check pulleys. Remove

and replace broken pulley.

Aileron bellcranks, located forward Visually check bellc.r anks. Remove

of the ailerons may be sprung. and replace bellcrailks.

Deformed pulley brackets. Visually check pulley brackets.

Remove and replace deformed pulley
brackets.

Worn rod ends. Visually check rod ends. Remove

and replace worn rod ends.

Loose chains in control column. Check visually. Adjust chains in

accordance with rigging procedures.

Resistance to aileron Cables are too tight. Check cable tensions. Adjust cables
control wheel move- to proper tension. .. See Cable Ten-
ment. sions - Temperature Conversion
Chart.

Pulleys binding. Observe motion of the pulleys as

ailerons are being operated. Remov1
and replace defective pulley.

Frayed cable Replace cable

Rusty chains. Visually check chains. Remove and

rep.lace rusty chains.

Chain binding with sprockets. Check freedom of movement.

Remove and replace defective parta.

Aileron bellcranks, located forward of Visually check bellcrank. Remove

the ailerons, distorted or damaged. and replace bellcrank.

Cable off pulley. Check routing of cables. Replace

cable on pulley.

Defective bearings in control column Disconnect chains and check for

and control column support assembly. binding. Remove and replace
defective parts.

Aileron control wheel Improper adjustment of chains or Readjust chains and cables in
not aligned hórizontally cables. accordance with rigging procedures.
when a1lerons are
neutral. Improper adjustment of aileron lf chains and cables are properly
push-pull rods. rigged, push-pull rods are adjusted
incorrectly. Adjust push-pull rods

•
in accordance with rigging proce-
dures.

Dual aileron control Chains not properly adjusted on Check rigging of chains. Adjust in
wheels not coordinated. sprockets. accordance with rigging procedures.

Figure 7-14. Trouble Shootin~ Flight Control System (ShHt 1 of 6)

7-22
 5008 MAOOENANCE MANUAL Section VII

•
Flight Controls

TROUBLE PROBABLE CAUSE ., REME OY

Incorrect aileron travel. Aileron system incorrectly rigged. Check rigging. Rig in accordance
with rigging procedures.

Stop pins improperly positioned. Check stop pins. Reposition. stop

pins.

TROUBLE SHOOTING THE ELEVATORS

No response to move- Push-pull rods aft of control column Check visually. Connect push-pull
ment of control column. discónnected. rods.

Cables disconnected. Check visually. Connect cable s.

Binding or jumping move- Defective bearings at outboard end of Check that bearings rotate freely.
ment of control column. control column support tube. Replace defective bearings .; ~

Control column needs lubrication. Check visually. Lubricate in ac-

cordance with Lubrication Chart
in Section Il.

Frayed e able Replace cable

Incorrect cable tension, Check cable tension. Adjust cable

tension. See Cable Tensions-Temp-
erature Conversion Chart.

Cables not routed properly on pulleys. Check cable routing. Route cables
properly.

Defective pulleys or cable guards. Check pulleys and cable guards.

Replace detective parts and instan
guards properly.

Detective bearings in idler tube Check bearings. Replace defective

assembly. bearings.

Defective bearings at elevator to hori- Check bearings. Replace defective

zontal stabilizer hinge fittings. bearings.

Bolts attaching control cable clevis to Check for binding, Readjust to

elevator idler assembly too tight, eliminate binding.

Incorrect rigging. Check r igging. Rig in accordance

with rigging procedures.

Incorrect elevator travel. Elevator system incorrectly rigged. Check rigging. Rig in accordance
with rigging procedures.

Elevator stops improperly positioned. Check position of stops. Reposition

stops as required•.

Flight undulation of tail Cable tension low. Check cable tension. See Cable
during !light. Tensions - Temperature Conversion

•
Chart. .

~-.

Figure 7-14. Trouble Shooting Flight Control System (Sheet 2 of 6)

7-23
S!!ction Vll 5008 MAINTENANCE MANUAL
FlifP!t Cpntrols

TROUBLE PROBABLE CAUSE REMEDY

TROUBLE SHOOTING ELEVATOR TRIM TAB .

Eleva:tor trim tab Cable tension too high. Check cable tension. See Cable
control wheel moves Tensions - Temperature Conversion
with excessive resistance. Chart.

Cables not routed properly on pulleys. Check cable routing. Route cables
properly.

Detective pulleys or cable guards. Check pulleys and cable guards.

Replace defective parts and instan
guards properly.

Rusty or excessively worn chain at Check visually. Replace chain and

actuator. lubricate as shown in Section TI.

Damaged or worn sprockets. Check visually. Replace sprockets.

Lubricate as shown in Section JI.

Detective trim tab actuator. Disconnect chain and lirucige from

actuator and operate actuator with
fingers. Replace actuator as re-
quired,

Trim tab h~nge or linkage binding. Disconnect actuator and check re-
sistance to tab movement. Check
bearings in trim tab bracket assem-
bly. Lubricate friction points.
Replace defective parts.

Frayed cable Replace cable

Defective bearings at control wheel Check bearings. Lubricate bear-

housing assembly. ings; replace if defective.

Lost motion between Cable tension too low. Check cable tension. See Cable
elevator trim tab con- Tensions-Temperature Conversion ·
trol wheel and trlm tab. Chart.

Cables not routed properly on pulleys. Check cable routing. Route cables
properly,

Worn trim tab actuator. Check actuator for excessive play.

Replace actuator.

Actuator attachment loose. Check attachment. Secure actuator

properly.

Worn linkage between actuator and Move tralling edge of trim tab and
trim tab. observe linkage. Replace worn
linkage.

TROUBLE SHOOI'lNG THE RUDDER

•
Rudders do not respond Broken or disconnected cables. Check visually. Connect cables
to pedal movement. or replac e broken cables.

Figure 7-14. Trouble Shooting Flight Control System (ShHt 3 of 6)

7-24
 5008 MAINTENANCE MANUAL Section VII
Flight Controls

••
'-..
TROUBLE
Bintting or jumpy move-
ment of rudder pedals.
PROBABLE CAUSE
lncorrect cable tension.
REMEDY
Check cable tension. Adjust cable
tension as shown in Cable 1'ensions-
Temperature Conversion Chart.

Cables not routed properly on pulleys. Check cable routing. Route

cables properly.

Defective rudder bearings or link Check bearings and link assembl:Y.

assembly. Replace defective bearings or i1nk
assembly.

Cable attaching bolts too tight. Check íor binding. Readjust to

eÍiminate binding.

lncorrect rigging. Check rigging. Rlg in accordance

with rigging procedures.

Defective nose gear. Check nose gear. Repair as

required,

Frayed cable Replace cable

Rudder travel incorrect. lncorrect rigging. Check rigging. Rig in accordance
with rigging procedures.

TROUBLE SHOOTING RUDDER TRIM

•
No response to rudder Broken or disconnected chain • Check visually. Connect ü discon-
trim wheel movement. nected. Replace ü broken.
' ·- Defective trim tab actuator. Disconnect actuator and check
manually. Replace if actuator is
defective.

Binding or jumpy move- lncorrect chain adjustment. Check adjustment. Adjust as

ment of trim wheel. required.

Defective trim tab actuator. Disconnect chain and linkage from

actuator and operate actuator with
f\ngers. Replace actuator as re-
quired.

Defective or dry bearings at control Check that bearings rotate freely.

wheel housing assembly. Lubricate dry bearings in accor-
dance with lubrication procedures
in Section II. Replace defective
bearings.

Frayed cable Replace cable

Cable tension too tight. Check cable tension. See Cable

Tensions - Temperature Conversion
Chart.

Cables not routed properly on pulleys. Check cable routing. Route cables
properly.

Defective pulleys or cable guards. Check pulleys and cable guards.

Replace defective parts and instan
guards proper ly.

Figure 7-14. Trouble Shooting Flight Control System (ShHt 4 of 6)

7- 25
Section VIl
Flight Controls
TROUBLE
Lost motion between
rudder trim tab control
wheel and trim tab.
lnsufficient rudder trim
immediately after
takeoff,
TROUBLE SHOOTING THE FLAPS
Flaps fail to move.
Figure 7 -14 . Trouble Shooting Flight Control System (Sheet 5 of 6)
7-26
5008 MAINTENANCE MANUAL
PROBABLE CAUSE
Rusty or excessively worn chain at
actuator.
Damaged or worn sprockets.
Trim tab hinge or linkage binding;
Cable tension too low.
Cables not routed properly on pulleys,
lmproper cable tension.
Rudder improperly aligned,
lnternal l eak in landing gear-wing flap
control valve or hydraulic system.
Interna! leak in flap actuating cylinder.
General system pressure internally
leaking.
Hydraulic fluid supply low.
No hydraulic pressure after master
switch is turned on. Detective auxiliary
hydraulic system pressure switch.
REMEDY
Check visually. Replace chain and
lubricate as shown in Section 11.
Check visually. Replace sprockets.
Lubricate as shown in Section II.
Disconnect actuator and check re-
sistance to tab movement. Check
bearings in trim tab bracket assem-
bly, Lubricate ·friction points.
Replace defective parts.
Check cable tension. See Cable
Tensions- Temperature Conversion
Chart.
Check cable routing. Route cables
properly.
. Check cable tension. Adjust cable
tension. See Cable Tensions -
Temperature Conversion Chart.
Visually check alignment. Rig
rudder in accordance with rigging
•
procedures.
Place flaps in 1/ 2 DN position with
flap control lever in neutral. Using
an externa! hydraulic power unit
increase pressure to 1000 psi.
lf flaps move up or down the control
valve is leaking internally. Over-
haul or r eplace control val ve.
Disconnect cylinder down line.
Place flap ~ontrol lever in UP posi-
tion and using an externa! hydraulic
power unit increase pressure slow-
ly and observe open port on actuat-
ing cylinder. Leakage will indica te
a piston 0-ring l eak. Replace
0-rings. ·
Determine by process of elimina-
tim and repair or replace defective
unit.
Check hydraulic reservoir. See
Section III.
Check switch circuitry and/ or re-
place switch. See Section X.
•
 5008 MAINTENANCE MANUAL Sectlon VII
Flight Controls

TROUBLE PROBABLE CAUSE . REMEDY

No hydraulic pressure after master Check electrical circuit to pump
switch is turned on. Defective and replace pump.
awtiliary hydraulic system pump.

Disconnected cables. Check visually. Connect cables.

Flaps on one wing fail Disconnected or brolcen cable. Check visually. Connect or replace
to move. cable.

Defective pulley assembly or linkage Check visually. Replace defective

at flaps. parts.

Push-pull rod between the master Check visually. Repair as required.

sheave and slave· sheave disconnected
or broken.

Binding in -system. Cables not riding in pulleys. Check visually. Route ·cables cor-
rectly. Check cable guarda.

Defective pulleys. Check puileys for free rotation and

defects. Replace faulty pulleys.

Frayed cable. Check visually. Replace cable as

required.

•
Flap to wing attachment bolts too tight. Disconnect push-pull rod and move
flap manually. Repair or replace
flaps as required.

Incorrect flap travel. lncorrect flap rigging. Check rigging. Rig flap in accord-
anee with rigging procedures.

Flap travel is oot Push-pull rod between master sheave Synchronize the sheaves and adjust
synchronized between and slave sheave out of adjustment. the push-pull rod per rigging pro-
flaps. cedures •

• Figure 7-14. Trouble Shooting Flight Control Sy.stem (ShHt 6 of 6)

.

7-27/ 7-28
 500S MAINTENANCE MANUAL
•
\
SECTION VIII
INSTRUMENTS
TABLE Of CONTENTS
GENERAL DESCRIPTION • • .. .. • • • . .. .. .. . . •
INSTRUMENT SYSTEM MAINTENANCE • • • . . .
FIJGHT INSTRUMENTS . . . . • .. . . • . . .. .. . . • •
Pitot-static System . . • • . . . . • . . • . • . . . • • • .
Instrument Vacuum System . • . • • . . . . . . . . . .
D1rect1onal Gyro • • . . . . . • • . • • • . • . . . • . . . . .
Attitude Gyro .............. : . . • . .. . . • . . .
Turn-and-Bank Indicator • . • • . . • . . . . . • . . .
AlUmeter .••.....•.•..••..•.•...•••..••
Rate-of-Climb Indicator . • • • . . . • . • • • • • . • •
Airspeed lndicator . • . • . . . . . • . • . . . . . • . • . .
Magnetic Compass . . . • . • • . . . . . . • • . • . . . • .
•
Clock ... . •.. .• . ••.....•...• •.•.. .• •.• •.
POWER PLANT INSTRUMENTS . • . • . • • • • • • •
Engine Gage. Units .. . . • . • . • • . • . . • • • • . . . .
\
' . . .. ·
GENERAL DESCRIPTION
The standard instrument installll.tion depicted in Fig-
ure 8-1 provides all instruments essentlal to safe and
.e fficiei;_..operati<:>n of the aircraft, engines, and as-
sociated systems. A variety of optional instrument
inetallations are available to satiefy particular ope-
ratlonal needs and to augment the standard instru-
ment package to meet individual preferences. The in-
struments, which are installed in a shock-mounted
three-plece panel, are individually lighted and visible
from either pilote position. Additional lighting of the
instrument panel and cockPit controle is furniehed by
flood lights housed in the trim tab control panel ln-
strument and flood light brilllance can be controlled
by rheostats, which are also installed in the trim tab
control panel located above and between the pilote
seats. With the exception of the magnetic compasa
and free a.ir temperature indicator, all other instru-
menta are installed in the instrument panel and are
grouped according to function and need for eurveil-
lance. Instrumenta are divided lnto three groups:
Fllght Instruments, Engine Instrumenta, and Miscel-
laneous Instruments. All engine instruments are in-
stalled in the center segment of the instrument panel
while the standard group of flight instruments are in-
corporated in t he left segment of the panel. The right
side of the instrument panel contains a flap position
Sectlon VIIl
lnstruments
!..··
Page Page
8- 1 Fuel Flow Gage . . . . . . . . . . • . . . . . . . . . . . . . 8-10
8- 1 Cyllnder Head Temperature lndicators. . • . • 8-10
8- 2 Tachometer Indicator . . . . . . . • • • • • . . • . . • • • 8-10
8- 2 Manifold Pressure Gages . • .•• .....•..••. 8-10
8- 5 MISCELLANEOUS INSTRUMENTS ••.•.•••••• 8-10
8- 6 Hydraullc Pressure Gage .•••.. ••• •.•• . .• 8-10
8- 6 Fuel Quantity Indicator • •.. . . • . . . . . . . . • • . . 8-11
8- 6 Voltammeter ....•............•...••.•.. · 8-11
8- 6 Outside Air Temperature Indicator..... .. . 8-11
8- 7 Flap Position Indicator • .. . .. .. .. . . • • . . • . 8-11
8- 7 Trim Tab Posltion lndicators . . ..•• • •. . .. 8-11
8- 7 INSTRUMENT REMOVAL AND INSTALLATION 8-11
8- 7 INSTRUMENT PANEL • • • .. • . • • . . .. .. .. • •.. . 8-12
8- 7 Removal and Installation . • • • • • • . . • • . . . • . 8-12
8- 7 STALL WARNING SYSTEM ...... .. . ... .. .. . 8-12
indicator, two voltammetere, and a circuit breaker
panel Ample space is available in both the left and
ríght instrument panel sections for installation of
optional instrumentation. Miscellaneous instruments
are installed in the instrument panel where best as-
sociated with other related instrumentation.
INSTRUMENT SYSTEM MAINTENANCE
Unless otherwise specUied, field maintenance of in-
strument systems is limited to removal and replace-
ment of detective instrumenta, transmitters, and
probes; authorized in-service adjustment of trans-
mitters and instrumenta; replacement of indicator
lamps; and repalr oí instrument systems between
the instrument and signal source. Reliability of the
various instrument!J and related systems can be sus-
tained by routine inspection of electrical Wifing for
chafing, and electrical connections for security. All
fluid pressure, pitot pressure, and static Uñe con-
nections must be tight at all times and Unes must be
correctly routed and secured. Instrument ports and
Unes disconnected during system maintenance must
be capped or plugged immediately, to prevent the en-
trance of foreign material and consequent instrument
i:nalfun.:clio.n. ~enance procedures p_ert~~ to a
8-1
Section vm 5008 MAINTENANCE MANUAL
lnstrum.ents

3 5 7 191111 14

2 4 23 & 23 22 21 2G 19 11 17

l. 12. CYLINDER HEAD TEMPERATURE

•
CLOCK
2. ALTIMETER 13. FUEL FLOW
3. AIRSPEED INDICATOR 14. RADIO PANEL (TYPICAL INSTL)
4. TURN-AND-BANK INDICATOR 15. RIGHT VOLTAMMETER
5. DIRECTIONAL GYRO 16. LEFT VOLTAMMETER
6. RATE-OF-CLIMB INDICATOR 17. VACUUM WARNING LIGHTS
7. ATTITUDE GYRO 18. VACUUM GAGE
8. LEFT ENGINE GAGE UNIT 19. HYDRAULIC PRESSURE GAGE
9. MANIFOLD PRESSURE GAGE 20. FLAP POSITION INDICATOR
10. RIGHT ENGINE GAGE UNIT 21. TRIM TAB INDICATOR
11. TACHOMETER INDICATOR 22. FUEL QUANTITY ÍNDICATOR
23. COWL FLAP SWITCHES
A/ C 1755 THRU 1854 28 14 M

Figure 8-1 . lnstru11ent Panel (ShHt 1 of 2)

specific instrument or system are contained 1n subse-
quent paragraphs. As a general rule it is recom-
mended that the instrument signa! source and means
of transmission to the instrument be 'wrung out' be-
fore changing an instrument. lri cases where dual
instrumenta are installed it may be expedient to ex-
change instrumenta or instrument signal sources as
a means of determining ü the maliunction is in the
instrument, signa! sour~e, or connecting system.
FLIGHT INSTRUMENTS
The flight instrumenta, located in the left instrument
panel, lndicate the aircraft heading, airspeed, degree
of turn-and-bank, attitude, and rate of aircraft ascent
or descent. A magnetic compasa is also installed on
the windshield centerpost. · With the exception of the
magnetlc compasa, all fllght instrumenta are operated
8-2
by the pitot-static or lnstrument vacuum systems.
The pitot-static system furnishes impact (pitot) and
static (atmospheric) air pressure to the airspeed in-
dicator, and static air to the altimeter and rate-of-
climb indicators. The attitude gyro , directional
gyro, and the turn-and-bank indicator are air-driven
gyros, operated by the lnstrument vacuum system.
lnstrument gyros are driven by ambient air rushing
into the instrument case to :replace the air evacuated
by the vacuum system. · On eii.rlier .units of aii:cr"ait
the air used to drive the instrument gyros is filtered
through individual screens as it passes into each in-
strument. The later units of aircraft use a single
filterunit installed on the lower right side of the nose
section to filter the air prior to entering the instru-
ment.
PITOT-STATIC SYSTEM
The pitot-static system provides impact air pressure
 5008 MAINTENANCE ~NUAL .. Section Vlli
Jnstrurnents

7 1 9 10 11 12 13

00

22 23 4 20 19 . 11 17 16

l. CLOCK 13. RADIO PANEL (TYPICAL INSTL)

•
2. RATE-OF-Cl.JMB INDICATOR 14. RIGHT VOLTAMMETER
3. AIRSPEED INDICATOR 15. LEFT VOLT AMMETER
4. DIRECTIONAL GYRO 16. VACUUM WARNING LIGHTS
5. ATTITUDE GYRO 17. VACUUM GAGE
6. ALTIMETER 18. HYDRAULIC PRESS U~ GAGE
7. LEFT ENGINE GAGE 19. FLAP POSITION INDICATOR
8. MANIFOLD PRESSURE GAGE 20. TRIM TAB
9. RIGHT ENGINE GAGE 21. FUEL QUANTITY INDICATOR
10. TACHOMETER INDICATOR 22. TURN-AND-BANK INDICATOR
11. CYLINDER HEAD TEMPERATURE 23. ALTERNATOR OFF LIGH'IS (EffecUve 3076 & Subs)
12. FUEL FLOW 24 . COWL FLAP SWITCHES

A/ C 1855 AND SUBS

figure 8-1. lnstrument Panel (Sheet 2 of 2}

for operation of the airspeed indicator and static air
pressure (atmospheric) to the airspeed indicator,
altimeter, and rate-of-climb indicator. Pitot pres-
sure is provided by a pitot tube, located in the air-
stream and installed oneach sideof the forward fuse-
lage. Both pitot tubes have integral heating eleinents,
controlled by a single switch located in the right over-
head switch panel, to prevent the loss of airspeed in-
dication caused by pitot tube icing. The pitot system
piping provides pitot pressure from both pitot tubes
to the airspeed indicator located in the pilote instru-
ment panel Provisions are made for installation of
an airspeed indicator inthe copilots instrument panel
This is accompllshed by connecting a · single pitot
side of the instrument panel where connections are
made to the instruments.
MAINT~NANCE . Fllght instrumenta which· utillze
pitot-static pressur.es are very sensitive to pressure
variations. Therefore, all piping and hose connections
must be absolutely air tight and the pitot-static sys-
tem free from· moisture and foreign material Pitot
tube covers should be installed immediately after
each flight and remain in place until the next prefllght
inspection is accomplished. Pitot tubes should be
occasionally checked forproper operation of the inte-
gral heating element. This is accomplished by ope-
rating the pitot heaters fo r approximately 10 seconds

•
pressure Une from the instrument into a capped tee
fitting confained in the existing pitot system piping.
A static port is located on each side of the fuselage
at station 272. OO. The two static ports are intercon-
nected ata tee fitting. A single line, routed along the
side of the fuselage, extends forward and to the aft
and placing the hand near each pitot tube to check for
presence of heat. If either or both of the pitot tubes
fails to heat, check the heating element circuits be-
fore replacing the pitot tube. Moisture drains for
the pitot tubes are unnecessary because of tube de-
sign and location in the system. The static sys tem

8-3
section vm 5008 MAINTENANCE MANUAL
Instrumenta

DIRECTIONAL ATTITUDE GYRO

l GYRO
TURN-AND-BANK
IND~CATOR

I
\ \
I \

\
VACUUM
WARNING
LIGHT

\
1 ' 1

--------- · J
RESTRICTOR
VALVE '
,...
___Jj

VACUUM
MANIFOLD
AND HOSE
ASSEMBLY
'VACUUM.
Affi FILTER
•
LEFT ENGINE
VACUUMPUMP

VACUUM
RELIEF
VALVE

CHECK
VACUUM WARNING LIGHT VALVE .

•
PRESSURE SWITCH

211A4

Figure 8-2. Vacuum System Schtmatic

8-4

is drained by removing the drain plug, located in the
static line to the right of the copilots outboard rudder
pedal. Drain the static system frequently when ope-
rating the aircraft in humid conditlons. To completely
purge the static lines of moisture and other foreign
matter, disconnect static line from the aft side of
drain connection and apply 2-4 psi pressure to the
line.
WARNING 1 open and admit outside air to the vacuum pump suction
Be sure air pressure is directed to-
ward the static ports and NOT TO-
WARD THE INSTRUMENTS.
If the altimeter and rate-of-climb inclicators are both
erratic, check for an obstruction or open static line ·
between the static ports and the tee located upstream
from the. static system drain plug. When only one of
these two instruments is indicating incorrectly the
trouble may be caused by a leak or obstruction in the
static Une between the instrument and its connecUon
to the static source. lf the altimeter or rate-of-climb
indicator continue to operate erratically a.fter the
static lines have been purged and checked for ob-
structions, such as kinks in the instrument hoses,
the erratic instrument should be replaced. Faulty
operation of the airspeed indicator may be caused by
trouble in the static system; however, erratic read-
ings of the other instruments using the static source .
will usually be evident. Malfunction of the airspeed
indicaior may also be caused by a leak in the pitot
pressure Unes. To check the pitot pressure Unes and
instrument for leakage proceed as follows:
a. Slip ends of a six-foot length of surgical hose
over tip of both pitot tubes. Make sure hose is tight
on each tube.
b. While observing the airspeed indicator through
the pilots side window, slowly double and grip hose
untilairspeed indicator registers 150 mph (130 knots).
Crimp hose tightly and hold for one minute.
c. lf airspeed indicator reading decreases more
than 10 mph during the preceding step,check all fittings
and connections inthepitot pressuresystem for tight -
ness and repeat step b.
d. lf indicator continues to show a decrease in
airspeed, instrument case ·is leaking and indicator
must be replaced.
INSTRUMENT VACUUM SYSTÉM
The instrument vacuum system consists of an engine-
driven vacuum pump installed on each engine, regu-
lating components , vacuum failure warning system,
instrument line connecting manifold, and a vacuum
gage. Check valves located in the lines from each
vacuum pump prevent loss of vacuum in the event a
pump fails. A single pump will supply sufficient
vacuum to operate the instrument vacuum system.
The flow of air from the instruments to the vacuum
Section VIU
lnstruments
pumps, and th~componentsof the vacuum system are
shown schematically in Figure 8-2. Refer to Section
IV for informaticn pertaining to the vacuum pump.
Air from the vacuum pumps is exhausted overboard,
after passing through the oil vapor separator. Ex-
haust air from the vacuum pumps is used for deicer
boot inflation when a surface deicing system is in-
stalled. The rellef valves, installed in the vacuum
pump suction Unes, regulate the degree of vacuum
created·by the pumps. These valves are adjuste:ct to
lines when vacuum reaches 3. 8 - 5. O inches Hg. An
adjustable needle valve¡ located in the vacuum.line to
the tum-and-bank indicator restricts vacuum to 1.8 -
2. 05 inches for correct operation of this lnstrument.
The relief valve air inlets are equipped with Wire
mesh filters to prevent dust from enteringthe vacuum
system. Filters, installed in the instrument air inlet
ports, require per.iodic replacement, un1ess the in-
strument system alr filter unit is installed. Access
to lnstrument filte·r s is obtained by removing screws
located at the top and sides of the instrument panel
and hinging the panel down. In additlon to hinging the
instrument panel down, the turn-and-bank indicator
should be removed (roro ~e panel to facilitate instru-
ment air filter replacement. Pressure sensitive
electrical switches)nstalledon the vacuum relief valve
in each vacuum píunp llne, will illuminate the cor-
responding vacuu·ní' warning light when vacuum is in-
sufficient. The vacuum gage, installed in the center
instrumentpanel, is connected to a portin the instru-
ment vacuum 11anüold.
. VACUUM AIR FILTER. On sorne aircraft the vac-
uum operated instruments draw air through ene large
air filter installed on the forward side of the forward
bulkhead area, thus providing instrument operation
entirely isolated from the fluctuations of cabin air.
All vacuum operated instruments are sealed and pres-
sure checked. These instruments are dependent only
upon ambient air and pres sures , and operate with no
regard to the pressures inside the cabin area. Should
any vacuum instru ment give erratic or incorrect read-
ings, the piping should be checked for loose B-nuts
and other possible leak paths that might enable cabin
air to enter the instrument vacuum system. The ex-
t erior of the instrument air filter installed on the
lower right side of the nose section forward of station
5. 50 should be cleaned every 100 hours in a non-
petroleum solv:ent and al so prior to removing the filter
element. The filter element may be cleaned with low
pressure compressed air. Apply the air pressure to
inside surfac e of filter element. Do not use high pres-
sure air. Replace filter cover and safety reta:ming
bolt .
. VACUUM RELIEF VALVE. A vacuum relief valve is
installed in each vacuum pump line. Slnce either
pump is capable of creating more vacuum than needed,
the relief valves regulate the degree of vacuum placed
on the instrument system as well as protecting the
system from too much vacuum. The relief valves
open and admit ambient air to the vacuum pump lines
when the desired degree of vacuum is attained. · Each
valve incorporates a screen which fllters the ambienf
8- 5
Section VID 500S MAINTENANCE MANUAL
lnstruments
1
air being drawn into the vacuum system through the
valve.
Cleaning and Adjustment
The vacuum system relief valves are adjusted to
maintain 3. 8 - 5. Olnches Hg. as indicated on the
vacuum.system gages. These valves cannot function
properly if the alr filters are dirty; therefore, the
valve screens must be cleaned at the prescribed in-
spection intervals. Clea.ning is accomplished by re-
moving screens from the relief valve body and wash-
ing in cleaning solvent. A gradual increase in the
vacuum gage reading usually indlcates a dirty relief
valve or instrument air filter(s). If the vacuum read-
ing is low, check for air leakf1 in the vacuum Unes
befare changing adjustment of vacuum system relief
valve. When reliE:f valve adjustment is necessary it
is suggested that a vacuum test gage be installed as a
means of verifying the accuracy of the aircraft in-
strument. Vacuumsystemadjustment is accomplished
by adjusting the setting of each relief valve.
a. Loosen adjusting scr ew checknut on right relief
valve.
b. With right engine. operating at 2200 rpm adjust
relief valve setting to obtain 4. 3-inches Hg. on vac-
uum gage.
c. Tignten checknut, taking care not to alter relief
valve setUng.
d. Stop r ight engine and repeat steps a. thru c. for
left engine.
e. Operate both engines at 2200 rpm and check for
vacuum gage readlilg of 3. 8 - 5. O inches Hg.
f. Remove test gage and connect vacuum Une to
aircraft vacuum gage and repeat step e. to check ac-
curacy of gage.
VACUUM WARNING LIGHT PRESSURE SWITCHES.
A vacuum warning light pressure switch is installed
on each vacuum relief val ve, located on the aft slde of
the baggage c:ompartment aft bulkhead. The switches
are pressure sensiti~e and are closed whenever vac-
uum drops below 3. 8 inches Hg. This illuminates
the respective warning light to indicate a malfunction
in the right or left vacuum pump system. The vac-
uum warningcircuit is protected by a 5-amp push-to-
reset circuit breaker located in the circuit breaker
panel.
VACUUM SYSTEM CHECK VALVES. The vacuum
system check valves are located on the top aft side of
the baggage compartment bulkhead. A valve for each
vacuum pump, consisting .of a sprlng loaded airtight
flápper door, is contained within a single valve body.
If one pump should fail, the check valve for that pump
will close and p1•event air fr om being drawn into the
vacuum s ystem through the inoperative pump.
RESTRlCTOR VALVE - TURN-AND-BANK INDICA-
TOR. An adjustable needle-type restrictor valve lo-
cated in the turn-and-bank vacuum line, reduces sys-
tem vacuum to l. 8 - 2. 05 inches Hg. for operation
of the turn-and-bank lndicator. Befare adjusting the
restrictor valve, the turn-and-bank inlet air filter
should be inspected and replaced ü di rty. The re-
strlctor valve is adjusted as follows:
8-6
a. Remove plug from unused port of valve and in-
stan a vacuum test gáge.
b, Assure vacuum system is operatlng within the
nármal range. Adjust vacuum relief valves as outlined
in this section, ü necessary.
c. With both engines operating at 2200 rpm, loasen
adjusting screw locknut and adjust r estrictor valve to
l. 8 - 2. 05 inches Hg.
VACUUM GAGE. The vacuum gage is located at the
bottom of the center lnstrument panel (see Fig\¡re
8-1). This gage registers the difference between
barometrlc air pressu~e and the fnstrument manüold
vacuum. Red radial lines on the instrument dial at
3. 8 and 5. Oinches Hg. , indlcate minlmum and max-
imum operating vacuum. The green are between the
red Unes indlcate the normal range of operation.
DIRECTIONAL GYRO
The directional gyro is operated from the instrument
vacuum system. The air-driven gyro rotates with its
spin axis horizontal. Due to gyroscopic inertia, the
spin axis of the gyro remains constant even though the
aircraft direction 1s changed; therefore, the relative
motion between gyro and instrument case is indicated
on the face of the instrument in degrees. A )<nob ex-
tending from the instrument is used for directional
heading adjustments and caging the gyro.
ATTITUDE GYRO
The attitude gyro indicator provides a visual reference
of the aircraft attitude relative to the pitrh and r oll
axis of the gyro. The gyro, which i s air-driven and
operated by the vacuum system, is installed in the
left instrument panel Correct setting of the instru-
ment vacuum system and periodic replacement of the
instrument air filte r are essential to accurate opera-
tion of the lnstrument.
TURN-AND-BANK INDICATOR
The turn- and-bank indicator consists of two instru-
ments within one case. An air-driven gyro, operated
by the instrument vacuum system, is connected to
the white turn pointer on the face of the indicator.
The pointer, which deflects · to the left or right pro-
portionate to the rate of turn, indicates that the alr-
craft is turning in the direction shown by the pointer.
An adjustable restrictor valve located in the vacuum
inlet po rt o! the instrument , maint ains l. 8 to 2. 05
inches Hg. The bank 1ndicator is a curved liquid-
filled tube , containing a floating ball whi ch indicates
the r elationship of aircraft bank as related to the
centrifuga! force created by the turn.
•
AL TI METER
The altimeter is an absolute pressure instrument that
converts atmospheric pressure to altitude using sea
level as a refe rence base. As atmospheric pressure
varies with changes in altitude the change in pr essure
 _500S ~"rENANCE
•
'·
is expressed on the instrument dial in feet above sea
level. The altimeter has a fixed dial and is equipped
with three concentrically arranged polnters with a
range of 50, 000 feet. The long pointer registers in
100-foot increments, the short pointer registers in
10, 000-foot increments, and the remaining pointer
reglsters in 1,000-foot increments. A movable baro-
metric scale, visible through a small window in the
maindial, indicates the barometricpressure in inches
of Hg. An adjusting knob provides a means of adjust-
ing the three pointers and barome~ric scale simul-
taneously to correct for changes in atmospheric pres-
sure and to establish the proper reference to sea
level. Barometric pressure is sensed through the
instrument static system.
RATE-OF-CLIM B INDICATOR
The rate-of-climb indicator converts changes in
barometrlc pressure to a rate of aircraft ascent or
descent in feet-per-minute. Barometric pressure is
sensed through the instrument static system. The
lndicator has a single needle and two adjoining scales,
ranging from zero to 6, 000 feet-per-m4iute to indi-
cate rate of climb or descent from a common zero
point. The first 1, 000-feet on both scales is divlded
into 100-foot increments. A recessed slotted screw
in the lower left cerner is used to zero the indicator
when the aircraft is on the ground. · These dual indicating instruments are operated by
AIRSPEED INDICATOR
The standard airspeed indicator registers airspeed in
miles-per-hour; however, indicators which read in
both lmots and miles-per-hour are available for op-
tional installation. Airspeed indicator s are operated
by the pressure differential between impact air pres-
sure from the pltot tubes and barometric pressure
sensed through the static system. . A white are from
72 to 136 mph (63 to 118 knots) indicates thewing flap
operating range. A green are from 82 to 230 mph
(71 to 200 knots) indicates normal operating speed.
A yellow are from 230 to 288 mph (200 to 250 knots)
indicates the caution range in which all ope rations
must be conducted wlth care, and then only in smooth
· air. A red radial line at 288 mph (250 knots) indicates
the maximum speed at which the aircraft may be
safely flown.
MAGNETIC COMPASS
The magnetic compass is a semi-floating cylinder
graduated in 5- degree increments and encased in a
liquid-filled glass and metal case. It is mounted at
eye level on thewindshield centerpost to afford better
visibillty and lessen the effect of vibratton and mag-
netic influences, which cause compass deviation. . The
••
\, _,
compass should be air-swung and compensated at
regular intervals and at any time equipment installa-
tions are made which may cause compass deviation.
An access plate located below the compass window
conceals two compensating screws. The left screw
corrects North-South deviaUons¡ the rlght screw
MANUAL Section VIlI
Instruments
corrects East-West deviatíon. If an unusual amount
of compensation is required, check for magnetic in-
fluences which could cause deviatlon. The compass
is individually lighted by a small bayonet bulb which
may be removed for replacement by pivoting the
small clip above the compass window, upward.
CLOCK
A conventional, spring-powered 8-day alrcraft'l lock
with a sweep second hand is installed in the léft in-
strument panel. A palr.of red-tipped dummy hánds
may be set to indicate takeoff time, estimated time of
arrival, or other uses. The adjustment and winding
knob is in the left lower corner of the instrum.ent.
POWER PLANT INSTRUMENTS
To afford maximum visibility to each pilot, power
plant instruments are · grouped in the center instru-
ment panel Power plant instruments provide the
means for monitoring the operation and condition of
the engines and include the engine gage units, fuel
flow gages, cylinder head temperature indicators,
tachometer indicators; and manifold pressure gages.
fluid pressure; variations in electrical resistance
created by temperature sensing probes; or, in the
case of the tachometers, by current from the tach-
omete 1'-generator. ·
ENGINE .GAGE UNITS
The engine gage unit for each engine is a composite
instrument which indicates fuel and oíl pressure in
pounds per square inch, and oil temperature in de-
grees centigrade. The fuel pressure gage is con-
nected to a port on the forward side of the servo regu-
lator fuel control unit hy tubing and hoses.,anci indi-
cates engine fuel pump pressure. Mínimum and max-
imum allowable operating fuel pressures are marked
by red radial lines at 20 and 26 psi. A green are
from 20 to 26 psi indicates the acceptable fue1 pres-
sure range, however, 23 psi is the desired pressure
when the engine is operating at 2200 rpm, The oil
pressure gage is connected to the outlet side of the
oíl pump by tubing and hoses,and indicates engine oil
pressure. Mínimum and maximum allowable. opera-
ting oil pressures are marked by red radial 'lines at
60 and 90 psi. A green are between the red U~es in-
dicates the normal operating rang~." The oi1 tem-
perature indicators are each controlled by a tempera-
ture sensitive resistance bulb, located in the oil
p::essure screen chamber in the center of each engine
accessory housing. As the oíl temperature increases,
the increased resi$tance of the bulb unbalances the
current in the indicator circuit causing the indicator
pointer to deflect toward a higher temperature read-
ing. A red radial line at 118º C (244ºF) marks the
maximum allowable oíl temperature. A green are
from 24º to 118º C (76º to 244ºF) indicates the safe
8-7
 Seetion Vill 500S MAINTENANéE MANUAL
Instrumenta

... , .

· 20 psi · Red Line MINIMUM

20·26 psi ·areenAre · · NORMAL
, 26 psi Réd LiJie · MAXIMUM.
...
·~. ~

.. ..

· FUEL ·FLQW ·-
·5$-160 poui:\ds pét hour, ' ·.... "'·.Preen.Are
' Gr!!en a'i'cs at percentag~s of fruise ~ .. ·: · ... . . . . . •., . . ~: ~ . .. >
· power and·aititude tabulitfons _;,:.1 .~..·::; ... '· ó.;ir ' .. · ' ' •· • l

...
,,._

· ··· ~· ·
·-· . ·

. ' 28 IJ.

· , •""( • T'

CYLINDER HEAD TEMPERATURE ·

· 100-232ºc Gree'!i Are NORMAL
2320C Red Line MAXIMUM

:· . ·
TACHOMETER ·
, ... .
.· : . ' ~ '
·:·.:::;··. . . .:~?< \, ..•'·:': 2000-2575 rpm Green Are NORMAL·
2575 rpm Red Line NEVER EXCEED
·. :t::.
........·"
· .
: . . . ...

Figure 8-3. lnstrumtnl Markings (Shttt 1 of 2)

•
8-8
 Section VIII
Instruments

MANIFOLD· PRESSURE

NOMARKINGS

HYDRAULIC PRESSURE

1250 psi Red Line MAXIMUM

VACUUM
3. 80 inches Hg Red Line MINIMUM
3. 80 - 5, 00 inches Hg Green Are NORMAL
5, 00 inches Hg Red Line MAXIMUM

AIRSPEED
72-136 mph (63-118 knots)
White Are FLAP OPERATION
82-230 mph (71-200 knots)
Green Are NORMAL
230-288 mph (200-250 knots)
Yellow Are CAUTION
288 mph (250 knots)·

•
Red Line NEVER EXCEED

"-
28 3

Figure 8-3 . lnstrument Markings {Sheet 2 of 2)

8-9
Sll~tion vm 5008 MAINTENANCE MANUAL
I11st.n11nents
oil temperature range. The engine gage unit fuel and
oil pressure Unes must be bled of entrapped air when .
a Une is disconnected at the engine or a gage indicates
erratically. An instrument bleeding tool may be used
or the appropriate instrument pressure Une bled as
follows:
a. Detach line at instrument and insert in a con-
tainer to catch expelled fluid.
b, Motor appropriate engine until air-free fluid
appears at the instrument end of the pressure line.
The engine gage units are interconnected and vented
overboard through a single tube that extends through
the fuselage skin at station 5. 50. If either instrument
should develop an internal fuel or oil leak, tne fluid
will be dumped overboard.
FUEL FLOW GAGE
The fuel flow gage is a dualindicating instrument thal
provides the means for monitoring the metered fuel
flow rate to.each engine. F\tel Unes from a port on
the metered fuel side of each fuel distributor valve
are connected directly to the engine gage unit. The
instrument haa a single dial, calibrated in pounds-
per-hour fuel flow, and two pointers which are mark-
ed L and R to identify the corresponding engine. Use
of a single gage with two pointers simplifies the syn-
chronization of engine fuel flow rates and conse-
quently engine power settings. The fuel flow gage
also provides the info rmation basic to fuel manage-
ment and cruise control. Pitot pressure i s applled
to the flow gage case by a separate tube , located im~
mediately below the airspeed pitot tube on the right
side of the aircraft. Pitot pressure directed to the
aneroid chamber of the gage, provides the instrument
with air pressure that is relatively equal to air pres-
sure at the inlet to the air-fuel regulator unit. This
compensates instrument aneroid reactions to changes
in raro a.ir effect at the air-fuel regulator,to produce
more accurate flow indieations in all operating ranges.
Green ares from 55 to 160 pounds per hour on the
instrument dial, indica! e the optimum fuel flow rates
for maintaining the corresponding power settings. In
the percent CRUISE POWER range, green ares label-
ed 45%, 55%. 65%, and 75% indicate the nor mal fu el
flow rates íor the percent.age of continuous rated power
indieated. In this range , the high side of eaeh are
indicates best power; the low side indicates best
eeonomy. In the TAKEOFF & CLIMB i-ange, green
ares labeled 8000', 6000'. 4000'. 2000' , and SEA
LEVEL índicate normal fuel flow rates (mixture) for
takeoff and cUmb at the altitude indicated. In this
range , the high, síde oí each are indicates rich mbc-
ture; the low sicle .indicates best power. Double rows
of ares are used in both ranges to indieate overlapping
areas of best eeonomy-best power, best power-rieh
mixture settings. When operating in hígh ambient
temperatures, fuel in the fuel flow gage Unes may
vaporize and cause fluctuation of the fuel flow gage.
To correct this condítion fuel flow gage lines should
be serviced with hydraulic fluid Mil-H-5606A. Bleed
entrapped air from appropriate fuel flow gage line
anytime pressure line is disconnected at the fuel dis-
tributor valve or flow gage needle fluctuates.
8-10
..
CYLINDER HEAD TEMPERATURE INDICATORS
The cylinder head temperature indieators are eon-
tained in a dual scale instrument, ealihrated in de-
grees eentigraO,e. Each indicator is eontrolled by a
temperature sensitíve resistance bulb located in the
top side of the number six cyUnder of each engine.
As the No. 6 cylinder head temperature inczeases, a
higher electrical potential is created within the tem-
perature bulb causing the instrument pointer to indi-
cate a higher temperature reading. A red radial line
at 232ºC (450ºF) marks the maximum allowable en-
gine operating temperature. A green are from 100°
to 232ºC (212º to 450ºF) indicates the normal tem-
perature range. The cylinder head temperature in-
dieator circuit is supplied with 28-volt de power
through the 5-amp push-to-reset cireuit breaker in
the circuit breaker panel.
TACHOMETER IND ICATOR
The tachometer indicators are eombined into a single
dual-indicating instrument having pointers marked L
{left) and R (right) . . A three- phase ac generator,
mounted on the upper web of eaeh engine mount and
driven at one-half engine speed by a flexible cable,
operates each indieator. As thetachometer-generator
turns , the resulting voltage output operates a syn-
•
chronous motor in the indícator which turns a set of
magnets. As the magnets rotate, the instrument
pointer is deflected to register crankshaft speed, in ,_
revolutions-per-minute, on the calibrated indicator
dial. A red radial line at 2575 rpm indicates the
maximum operating rpm. Taehometer electrical
cir cuits are not associated with the main airframe
electrica:l system.
MANIFOLD PRE$SURE GAGES
Engine manifold pressure gages are contained in a
dual indicating instrument having two pointers marked
L (left) and R (right) to simplify synchronization of
engine power settings. Eaeh gage is connected to a
port on the top side of the No. 5 cylinder by tubing and
hoses. Manifold pr essure is indicated in inehes of
Hg. When the engine is not operating the gage will
register the approximate barometric pressure.
MISCELLANEOUS INSTRUMENTS
HYDRAULIC PRESSURE GAGE
A hydraulic press>Jre gage. located in the eenter iu-
strument panel, registers hydr.aulic system presi;¡ure ·
in psi. A flexible hose, connected to a fitting ·on the
landíng gear-wing flap control valve, provides hy-
draullc syslem pressure to the gage. Normal system
· pr essure is 1000 psi, with a red Une at 1250 psi to
indieate maximum system pressure. Since the gage
is connected to a hydr aulic pressure point that is
common tothe •normal' and 'auxiliary' hydraulic sys-
tems1 it ·Will register auxiliary or primary system

·5aos :MAfNtENANCE MANUAL . .
pressure. A momentary fluctuation of hydraulic
pressure during operation of the landing gear, wing
flaps, and brakes is normal
. trudes through the windshield with the head of the in-
FUEL QUANTITY INDICATOR
A single fuel quantity indicator, located in the center
instrument panel, registers the amount of fuel in the
fuelsystemupto 135 U.S. gallons. Alth0ugh the fuel
system capacity is 150.0 to 159.0 U .S. gallons , the
quantity of fu el above 135 gallons is not indicated. The ·
face of the fuel quantity indicator is marked in in-
crements of 10 U. S. gallons, with the exception of the
135 gallan higb mark. Electrical signals, received
fromthefuelquantitytransmitter located in the center
cell, are translated into fuel quantity readings by the
indicator. The fuellndicating system is calibrated by
adjust!ng the fuel quant!ty transmitter as outlined in
Section V.
VOLTAMMETER
A voltammeter for monitoring the output from each
generator oralternator is installed in the right instru-
ment panel. Each voltammeter is a dual purpose in-
strument graduated in increments from zero to 120
amps and from zero to 30 volts. Voltage readings
are obtained by pressing the voltage indicator button,
in the lower left corner of the instrument. The output
' of the 50-amp generator, standard on aircraft serial
number 1755 thru 3075, will vary from 24 volts, 30
amps to 30 volts, 70 amps (overload), depending upon
circuit load and engine rpm. These values should be
checked periodically for indicationsof generator sys-
tem malfunction.
Do not allow generator to operate con-
tinuously at overload output for more
than 5 minutes. Normally generator
overload circuit breaker willnot break
the circuit in a shorter length of time.
A 70 or 100-amp alternator system may be installed
on the Model 500S as optional equipment ; however, at
3076 and subsequent the 70-amp alternator system is
standard. Aircraft equipped with either the 70 or 100-
amp alternator do not have overload capabilities but
can supply their rated output continuously. The volt-
ammeters are connected to the aircraft bus through
ammeter shunts installed in the master power panel:
Each voltammeter is protected by three 1-amp fuses
located on a fuse block in the master power panel and
installed in each wire leading to the insti:ument .
• OUTSIDE AIR TEMPERATURE INOICATOR.
The outside air temperature indicator registers am-
bient air temperature from -50º to 600C (- 58º to
. .,., . . ~; •,
Section VIll
Instrumenta
140ºF). It. is installed in the upper right corner of
the left winilshield and incorporales a brass sunshield
to reduce the effect of direct sunlight on the tempera-
ture reading. The temperature sensing elemeilt",pro-
strument on the inside of the windshield. ·
FLAP POSITION INDICATOR
The face qf the wing flap position indicator is marked
UP, 1/ 2, and OOWN. Intermediate positions indicate
the portion of the full 40 (! 2) degrees that the wing
flaps have traveled. The flap indicator transmitter
is connected to the master flap · sheave by adjustable
mechanical linkage. As the sheave moves, the trans~
mitter shaft and arm is r otated to vary the electrical
current resistance through the transmitter. The re-
sulting current variations are expressed by the indi-
cator in terms of .wing flap travel. The wing flap
position indicator can be adjusted by placing the wing
fiaps in either thé full up or full down position, loos-
ening the linkage clamp from the transmitter shaft,
and rotating the shaft until the indicator position cor-
responda with the actual position of the wing flaps.
The indicator circuit is supplied with 28-volt de power
through the 5-amp push-to-reset instrument circuit
breaker in the circuit breaker panel.
TRIM TAB POSITiON INDICATORS
The rudder and elevator trim tab indicators are con-
tained in a single dual-scale instrument. The left
scale of the instrument shows the position of the ele-
vator trim tl!.bs between 30 degrees UP and 30 degrees
OOWN. Although the indicator scale is marked to
show 30 degrees UP and OOWN, maximum elevator
trim tab travel is 2. 5 (+2, -0. 5) degrees UP and26
(+2, -O) degrees OOWN. The right scale of the trim
tab position indicator shows the position of the rudder
trim tab between 30 degrees right and 30 degrees left.
Maximumruddertrimtabtravel is26 (+2, -0) d~grees
to the left or right. Each transmitter is mechanically
llnked to its respective trim tab actuator tube assem-
bly. As the tritn tab is moved, the arm in the trans-
mitter moves to vary the electrical current resistance
through the trartsmitter. The result!ng variations in
voltage are registered by the respective indicators in
terms of trim tab· travel. · The indicators may be
zeroed by adjustlng the respective transmitters as
outlined in Section VII. The indicating circuits are
protected by a 5-amp push- to-reset circuit breaker
located in the circuit breaker panel
INSTRUMENT REMOVAL ANO ~,-·
INST ALLATION
Replacement of certain instruments will be simplified
by r emoving the radio panel, located above instrument
panel, then hinging the left or right instrument panel
down. Radio panel removal. is accomplished by re-
moving five retaining screws; lifting panel outward,
8-11
Section VID 5008 MAINTENANCE MANUAL
Instruments
and disconnecting electrical connector. When lower-
tng instrument panels, use care to prevent panels
from falling against control column. Instruments lo-
cated near the bottom of the left and right instrument
panels can normally be removed without disturblng
the instrument panel installation.
BEZEL-MOUNTED INSTRUMENTS:
a. Remove lower screw(s) securing lnstrument to
panel.
b. Hinge 'eyebrow• light fixture down and while
supportlng lnstrument, remove remaining attaching
screws.
c. Withdraw instrument ftom panel and disconnect
power source. Cap instrument fittings and plug in-
strument Unes.
d. Iristall instruments in reverse order of removal
and perform following steps if applicable.
l. Bleed air from fluid carrying instrument
Unes.
2. Apply system pressure to instrument and
check connectlons for fluid leakage.
3. Operationally check instruments to verify
· proper performance.
INSTRUMENT PANEL
The shockmounted instrument panel is divided into
three sections. The outboard sections may be hinged
down to simplify instrument maintenance. The. light-
weight panel is painted a non-gloss grey finish to
eliminate glare and harmonize with related cock-
pit eiluipment. Space· is provided on the panel to
accommodate additional instruments. A rectangular
clrcuit breaker panel, containing spare circuit break-
er positions, is mounted on the lower side of the right
instrument panel and is easily separat'ed from the
panel by removing the attaching screws. An edge-
lighted eontrol panel for the radio equipment. is in-
stalled immediately above the instrument panel (see
Figure 8-1). The radio panel consists of a plastic
edge-light panel fastened to a metal backup panel.
REMOVAL AND INSTALLATION
a. Remove radio panel as follows:
l. Remove screws attaching panel to glare-
shield brackets.
2. Sllde panel aft and disconnect electrical
connectors.
b. Remove screws connecting outboard panel sec-
tions to center section.
c. Remove bolts securing outboard panel sections
to upper shockmount bracket. Support panel while
removlng bolts toprevent panel from falling into con:..
trol column. Allow panel to hinge down.
d. Dlsconnect flexible controls at bottom of panels.
e. Tag for identification and remove all lines and
electrical leads attached to instruments and other
equipment installed on panels. Cap instrument line
8-12
fittlngs and plug instrupient lines.
f. Remove bolts securing panel mounting arms to
lower shockmounts, to free panel from aircraft.
g. Repeat step e. for center instrument panel.
The center panel is totally dependent on the outboard
panels for mounting and therefore is free from air-
craft at this step.
h. Instan panels in reverse order of removal.
STAll WARNING SYSTEM
An electrically heated stall warning switch is located
in the leading edge of the right wing, outboard of the
nacelle. The switch is lightly spring-loaded to the
open position and is closed at aircraft stall speed
when normal air flow becomes turbulent enough to
push on the aft side of the vane, to move the vane for-
ward. The switch is set to close the circuit and
sound the stall warning horn · at 5-1 O mph above air-
craft stall speed. The horn is located forward of the
' instrument panel on the left side of the forward cabin
bulkhead. An external adjustment screw located on
each side of the switch cutout, enables the stall switch
to be adjusted while installed. Loosening the adjust-
ment screws and moving switch slightly aft, moves
the switch setting nearer the stall speed of the air-
craft. Moving the switch forward . extends the stall
speed indication away from stall speed. Operation-
ally check stall warning system during flight to assure
warning horn sounds 5 to 10 mph above aircraft stall
speed. Ice formation at the exposed blade section of
the switch is prevented by use of a heating element.
The element is powered from the same electrfral
circuit as the pitot heater and is controlled by the
pitot heat switch. The stall warning switch is supplied
electrical power directly from the battery. A 5-amp
automatic reset circuit breaker is located in the
master power panel. The stall warning switch circuit
is wired independently oí the master switch and will
operate regardless of the master switch position.
To replace the switch heating element, proceed as
follows: ·
NOTI
Stall warning switch replacement is
similar to the following steps; how- 1
ever ,,.battery cables must be discon-
nected before removing switch.
a. Place pitot heat switch, located on r ight over-
head switch panel. to OFF position.
b. Trace a light pencil mark on switch, along edge
of cutout in switch mounting plate. This mark will be
used to align switch during reinstallation.
c. Remove six screws securing switch and switch
plate, and withdraw switch from wing. .
d. Disconnect two quick disconnects and slip de-
fective element out.
e. Install new element into switch, connect quick
Change 1
 500S ·MAÍNT.ENANCE ·MANUAL Se.ction VII
Flight Controls

disconnects, and place pitot heat switch to ON position
for 15 seconds. Element must show positive indiéa-
tion of heat.
f. Install switch and switch plate, assur1ng penc1l
marks on switch align with cutout in switch plate .
g. Opera.tionally check stall warning system in
flight to assure warning horn sounds 5-10 mph above
actual stall speed. Adjust switch if system falls to
opera.te properly.

•
8- 13
Section VIII
Instruments
PITOT-STATIC SYSTEM INSTRUMENTS: ALTIMETER, RATE-OF-CLIMB INDICATOR, AIRSPEED INDICA-
TOR
Instrument inaccurate,
erratic or inoperative.
Pointer oscillates
Rate-of-cllmb indicator
does not indicate zero at
constant altitude.
Airspeed indicator in-
accurate, erratlc or
inoperative. Pointe r
oscillates.
AIR-DRIVEN INSTRUMENTS: DIRECTIONAL GYRO COMPASS, ATTITUDE GYRO AND TURN-AND-BANK
INDICATOR.
Instrument indicator
sluggish or failS to
settle, fluctuatirig· or
over- sensitive. Excessive
drüt of dire ctional gyro
compass.
Instrument indicator
sluggish or fails to settle,
fluctuating or over -
sensiti ve. Excessive
drilt of directional gyro
compass.
Incorrect sensitivity,
· fluctuation of turn-and-
bank indicator.
Figure 8-4. Troubl1 Shooting ln1trum1nts (Shut 1 of 3)
8-14
500S MAINTENANCE MANUAL
PROBABLE CAUSE
Restricted static line. Irregular static
pressure received at instrument.
Leaks or break in static lines.
Leak in instrument case or defective
instrument.
Instrument out of calibration.
Restricted pitot llne. Irregular pitot
pressure received at instrument.
Vacuum too low or too high.
Instrument inlet air filters clogged or
filter element of air filter unit clogged.
Excessive vibration.
Leak or break in instrument vacuum ·
line or instrument case: vacuum line
kinked.
Instrument inlet air filters loose or
mi ssin'g: fouled vanes in rotor, worn
pivots 0 1' bearings, or gimbals oul of
balance.
Turn- and-bank vacuum too low or
too high.
REMEDY
Clean static lines as outlined in
Pitot-Static System Maintenance
paragraph in this section.
Pressure check system. Locate
and repair leaks or replace faulty
component.
Replace instrument.
Turn adjusting screw in lower left
corner of instrument until pointer
returns to zero. Tap instrument
lightly while resetting.
Clean dr ain holes in tip of pitot head.
Disconnect and clear pitot llne.
Pressure check system as outlined
in the Pitot-Static System Main-
tenance paragraph, this section.
Check system vacuum with aircraft
or master vacuum gage and proceed
as outlined under corresponding
remedy in Figure 8-5.
Replace individual filtersorclean an
replace filter elemenl in filler unit.
Tighten instrument mounting screws,
replace panel shock mounts as re-
quired, and make certain that in-
strument' lines are not transmitting
vibration due to being too short.
Check for collapsed inner wall of
flexible hose. Pressure check sys-
tem. Locate and repair leak or re-
place faulty component.
Re move instrument and return to
approved shop for overhaul as
necessary; make ce rlain inlet air
fi lters and snap rings are secu re
¡ befar e reinstalling.
;
: Adjust restrictor valve as outlincd
in the Turn-and-Dank Restrictor
Valvc paragraph, this section.

Section VIII
lnstruments
TROUBLE
lnstrument registering
high, low, er ratically,
or no reading.
(Continued)
Flap position, trim
tab position or fuel
quantity indicators
registering high, low,
erratically, or no
reading.
Fuel quantity indicator
registers full or empty
Oíl and cylinder head
temperature. indicator
fails to operate or
registers incorrectly.
Tachometer registers
low, erratically, or no
reading.
Voltammeter fails to
indicate or is erratic.
Excessive card error.
Excessive card oscillation.
Card element not level,
sluggish.
Liquid leakag~ · rrom case.
Figure 8-4. Trouble Shooting lnstruments (S·heet 3 of 3)
8-16
·,
5008 MAlNTENANCE MANUAL
PROBABLE CAUSE
Defective position transmitter .
Defective position indicator.
Transmitter out of adjustment.
Defective transmitter .
Float arm stuck.
Defective resistance bulb.
Tachometer generator defective.
Tachometer generalor flexible
drive shaft sheared.
Faulty generator output,.
MAGNETIC COMPASS
Compass not properly compensated.
External magnetic interference.
lnsufíicient liquid.
Excessive vibration of compass.
Comµas s excessively compensated.
Leaking float chamber due to broken
cover glass or case, or defective
sealing gaskets, weak or detached
card magnets. pivot frir.lion, or
broken jewel. ·
REMEDY
Disconnect hot wire to ,Íransmitter .
Check transmitter for varying
resistance as transmitter arm is
moved. Replace defective trans-
mitter.
lf there is voltage to the indicator,
continuity through the wires , and
transmitter is good, indicator is
defective. Replace indicator .
Adjust flap and trim tab position
transmitters as outlined in the
Flight Control SecUon and the fuel
quantity transmitter as outlmed in
the Fuel Section.
Replace transmitter.
Free float arm.
Replace bulb.
•
Test generator for output. Over-, ·
haul or replace as necessary.
Replace flexible shaft.
See Trouble Shooting Generator in
Power Plant Section.
Swing compass and compensate:
Locate and eliminate
• l
interference.
Replace compass.
Remove cause of vibralion.
Back compensating screws off to
remove all compensation, thén
recompensate compass.
Rcplace rompass.
•
 5008 MAINTENANCE MANUAL Section VIII
IJ).s~ruments

TROUBLE PROUBLE CAUH ~ REMEDY

.. , .

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

Oil separator clogged or defective. Clean or replace separator.

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

and repair leak or replace faulty
component.

Insufficient lubrication of vacuum Remove pump and check lubrication

pump. ports for restrlctlons.
· '·
Vacuum pump malfunction or fallure. Have pump overhauled by a properly
equipped repair facility or replace
pump.

Vacuum too high. Defective vacuum gage used to Check gage for calibration and re-
adjust relief valve. place 1f necessary. Readjust relief
valve.

Vacuum relief valve not properly Adjust as outllned in the Vacuum

adjusted or defective. Relief Valve Cleaning and Adjust-
ment paragraph, this section, or

•
replace valve.

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

\ .~· base solvent.

Vacuum gage not Defective vacuum gage used to adjust Check gage for calibration and re-
registering. re lief valve. place if necessary. Readjust relief
valve.

Clogged or broken lines. Clean lines and repair or replace

as necessary.

Defective gage. Check gage for calibration and

Vacuum warning light(s) replace if necessary.
on.
Both vacuum pumps inoperative. RepJ.a:ce pumps as required.

Vacuum too low orno vacuum. Seé "Vacuum too low" Trouble
above .

Short circuit or defective vacuum Locate and repair short circuit.

warning switch. Replace switch if necessary.

. .

• Figure 8-5. Trouble Shooting Vacuum System

8-17/ 8-18
 500S MAINTENANCE MANUAL
•
'· .
SECTION IX
HEATING ANO VENTILATION
TABLE OF CONTENTS
GENERAL DESCRIPTION . .. .. .. .. .. .. . .. . ..
ELECTRICAL COMPONENT OPERATION • . . •
COMBUSTIOO HEATER • • .. .. .. . . . . . . .. .. ..
Inspection and Servicing . . ....... , .. . . • ..
Heater Ignition Unit . . .. .. .. .. . . • . .. . . .. .
GENE'RAL DESCRIPTION
Electrical components of the heating and ventilating
system are supplied power by the aircraft electrical
system. The fuel-fired 25, 000 BTU combustion
heater installed in aircraft 1755 through 3075, and
the 35, 000 BTU cornbustion heater installed in air-
craft 3076 and subsequent obtains fuel frorn the air-
craft fuel system. Ducting for the cabin heating sys-
tem may be used for cabin ventilation when the heater
is not being used. Rarn air inlets located on each
side.of the upper forward fuselage, supply fresh air
for cabin ventilation through air ducting which is
separate from the cabin heater ducting. Rarn 'a ir is
used for cabin ventilation and as a source of combus-
tion air for the heater, during flight. On aircraft 1755
through 3075, forced air for ventilation and operation
of the combustion heater when the aircraft is on the
ground is supplied by a motor-driven two-stage blow-
er. The blower maintains a flow of air through the
heater at a rate of 65 - 90 cfm under pressure of
O. 140 psi, and when heater is not required supplies
air at ambient temperature for cabin ventilation
through the sarne duct system (see Figure 9-1). The
blower relay is grounded through the landing gear
warning horn relay. When the landing gear is re-
tracted the warning horn relay ground is broken and
the blower motor is deactivated. As soon as the air-
craft becomes airborne ram air forces the free swing-
•
ing plenum door open, to admit rarn air into the
plenum chamber. When the plenum door opens it
closes against the blower inlet, thus replacing blower
air with rarn air. Additional ram air inlets supply
Section IX
Heating and Ventilation
.
9- 1 Heater Fuel System ..•.... . , .... , .... , .. 9-13
9- 4 Heater Blower . . . . . • . . . . . . .. .. . . .. • . .. .. 9-16
9- 7 Combustlon Air Blower ....• , . , .... , . . . . . 9-17
9... 7 Ventilation Air Blower .......• . . . . , , , . , , • 9-18
9-1 O Heater and Blower Controls .... , ..• . , , • . . 9-18
air to the fresh air ducting outlets (see Figure 9-2).
On aircraft 3076 and subsequent, two blowers are
used in the system; a combustion air blower for .
supplying heater combustion air and a vent air blower
for supplying ventilating air to the cabin. The venti-
lating air blower provides an air flow throúgh the
combustion heater and intothe cabin when the aircraft
is on the ground. The vent air blower is grounded
through the landing gear circuit and will automatically
shutoff when the aircraft becornes airborne. During
flight, the vent air blo.wer may be used to augment the
ram air flow through the heater, or to ventilate the
cabin by activating the blower override switch to the
desired position, Heated or ambient air may be dis-
tributed into the cabin through outlets, consisting of a
defrosting vent for each windshield, an air outlet
above both the pilot and copilot rudder.-brake pedals,
and a rotating butterfly valve on each side of the cabin
just above the floor at fuselage station 94. OO. The
windshield defrosting vents are controlled by ·a DE-
FROST knob, located in the left instrument panel.
Rotating the knob clockwise, actuales a gear and
drive shaft to open a flapper valve installed'·in the
distribution plenum chamber, thereby re leasing heated
air for the windshield. On aircraft 3076 and .subse-
quent the cabin air vent valves may be closed to in-
crease air flow to the windshield defrosting vents.
· Do not use heated air on the windshield
when aircraft is on .the ground and
ambient air temperature is above 70ºF.
9-1
Section IX 50QS MAINTENANCE MANUAL
Heating and Ventilation

ElrFECTIVE SERIAL NUMBERS

1755 THRU 3075

l. BLOWER INLE T 14. FUEt CYClING VALVE

2. PILOTS FRESH AIR INLET 15. HEATER EXHAUST
3. BLOWER 16. FUEL SAFETY.VALVE
4. PLENUM CHAMBER 17. FUEL FILTER
5. AFT .WARM AIR OUTLET DUCT . 18. FUEL PRESSURE REGULATOR
6. IGNITION UNIT 19. RAM AIR INLET
7. HEAT DISTRIBUTION BOX · 20. PILOTS WARM AIR CONTROL
B. WINDSHIELD DEFROST OUTLET 21. PILOTS FRESH AIR CONTROL
9. FRESH AIR INLET 22. PILOTS WARM AIR OUTLET

•
10. WARM AIR OUTLET 23·. OVERHEAT SAFETY THERMOSWITCH
11 . CA BIN AIR EXHA UST 24. VARIABLE HEAT CONTROL
12. COMBUSTION AIR RELIEF VAl VE 25. VARIABLE HEAT CONTROL THERMOSWITCH
13. COMBUSTION AIR PRESSURE SWITCH 26. WINDSFUELD DEFROSTFR CONTROL
29 38

Figure 9-1. Heating and Ventilating Equipment location {Sheet 1 of 2)

9- 2
 500S MAlNTENANCÉ .MÁ?:WAL Section IX
Heattng and Ventilation

.\
' .

1. VENTILATION AIR INLET DUCT 16. COMBUSTION AIR BLOWER

2. VENTILATION AIR BLOWER 17. FUEL FILTER
3. COMBUSTI.ON HEATER 18. FUEL PRESS.REGULATOR & SHUTOFF VALVE
4. COMBUSTION AIR PRESSURE SWITCH 19. COMBUSTION AIR INLET DUCT
5. HEATER COMBUSTION AIR INLET DUCT 20. PILOTS WARM AIR AND FRESH AIR OUTLET ,
6. IGNITION UNIT 21. CABIN WARM AIR OUTLET
7. WlNDSHIELD DEFROST OUTLET 22 . COPILOTS WARM AlR AND FRESH AIR CONTROL
8. FRESH AIR INLET 23. VENT CONTROL
9. WARM AIR OUTLET 24. VARIABLE HEAT CONTROL
10. CABIN AIR EXHAUST 25. COPILOTS WARM AIR AND FRESH AIR OUTLET
11. AFT WARM AIR OUTLET DUCT 26. VARIABLE HEAT CONTROL THERMOSWITCH
12. HEAT DISTRIBUTION BOX (PLENUM) 27. WINDSHIELD DEFROSTER CONTROL
13. OVERHEAT SAFETY SWITCH 28. PILOTS WARM AIR AND FRESH AIR CONTROL
14. FUEL CYCLING SWITCH 29. CABIN WARM AIR CONTROL
15. HEATER EXHAUST
29 20 A4

figure 9-1. Heating and Ventilating Equipment Location (Sheet 2 of 2)

9-3
Sectlon IX 5008 MAINTENANCE MANUAL
Heatlng and Ventilation
The alr outlets above the rudder pedals are individu-
ally controlled by push-pull knobs attached to the
lower edge of the pilot and copilot instrument panels.
The aft cabin butterfly valves are individually con-
trolled by opening or closing the valve. Air flow di-
rection into the cabin is also controlled by this valve.
When the heater is operating, temperature is c<;m-
trolled by the INC HEAT (aircraft 1755 through3075)
and INCREASE HEAT (aircraft 3076 and subsequent)
control knob located on the lower edge of the copilot
instrument panel. Counterclockwise rotation of the
knob opens the variable heat control switch contacts
to increase the temperatute. Heater fuel, which is
supplied from the left engine fuel pressure gage Une,
flows through a heater fuel safety valve, fuel filter,
fuel pressure regulator, and fuel cycling valve, to
the heater (see Figure 9-2). During flight, fresh air
may also be directed into the cabin through fresh air
inlets (see Figure 9-1). Air inlet ports, located in
the nose area provide ram air to the pilot, copilot,
and cabin fresh air outlets. The fresh air outlets are
individually controlled by push-pull fresh air knobs,
located on the lower edge of the pilot and copilot in-
strument panels. An alr scoop, located on each side
of the upperforward fuselage, supplies ram air to the
overhead ball-and-socket air inlet valves in the aft
cabin compartment. Direction and flow of air through
each fresh air inlet valve is controlled by opening or
closing the individual valve. The ducts in which the
ball-and-socket air inlet valves ·are installed, also
serve to exhaust cabin air through two concealed cabin
air exhaust vents installed in the aft end of the cabin
ceiling. These two vents exhaust alr through an aft
facing clamshell which provides a slight va~uum for
the air exhaust system. The combination of inlet-
pressure and exhaust-vacuum, changes the cabin air
rapidly with a ininimum of noticeable air flow. On
a.lrcraft 3076 and subsequent the vent control lmob
rnust be IN for heater operation and OUT for cabin
ventilation. If additional air flow is desired in flight
for ventilation the vent air blower may be turned on
by placing the blower switch and the blower override
switch in the ON position.
ELECTRICAL COMPONENT OPERATION
The cabin heater circuit is controlled through the
cabin blower and cabin heat circuit breaker swilches,
located on the right overhead switch panel, and the
cabin temperalure control knob (INCREASE HEAT),
localed on the lower edge of the copilots instrument
panel. Electrical wiring diagraros for heating and
ventilating systerncomponenls are contained in Section
X. The cabin blower switch acts as the heater master
switch and must be placed in BLOWER position for
heater operation. The cabin heat switch is spring-
loaded to the OFF position, and when momentarily
held in CABIN HEAT position, energizes the fuel
safety valve, ignition unit , and fuel cycling switch
and solenoid valve, to start heater operation. After
the heater is placed in operatlon the variable heat
control switch controls the heater 'on-off' cycle until
9-4
the blower switch is placed in theOFF posltion. When
operating heater on the ground allow ground blower
(aircraft 1755 through3075)or combustion air blower
(aircraft 3076 and subsequent ) to operate afew seconds
before placing cabin heat switch in CABIN HEAT
position. The resulting build up of combustion air
pressure will close the circuit through the combustion
air pressure switch and purge the heater of raw fuel.
Placing the cabin blower switch in BLOWER position
(aircraft 1755 through 3075) and momentarily holding
cabin heat switch in CABIN HEAT position, supplies
power through the safety relay solenoid coil, com-
bustion air pressure switch,· and overheat safety
switch, to ground. The energized safety relay coil
closes the safety re lay to permit power from the cabin
blower switch to open the fuel safety solenoid valve.
At the same time, power flows through the safety re-
lay to the variable heat control switch to actuate the
igriition and open the fuel cycling switch and fuel
cycllng valve. Releasing the cabin heat switch re-
moves the momentary source of power to the safety
relay solenoid coil; however, the coil r emains ener-
gized through a jumper wire connected between ter-
minals on the safety re lay. The safety re lay solenoid
coil remains energized until the blower switch is
placed in the OFF position. The combustion air pres-
sure switch, variable heat control switch, and over-
heat safety switch will discontinue heater operation
if a malfunction should occur.
Placing the cabin blower switch in BLOWER position,
on aircraft 3076 and subsequent, and momentarily
holding cabin heat switch in CABIN HEAT position,
supplies power through the safety relay solenoid coil
to the combustion air blower . The .energized safety
relay coil closes the safety relay to permit power
from the cabin blower switch to close the combustion
air switch allowing power to activate the other com-
ponents of the system and to hold the safety re lay in a
locked-in position until the combustion air pressure
switch opens thereby de-energizing the circuit.
When the heater plenum chamber air pressure drops
to within O. 25 - 1. 25 inches H20 above exhaust air
pressure, or distribution box (plenum) temperature
exceeds 350ºF, the safety relay is de-energized and
heater operation is discontinued. The cabin tempera-
ture control knob is connected to the variable heat
control switch and controls the setting at which the
switch opens or closes. Turning the t emperature
control knob to incr ease or decrease the temperature,
chan¡¡;es the pressure on the metal elements in the
switch and changes the temperature required to open
or close the switch. When the preset temperature is
reached the variable heat control switch opens, break-
ing the circuit to the fuel cycling solenoid valve and
ignition unit {aircraft 1755 through 3075) , and fuel
cycling switch and fuel solenoid valve (ail'craft 3076
and subsequent). As the air in the heat di stribution
box (plcnum) on ai rcraft 1755 through 3075 cools, the
variable heat control switch closes, and the fuel cyc-
ling solenoid val ve a.nd heater ignition unit are . re-
energized. As the air cools in the heat distribution
box on aircraft 3076 and s ubsequent the fuel cycling
switch and fuel solenoid valve are re-energized.
Selected cabin temperatur e is therefore mainlained by
 500S· MAINTENANCE
·· ..•
MANUAL Section IX
Heating and Ventilltt1on

EFFECTIVE SERIAL NUMBERS

RAM 1755 THRU 3075
AIR

•
FUEL FUEL PRESSURE
il Q CYCLING REGULATOR
... {j VALVE
..,....~ PL.ENUM OOOR

FUEL
SAFETY
VALVE

IGNITION
.
FROM L ENGINE
GAGE UNIT FUEL
UNIT PRESSURE LINE

RAM AIR

RAM AIR
OVERHEAT
SAFETY SWITCH
/

r ••

... 6
1
..,
1
1
---.,

o'• • ••o •
1 ~--, 1
1 1 1 1 1
1

PILOTS
TO
AFT PILOTS WINDSHIELD
ó 6
HEAT COPILOTS
TO
AFT COPILOT
FRESH WARM WARM DEFROSTER CONTROL WARM WARM FRESH
AIR AIR AIR KNOB AIR AIR AIR
OUTIET OUTLET

RAMAIR COMBUSTION
HEATERAIR ~ ELECTRICAL ACTUATION

• FUEL PRESSURE - MECHANICAl ACTUATION -- -- -

Figure 9-2. Heoting ond Ventiloting Syslem Schtmotic (Sheet 1 of 2)

29 2

9-5
Section IX 500S MAINTENANCE MANUAL
Heatlng and Ventílatlon

EFFECTIVE SERIAL NUMBF;RS

3076 AND SUBS FROM L ENGINE FUEL
PRESSURE GAGE FUEL

...
RAMAIR
LINE
... .

FUEL
FILTER
COMBUSTION · FUEL
EXHAUST AIR BLOWER

•
PRESSURE

I .
/
REGULATOR
AND SHUTOFF
VALVE
VENT AIR
BLOWER

PLENUM
-CHAMBER

6·
CABIN
l.
1
1

PILOTS WARM WINDSHIELD HEAT

-..,1
• 6• o
HEAT &
'1
ó
1
1

• COPILOTS
WARM AlR &
WARM AIR & AIR & FRESH DEFROSTER CONTROL VENT
FRESH AIR AIR KNOD CONTROL FRESH AIR

~ RAMAIR ~ COMBUSTlON

•
~ HEATED AND FRESH AIR - - ELECTRICAL ACTUATlON
. - FUEL PRESSURE ---- MECHANICAL ACTUATION

2' 22A4

Fig ure 9-2. Heating and Ventilating Syslem Schemalic (Sheet 2 of 2)

9-6
 5oos MA!NTE'NA~ci fil.NuA1 ·
cycllng the heater orí and off. The variable heat con-
trol switch can be set for a maximum of 200ºF and
will cycle the heater at this setting to maintain 200
(! 15)ºF intheheater distribution box (plenum).
Should the variable heat control switch fail and the
temperature rise remain undetected, the overheat .
safety switch will open at approximately 350ºF and
de-energize the heater circult. If the ground air
blower (1755 through 3075) or combustion air and/ or
vent blower (3076 and subsequent) ceases to operate
on the ground, or the raro air lnlet becomes blocked
durlng fllght, plenum chamber air pressure will drop
to a value less· than heater exhaust pressure causing
the combustion air pressure switch to open and de-
energize the heater circuit. Should the heater cease
to operate due to faulty contact polnts in the primary
vibrator on aircraft 1755 through 3075, the heater
ignitlon points switch located in the trim tab control
panel may be 1pulled 1 to energize the reserve vibrator
contact points.
Power to operate the ground blower on aircraft 1755
through 3075, is supplied from a 20-amp push-to-
reset cabin blower clrcuit breaker i n the circuit
breaker panel. Placing the cabin blower switch in
BLOWER position energizes the blower delay relay
which allows electrical power to flow from the blower
circuit breaker tothe cabin blower. When the landing
gear is retracted, the blower relay ground is broken,
de-energizing the blower relay solenoid and shutting
•
off the blower. Ram air directed tothe plenum cham-
ber supplies air for heater operation during !light.
When the landing gear is extended and locked in down
' position, the blower relay ls energized to start the
heater blower motor. To ·dlscontinue heater operation
place heaterblower circuit breaker switch in the OFF
position.
On aircraft 3076 and subsequent the combustion air
blower receives its power through a 10-amp switch
in the switch panel, while thevent air blower receives
its power through a 20-amp push-to-reset blower
circuit breaker in the circuit breaker panel. Placing
the cabin heat switch in HEAT position, energizes the
safety relay and grounds the blower delay relay to
allow electrical power to flow through the blower
circuit breaker to the vent air blower. When the
landing gear is retracted, the blower delay relay
ground is broken, shutting off the vent air blower.
The combustion air blower must be operating for
heater operation. Ram air from both ram air inlets
may be utilized for either heater operation or for
ventllating. If ram air is not sufficient for heater
air flow the vent air blower may be turned on by plac-
ing the blower override switch in the ON position.
To discontinue heater operation place heater switch
in the OFF position. · inspection period should be reduced correspondingly.
COMBUSTION HEATER
•
The heater is cylindrical and fabricated from heat
~esistant stainless steel (see Figure 9-3). A gas
tlght, welded combustion chamber enclosed in a
'wrap-around' stainless steel jacket, forros the prin-
Section IX
Heating and Ventilation
cipal part of the heater . The fuel inlet and combus-
tion air inlet are located on the inlet endof the com-
bustion chamber while the exhaust outlet is located
on the outlet part of the combustion chamber. A
spark plug installed in the combustion head, provides
lgnltion to the fuel-air mixture in the combustion
chamber. A fuel spray nozzle, contained in a nozzle
holder and feed assembly, is also lnstalled in the
combustion · head to supply fuel to the combustion
chamber. The fuel spray nozzle injects acone-shaped
fuel spray into the combustion chamber where: it is
mixed with combustlon air. Electric current for
igniting the fuel-air mixture is supplied by the ignition
unit, which converts 28-volt de current to oscil:rating
high voltage, to 'fire' the spark plug. The ignitlon
unit is connected tothe sparkplug by a shielded cable. ·
· Combustion air enters the combustionchamber tangent
to lts surface, causing the air to whirl. Vaporized
fuel lntermixes with combustion air to produce a stable
whirling flame which assures· continuous re-ignition.
The burning gas travels the length of the combustion
chamber, passes through the cross-over passages
into the radiator, and then travels the length of the
radlator and out the exhaust outlet in the outlet end of
the heater. An adjustable spring-loaded combustion
air rellef valve installed on the combustion air inlet,
allows excess combustion air to bypass the heater
(see Figure 9-2). Inlet air passes through the heater
between the jacket and radiator and between the radi-
ator and combustion chamber. Consequently, the inlet
air comes in contact with three heated cylindrical ·
surfaces when the heater is operating.
INSPECTION AND SERVICING
In the event of heater malfunction, inspect all externa!
components and trouble shoot the heater electrical
system before removing heater from aircraft. Jan-
itrol maintenance instructions recommend that heater
be overhauled by an approved repair facllity after
each 500 hours of heater operation; Since heater
operll.ting time is düficult to monitor, it is recom-
mended that the heater be overhauled at each 1000-
hours of aircraft flying time. If the heater is used
more than 50-percenl of the time during aircraft ope-
ration, reduce heater overhaul time accorclingly.
Heaters which have been operated in anoverheat con-
dition should also be overhauled. The heater should
be inspected in accordance with thefoUowing instruc-
tions at least once every six-months. When aircraft
utilization is high and heater is used freq"uently the
a. Gain access to heater and inspect shielded lead
connection to spark plug and ignition unit for security
and possible damage.
b. Examine fuel and air connections for evidence
of leakage. ·
c. Wipe shielded lead and spark plug surfaces clean
with a dry, lint-free cloth. Foreign matter such as
fingerprints, tend to break down surface electrical
resistance and may cause arcing.
9-7
Section IX 500S MAINTENANCE MANUAL
Heating and Ventilation

EFFECTIVE SERIAL NUMBERS

1755 THRU 3075

COMBUSTION CHAMBER
AND RADIA TOR ASSY

JUMPER

COMBUSTION AIR
RELIEF
'
1 VALVE

·r, '
TUBE
ASSY
1

~0'
NOZZLE
HOLDERAND
FEED ASSY
\ CLAMP
FUEL INLET
CONNECTION

~
~~~ BODY

~ CORE

'-""\ SPRAY NOZZLE

FUEL
STRAINER

Figure 9-3. Heater Assembly (Sheet 1. of 2)

29 3; •
9-8
 5008 MAINTENANCE MANUAL Sectton IX

•
Heating añd Ventilation

\ EFFECTIVE SE:mL NUMBERS

3076 -AND SUBS

FUEL
~CONNECTOR
HEATER / ADAPTOR

~
JACKET ~ '

f)
1
1
p

· GROMMET

•
\ ., _

¡-~¡'
FUEL~
1

SPRAY
; '
~-
NOZZLE ~~ ~:!~E ~
GASKET/)~
,~~~b\~~iNom -~
0-RING @)
-- ~(k-COVER SHELL ·
VAL.VE ASSY .'é, SOLENOID
AND NOZZLE ' &~
HOLDER "'()

• Figure 9-3. Heater Assembly (Sheet 2 of 2)

a9 24A4

9-9
 Section IX 5008 MAINTENANCE MANUAL
I
Heating and Ventilation

. EFFECTIVE SERIAL NUMBERS VIBRATION SUPPORT

1755 THRU 3075 1-?-RING PACKING COLLAR

1
1

RADIO
NOISE
SHIELD

~ ... , VIBRATOR RETAINING/

RING

'
'

JACKET ASSY

~SPARKGAP

.,_;.--- HEATER HEAD

IGNITION
BODY ASSY
/
J
•
29 36

Figure 9-4. lgnition Unit

REMOVAL AND INSTALLATION Install heater by reversing the heater removal proce-
dure. Check all blowers, ra1:n air inlet s, and com-
a. Disco1U1ect and cap heater fuel inlet line. bustion air inlet connections for security, after heater
b. Disconnect shielded lead assembly fr om spark is installed.
plug.
c. Disconnect eleclrical ground wires and leads to
terminal strip. HEATER IGNITION UNIT
d. Disconnect electrical leads from terminals 011
the variable heat control thermoswilch. The heater ignition unit converts 28-volt de to high
e. Disconnect flexible ram air inlet lines and fuel voltage oscíllating current, to provide a spark across
line at heater. the s park plug gap. The s park plug is located in the
{. Loasen atlaching clamps and remove ducting heatcr r.0111bustion chamber. Th e ignition unit remains
from outlet end of heater. energizedand produces a conlinuous spark to lhe spark
· g. Remove clamp atlaching exhaust shroud to heater plug during the heating cycle. Thr unit rontains one
jacket. radio noise filler, a capacitar, a single-pole double-
h. Remove other attaching ha r d w a r e securing throw r elay, and a vibrator s ocket. A vibrator is
heater to airframe. mounted on one end of the ignition unit and an ignilion

i. Remove heat er from aircraft.
Remove dust that may have accumulated in the plenum
chamber and air intake ducls prior to installing healer .
•
coil is mounted 011 the opposite ene!. The vibrator is
equipped with a set of contacts. Aircraft 1755 through
3075 has an extra set of contacts in the ignilor identi -
fi ed as r eserve contacts. A push-pull ignition point s

9-10
 500S MArNTENANcE MANUAL Section IX ·

•
Heating and Ventilation

EFFECTIVE SERIAL NUMBERS EFFECTIVE SERIAL NUMBERS

\ 3076 AND SUBS
1755 THRU 3075

COMPRESSION SPRING
AND RETAINERAS~~
íef~
V
CONDUlT / ~~
ASSY ~
INSULATING_,~
SLEEVE ffj
IGNITION SPRING~
CONNECTION <!i:
CABLE 1

PIN-!
GROMMET IGNITION AND SHIELDED
LEAD ASSEMBLY
SPRING CONNECTION
ASSY
1

~-PIN

2' 27

Figure 9-5. Shielded Lead Anembly

selector switch, located on the trim tab control panel,
energizes the reserve ignition points through the
points relay, when the switch is pulled. The normal
contacts should be used to the point of failure before
engaging the reserve contacts. It is recommended
that a new vibrator be installed as soon a.s the normal
contacts fail, so that stand-by contacts will be avail-
able at next flight. On aircraft 3076 and subsequent
the vibrator should be replaced when the contacts fail.
IGNITION UNIT SERVICING. Field servicing of the
ignition unit is limited to cleaning and visual inspec-
Uon of the vlbrator and ignition coil and ignitlon body
assembly, for security and exterior damage. Replace
vibrator or complete ignition unit, in case of ignition
unit malfunction (see Figure 9-4). Occasionally clean
and apply an application of DC-4 insulating compound
to the ignition coil outlet, to prevent corona discharge
and provide insulation for the outlet. Do not use DC-4
compound at any other point in the ignition system. If
coil outlet shows evidence of dirt in the DC- 4 com-
pound, remove dirty compound from coil outlet and
apply fresh compound. Remove DC-4 compound from
coil outlet with toluene or equivalent.
DC-4 compound is a silicone material, manufactured
by the Dow-Corning Corporation of Mldland, Michigan
(Government Specification AN-C-128A).
IGNITION LEAD ASSEMBLY. The shielded ignition
lead assembly consists of a length of ignition cable
enclosed in a flexible condult assembly. One end of
the ignition lead is connected to the heater spark plug
and the opposite end is connected to the ignition unit
high voltage outlet. High voltage oscillating current
is transmitted from the ignition unit to the spark plug,
through the shielded lead assembly, to produce the
spark for ignition of heater fuel. The flexible conduit
assembly enclosing the ignition cable prevents radio
noise interference, resulting from operation of the
ignition system.
Inspection
When it is. apparent or suspected that the ignition lead
or spark.plug has failed both the lead and plug should
be replaced. lgnition lead failure will reoccur ü a
faulty spark plug is not replaced. To inspect the
ignition lead, próceed as follows tsee Figure 9-5):

a. Inspect spring connectors for evidence;of burn-

ing or loss of tensile strength. Replace .damaged
spring connectors.

•
Do not use chlorinated solvents, such
as carbon tetrachloride or trichlor-
e t hy l e n e, to clean DC- 4 compound
from coil outlet.
b. lnspect spring connectors, grommet , and in-
sulating steeve for carbon tracks, . punctures, or
grooves. Replace damaged parts.
c. Inspect compression spring and retaíne·r for
broken sprlng. lf spring is broken, r.eplace entire
assembly.

9- 11
SecUon IX 500S MAINTENANCE MANUAL
Heating and Ventilation
3/ 16" +O
EFFECTIVE SERIAL NUMBERS
1755 THRU 3075 - ,,.1/_3_2'_'GA
_ P__,,,___ _ _ /STEEL ROD
rr
DRILL 2 NO. 30 HOLES
0.19" DEEP
1.00" HEX S,A.E. 1112---~~
SCREW STOCK
Figure 9-6. Heat1r Spark Gap Jig (ShHI 1 of 2)
d. Inspect flexible lead for crushed surface and
breaks in the outer layer of radio noise shield. Re-
place damaged conduil assembly.
After the ignition lead has be en inspected and damaged
components replaced, reassemble the ignition lead.
Apply a thin application of DC-4 insulating compound
over spring connector assemblies and insulating
sleeve. The ignition lead should be operationally
checked as outlined in the following paragraph, prior
to installation: If ignition lead is not to be installed
immediately, install protective caps over lead ends.
OPERATIONAL CHECK. In the event· of heater sys-
tem malfunction, the ignition unil may be checked
while installed on aircraft.
To preven! fue! from being supplied to
heater while performing operational
check, disconnect electrical connector
from fuel cycling solenoid located on
left side of heater unit. Instan protec-
ti ve cover on exposed electrical con-
nector and receptacle.
9-12
0.12511 DJA S.A. E . 1010-1020
l. 375"
SILVER SOLDER
•
O. 640" DJA DRILL CHAMFER 45° x 1/ 16"
NEAR END ONLY. THREAD 18 MM - 1/5 MM
PITCH S.A. E. SPARK PLUG STANDARD
29 3
a. Gain access to heater.
b. Disconnect ignition lead end from spark plug
and remove spark plug from heater combustion cham-
ber head.
c. Install spark plug in a spare spray- type com-
bustion chamber head. With ignition lead connected
to ignition unit high voltage outlet, connect spark plug
lead to spark plug. If spare s·p ray-type combustion
chamber head is not availablc, a spark gap jig may be
fabricated to provide a spark plug gap as shown in
Figure 9-6.
MOTI ·
Performing operational check without
spark plug willdaínage the spring con-
ncctor 011 plug end of ignition lead.
d. On aircraft 3076 and subsequent push vent con -
lrol knob IN.
e. PlacP master switch in EXT PWR or BATTERY
posilivn and place blower swilch in BLOWER position.
f. Place heater switch in CABIN HEAT position
and hold momentarily and rotale INC HEAT knob
counterclockwise as necessary Lo actuatc the normal
heater cycle.
g.
·
Check vibrator operation. If vibrator is not
operating, replace vibrator.
h. Wilh vibrator operating, spark plug should fire.
•
 5oos MAlNTENANCE MANuAL Section IX
Heating and Ventilation

...
EFFECTIVE SERIAL NUMBERS O. 050" to 0.125" DIA S.A. E. 1010-1020
3076 ANO SUBS 0. 060" GAP

.-------\.-- - ._ _ / S T E E L ROD

-.-
l. 375"

DRILL 2 NO. 30 HOLES

0.19" DEEP
SILVER SOLDER

1.00"HEXS.A,E. 1112--.-i
SCREWSTOCK

• O. 640" DIA DRILL CHAMFER 4!f> x 1/ 16"

NEAR ENDONLY. THREAD 18 MM -1/ 5 MM
PITCH S.A. E. SPARK PLUG STANDARD
' 29 23

Figure 9-6. Heater Spark Gap Jig (ShHt 2 of 2)

lf spark plug falls to fi re engage reserve contacts on
aircraft 1755 through 3075 and replace vibrator on
aircraft 3076 and subsequent.
When use of reserve contacts on aircraft 1755 through
3075 fails to operate spark plug replace components
accorcling to the following steps.
l. Replace lgnition lead and spark plug.
2. Replace vibrator.
3. Replace ignition unit.
i. Place blower switch and master switch in OFF
position.
j. Instan sparkplug in heater combustion chamber
head and connect ignition lead. Connect electrical
connector to receptacle on fuel cycling solenoid va:Ive.
HEATER FUEL SYSTEM
Fuel is supplied to the heater from the left engine
gage fuel pressure line, through a fuel safety valve,
fuel filler, and fuel pressure regulator, located on
the left wall of the nose wheel well (see Figure 9-7).
sequent), to the fuel nozzle. In actual operation the
hea.ter is cycled on approximately two-thirds of the
time, consurning fuel at the rate of O. 80 to l. O gallan
per hour (aircraft 1755 through 3075) and O. 50 gallan
per hour (aircraft 3076 and subsequent).
FUEL SAFETY ANO CYCLING VALVES (Aircraft
1755 through 3075). The fuel safety and fuel cycling
valves are identical in design but have been giv'e n a
separate nornenclature as a means of identifying the
function of each valve. The fuel safety valve, installed
in the nose wheel well, controls the flow of fuel to the
fuel cycling valve. This valve, which is electrically
connected to the combustton air pressure switch, will
discontinue fuel flow to the cycling valve if combus-
tion air flow is inadequate for heater operation. The
fuel cycling valve, located on the left side of the heat-
er and downstream from the heater spray nozzle,
regulates fuel flow to the spray noz~le. This valve is
electrically connected to the variable heat control
switch and will not admit fuel to the heater unless the
heater ignition unit is operating. Both the safety valve
and cycling valve should be overhauled or replaced

•
The fuel cycling switch mounted on the center of the
heater, cycles the fuel safety solenoid valve allowing
fuel to flow through the fílter and pressure regulator,
" .- and out of the 1¡>ressure r egulator at 12 psi (aircraft
1755 through 3075) and 7 psi (air craft 3076 and sub-
concurrent with heater overhaul. Overhaul of these
valves may be accomplished locally (see Figure 9- 8).
FUEL SAFETY VALVE AND CYCLING SWITCH
(Aircraft 3076 and Subs). The fuel .safety val ve, in-

9- 13
Seclion IX 500$ MAINTENANCE ·MANUAL !
Heating and Ventilation

ENGINE GAGE
UNIT

HEATER (REF)

...tn--- FUEL PRESSURE

LINE
FUEL CYCLING--:o.,.;.--Jr.:rtt
VALVE

~r---FUEL SAFETY ·soLENOID

VALVE
EFFECTIVE SERIAL NUMBERS
1755 THRU 3075

19 3'

•
ENGINE GAGE
UNIT

' ' ~J
EFFECTIVE SERIAL NUMBERS
3076 ANO SUBS Ft;EL PR F.SSURE
HI::GULATOR ANO
SHUTOFF VALVE
"
FUEL FILTER

Figure 9 - 7. Heater Fuel System

•
9-14
 500S MAINTENANCE MANUAL
VALVE BODY
~ llFT ADJUSTMENT
SHIM
~I
1 i.
,-PLUNGER SPRING
V -~PLUNGER STEM ASSY
! \
SOLENOID HOUSING ASSY
29 4
Figure 9-8. Fuel Safety.fuel Cycling Valves
stalled in the nose wheel well, controls the flow of
fuel to the pressure regulator and shutoff valve. This
valve is electrically connected and controlled by the
fuel cycling switch mounted on the center of the heater.
The fuel cycling switch is connected to the variable
heat control switch and through it to the combustion
air pressure switch, ignition unit, and overheat switch.
The fuel cycling switch will cause the fuel safety val ve.
to clase and discontinue the flow of fuel to the heater
in the event of any of the following reasons: lgnition
unit not operating, inadequate combustion air pres-
sure, or over heatingof heater. The fuel safety valve
should be overhauled or r eplaced concurrent with
heater overhaul. Overhaul of this valve may be ac-
complished locally (see Figure 9-8).
Solenoid Valve Overhaul
a. Remove solenoid valves fro m aircraft.
b. Remove solenoid housing assembly from valve
body; lüt plunger spring and plunger stem assembly
out of solenoid assembly.
c. Clean all parts except solenoid in cleaning sol-
vent. Clean solenoid with cloth dampened in solvent.
d lnspecl all metal parts far cracks,. corrosion,
••
excessive scoring, and improper fit. Replace dam-
aged parts.
e. Inspect valve disc assembly for distortion and
\:. , condition of valve seat.
f. Roll plunger spring across smooth flat s urface
Section IX
Heating and Ventilation
to check far u¡isalignment. There should be no evi- .
dence of wobble. Spring should compress to O. 531-
inch under a load of 0.6 pounds, with no permanent set.
g. Replace valve retainer each time plunger is
disassembled.
h. Reassemble plunger components into solenoid
housing. Place in a soft-jawed vise and crimp re-
tainer in four equally spaced places.
NOTI
To assure correct plunger clearance
and spring te11sion, plunger must be
tightly bottomed befare crimping re-
tainer.
Screw solenoid housing assembly into valve
body. Apply 22-volt de power to solenoid, and valve
should open. Rembve power souré:e, and valve should·
clase. ··
j. Apply 75 psi pressure (dry air)tothe valve inlet
port. There should be no leakage through outlet port.
k. Block valve outlet port and energize solenoid.
Apply 75 psi pressure (dry air) to inlet port. There
should be no e:xternal leakage far 30 seconds.
l. · Instan valve on aircraft. ll valve is not to be
installed immediately, stor e in a plastic bag with
desiccant encrosed.
FUEL FILTER. The heater fuel filter is installed in
the heater fuel supply Une between the fuel solenoid
valve and heater. lt is equipped with a r eplaceable
filter element installed within a metal fuel bowl and
seated on a die cast head, containing fuel inlet and
outlet passages. A retaining spring keeps the filter
element in pr oper position. The head and bowl are
threaded together and sealed with an 0-ring (see
Figure 9-9). Fuel under pressure flows into the
filter head, enters the bowl, and passes from the
outside to the inside of the íilter element by passing
between the compressed discs. Foreign particles are
r etained on the outside edge of the discs and filtered
fuel flows back through the head and into the supply
line. The fuel ·filler should be overhauled anda new
element installed concurrent with heater overhaul.
Filter Overhaul
a. Remove fuel filter from heater fuel supply line.
Cap open fuel lines.
b. Unscrew bowl from filler head and removc ele-
m:ent and spring.
c. Wash filter bowl and head in clean gasoline,
elean filler head ports with compressed air, and wipe
bowl and head with clean .cloth. lnspect components
for cracks, warpage, and damaged threads. Replace
components as necessary.
d. lnstall new 0-r ing on bowl and posi tion new
element assembly on head, with rubber washer on
open end of element against flat surface in head.
e. Press new retaining spr i ng into recess at .closed
end of element and carefully place bowl over·Hement
and retainer spring. Screw bowl i nto head.
f. Plug filler outlet port and connect inlet port to
9-15
Section IX 5008 MAINTENANCE MANUAL
Heating and Ventilation
FILTERING
ELEMENT
HEAD
29 5
Figure 9-9. Fuel Filter
75 psi compressed air, and submerge filter in water.
lf leakage is not evident, dry assembly, safety wire
bowl to head, and reinstall fuel filter.
FUEL PRESSURE REGULATOR. The fuel pressure
regulator, located on· the lefl side of the nose wheel
well, is installed in the heater fuel supply line forward
of the füel filter (see Figure 9-7). The regulator
consists of a spring-loaded diaphragm which reacls
to fuel outlet pressure, exerted on the boltom side of
the diaphragm, and changes the posilion of lhe valve
relative to the valve seal. The amount of spring
loading on diaphragm determines thc outfot pressure.
Outlet pressure , which is adjusted Lo 12 psi (aircrait
1755 through 3075) and 7..4 lo 7. 6 psi (aircraft 3076
and subs) , will be retained hy th e val ve until normal
wear or damage requires replacement. It is recom-
mended that fuel regulator valve be replaced at alter-
nate heater overhaul per iods . Malfunction of the
regulator valve · ís usually indlcated by insufficient
fuel flow to the heater spray nozzle.
FUEL SPRAY NOZZLE. Low heater output may be
caused by a c1ogged spray nozzle. The following
procedure is suggested as a guide for removal and ·
cleaning of the nozzle (see Figure 9-3). Nozzle parts
are not interchangeable and caution s hould be used to
9-16
.¡
keep nozzle free of dirt and other foreign materials.
When nozzle is not inl"tnediately reinstalled store in
protective bag.
a. Remove heater.
b. Remove nut and washer attaching fuel inlet con-
nection to heater jacket.
c. Remove screws retaining nozzle holder and feed
assembly and remove assembly and gasket.
d. Loosen and remove spray nozzle from nozzle
holder and feed assembly . .
e. Remove fuel strainer and two-piece core from
nozzle body. The strainer should be only finger tight
and the core should be easily removed with a screw-
dri ver,
f. Clean the spray nozzle with solvent. A soft
non-metallic brush and a sharpened small piece of
soft wood may be used to clean grooves in core and
orífice of nozzle body.
NOTI
Do not use a metal tool for cleaning any
part of the nozzle, as this will change
the flow characteristics of the nozzle.
Rinse parts in clean solvent and dry with filtered
compressed air. Reassembly and installation of the
nozzle and heater is the reverse of the removal and
•
disassembly .procedure.
HEATER BLOWER (Aircraft 1755 through 3075).
The motor-driven, two-stage blower will supply
combustion air and maintain ventilating airflow through
the heater at 65 cfm, O. 140 psi pressure, when ope-
rating at normal speed. A replaceable radio noise
filler is externally mounted on the blower motor.
NOTI
When necessary to convert psi for test-
ing purposes, multiply psi by 2. 036 to
obtain inches Hg. or by 27. 684 to obtain
inches of H20.
The blower rotatcs counterclockwise, as Vi.ewed from
the right s!de of the forward fuselage (see Figure 9-1).
Blower motor bearings and brushes should be in-
spected pe1iodically and r eplaced as necessary. Al-
though complete overhaul should .be performed only by
a properly cquipp<'d repair facility, the following
notes may prove helpful.
DLOWEíl OVERHAUL NOTES
a. Check input amperagc with 27 volts de at motor
ternünals. Maximum currenl input should not exceed
19 amperes.
b. Rrush and spring asscmblies.should be r emoved
•
and inspecled prior to motor overhaul. Each brush
and spring asscmbly and corrcspouding holder s hould
be marked to idenlify original position, to ensure
sa.me positioning in the event rcplacement is not nec-
 5oús MAINTENA~CE MANUAL ·
• essary. Replace if wear exceeds 20 percent of the
useful length of O. 438-inch.
c. If holder and lead assembly or brush holder are
replaced, exercise care to align them exactly per-
pendicular to shaft centerllne and clear commutator
by O. 313 lnch.
d. Replace bearings when brush and spring assem-
blies are replaced. Inside diameter of bearing insert
seals must be within 1.1810 - 1. 1814 inches. If ex-
ceeded, replace end head.
e. Remove all carbon dust and make high potential
dlelectric tests between commutator and shaft of
armature and between leads of stator. Both must
pass test of 500 voUs ac at 60 cycles for one minute.
Insulatlon resistance must measure 200 megohms
or more. Replace parts if test standards cannot be
met.
f. When commutator diameter is turned to elimi-
nate evldence of wear, armature assembly must be
turned on lts own ball bearings to maintain concentri-
city and the mica between bars under cut to O. 031-
lnch deep and O. 030-inch wide. Polish with 3/ 0 sand-
paper, remove all particles of mica and copper and
repeat step e. on armature.
g. When reassembling motor, spring fingers of
end play washers must be against outer race of bear-
ing to prevent wear of bearing seat. Upset center of
bearihg shield washer must fit against inner race of
bearing to prevent bearing failure. . installed in precisely the same position, if no brush
•
h. With blower blades installed on motor shaft;
9IJerate motor on 8 to 14 volts until brushes are 75
to 90 percent seated. After brushes are seated ope-
.... rate motor for 20 minutes. With 27 volts (measured
••'
at motor terminals) current input should not exceed
19 amperes.
i. Complete reassembly, torque each motor mount-
lng bolt to 15 inch- pounds, retorque to 25 inch-pounds,
then final torque to 35 inch-pounds and secure bolts
with safety wire.
j. Repeat step a. , and check unit for excessive
vibration.
REMOVAL AND INSTALLATION
a. Place master switch in OFF position.
b. Remove upper nose access panel.
c. Disconnect air inlet duct flange from blower.
d. Disconnect blower from electrical power supply.
e. Remove clamps securing blower in mounting
bracket, and remove blower from aircraft.
Installation of heater blower is the reverse of removal
procedure.
COMBUSTION AIR BLOWER (Aircraft 3076 and Sub-
sequent)
The centrifugal-type blower supplles combustion air
to maintain combustion air flow through the heater at
•
15 cfm, O. 099 psi pressure when operating at normal
speed. The blower is mounted separately and forward
of the heater to provlde a more flexible installation.
A replaceable radio noise filter is externally mounted
on the blower motor.
Section IX
H•a.ting and Ventilation
11011
When necessary to convert psi for
testing purposes, multiply psi by 2.036
to obtain inches Hg. or by 27. 684 to
obtain inches of H20.
The blower fan rotates counterclockwise, as vlewed
from the frontof the blower. The blower motor bear-
ings and brushes should be inspected periodically.
Although complete overhaul should be perfor.med only
by a properly equipped repair facility, the following
notes may prove helpful.
COMBUSTION BLOWER INSPECTION NOTES
a. Connect motor to 24-volt de power supply.
b. Motor sholild rotate at approximately 7.~oo rpm,
at rated voltage., Current draw should be 2 . . . 9 amp-
eres.
c. If current draw is excessive, or if speed is too
low, check the brushes.
d. Remove the brush cap at one of the brush loca-
tions. Note position of brush inside of the guide and
carefully lüt the brush and brush spring out of the
guide. Be sure to hold the brush so that 1t can be re-
replacement is required.
e. Inspect the brush for wear. A new brush is
17 / 32 inch long. lf brushes are worn to a length of
3/ 16-inch, they inust be replaced.
f. Remove all dust from commutator with com-
pressed air. Inspect the commutator by loold.ng
through the brush gutde. If commutator is scored,
gouged, grooved in the brush track, or has burned
spots, replace the complete motor. If the commuta-
tor is in good condition proceed to step g.
g. Instan new brushes and tighten brush caps. Be
sure each brush is oriented so the curved end fits the
curvature of the commutator.
h. Run in the brushes as follows: Connect the
motor to a controlled voltage supply (rheostat in a 24-
volt de line). Operate the motor at approximately 50
percent of the normal speed for the first hour, then
gradually increase the speed until it is rotating at
approximately 100 percent speed. Continue the run-in
operation for at least two hours to properly seat the
brushes.
i. If brush gulde and lead assembly are réplaced,
exercise care to align them exactly perpendicular to
shaft centerline and clear of commutator. ··· · ·
j. Recheck both current draw andrpmafter bi:'ushes
are p_roperly run-iri.
REMOVAL AND lliS'fALLATION
a. Place master switches in the OFF position.
b. Gain access to the blower.
c. Disconnect electrical power supply from blower
motor.
d. Disconnect air ducts from blower.
e. Remove clamps securing blower in aircraft,
and remove blower from atr craft.
9-17
Section IX 5008 MAINTENANCE MANUAL
Heating and Ventilation
lnstallatlon of combustion air blower is the reverse
of the removal procedure.
VENTILATION AIR BLOWER (Aircraft 3076 and Sub-
sequent)
The vent air blower supplles ventllating air to the
heater or cabin as desired at the rate of 115 cfm and
O. 190 psi when operating at normal speed, The .
blower is mounted on the right side of nose compart-
ment, upstream of the heater to provide a more flex-
ible installation. Wlth the vent control lmob in, venti-
lating air entei's the heater at the ventilating air inlet
or burner head end. The ventilating air flows through
the heater picking up radiant heat from the walls of
the cylindrical heat exchangers andexits at the down-
stream· end of the heater into the dlstribution plenum.
With the vent control knob out, the ventilating air
flows dlrectly into the distribution plenum. The
blower fan rotates countercl9Ckwise, as viewed from
the front of the blower. The blower motor bearings
and brushes should be inspected periodlcally. Com-
plete overhaulshould be performedonly by a properly
equipped repairfacillty. Use thefollowing procedures
when checking out the motor.
VENTILATION AIR BLOWER CHECKING PROCE-
DURE
a. Connect motor to 24-volt de power supply.
b. Motor• should rotate at approximately 10, 500
rpm, at rated voltage. Current draw should be ap-
proximately 18. 4 amperes. . heat control switch may be adjusted to open at any
c. If current draw is excessive, or if speed is too
low, check the brushes.
d. Remove the brush cap at one of the brush loca-
tions. Note position of brush inside of the guide and
carefully llft the brush and brush spring out of the
guide. Be sure to hold· the brush so it can be re-
installed in precisely the same position ii no brush
replacement is required.
e. · · Inspect the brush for wear. A new brush is
17/32 inch long. If brushes are worn to a length of.
3/ 16 lnch or less, they must be replaced.
f. Remove all dust from· commutator with com-
pressed air. lnspect the commutator by looking
through the brush guide. If commutator is scored,
gouged, grooved in the brush track, or has burned
spots, replace the complete motor. If the commuta-
tor is in good condition proceed to .step g.
g. Install new brushes and tlghten brush caps. Be
sure each brush is oriented so the curved end Hts the
curvature of the commutator.
h. Run in the brushes as follows: Connect the
motor to a controlled voltage supply (rheostat in a 24-
volt de line). Operate the motor at approximately
50 percent of the normal speed for the first hour,
then gradually increase the speed until it is rotating at
approximately 100 percent speed. Continue the run 7 1n
operation for at least two hours to properly seat the
brushes.
i. If brush guide and lead assembly are i:eplaced,
exercise careto align them· exactly perpendicular to
9-18
shaft centerline and clear of commutator.
j. Recheck both cul'!'ent draw and rpm after brushes
are properly run-in.
~-
REMOVAL AND INSTALLATION
a. Place master switches in OFF position.
b. Gain access.to the blower.
c. Dlsconnect electrical power supply from blower
motor.
d. Dlsconnect air ducts from blower.
e. Remove clamp secµring blower in aircraft,
loosen screws, and remove blower from aircraft.
lnstallaüon of ventilation air blower is the reverse of
the removal procedure.
HEATER AND BLOWER CONTROLS
Once heater operation is inlUated by the blower and
cabin heat switches, the heater on-off cycle is con-
trolled by the variable heat control switch. The heat-
er and duct system are protected from overheating by
the combustion air pressure switch and overheat
safety switch.
The variable heat control switch and overheat safety
•
switch have 'normally closed' contacts whlch open on
temperature rise. The combustion air pressure switch
has 'normally open' contacts whlch close on a pres-
sure rise on aircraft 1755 through 3075. The variable
temperature up to 200 ('!: 15)ºF and will cycle the
heater 'on' and 'off' as required tomaintainthepreset
temperature. On aircraft 3076 and subsequent the
variable heat control switch may be adjusted to open
at any temperature from 60 (! lO)ºF up to 250 ("~ lO)°F
and will cycle the heater 'on' and 'off' as required to
maintain the preset temperature. The overheat safety
switch is set to open at 350 (! 15)ºF. If heater dis-
tribution box temperature should attain this point, the
heater operation is automatically discontinued. The
combustlon air pressure switch is set to close when
the plenüm chamber air pressure reaches 2. 75
(!" O. 25) inches H20 during pressure increase. When
the &witch closes, the fuel safety solenoid is opened
to supply fuel to the heater. If plenum air pressure
drops to O. 75 (! O. 25) inches H20 on a pressure de-.
crease, the fuel safety solenoid valve will shut off
fuel to the heater. This range of switch operation
requires plenum air pres sure to be higher than atmos-
phere air pressure for heater operation and prevents
back-fire or back-ílow of heater exhaust fumes. A
defective overheat safety switch or combustion air
pressure switch must be r eplaced. The variable
heat control switch may be adjusted as outlined in the
following paragraph.
•
VARIABLE HEAT CONTROL SWITCH ADJUSTMENT
(Aircraft 1755 through 3075). The variable heat con-
trol switch may be adjusted wlúle installed in aircraft
(see Figure 9-:10).
 500S ;~ENANCE. MANUAL Section IX
Heating and Ventilation

• EFFECTIVE SERIAL NUMBERS

1755 THRU 3075

SHIELD
EFFECTIVE SERIAL NUMBERS
3076 AND S'tJBS

KNOBAND
POINTER
ASSEMBLY FORWARD
ROLL PIN UNIVERSAL
JOINT

• 29 7

Figure 9-10. Variable Heat Control Switch

2' 26

a. Remove screws holding shield to heat distribu- the hole.

tion box, remove forwardroll pin inforwarduniversal
joint from switch shaft extension, and remove sbield.
Do not remove switch shaft or rotate
past clockwise stop as tbis will darnage
switch. Always make switch adjust-
ments on a temperature rtse. ·
b. Place master switch in BATTERY or EXT PWR
posltion, turn left fuel boost pump switch to FUEL
BOOST PUMP position1 and initiate heater cycle by
placing blower and cabin heat switches in ON position.
c. Remove fiberglass cover from hole in heat dis-
tribution box near variable heat control switch and
place thermometer calibrated to -50º to 400ºF lnto
d. Loosen setscrews on switch until knob and
pointer assembly will rotate on shaft.
e. Rotate switch shaft clockwise until contacta
open below 200°F. One full turn of shaft will change
temperature setting BOºF. .
f. Slowly rotate switch shaft counterclockwlse,
maintaining closed contacta until temperature ap-
proaches 200°F. Rotate switch shaft clockwise to
coincide with 200º F temperature reading as indicated
by heater cycllng 'ofi' when internal switch contacta
open.
g. Tighten setscrews with pointer touching high
stop. Do not change setting.
h. Check switch adjustment by allowing heater to
cycle on and off severa! times, noting temperature.
Contacta must open and close within 15ºF of proper
setting. .
L Remove thermometer and discontinue heater
operation.
j. Replace fiberglass cover, shield, universal
joint, and roll pin.

• 9-19
S!!CU9n OC 500S MAINTENANCE MANUAL
He.aUng and Ventilation

TROUOLE PROBABLE CAUSE RE MEO Y

Heater does not ignite. Ignition system failure:

No power to ignitíon. Aircra!t 1755 through 3075.

Reset circuít breaker switches,

· check safety relay combustion
air pressure switch, overheat
safety switch, and variable
heat control switch. Repair open
or shorted circuits or replace
faulty switches.

Aircraft 3076 and subsequent.

Check position of cabin heat

switch and cabin blower switch.
Check sa!ety relay, combustion
air pressure switch, overheat
sa!ety switch, · Repalr open or
shorted circuits or re.place faulty
switches.

Inoperative víbrator or faulty Aircra!t 1755 through 3075.

víbrator contacts.
Switch to reserve contacts or
re.place vibrator.

••
Inoperative ignitloq assembly. Aircraft 3076 and subsequent.

Re.place ignition assembly.

Faulty or dirty spark plug Re.place spark plug and shielded

lead.

Faulty shielded lead. Replace shielded lead.

Worn ground electrode. Aircra!t 1755 through 3075.

'
Re.place electrode.

Ignition unit inoperative. Replace ignition unit.

Insufficient fuel:

Fuel sa!ety or ñi:el cycling solenoid Aircra!t 1755 through 3075.

valve not energized.
Reset circuit breaker switches,
check safety relay combustion
air pressure switch, overheat
safety switch, and variable heat
control switch. Repair open or
shorted círcuits or re.place
faulty swítches.

9-20
Figure 9-11. Trouble Shootin.g Heater and Blower System (Sheet 1 of 4)
•
 5008 MAINTENANCE MANUAL Section IX
Heating and Ventilation

' TROU&~E

Heater does not ignite

(continued).
PROBABLE CAUSE
Insufficient fuel: (continued)

Fuel safety solenoid valve, fuel

cycling switch, or fuel regulator
and ·shutoff valve not energized.
w REMEDY

Aircraft 3076 and subsequent.

Check position of cabin heat and ·

cabin blower switches. Check
safety relay, combustion air
pressure switch, overheat. safety
switch, variable heat control
switch, fuel cycling switch, fuel
solenoid valve and shutoff valve.
Repair open or shorted circuits
or replace faulty components.

Fuel solenoid valve lnoperative. Overhaul oi' replace solenold

valve(s).

Fuel pressure low. Replace fuel regulator valve .

....
Fuel filter clogged. Replace fuel filter element.

Solenoid valve(s) inlet screen Remove inlet line(s) and clean

inlet screen(s).

Fuel spray nozzle clogged. Clean spray nozzle.

lnsufficient combustion air:

• Weak spring behind combustion

air relief valve.

Leaks or obstructions in air

supply line.

Blower malfunctioning or
inoperative.
Overhaul relief valve.

Remove· obstruction and repalr

leaks or replace lines.

Check blower as outlined in subse-

quent procedures.

Ground or combustion No power to blower(s). Aircraft 1755 through 3075.

blower does not operate.
Reset circuit breaker and switch ;
check landing gear warning horn
relays for proper operation.
Check blower leads and wiring
for short or open cifcuits.

Aircraft 3076 and subsequent.

Check position of cabin blower

switch and reset circuit breaker.
Check blower leads and wiring
for short or open circuit.

Brushes not making contact to Replace brush and spring assembly;

commutator . turn down commutator as required.

•• Figure 9-11. Trouble Shooting Healer and Blower System (Sheet 2 of 4)

9-21
Sectlon IX
Heating and Ventilation
TROUBLE
Ventilation air blower
does not operate.
Ground blower continues
to operate in air.
Ventilation air blower
continues to operate
in air.
Excessive current and
low blower speed;
frequently brealdng
BLOWER clrcuit
breaker.
Low speed.
Excessive current and
high blower speed.
Excessive current and
rough or 'bucklng'
blower operatlon.
Excessive vibration
, '
1
1
1 Armature out of balance.
Figure 9-11. Trouble Shooting Heater and Blower System (Sheet 3 ol 4)
9-22
5008 MAINTENANCE MANUAL
PROBABLE CAUSE
.No power to blower.
Brushes not making contact to
commutator.
Short in landing gear circuit.
Short in landing gear circuit.
Bearings mlsaligned or preloaded.
Balls in bearing(s) 'brinnelled..'
Brushes arclng and not making full
contact with commutator.
Brushes not properly· seated or
holder(s) misaligned.
Shorted turns in field.
Shorted turns in armature.
Motor mounting bolts loose w not
evenly forqued.
Motor mounting clamps or scrcws
loose.
Blower blades damaged or out of
balance.
w
REMEDY
Aircraft 3076 and subsequent.
Check position of cabin blower
switch, reset circuit ~reaker
and blower override switch.
Check landing gear warning horn
relays for proper operation.
Check blower leads and wiring
for short or open circuit. .
Replace brush and spring assem-
bly; turn down commutator as
required.
Check landing gear circuit.
Check landing gear circuit.
Reseat or r eplace bearings; move 1
!
armature back and forth to relieve 1
1
preload. 1
1
Replace bearing(s).
Replace brush and spring assembly;
turn down com·mutator as required.
Align holder (s); allow longer run-in
time.
Replace stator assembly.
Replac e armature assembly.
Aircraft 1755 through 3075.
T orque each motor mounting bolt
to 15 inch-pounds, then to 25 inch
pounds, then final torque to 35
inch-pounds, and resafety.
Aircraft 3076 and subscqucnt.
Tighten each motor mounting
clamp or scrcw.
Rebalance armature; replace
bearings and brushes if neces-
•
sary.
Replace blower blades.
 5008 MAINTENANCE MANUAL Section IX

•
Heating and Ventilation

\ TROUILE PROBABLE CAUSE ,¡,,

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

Heater la cycled off and Variable heat control switch faulty or Adjust variable heat control switch ·
on by overheat aafety out of adjustment. outlined in this Section, or replace
switch, combustlon switch,
air pressure switch,
or fuel cycling switch Ventllating air stream over heater Remove obstructions.
(contlnued), obstructed.
Fuel cycllng switch fa'111Y or out of Replace switch.
¡tdjustment {Aircraft 3076 and
subsequent).

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

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

~-
•. FUel filter element retaining
spring weak or broken; fuel
filler element nQt properly
installed and seated.
Restrictton in exhaust Une.
Insufficient combustion air.
when reinstalling.
Replace sprlng and element as
requlred; carefully reseat element
with rubber washer (open end) down.
Remove restrlctions.
See ground or combustlon blower
troubles.

Figure 9-11. Trouble Shooting Heater and Blower System (ShHt 4 of 4)

9-23/ 9-24
 5008 MAINTENANCE MANUAL
SECTION X
ELECTRICAL SYSTEM
TABLE OF CONTENTS
Page
GENERAL DESCRJPTION ......••.. . •.. .. ... 10- 1
POWER DISTRIBUT10N . ....... ..•...•.. . •• 10- 1
· Battery and Extetnal Power . . . . . . . . . . . . . . 10- 3
GENERAL OESCRIPTION
The aircraft 28-volt de electrical system is ¿~lg~~~
to ~eure dualreliablllty by allowtng el.ther generator
or alternator to supply power to the bus distribut1on
system. Two U-volt wet cell storage battertes.a.re
conneeted in serles to provide ele.ctric current for
engine starting and a reserve source of electrieal
power in the event of dual generator or alternator
faHure. A de power receptacle, located 1nthe battery
compartment, provides a means for conneeting ex-
ternal power to the aireraft eleetrlcal system. To
conserve battery ·111e, externa! power should be used
when perlormlng maintenance requiring electrical .
power.
(A/ C 1755 through 3075. ) A 30-voll de generator in-
litalled. on each, engine, supplles the primary source
of electrical power to the main electrical. bus. The
electrical system is protected by overload cb'cu1t
breakers, a parallellng relay, and voltage regulators.
In the· event the rated amperage capacity of the gene-
rator is exceeded, the overload 'breaker dlsconnects
the generator from the electrlcal system and raleases
the reset breaker button. U generato'r output voltage
is below bus voUage, a cµtout relay in the voltage
regulator wUl automaUcally disconnect the generator
from the main bus. DC voltammeters, installed ·in
the circuit breaker panel, indicate the output of eaeh
generator.
(A/C 3076 and Subsequent.) A three-phase, 70-
ampere alternator w1th interna! sillcone diode recti·
fier_s is installed on each engtne. Alternators rectify
ti. :i ae current to de current and supply the primary
source of electrical power to the main bus. The
electrical system is proteeted by voltage -r egulators,
overvoltage relays, and 100-ampere ctrcuit breakers.
The electrtcal power system is protected from over-
load or short c1rcu1ts by trip·free circuit breakers.
•
· If alternator output voltage is below bus voltage, the
dlodes are reversed biased and all bus loads are
supplled by the battery. The de voltammeters, In-
~- .
s~ctj.on :>t
·l!llectrical
. .:;·Page
Generator System (A/ C 1755 through 3075) .. "10- 3 - ·
. Alternator Syste·m (A/ C 3076 and Sub&)• .... 10- 5
WUUNG DIAGRAM INDEX .......... . . •..... . 10-19.
stalled in the right overhead switch panel, indicates
the output o~ each alternator. ·
.• All electricaUy-operated motors, llghUng systems,
and other eleetrteai eomponent circuits are protected
by trtp-free push-to-reset ctrcuit breakers wlth ex.
ception of starter circuits. The stall warning circuit
receives tts·eurrent from the main bus.and is protect-
ed by a 5-amp mamial rese't circuit breaker. Each
electrlcal system component circuit is .wired so that
a failure w1thin a particular ctrcult w111 not be detri-
mental to the operation of other electrtcal compQnents.
Sw1tclies'.and instrumente requiÍ'ed for operation of the
aircraft electrlcal system, are tnstalled ln.the cock-
plt area. A descriptton of each 'e lectrical component,
along with the necessary nlaintenance datá is lncluded
with the tnformation pertaining to the assoclated air-
craft system.
POWER OISTRIBUTION
The 28·voll de electrical systero dependa upon elec-
trical power from three different sources: batter1es,
external.power, and either generators or alternators.
(A/C 1755 through 3075. ) With the engtnes operating
and the generator on the Une,. electrieal power from
the ge'n erators is channeled through overload break-
ers., voltage regulators, and a parallellng relay to
the main bus ln the master power panel. .
(A/ C 3076 and Subsequent.) With the engtnes opera-
ting and the alternators on the Une, electric power ·
from thealternators is channeled throligh 100-ampere
circuit breakers, voltage regulators, and overvoltage
relays, to the main bus in the master power panel.
The batteries and externalpower are connected to the
main bus through separate relays. EJect~ica;l. power
from the main bus is routed to the power distl:'ibution
10-1
Sectlon x· 5008 MAINTENANCE MANUAL
Eleetrical

EFFECTIVE FACTORY SERIAL

NUMBERS 1755 THRU 3075

@ LEFT
e
- - LIGHT S - -
t IGNITION

o-
MASTEll SWITCH ~L TOFF 11 l llOTH
POS. ROTAT. LAM>ING l'UEI.
l.H
GEN
RH llOOST
-PUMP ~~m~
~
~
ªªºª ~
OFF
EXT.. OFF OFF Cl.OSE OFI'
POWER . --OFF--
@ MAITEf! SWITOi MUITBE ON
TO OPEllATI ~U[L VALVES ® ReLU.SE SWITCH 11"
STARTER DOES HOT
®
UIGAGE IMMEOIATEl.Y

IGNITIOM
@) ---CA&IN---
O~PF
A L llOTH
START
FUEL
BOOST
PUfL. IH\JTOFF LOWOIP'ITOT
LIGHTS 161'111..Dif!l'I O'lllaE HUT
PIJMP
. ~

llELIAS! SWITCH IF
~ OPENº
r:l'F
<l'I' CLOH
.
-----Of'
BH,.;:;..
BB
__B
_
~ ITAllTDI DOU NOT
~ ENOAOI lllll!OIATEL.Y.
@
• EFFECTIVE FACTORY SERIAL
NUMBERS 1855 THRU 3075 . 1 210 U f

EFFECTIVE FACTORY SERIAL

NUMBERS 3076 THRU 32iO

flt lEASt S'lllfCH lf

ST&~TU OOU .~OT
t NGAllE l~lll~IUILY
'ª'
f8!..

@) .

~USH fOR
V~•TS

Figure 10-1. Overhead Switch ºPanels (ShHl 1 of 2)

210 2<10 •
10-2
 500S MAINTEN~CE MANUAL
••
\
' •. •' ~
EFFECTIVE F~CTORY SERIAL
NUMBERS 3211 ANO SUB$EQUENT
@_......--- l GHTli ---""®-..,
lllLIAll • Tettlf
® ITAllTH DOIUOT
UOAOl lllllllDIATIU
• "· ~·
Fi911tt I0-1. Over~ead 'Switch Panels (Sh11t 2 of 2)
buses ln the circutt breaker and switch panela.
unnY AND fXTHNAL POWH
Two 12-voll de wet cell stora¡e batteriea conne'cted
ln seriea provides a 24-volt power to the main bus
through a battery relay. On aircraft umts 1755
through 3075 the relay is controlled by a three-posl·
tlon (BATTERY.OFF-EXT. PWR) mas~er switch lo-
cated in the left switch panel. On alrcraft 3016 and
sub1Jequert the relay is col)trQUed by a two-position
master battery switch located in the overhead switch
panel. On all aircraft, placing the master switch in
BATTERY posltlon closes the battery relay to supply
battery power to the main bus tn the master power
panel, whlch supplles power to the electrical system.
Pla:cing the master battery switches in the OFF pos1-
tlon de-energizes the battery relay and terminatee
the supply of powe~ to the maln bus. The batteries
may be cha:rgecl from an externa! de power.source,
An external power receptacle located immediately
1orwa.rd ot the battery and behind the battery accees
door, le connected lnto the power distrtbution sys-
• tem. Batterie8 on alrcraft 1855 and subsec¡uent may
be charged in the alrcraft. To charge the batteries,
connect an external de powel' source to the external
Sectlon X
Electrical
OFF ' · ·~
11n1&11•1TOt11
•T,OTl~OOt:llllOT
INGAllJ llllllDIATELV
U DH I
power receptacle. On alrcralt 1855 through 3075,
place the master battery switch inBATTERY po&ltton.
On aircraft 3076 and aubsequert, place the master
switches inEXTPWR posUlonaridBATTERY positlon.
External power should always be used for startlng
engines when temperature is below 40ºF or when
per1orming maintenance requirlng electrical power.
GENERATOR SYSTEM (A/C 1755 thru 30751
The generator system consista of two 30-volt 50-amp
generators, two double contact voltage regulators,
anda parallellng rela.y. The voltage regulators are
colU\ected to the bus system through the paraUellng
relay. The voltage regulator and paralleling relay
functlons are tnterrelated to provide automatic equalt-
zatlon of generator load. Each voltage regulator
contalns a cutoot relay that automaUcally connects its
respective generator to the main bus thlough the
paralleltng relay, whenever generator voltage reaches
22-volts or excceds the battery voltage by O. 35 to
O. 65 volts. Maximum generator output is acbieved at
an engtne speed of approximately 1100 rpm. Genera-
tor output may vary from 24-volts1 30-amps to 30-
volts, 70-amps, ·depending upon c1rcult load and gen-
el'.ator rpm, .
(lection X saos MAINTENANCE MANUAL
Electrical

EFFECTIVE FACTORY SERIAL

NUMBERS 1755 THRU 3075

110 130

EFFECTIVE F ACTORY SERIAL

NUMBERS 3076 THRU 3210

.. 210 20

EFFECTJVE F ACTORY SERIAL

NUMBERS 3211 ANO SUBSEQUENT .

::. .
···- · ····· · · -C. ·..- -·· -

>I O ZIZ

10-4
 . 5008 MAINTENANCE MANUAL
[~]
Do not allow generator to opera.te con-
tinuously at 30-volts, 70-amp outpUt for
more than 5 minutes. Normally, gen-
erator overload circuit breaker wiU
not break the drcult in a shorter length
of time.
U a generator fa1ls or battery voltage exceeds gen-
erator volts.ge, the cutout relay, withln the voltage
regUlatór, disconnects the generator from the maln
bus. This prevents battery or bus power from motor-
ing the faUed generator and creattng e.xcesslve drain
on the electrical system. The regulators and paral-
leling relay are located immediately aft of the baggage
compartment on the rlght side of Ute fuselage floor.
Two-posit1on toggle switches (L. H. GEN. and R. H.
GEN. ) on the left switch panel control' the generators.
Voltammeters in.stalled in the circuit breaker panel
indicate the amperage and voltage output Of each gen-
erator. Each generator circuit is protected by an
overload circuit breaker located in the aft end of the
respective engine nacelle, which in turn is protected
by a 5-amp (L. H. GEN. and R.H. GEN.)push-to-reset
circuit breaker, installed in the clrcuit breaker panel.
•
U battery charge is very low, lt ls possible far the
total current requ1rements to exceed the rated capa-
ctty of the generators and trlp the overload clrcuit
.... _ -·· breakers. This wlll most likely occur a!ter aii .en-
gine start 1,tsl.ng battery power, and lndicates the need.
far battery servictng. To restore the generators to
serviée, reduce the electrlcal load until the total cur-
rent requ1rement, including battery chargtng, is
wlthin generator capacity, and reset the overload
clrclilt breaker.
· voltage reading. Gradually decrease voltage until
Unless there is a danger of electr.tcal
fire, do not turn off master switch to
remO\le battery charging requirements.
Battery will 11ot be r e ch ar ge d and
electrtc power will not be available if
engine rpmisreduced below 1400-1675.
Radio noise filters (capacitors) are factory lnstalled
. for radio ec¡uipment only1 unless otherwlse réquested.
Do not install capacitors in the field
•
circuj.t of etther generator1 or across
the points of the paralleling regulator.
GENERATOR INSPECTION AND REPAIR. (See Power
Plant, Section IV.
Section X
Electrical
VOLTAGE REGULATORS (A/C 1755 thru 3075). The
voltage regulators are designed for use with Delco
Remy shunt-type, internally grounded field circui.t
generators. The basic units are set at the following
figures:
Cutout Relay 24: O- 2'1. Ovolts
Voltage Regula.ter 27. O - 29. Ovolts
Current Regulator 38 - 42 amps
Proper operation of the cutout relay may be deter-
mined by reading tbe battery voltage with a portable
voltmeters attached to the battery cables on the master
power panel bus. Gradually tncrease enghie rpm until
Ute generator cuts in and compare the voltage reading
at that point with the voltage registered on the aircran
voltmeter. Gradually decrease engine rpm untll the
generator cuts out and again compare the voltage
readings. 'l'he read1ngs will vary with the amount of
battery char ge. When using a fully charged battery,
the opening and closing voltage reacll.ngs should be
within the preceding parameters. U not, the voltage
regulator should be removed and replaced.
PARALLELING.RELAY (A/C 1755 thru 3075). The
2-unit parallellng relay ts specifically deslgned for
use with Delco Remy shunt-type, lnternally grounded
field circuit genera.tora, and 3-i!.nit voltage regulators.
Baste unit is set to the following voltages:
Clostng voltage 21. O - 24. 6 volts
Opening voltage 16. Ovolts minimum .
Correct operation of the parallellng relay rnay be as-
.certained by the following method. DiscoMect all
leads from the relay. Connect postuve leads of a
variable power source wlth voltmeter to relay term-
tnals 3 and 4. Attach negatlve lead of the same power
source to relay chassis and connect a conttnulty tester
at relay ternúnals 1 and 6. Gradually lncrease volt-
age until relay closes. Check voltmeter for closing
relay opens. Check voltmeter .for openlng voltage
reading. Closing and opening voltage reading should
be within the above parameters. U not, the relay
should be replaced.
ALTERNATOR SYSTEM (A/C 3076 al'ld Sub$)
The alternator system consists of two 28-volt 70-amp
alternatorsJ two voltage regulators, two overvoltage
relays, two alternator relays, and two 100-amp cir-
cuit breakers, The voltage regulators control the
alternator field current to malnta.in a fixed output
voltage. The alfernator relays control current to the
regulator and alternator failure light. The alterna-
tors are connected to the main bus at all times and
will supply systemcurrent demands when output volt-
age exceeds battery voltage. Maximum ·aiternator
output is achieved atan engine speed of approximately
2000 rpm. Alternator output may vary from 27. 5·
volts, 0-amps to 28. 5-volts, 70-amps, depending
upon circuit load and engine rpm.
Sedion X 5008 MAINTENANCE MANUAL
Electrical

l. GEAR~UP WARNING HORN

2: Bl..OWER RELAY (A/C 1755 thru 3075)
3. SAFETY REL.AY (A/C 1755 thru 3075)
4. LANDING IJGHTS (A/C 1755 thru 1876)
5. GROUND BWWER (A/ C 1755 thru 3075}
6. HEATER IGNITION UNIT (A/C 1755 thru 3075)
7. OVERHEAT .SAFETY THERMCllWJTCH (A/C 1755 thrti 3Q75)
8. VARIABLE HEAT CYCLING SWITCJ:t (A/ C 1755 thru 3075) .
9. CIGARETTE LIGHTER: RESISTOR .
10. STALL WARNING HORN RELAY EFFECTIVE SERIAL NUMBERS
11. swrrCH PANEUl 3076 ANO SUBS .

r
12. TRlM TAB C,ONTROL ·PANEL
13. PASSENGER INS'J.'RUCTION LIGHT
14. PASSENGER READING LIGHTS

EFFECTIVE SERIAL NUMBERS

(1
3076 ANO SUBS

21

28 29 5980
. &1

Figure 10-3. Electrical Equipm1nt Localion ~Shnt 1 of 4)

1 210 l2B •
10-6
1
1
;;,. ,_,. .

500S MArnTENANdE MANUAL Section X

•
Electrical

\. A
15. CABIN lJGHT
16. TACHOMETER GENERATORS
17. OILTEMP BULBS
18. STARTER . o
19. GENERATORS OR ALTERNATORS
20. RETRACTABLE LANDING LIGHTS n-;;-;--+.¡ º
(A/C 3050 and Subs) · o
21. STALL WARNING SWITCH is.
22. CYLINDER HE.AD TEMP BULBS
. 23. R. MAGNETOS
24. L. MAGNETOS
25. COWL FLAP MOTORS
~"'"'""*--!.1--71
26. MAlN LANDING GEAR DOWNLOCK SWITCHES
27. MAIN LANDING GEAR UPLOCK SWITCHES
~--+-71
28. FUEL SHUTOFF VALVE
29. GENERATOR OVERLOAD CIRCUIT BREAKERS
30. R. FUEL AUX. PUMP
31. L. FUEL AUX. PUMP
32. FUEL QUANTITY TRANSMlTTER
33. VACUUM WARNING SWITCUES
34. FUEL SAFETY SOLENOID VALVE
35. ANTi-COLLISION LIGHT {A/C 1755 thru 3075)
36. ANTI.:CQLLISION LIGHT (A/C 3076 and Subs)
37. RUDDER TIUM TAB POSlTION TRANSMITTER
38•. TAIL POSITION LIGHT
39. ELEVATOR TRlM TAB POSITION TRANSMITTER
40. BATTERY RELAY

1. 1
'·-·
41.
42.
43.
BATTERIES
EXTERNAL POWE.R RECEPTACLE
FLAP POSITION TRANSMlTTER
EFFEC1'WE SERIAL NUMBERS
1755 THROUGH 3075 • 210 2

•· •"/ '

44. FUEL GAGE CAPACITORS 66, COMBUSTION AIR SWITCH

45. L. FUEL AUX. PUMP ADJUSTMENT RESISTOR OVERHEAT SWITCH
46. R. FUEL AUX. PUMP ADJUSTMENT RESISTOR FUEL CYCLING SWITCH
47. BAGGAGE COMPARTMENT IJGHT FUEL SOLENOID
48. BAGGAGE COMPARTMENT LIGHT SWITCH 67. VARIABLE HEAT CONTROL
49. R. VOLTAGE REGULATOR 68. HEATER SAFE'l'Y RELA Y
50. L. VOLTAGE REGULATOR 69, GROUND BLOWER RELAY
51. PARALLELING RELA Y 70. COMBUSTION AIR BLOWER
52. PITOT HEATERS 71. MASTER POWER PANEL TERMINAL STRIPS .
53. STALL WARNING HORN 72. VOLT-AMMETERS FUSE BLOCK
54. COMBUSTION AUt PRESSURE SWITCH 73. STARTING VIBRATOR
55. FUEL CYCLING SOLENOID 74. RSTARTERRELAY
56. HEATER FUEL PUMP (A/ C 1755 thru 3075) 75. STARTER VIBRATOR CIRCUIT BREAKER
57. NOSE GEAR UPLOCK SWITCH 76. L. STARTER RELAY
58. NOSE GEAR DOWNLOCK SWITCH 77. MASTER POWER PANEL BUS BAR
59. AUXIIJARY HYDRAULIC PUMP 78. EXTERNAL POWER RELAY ¡ ,.
60. L. HYDRAULIC SHUTOFF VALVE 79. REM01'E RESET CIRCUIT BREAKER {MA,JN BUS}
61. R. HYDRAULIC SHUTOFF VAL VE 80. STALL WARNING CIRCUIT BREAKER .
62. HYDRAULIC SWITCH ASSEMBLY 81. CONTROL ClRCUIT BREAKER {MAIN BU~)
63. WING TIP POSITION LIGHT 82. R. AMMETER SHUNT

•
64. FUEL REG AND SHUTOFF VALVE 83. L. AMMETER SHUNT
65. VENT AIR BLOWER 84. AUXILIARY HYDRAULIC PUMP RELAY
..,._.,

Figure 10·3 Electrical Equipment location (Shett 2 of -4)

10-7
 Section X 500S MAINTENANCE MANUAL
Electrical

B
90 91
85. T·STRIPS (A and B)
86. OVERVOLTAGE RELAYS
87. ALTERNATOR RELAYS
88. LANDlNG IJGHTS and AUXILIARY HYD. RELAYS
89. STARTING VIBRATORS
90. L. VOLTAGE REGULATOR
91. R. VOLTAGE REGULATOR
92. L. AMMETER SHUNT
93. R. AMMETER SHUNT
94. REMOTE RESET CIRCUIT BREAKER (MAIN BUS)
95. ALTERNATOR CIRCUIT BREAKERS
96. L. STARTER RELAY
97. R. STARTl!:R RELAY
98. EXTERNAL POWER RELA Y
100 99. BUS BARS
100. STALL WARN.ING CIRCUlT BREAKER
101. STA¡iTER VIBRATOR CIRCUIT BREAKER

ID!

EFFECTIVE SERIAL NUMBERS

3076 THROUGH 3184.

Figure 10-3, Electrical Equipm1nt location (Sh11t 3 of 4)

Alterna to r must not be operated on
open circuit with the field winding
energized. Any attempt to do so may
result in damage to the alternator,
regulator, or clrcuits.
This alternator is ventilated by· air pressure. Do not
operate an alternator at ful! output for more than 30
seconds unless adequate pressure for coollng is úsed.
Alternators can be damaged from over heatlng.
In general, U an alternator fails or battery voltage
exceeds alternator ,·oltage, the silicone diodes.in the
alternator prevent' battery or bus from motoring iaíled
alternator and creat1ng excessive current drain on the
electrical system. lf the· alternator :failure consists ,
of a shorted diode; the alternator can draw excessive
i10 ,.~
•
alternator circuit breaker and clear the failed alter-
nafor from the system. However1 if the functioning
alternator is on the bus and the total system current
demand, 1ncluding reverse current into the failed
alternator, exceeds 70-amps, the out¡l\lt of the func-
tioning alternator will collapse. to zero~ To bring the
functionlng alternator back on the line, place the al-
ternat()r control switch to the ON/RESET posihon
(aircrafrwith factory serial numbers 3076 through
321 O). On aircraft with factory serial numbers 3211
and subsequent. place the alternator control switch
to the OFFIRESET po.sition.
Thethree~posítion alternator action switches (AL-
TERNATOR L and R) onthe left overhead swit'ch panel
control the alternators. The voHa:mmeters are in-
stalled in the rlght switch panel and indicate the main
bus voltage and amperage output of each alternator.
Each alternator circuit is ,P.rotected by a 100-amp
overload c1r.cuit breaker loeafed in the master power
panel. In ' the event of a low. battery charge, it is

reverse current when its field is de-.energized, and
. power remains on the main bus. Under this circum-
stance, the faíled ·aUernator might attempt to dravi
more than 70-amps of reverse current. lf this occurs,
the battery will furnish sufficient current to open the
•
possible for the total curre1il: requirements oí thc
system to exceed the rated capactty of the alternators.
The alternators are current hmited, and an overload
will result in total collapse oí the alternator output
power. Thls will most likely occur after an engine

10·8
 ... .. '·1', " , · >'· ···...

5008 MAINTENÁNCE MANUAL Section X

•
Electr)col

\ e
116 102. R. STARTERRELAY
103. L. STARTERRELAY
104. TERMrnAL aOARD B
105. HEAT SINK
106. OVERVOLTAGE RELAYS
123 107. DlODE-cR-2
108. DIODE-CR-1
109. ALTERNATOR RELAYS
110. AUXILIARY HYDRAULIC RELAY ..-..
112 111 .LANDING LIGHTS RELAY
112 .STARTER VIBRATOR
113. L. VOLTAGE REGULATOR (A/C 3185 thru
3254)
114. R. VOLTAGE REGULATOR (A/C 3185 thru 3254) .
115. L. VOLTAGE REGULATOR (A/C 3255 and Subs)
116. R. VOLTAGE REGULATOR (A/C 3255 and Subs)
117. L. AMMETERSHUNT
118 . R. AMMETER SHUNT .
119. REMOTE RESET CJRCUIT BREAKER (MAIN BUS)
120. BUS BARS .
121. EXTERNAL POWER RELA Y
122. BATTERY RELAY
123. FUSE 1
124. FUSE 2
125. FUSE 3
126. FUSE 4
127. FUSE 5 . .

• 134
128. ALTERNATOR FEEDER PROTECTION RELAYS
129. FUSE 6
130. TERMINAL BOARD F
... .. ,·
131. · CURRENT SENSORS
132. CONVENIENCE LiGHTS cmcurr BREAKER
133. STARTER VIBRATOR cmcuIT BREAKER
121 122 134. CURRENT SENSOR

EFFECTIVE SERIAL NUMBERS

3185 AND SUBSEX;JUENT.'. , . ;.,
..... ·-:·; :.;
210 ~IJ

'.~· ·::
Figüte' 10-3. Electrical Equipment Locatlon (Sheet 4 of 4)

start using battery power and indkates the· need !or

battery servicing. To restare the alternator(s) to
service, reduce the ele.ctrlcal "load until the total
current requirements, including battery charging, are
· within alternator capacity. Alternators are not self Do not 'install capacitors in the field
exciting; therefore, the master oattery switch should circuit of either alternator.
be in the BATTERY position at all times. to ensure
sufficient current to start the alternators should they VOLTAGE REGULATQIU! (A/C 3076 thru 3238 and
be turned off. Do not turn off master battery switch 3240 thru 3254). The voltage regulators u sed in this
or alternator switches to remove battery charging aircraft are of a simplifíed trouble free design using
requirements during flight, unless there is danger of transistorized circuits. These regulators are used
an electrical fire. ·u an electrical fire exista, placa in conjunct1on With alternators, and are set to

•
only the master battery switch in the OFF position.
lsolate the fire by turning only one alternator off at a
time. One alternator must be on the line at all times
or the battery must . be on ü both alternators are off.
Radio noise mters (capacitors) are factory installed
for radio equipment only, unless otherwise requestecl.
maintain vollage at 27. 5 - 28. 5 volts. . Proper
operation of the voltage regulators may be.:: .deter-
mined by reading the voltmeter. With enginés run-
iúng, place right alternator switch on and thé left
..alternator switch off. Advarice engine speed to 1200
rpm and alternator OFF light will extinguish. If lhe

10-9
.,,_.#_
·~f'i· < S~tion X 500S MAINTENANCE MANUAL
·E~.trical
. ·:·;r·. .
.#~kstays on, mómentarily engage alternator flash
· >.~Mfcll, then light should extingulsh. Reduce engine
.;1ip!éed to 1075 rpm (alternator should stay on) and
wait for approodmately two minutes for the system
to stabilize. Adjust right voltage regulator until the
maln bus voltage reads 27. 5 to 28. 5 volts. Advance
engine speed to 2000 rpm. The voltage at the main
bus should be 28 (!: 1) volts. Place light alternator
switch off. Repeat the same operations for the left
voltage regulator. Place both alternator switches on.
Main bus voltage should be ,28 (± 1) volts wlth engine
rpm bet'Ween 1075 and 2000. · lf, after adjusting the
regulators, they do not operate properly, the regula-
tors should be removed and replaced.
Do not interchange regulator leads and
do not momentarily connect the iwo
voltage regulator terminals together.
Any attempt te( do so will destroy the
regulator.· · a.
OVERVOLTAGE RELAYS (A/C 3076 thru 3238 and
3240 lhru. 3254}. The overvoltage relays are simple
mechanlsms that are hermetically sealed, precise in
operatipn, and rugged in design. The units are used
in conjunctlon with the transistorized voltage regn.:
lators and alternators. The overvoltage relays
are factory set to open when the alternator output
voltage, exceeds 31 (:!: 1) volts. Correet operaUon of
the overvoltage relay may be ascertained by the fol-
lowtng method: Disconnect all leads from the relay.
Connect pos1tive lead o1 a variable de power source
wlth voltmeter to relay terminal number (2) k.eeping
initial voltage at 31 (:!: 1) volts. Attach negative lead
of the same power source to relay terminal number
{3). Gradually increase the voltage of the power
supply to a mrudmum of 32 volts. The contacts be-
tween terminals (5) and (7) are norrnally open and will
close wlien the overvoltage relay actuates at the time
the supply voltage is between 30 and 32 volts. The
voltage adjustment increase for relay actuation should
be made slowly as thís is a slow respondlng relay. If
necessary, adjust actuation point of overvoltage relay.
NOTI
Overvoltage relay is preset by the manu-
facturer at 31 volts. Do nut adjust relay
unless absolutely necessary. ·
If overvoltage rAlay functions properly return instal-
lation to Hs or1~_nal confíguration. If not, remove
and replace the relay.
SOLID STATE VOLTAGE REGULATORS (A/C with
serial numbers 3239, 3255 and subsequent). The
eleclrlcal equipment must reach normal operatlng
temperature before the voltage regulators can be
accurately checked. Final checking o! the voltage
regulators should be accompl1shed immediately afté~.
. .. .
;~;'. .
. ·..;·1· .
flight. Use a digital voltmeter with an accuracy of
O.~ percent .to get the voltage and use a portable
volt-ohm-meter such as a Simpson Number 260 with
a O. 1 percent accuracy to parallel the regulators.
During all tests and adjustments on these
voltage regulators be certaln the field
circuits, including any meter or test
leads on these circuits, are always pro-
tected from accidental contact wtth ground
or other circuits. A momentary ground
contact can permanently damage lhe
regulators.
An intercommunication cord between the pllot's com-
partment and the aft fuselage will assist in checking
regulator settings . To check the regulator voltage
setting, proceed as follows:
Place aircraft master battery sWitch OFF.
b. Remove aircralt wire number 5531 between the
PAR terminals of left and ri.ght regulators.
e. Make paralleling jumper and clio~e jumper
from materials sliown in Figure 10-4.
d. Install the paralleling and diode jumpers (see
Figure 10-4). · ·
e. Connect a portable volt-ohm·meter {Simpson
number 260 or équivalent) as shown in Figure HT-4.
f. Connect a precision digital voltmeter (DVM)
as shown in Figure 10-4.
llOTI
The adjustments are made while operating
only one engine (the right engine) to set
both regulators.
g. Open the parallellng and diode jumper swltches.
h. Place left and tight alternator switches OFF.
i. Place aircraft master battery switch ON.
j. Start right engine.
k. Place right alternator switch ON.
l. Set l'ight engine speed al 1075 rpm.
m. Set r1ght voltage regulator at 28. O (:'.' O. 5) .-olts
usin~ the precision dígftal voltmeter (DVM) as a
reference.
11011
lncrease voltage by turning vnltage
ndjuslmcnt screw clockwise.
n. Clase the di.ode jump~r ancl lhe paralleling
jumper switches.
o. Place leit altern:i.tor switch ON (left engine not
running). The left and right allernator rebrulalors
•
are now energized.
p. Assute the left allernator OFF light extínguishes.
If not, correct aircraft wiring problem befare ptó~
ceedlng .
;'•
 500$ MAINTENANCE MANUAL Sect1onx
Electrical

••
\
q.
~ven
Operate right engine at 1075 rpm for five (5) to
(7) minutes with load of 15 to 30 amperes on
1ystem to warm up ~th regulators.
r. Pl~ce len iµternator s:wttch OFF.
s. Open both the diode ancl pa.ralleling jumper
1w1tches. · ineter incHcator w1ll drop to a stable 0.2 to 0.5 volts.
t. Assure that right alternator switch is ON.
u, Make final right regulator voltage adjustment to
a value o! 28 (± O. 5) volts measured wlth the precislon
•dlgital voltmeter (DVM with accuracy of O.1 percent).
Replace the snap plug in the rigbt regulator adjust-
ment access hole.
1011
Oo not make any further adjustment of
the light regulator.
Paralleling Adjustment
a. Close the di.ocle jumper switch.
b.. Open ,the parallellng jumper switch.
o. Aasure that right alternator switch ts.ON ;
d. Place left alternator switch ON (lett engine not
nmalng) . Rl¡bt englne running at 1075 rpm with a
15 to 30 ampered load on the system.
e. Set left rew.ilator voltage adjustment to a.low
value as seen on the volt~ohm-meter connected be~
tween the .field terntlnals. A fiuctuating reading fróin
zero (O) to eight (8) volts is acceptable. A atable
reading in this step of adjustment should not be
expected.
f. Close parallell.ng jumper switch. The volt-ohm-
g. Sta.rt left englne and warm up lett regulator and
alternator system for approxtmately five (5) minutes.
h. Open parallellng jumper switch.
l. Recheck volt-ohm-meter for an unstable zero (O)
to eight (8} volts readl.ng. Reacijust if necessary to
obtaln lowest possible reading. Replace the snap
plug in the left regulator adjustment hole.
j. Turn off the electricsl load.
k. Place alternator swltches OFF.
l. Shut clown the ri ght engine.
m. Place aircralt master battery switch OFF.
n. Remove all voltmeter leads from aircraft
system .
o. Remove di.o de and paraliellng jumpers.
p. Relnstall al,rcralt wlre number 5531 between
the PAR_teraúnals of left and rtght regulators and
check all term.1.nal screws for security.
q. Start both englnes and place both left and right
alternator systems on. Increase engl.ne rpm to 1200
and alternator OFF lights should extinguish. lf either
light stays on, momentarily engage thé alternator
flash switch and light should extingl,l.ish .

•
' · ,1

• 10-11
 ,1·',1', • •••••

500S MAINTENANCE MANUAL Section X

Electrical

11011
CONSTRUCT PARALLELING OASHED LINES REPRESENT AIRCRAFT EQUIPMENT.
AND DIODE JUMPERS FROM SOLID LINES REPRESENT TEST JUMPERS ANO TEST
THE FOLLOWJNG MATERIALS. EQUIPMENT. - .

1. MS25036-102 TERMINALS
2. M5086/ l-20-9 WIRE -
2 LENGTHS, 2 FEET LONG
3. MS24523-22 SWITCH
4. MS25036-150 TERMINALS
5. M5086/1-18-9 WIRE,
2 LENGTHS, l FOOT LONG

PARALLELING JUMPER

1
f'----- 11/
1 LEFT 4
SHUNT
L--- - -~
87 149
_J

~--0--~'
1

~ ·-0-::J'~
DIODE JUMPER

.
WIRE 5531

~. --0--- 4 SHUNT
RIGHT
.
1501 113
1
\r¡------1

L-----J
l1
•
5 1 3 1 5

f°LEFT- --¡ r- - -RrGHT1

1REGULATOR1 1REGULATORI
1 flELon-+---L-E_A_D_~ ~-L-E-~-D---+-c i FJELD 1
L-----+...J L.+-----J
1

PORTABLE VOLT-OHM-M~TER
(SIMPSON NUMBER 260 OR .
EQUIVALENT)

. ~
r - -----1
1
MAIN
BUS
1
Q..-1------i D\!M~---~
8
...., GROUND
AinCRA FT

L------1 t V

•
PRECISION DIGITAL VOL TMETER

210 ,,...

Figure 10-4. Vohage Regulator Testing Schematícs

••
Section X
Electrical

\.' WIRING DfAGRAM fNDEX

Figure Tltle Page

OC HECTRICAL POWER

10:-7 Power Distribution ••..•• • •••••••.••.•..•••••••.•.•••• ·• · • ....••...••..•. •• · • • • •• · •• • · •·'10-21

10-8 . Starter and I~itton ... , . .... , .... , , ......... , .......... ; .. . .. ~.,, .... .. ....... . ~ 10·25/Ít)~26
10-9 Generator and Voltammeter . .. , ............. , .......................... , .... , ...... 10-Sl/10-32
10-10 70-Amp Alternator •. , • , •••••••••.•• • ............................................ l.0-33/10-34
10-11. starter and Alternator, Left •• .•.• •• •• .••••.••••••••••••.•• •..• ". • • • • • • • • • • • • • . • • 10-39/10-40
10-11 Starter and Alternator, Right ••••••••••.••.••••.••• ·" •••••·•••.•. ·.•• , ••• ,, •.•••••. 10-43/10.;.4'4

LIGHTING

10-12 Interior Lights (Instrument, Instructlon and Baggage Compartment) •••.•••••••.•.• , , 10-47/10-~B
10-12 Interior Lights {Instrument) •••• . ••••••••. • ••• • •••.•••••••.• • , ••• ••• • •••••••..••• 10-49/10-'50
10-12 Interior Lights (Baggage Compartment) •••••••••.•••••• , ••••.. , •••••••••••••••••••.•••• • 10-51
10-12 Interior Lights (lnstruction) ••••.••.•••••• •••.•••..••••...••.. . •..••••..••• ••. •••.•. . ••..•. 10·52
10-12 Interior Lights (Instrument arid Instruction) . • • , . •••••• . • , •• : •••.•.••••••••••••• ,.,. 10-53/10-54
10-12 · Interior Lights (Cabln Reading, Map and Baggage Compartment) •.•••. ••••••••••••• , • 10-55/10-56
10-13 Cabin, Map, and Passenger Readlng Lights· .. • ••••••..•••• •••• . •••.••••••.• ·, .• . ••• , ••••• 10.;.57
10-14 Exterior Lights (LanQing, Posltldn, and Antl-Collislon) ••.•...•..•.•••••••••••••••••••••.. 10-59
10-15 Exterior Lights {Position) •••• •••••• ••••••••• , •••••••••••••.•. .• .••••• • ••••••••...••••• 10-60 ·.
10-16 Exterior Lights (Anti~Collislon) .• •• •••••• • • , , , • • •. •••••• ••• ; ...•••••• •• ••... •.•••••.•.• 10-62
10-17 Exterior Llghts {Landing, Posltion and Anti-Collision) . •. ••• .. , •.• • •.• .• • ·" ••••••. . •• 10·63/10-64'
10 .. 18 Retractable 'Landlng Lights .. , ........... , .. . ................. , ..• ·~ 10-65
111 • • • • • • •• , • • ••••••••••• •

•
\ ..."1"_..
HYDRAULIC SYSTEM

io-19
10-20
. 10 .. 21

POWER PLANT
Hydraullc Shutoff Valves ...•.. , •• , .•.. , , ••••·..........••.•••. , ••.... , .•..• . •••• • ••••• . 10-68
Auxillary Hydraul!c Purnp ••••••.••••.•••••••·•.••••.•.••.•••• . ••• ·••.••.•••••••.•.•••••• 10-70
Hydraullc (Hydraulic Shutoff Valves and Auxiltary Hydraulic Pump) •• ••• •.• •••• .•. ; •. 10-75/10..76

10-22 Cowl Flaps Control •••••••••..• . •• ', •••·• •••••• ••••••••••• •• •..•••.• "• ••••••..•..••.•••. 10-77
10-23 Cyllnder Head Temperature Indlcatton . •.• ••••••.•• •••• • . • ••.•.•.• •• , •. •• •• . , •.. •••••••. lo~so
10-24 TachOmeter Indicatlon .•••• •• •.•.••••. •• •• •• ••• .-••. •.•• • .• •. .••• .•• ••• . . ..• •••• ••• ...• 10-83.
10 .. 25· Oil Temperatura lndlcation . ·.. ............ , . , . , .. . .. , .................... , ... , , .. , ........ 10-85
10 -26 Engine Indlcation (011 Temperature, Tachometer Generator, and Cylinder
Head.Temperature) . , , . , . , . , , • , . , . , . , ... , , , . . , . , , , • , , , , , , f ,, , , .• , , ,-, , , ••• , , • •• • •• , , • 10-87

FUEL. SYSTEM

10 ..27 Fuel ~nttty lndication ..... , . , . .... ... ............. , , . ... , ......... , ....... . , . , ...... 10-88
10-28 Fuel Boost Pumpa .•••..•••••••••••.••.•.••••••..•.•.••• , •••.•.••...••..•.••.•••.•••.• 10-90
10 ...29 Fu.el Shutof! Valves .......... , , , ..... ... .... , . , . ................... ... .... . .. . ... . ... , , 10-91
10-30 Fuel Indicatlon (Fuel ~antity, Fuel Pumps and Fuel Shutoff Valves) ••••.••. , •.•.•• , ••••••• 10·93

LANDING GEAR

10 -31 Gear Position Llgllts and Warriing Horn .. ... . ........... .. ..... .. .. ... ... .. ...... 10-95/10-9~

FLIGHT CONTROL

10 ..s2 Stall Warning ........ . .................... . ... . ... . . ..... . . .. .• . ... .. , . .. • . 10-1oec; 10-1oeo
10-33 Wing Flap Posltion lndication ••.. , •• ,·, •• ••• , , •• ,, •• • •.••• ••••.••••....•••••••••.••• , •• 10-109
10-34 Rudder and Elevator Trim Tab Position Indtcation •••..• • , • , •••..••. , ••• , •• , , ••• • , . , •••• 10-112

•
Change 5 10-19