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ATP Grid Index to Manufacturer’s Publications:

Commander Aircraft Co.

Commander 114/A
Maintenance Manual

Section Topic

General Information

Title Page
List of Chapters (Table of Contents)
Manufacturer’s Introduction
Record of Revisions
Record of Temporary Revisions
List of Effective Pages

1 General Information
General Description
Principal Dimensions
Principal Dimensions
Fuselage and Wing Stations
Aircraft Structures
Aircraft Structures
Aircraft Systems

2 Servicing
General Description
Ground Handling
Cold Weather Operation
Ground Emergency Procedures
Ground Operation of Engine
InterimChange Notice Dated 9/1/1996
System and Component Servicing
Inspection
Interim Change Notice Dated 8/26/1988
Airframe Maintenance

Aircraft Technical Publishers Page lof 3

05/28/2002 Copyright
GC 0651 MM)
Section Topic

3 Hydraulics
General Description
General Maintenance Practices
Hydraulic System Component
Troubleshooting

4 Power Plant andPropeller

General Description
Ignition System
Induction Air System
Fuel Injection System
Oil System
Exhaust System
Cooling System
Engine Controls
Engine Accessories
Engine Change
Engine Mount and Cowling
Engine Conditioning Hints
Propeller
Propeller Governor
Troubleshooting

5 Fuel System
General Description
Maintenance Precautions
Sub-Systems and Components
Fuel Line Maintenance
Troubleshooting

6 Landing Gear, Wheels and Brakes

General Description
Main Landing Gear
Interim Change Notice Dated 4/1/1986
Nose Landing Gear
Interim Change Notice Dated 4/1/1986
Landing Gear Position Indicators and Warning System
Wheels and Brakes
Interim Change Notice Dated 4/1/1986
Troubleshooting

Aircraft Technical Publishers Page 2 of 3

05/28/2002 Copyright
GC 0651 MM)
Section Topic

7 Flight Controls
General Description
Maintenance of Flight Controls
Flight Control Systems
Troubleshooting

8 Instruments
General Description
Instrument System Maintenance
Flight Instruments
Power Plant Instruments
Miscellaneous Instruments
Stall Warning System
Stall Warning System

9 Heating and Ventilation

General Description
Ventilation System

10 Electrical System
General Description
Power Distributions
Wiring Diagram Index
Electrical Symbols
Power Distribution
Interior Lighting
Exterior Lighting
Auxiliary Fuel Pump
Gear Actuation, Position Warning Warning System
Wing Flap
Turn Coordinator Indicator
Stall Warning
Miscellaneous Circuits

End of Index

05/28/2002 Copyright Aircraft Technical Publishers Page 3 of 3

GC 0651 MM)
IVI FG I

INTRO
114/n
I L~ s L~

It

REVISION: 39 JANUARY 1976

CHANGED: 3 JANUARY 1980

MANUFACTURERS SERIAL NO.

REGISTRATION NO.

At the time of issue of;this Maintenance Manual, the contents were, to, t9le hest
of GuIfstream Aeros9ace’s´• knowledge, adequate to maintain theaircraft ih a
continued airworthy ´•condition.

Aerospace Corporation
5001 North Rockwell Avenue, Bethany. oklehome 77000
Telephone: (405)7895000Telex: 79(8200

Csnnnunder Diridon p/N M!.1~00’-2

 RECORD OF REVISIONS

MFG REV
NO DESCRIPTION ISSUEDATE ATP REVDATEI INSERTEDBY

7 1-3-80 10-7-83 /AC

 RECORD OF TEMPORARY REVISIONS

TEMP ATP REV INSERT DATE REV REMOVE

REV NO DESCRIPTION ISSUE DATE DATE BY REMOVED INCOR BY
Interim Section 6 4/1/86 6/25/86 ATP/EL

Interim Section 6:2-15 8/26/88 10/26/88 ATP/DH

Interim Section 2:2-5 9/1/96 6/12/02 ATP/MT

ROCICWELL
COMMANDER MAINVENANCE MANUAL LIST OF EFFECTIVE

114/A PAGES

LIST OF EFFECTIVE PAGES

TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 207 CONSISTING OF THE FOLLOWING:

Issue Page Issue

Page

*Title ´•´•Change 7 4-4 ,..,Change 3

*A thru B,,.,.,,,,.,´• Change 7 4-5 ,,.,Change 4
i thru iii............´•.´• ´•Change 5 4-6 thru 4-8 Ori~jnal
iv Blank.....´• ´•Change 3 4-9 .,..Change 2
v Added ´•Change 5 4-10 thru 4-12 Original
vi Blank, Added..........., Change 5 4-13 ,,,Change 5
1-1 thru 1-3 Change 5 4-14 thru 4-17 Original
1-4 Original 4-18 .,,Change 2
1-5 thru 1-6 Change 5 4-19 ,..Change 5
2-1 ,.,.Change 1 4-20 ...Change 6
2-2 thru 2-6 Original 4-20A .,Change 6
2-7 thru 2-8 Change 5 4-20B ..Change 5
2-8A Added Change 5 4-21 ,.,Change 4
2-8B Blank, Added ,........Change 5 4-22 thru 4-24 Original
2-9 ´•.´•Change 2 5-1 ,.,,Change 4
2-10 ´•.´•Change 1 5-2 ..,,Change 5
2-11 .,,Change 2 5-3 Original
2-12 Change 5 5-4 ,,,,Change 4
2-13 ..´•Change 2 5-5 ,,,,Change 5
2-14 ´•Chan~e 5 *5-6 ..,.Change 7
*2-15 ,..Change 7 5-7 thru 5-8 Original
2-16 ..,Change 2 6-1 ,.,,Change 1
2-17 Original 6-2 ,,,,Change 4
2-18 thru 2-19 ,...........,Change 2 6-3 ,,,.Change 5
2-20 thru 2-22 .............Change 4 6-4 ,,,,Change 4
2-2A thru 2-22B ,..,.....,Change 4 6-5 .,,.Change 5
2-23 thru 2-25 Original 6-6 ,,,,Change 4
a-26 ´•.´•Change 2 6-7 ,,.,Change 5
2-27 Original 6-8 thru 6-9 Original
2-28 .,.Change 1 6-10 ...Change 6
2-29 thru 2-30 Ori~nal 6-11 ,,,Change 1
2-31 .,.Change 2 6-12
2-32 Original 6-13 thru 6-14 .............Change 4
2-33 ,,,Change 5 6-15 ,..Change 2
2-34 Blank Ori~nal 6-16 Original
3-1 ..,,Change 5 6-17 thru 6-18 .Change 1
3-2 Change 1 6-19 Original
3-3 thru 3-4 Change 4 6-20 ,,.Change 1
3-5 ,,.,Change 1 6-21 ,,.Change 3
3-6 .,..Change 4 6-22 original
3-7 ,,.,Change 5 7-1 thru 7-2 Original
*3-8 ,,.,Change 7 7-3 ,,..Change 4
3-9 .,,.Change 4 7-4 Original
*3-10 ,..Change 7 7-5 thru 7-6 Change 4
3-11 thru 3-12 .............Change 4 7-7 Origjnal
*3-13 ,,,Change 7 7-8 ,,,.Change 4
3-14 Blank Change 2 7-9 thru 7-10 Ori~nal
4-1 ,...Change 5 7-11 .,.Change 4
4-2 ,...Change 3 7-12 thru 7-17 Original
4-3 Original 7-18 .,,Change 4

INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.

´•The asterisk indicates pager changed, added or deleted by the current change.

A
Change 7
 ROCKWELL
LIST OF EFFECTIVE MAINTENANCE MANUAL COMMANDER
PAGES 114/A

LIST OF EFFECTIVE PAGES (CONTD)

Page Issue Page Issue

7-19 thru 7-20 Original 10-3 thru 10-4 .............Change 5

7-21 thru 7-24 .............Change 1 10-4A Added Change 5
8-1 ....Change 2 10-4B Blank, Added........Change 5
8-2 Original 10-5 ...Change 4
8-3 thru 8-4 Change 4 10-6 ...Change 1
8-4A ...Change 4 10-7 ...Change 5
8-4B Blank Change 4 10-8 Original
8-5 thru 8-7 Original 10-9 thru 10-10 .........,.Change 5
8-8 ....Change 2 10-lOA .Change 5
8-9 ........Change 4 10-10B Blank Change 3
8-10 ...Change 1 10-11 ..Change 3
8-11 ...Change 4 10-12 ..Change 4
8-12 ...Change 2 10-12A .Change 5
8-13 thru 8-16 Original 10-128 Blank Change 3
8-17 ...Change 1 10-13 ..Change 5
8-18 ...Change 2 10-14 ..Change 3
8-19 Original 10-14A .Change 5
8-20 Blank Original 10-14B Blank Change 3
9-1 ....Change 2 10-15 ..Change 5
9-2 Ori@jnal 10-16 ..Change 4
9-3 ....Change 3 10-17 thru 10-18 ...........Change 5
9-4 Original 10-18A .Change 4
9-5 Change 2 10-18B Blank Change 4
9-6 Blank Change 2 10-19 thru 10-20 .........,Change 2
1011 ...Change 5 10-21 thru 10-22 .........,Change 3
10-2 Original

Change 1.......... October 1, 1976

Change 2 ..........March 4, 1977
Change 3 ..........June 24, 1977
Change 4 ..........February 24, 1978
Change 5 ..........January 3, 1979
Change 6 ..........April 30, 1979
Change 7 ..........January 3, 1980

B Change 7
 114
MAIN) ENANCE MANUAL Table oi Contents

TABLE OF CONTENTS

SC~CIION PAGE

GENERAL INFORMATION 1-1

II SERVICING.......... 2-1

I1I HYDRAULICS 3-1

IV POWER PLANT AND PROPELLER 4-1

V FUEL SYSTEM 5-1

VI LANDING GEAR, WHEELS AND BRAKES 6-1

VII FLIGHT CONTROLS 7-1

VIII INSTRUMENTS 8~1

IX HEATING AND VENTILATION 9-1

X ELECTRICAL SYSTEM 10-1

Change 3
 114
MAINTENANCE MANUAL List of Illustrations

LIST OF .ILLUS7RATIONS

Figure Title Page Figure Title Page

1- 1 General Dimensions 1- 2 6- 4 Nose Landing Gear Strut Assembly 6- 8

1- 2 StationDiagram 1- 4 6- 5 Emergency Extension Valve Control 6- 9
6- 6 Nose Gear Shimmy Dampener 6-12
2- 1 Internal Control Lock 2- 2 6- 7 Nose Wheel Steering System 6-12
2- 2 Mooring 2- 3 6- 8 Wheel and Tire Assemblies 6-16
2- 3 Jacking 2- 4 6- 9 Tire and Strut Inflation Pressures 6-17
2- 4 Servicing Chart 2- 7 6-10 Brake Cylinder Assemblies 6-18
2- 5 Hydraulic Power Pack 2- 8 6-11 Brake Assembly 6-19
2- 6 Induction Air Filter 2-10 6-12 Trouble Shooting The Landing Gear
2- 7 Fuel Tank Capacity 2-11 System 6-21
2- 8 Fuel Gascolator
2- 9 Finger Inlet Screens 2-13 7- 1 ControlColumn 7- 2
2-10 Inspection Intervals Chart 2-14 7- 2 Aileron Controls 7- 4
2-11 Windows and Windshield Installation 2-19 7- 3 Aileron Control Chain Location 7- 5
2-12 Cabin Door 2-20 7- 4 Flap Controls Installation 7- 7
2-13 Baggage Door 2-22 7- 5 WingFlapWarningSwitch 7- 8
2-14 Wing Installation. 2-24 7- 6 Rudder PedalInstallation 7- 9
2-15 Empennage Installation 2-26 7- 7 Rudder Controls 7-10
2-16 Inspection Plates and Access Covers.. 2-27 7- 8 Elevator Controls
2-17 Lubrication Chart 2-28 7- 9 Elevator Trim Controls 7-13
2-18 Torque Values 2-33 7-10 Elevator Trim Wheel 7-14
7-11 Control Surfaces Rigging 7-15
3- 1 Hydraulic Equipment Locator 3- 2 7-12 Aileron-Rudder Interconnect Rigging 7-17
3- 2 Hydraulic System Schematic- 7-13 Control Surface Travel and Cable
Gear Retracted 3- 3 Tensions 7-18
3- 3 Landing Gear Actuating Cylinders 3- 7 7-14 Control Surface Balancing 7-19
3- 4 Hydraulic Power Pack 3- 8 7-15 Cable Tensions Temperature
3- 5 HydraulicGearLinBs 3- 9 Conversion Chart 7-19
3- 6 Hydraulic System Check 3-10 7-16 Trouble Shooting Flight Control
3- 7 Hydraulic System Pressure Settings 3-11 System
3- 8 Trouble Shooting Hydraulic System 3-12
8- 1 Instrument Panel 8- 2
4- 1 Engine Assembly 4- 2 8- 2 Pitot-Static System 8- 3
4- 2 Magneto-Cam EndView 4- 3 8- 3 Pitot-Static Test Bulb............... 8- 4
4- 3 IgnitionWiring 4- 4 8- 4 Vacuum System Installation 8- 6
4- 4 Induction Air System 4- 5 8- 5 InstrumentMarkings 8- 9
4- 5 Fuel Injection System 4- 7 8- 6 Trouble Shooting Instruments and
4- 6 Exhaust Stack 4-10 Vacuum System 8-13
4- 7 Engine Baffle Assembly 4-11
4- 8 Engine ControlQuadrant 4-12 9- 1 Heating and Defrosting System
4- 9 Engine Mount 4-15 Installation 9- 2
4-10 Engine Cowling 4-16 9- 2 Defroster Takeoff Valve Assembly 9- 3
4-11 Detail En~ne Specifications 4-18 9- 3 Cabin Ventilation System Installation.. 9- 4
4-12 Propeller 4-20 9- 4 Cabin Air Valve AdJustment......... 9- 5
4-13 Trouble Shooting Engine and Propellers 4-22

5- 1 Fuel System 5- 2 10- 1 Battery Charge Rates 10-2

5- 2 Transmitter Installation 5- 3 10- 2 Hydrometer Readings 10-2
5- 3 Fuel Calibration Table 5- 4 10- 3 Battery 10-2
5- 4 Transmitter Float Arm Adjustment... 5- 4 10- 4 Alternator 10-3
5- 5 FuelGascolator 5- 5 10- 5 Electrical Load Chart 10-4
5- 6 Fuel Selector 5- 5 10- 6 BulbReplacementGuide 10-4
5- 7 Trouble Shooting Fuel System 5- 7 10- 7 CircuitBreakers 10-5
10- 8 Connector and T-Strip Locator 10-6
6- 1 Main Landing Gear 6- 2 10- 9
6- 2 Main Landing Gear Strut Assembly.... 6- 4 thru
6- 3 Nose Lauding Gear 6- 6 10-18 SeeWiring DiagramsIndex 10-7

Change 4 iii/iv
 114
MAINTENANCE MANUAL Introduction

INTRODUCTION

This Rockwell International, General Aviation Division All recommended changes will be reviewed by Cus-
M~intenance Manual has been prepared by the Tech- tomer Service, Engineering, etc., before incorpora-
nical Publications Department. It contains informa- ~ion or rejec~ion. Additional forms may be requested
tion all aircraft systems and operating procedures
on from Rockwell International General Aviation
required for safe and effective maintenance. It shall Division.
not be used as a substitute for sound judgement.

CHANGES AND REVISIONS

APPLICABLE PUBLICATIONS

There are types of chan~s and one type of revi-

two
1. Pilots Operating Handbook or Flight Manual sion used to keep ~s manual current. The material
2. Pilots Checklist. compiled in these changes and revisions will consist
3. Illustrated Parts Catalog. of informrttion necessary to maintain the present
4. Service Releases. equipment or new equipment added to the airplane.
It is imperative ~hat this material be inserted in the
manual at ~he time it is received.

HOW TO GET COPIES

INTERIM CHANGE

AUTOMATIC DISTRIBUTION An interim change will be distributed anytime it is

necessary to forward immediate information to the

To receive future changes and revisions to this manual holders of maintenance manuals. The interim change
or to any other publication automatically, an aircraft will consist of colored ~g´•es which are inserted in
unit must be established on the automatic distribution the appropriate section of the manual until formal
list maintained by the Technical Publications Depart- white change pages are issued. This interim change
ment. All owners of new and used aircraft can be will include deletions and/or additions of material
established on the automatic distribution Ilst or change pertine~t to specific paragraphs or illustrat~ons of
edsting publications ~qllirements of an aircraft unit the manual.
by submitting a properly executed Technical Manual

Owner Address Change Card Form (AC 1661) found

in the f~nt of all Maintenance Manuals leaving the FORMAL CHANGE
factory. Other publications may be purchased by
completing Technical Manual Order Form (AC 1658 A formal change will be distributed periodically, to
orAC 1659). Additional information is provided in holders of maintenance manuals, and will, in most
Service Informat~on No. SI-101. instances, supersede previous interim changes.
These changes will be page replacements and shall
be inserted in the manual in accordance with the in-
A001T10NAL COPIES structions given below:

Additional copies of this manual and related changes i. Replace the obsolete pages in the manual with
may be procured by submitting a Technical Manual formal change pages of the same page number.
Order Form (AC 1658 or AC 1659) found in the back 2. Insert pages, with page numbers followed by
of all Maintenance Manuals delivered from the factory. a letter, in direct sequence with the same
common numbered page, i.e., 5-1, 5-1A,

5-2, 5-2A, 5-2B, and 5-3.

REQUESTING MANUALS CORRECTIONS/

CHANGES REVISIONS

The revision is distributed when over sixty percent

Recommended changes
corrections to this manual
or of the manual has been changed due to major changes
may be submitted by anyone using the manual. Change/ to equipment and/or accumulated formal changes
correction recommendations shall be submitted onthe require a revision to the manual. A revision will
Publications Change Request Form (AC 1432) foundin replace every eds~ing page in the manual and should
the back of all manuals delivered from the factory, be inserted in the manual as follows:

Change 3 C
 114
Introduction MAINTENANCE MANUAL

i. Remove and dispose of all pages in the manual

except the tab dividers and insert the new CAUTION
pages in each section.

An operating procedure, practice, or

condition, etc., which may result in
IDENTIFICATION OF CHANGED MATERIAL damage to equipment, if not carefully
observed or followed.

Changed text will be identified

by a black vertical
line along the outside
margin of the page, opposite
revised or added material. Changed illustrations NOTE
will have symbols within the border of the illustration
to indicate minor changes. Major changes
requiring An operating procedure, practice, or
complete redrawing of an illustration will be indicated condition, etc., which is essential to
by a black vertical line along the outside margin of emphasize.
the page apposite the illustration.

Revisions of text and illustrations will not have any

change markings as they are treated as new pages in
a new manual.

WORDING
WARNINGS, CAUTIONS, AND NOTES
The concept of word usage and intended
meaning
which has been used in preparing this manual is as
The following definitions apply
to ’7YARNINCS", follow s:
’%AUTIONS", and "NOTES" found throughout the
manual.
"~hall" has been used only when application of a pro-
cedure is mandatory.
wnRnlwo I ’8hould" has been used only when application of a
procec~ure is recommended.
"MBy’l and ’heed not" have been used only when appli-
An operating procedure, practice, or cation of a procedure is optional.
condition, etc., which may result in ’Will" has been used only to indicate
futurity, never
injury or death, if not carefully observed to indicate any degree of requirement for
or followed.
application
of a proce~re.

Change 3
 SECTION

GENERAL
IN FOR NIATION
 MAINTENANCE MANUAL

SECTION

GENERAL INFORMATION

fABLE OF CONIFNfS

PaRt!
GENERAL i 1-1

PRMCIPAL DMENSIONS..... i;.´•.´•´•´• 1-1

General 1-1
Wing..........´•.~´•´• 1-1
Stabilizer and ELevatora 1-3
Verticnl Stabilizer and Ructder 1-3
1-3
Arcaa ´•´•´•´•´•´•´•´•;:´•´•´•´•1 1-3
FUSEtAGE AND WIN(; STATIONS
AincnAFT sTnucTrlness 1-3
~’3
Fusrlage
~-3
WinR ..........´•.´•´•´•´•´•´•´•´•´•´•´•´•´•´•I~´•´•´•´•’´•´•
´•´•´•´•i´•´•´•’´•´• 1-9
I"sl\l(,~!nn;\pr ,..........´•´•´•1´•´•´•´•
AIRCI1AFT SYSTEMS i.....´•´•.´•´•´•..´•´•´•´•´•
l-S
1-5
Hydrni,lic System
Power Plant 1-5
FllclSys~rln............ 1-5
LanninF Grar, Wherls, and nrakt!n 1-3

Fli#l’l Cotllrc,ls 1-9

Instromonta 1-9
Hc~tlnF! aiid VcnlilRtlon 1-6
Elcctrir::ll

ORIGIEVA& As
RECEIVEO BY B\r~
 GENERAL DESCRIPTION and upholstered for noise abatenient, warmth and ap-
pearance. The cabin will seat up to three passengers
in addition to the pilot. Entrance doors located on
The Roclewell Commander Model 114 is a low wing, both sides of the fuselage provide access to the cabin
single-engine aircraft designed for business or plea- area. A baggage compartment, which contains 22 1
sure. It is powered by Lycoming IO-540-T4A5D
a cubic feet of storage space, is located aft of the rear

I (Serial numbers 14000 through 14149), and IO-540-

T4B5D (Serial numbers 14150 and subsequent), 260
seats and is accessible through a door on the left side
of the fuselage, or the rear seats.
horsepower engine that drives a Hartzell 2-blade,
constant-speed propeller. The engine and propeller
combination provides sufficient power for optimum
aircraft performance to an altitude of 16,800 feet. PRINCIPAL DIMENSIONS
Structural integrity, flight safety, and minimum main-
tenance requirements are assured by the construction
and design of the major airframe components. The GENERAL
wing design and its position in relation to the fuselage
provides the best capability and aircraft controllability Wing Span 393. 10 inches (32’-9. 10")
desired for optimum single-engine performance. The OverallLength 300. 50 inches (25’-0. 50")
Height to Top of VErt.Stab 101.00 inches (8’-5. 00")
design concept of the aircraft embodies maximum
safety, minimum maintenance requirements and ease Main Gear Tread 131.40 inches (10’-11.40"!
of accomplishing necessary maintenance and servicing. Main Gear to Nose Gear 82.50 inches (6’-10.50")
Access covers, doors, and quick opening engine cowl- Empty Weight (w/Std. Equip- Estimated) 1688 Ibs.
Gross Weight 2650 Ibs.
ing provide easy access to aircraft and engine systems
components. The retractable tricycle landing gear is
operated hydraulically during normal operation. An
WING
emergency extension system will extend the main gear
in the event the hydraulic system should fail. Passen-
of the Type Low-Wing-Full Cantilever
6er and pilot comfort are assured by the design i i.........´•

Airfoil Section (Chordwise)...NACA 63-415 Modified

seating and interiors, which are completely insulated

2 1-1
ChanRe

ORIGl~a?iL ps
R~CEEVF´•o BY
 114
Section I MAINTENANCE MANUAL
General Information

25’-0.
50"--------------------~I_
8’-5"

6’-10. 50"

32’ -0"

77"

X16 1

Figure 1-1. Generol Dimensions

1-2
 114
MAINTENANCE MANUAL Section I
General Information

Root Chord 70. 30 in. FUSELAGE AND WING STATIONS

Tip Chord 35. 15 in.
Mean Aerodynamic Chord 55.05 in.
Angleof Incidence, Tip 00 The station diagram shown in Figure 1-2 provides a
Dihedral(at LE) 70 convenient method for identifying and locating refer-
Sweep Angle, 25qb Chord -20 32’ ence points on major components of the fuselage and

AspectRatio 7.20 wings. These reference points are numbered in

I C.G. Limit, Gross wt. FWD......... 25.00~0 MAC inches. The fuselage stations are n~mbered from
C.G. Limit, Gross Wt. AFT 31.50qb MAC zero to 298. 50 inches aft of zero. Rib stations of the
350 +00 -20 and ~iorizontal stabilizer are measured from the

I Flap Travel Down

Aileron Travel- UP
DOWN
25b f20
90 f20
wing
centerline of the fuselage
leading edge.
outboard, along the surface
The top of the vertical stabilizer rep-
resents the highest reference plane which is 101. 00
inches above ground level. References to fuselage
and wing stations numbers and Z lines are used as a
HORIZONTAL STABILIZER AND ELEVATORS means of pin-pointing the location of structural and

system component installations.

Span 161. 50 inches (13’-5. 50")
AirfoilSection NACA6g-O1OModified
Root Chord 47. 46 in. AIRCRAFT STRUCTURES
Tip Chord 18. 36 in.
Mean Aerodynamic Chord 35. 00 in.
AngleofIncidence -20
FUSELAGE
Dihedral 00
AspectRatio 5.38
The fuselage consists of the nose section, center
TaperRatio 0.39
section and aft section. The section
nose extending
Elevator Travel UP 300 ’20
from fuselage station 22. 00 to 62. 50 houses the power
DOWN .........,..13" +20 -10
plant and retractable nose landing gear. Nose landing
Trim Tab Travel UP 15b +20
gear doors, which open and close as the gear is ex-
I DOWN 260 +10
tended or retracted, form an aerodynamically smooth
nose section during flight. The nose section is joined
to the center fuselage section at fuselage station 62.50,
which is also the location of the engine firewall. The
VERTICAL STABILIZER AND RUDDER
center fuselage, which contains the main cabin area
and baggage compartment, extends from fuselage sta-
Height (above ground level). 101. 00 inches (8’-5. 00")
tion 62. 50 to 178. 00 where it is joined to the aft fuse-
Airfoil Section NACA 66-012
lage section. This section, which houses the seats
Root Chord 71.20"
for pilot andthree passengers, has two doors that
Mean Aerodynamic Chord 50. 90 in.
afford easy access to entering the aircraft from either
Rudder Travel L R 250 f20
side. The pilots area is equipped with a wide-vision
windshield and large door windows to assure maximum
pilot visibility during flight. The aft fuselage section,
FUSELAGE extending from fuselage station 178. 00 to 263. 00, is
permanently secured to the center fuselage section
and provides structural attachment points for the em-
Cabin Interior Height 49. 00 in.
pennage flight surfaces and controls. This section
Width 47. 00 in,
houses the battery, hydraulic power pack unit and
Length 75. 00 in.
various control surface cables. The entire fuselage
Volume 99 cu.ft.
is designed to assure a strong safety margin for all
(rudder pedal to back of 2nd seat)
flight conditions and to provide attaching structures
Baggage Compartment Interior for the wing and empennage. Sturdy aluminum floor-
I Volume 22 cu.ft.
ing supported by longitudinal beams and bulkheads
-Capacity 2001bs.
extends from the firewall aftward through the baggage
compartment. The center wing structure is attached
to the fuselage so that a part of the wing torque is
absorbed by the fuselage structure.
AREAS

Wing 152.00 sq.ft. WING

Aileron 11. 00 sq. ft.
Flaps 18. 00 sq.ft. Each wing is of an all-metal stressed-skin construc-
Horizontal Stabilizer (incl. elev) 33. 64 sq.ft. tion incorporating spars, formed ribs and an integral
Elevators (incl. tabs) 17. 60 sq. ft. fuel tank contained in a three-rib section, forward of
Vertical Stabilizer (incl. rudder) 17. 00 sq. ft. the main spar. The main spar of each wing is joined
Rudder 5.00 sq.ft. together at the center of the fuselage with spar cap

Change 2 1-3
b
go o
,o 5: o o o O D R
o cu
mc~,
co~ in 4) ED
E
~co (P O N
F N

4.80
F

23. 58

35’ 31
38. 70
47. 16

58. 95

70. 69. 35

275.122 286.08
ca

LEFT HORIZONTAL STABILIZER

Z
o --I
cu m
Z
cu

a 275.12 298.50
O
m
P
Z 120.50

a I I I Z
148.00 C
3
r

Z 82.75 1 ~e ~J I--- Z 83.80

Z 64. 00 I II _,’ I I Z 63. 41

Z 58.00

Z 50.00

Z 28. 58

0 22.00 27.50 62. 50 85. 00 123. 00 168. 32 178.00 205.00 230. 50 263. 00

MAINTENANCE MANUAL
splices. The wing is installed in the lower center
fuselage section. It is secured to the fuselage load-
bearing frames and fittings by bolts and nuts at sta-
tions 85. 00, 123. 00 and forward of station 148. 00.
Access plates located at various points on the lower
skin of the wing provide access for inspection and
repair of the fuel system and the flight control cabling.
Landing gear fitting/retraction mechanisms are in-
stalled in the basic wing structures to provide attach-
ment points for the main landing gear. An opening in
the inboard leading edge of each wing serves as a
ram air intake for the cabin ventilation system. An
electrically operated wing flap is installed between
the fuselage and aileron on each wing. The flaps are
attached to the aft wing spar by hinge assemblies.
Extension and retraction of the wing flaps is controlled
by an electrically controlled jackscrew and torque tube
arrangement. Metal ailerons, extending outboard from
the flaps to wing station 189. 00, are attached to the
aft wing spar by hinge assemblies.
EMPENNAGE
The empennage consists of the vertical and horizontal
stabilizers. The vertical fin assembly is made of two
separate components; an upper assembly which is
mated at the horizontal stabilizer, and a lower stub
assembly which isintegral with the aft tailcone struc-
ture. A rudder control surface is attached to the ver-
tical stabilizer at two hinge points. A fiberglas
rudder cap contains provisions for mounting various
electronic antennas and the anti-collision beacon.
The horizontal stabilizer, consisting of a fixed and
movable elevator surface, is attached to the lower
vertical stabilizer stub assembly. The horizontal
and vertical stabilizers both utilize stressed and
beaded skin construction to provide maximum strength
with minimum structural components. The horizontal
surface is of single unit constructions with a fixed for-
ward surface and a hinged elevator control surface.
The elevator provides mounting attachment for a fiber-
glas tip-fairing at each outboard end for streamlined
appearance. The aft fuselage section is capped with
a fiberglas stinger assembly, containing mounts for
a tail navigation light and lens assembly, and tail tie-
down ring mounted in the vertical fin portion of the
cap, The rudder and elevators are controlled by a
cable and pulley system attached to the control sur-
face bellcrank or horn. Controllable trim tabs
installed on the elevators. A ram intake, recessed
air
into the center of the vertical stabilizer, provides
maximum cool air for in-night cabin ventilation.
AIRCRAFT SYSTEMS
HYDRAULIC SYSTEM
The landing gear system extension and retraction
actuators are operated by the aircraft hydraulic sys-
tem. Hydraulic fluid under pressure is supplied to
Change 3 1-5
114
Section I
General Information
the system by an electric hydraulic power pack unit
installed in the left forward area of the aft fuselage
section. Hydraulic pressure is maintained by pres-
sure control valves installed in the
hydraulic power
pack unit. A
landing gear selector switch, mounted
on the instrument panel, controls the direction of
fluid flow from the pump to permit gear retraction
or extension. An emergency extension system is
provided to operate the landing gear in the event the
hjrdraulic system malfunctions. The gear will drop
by gravity assisted by down springs. Other hydraulic
components use hydraulic fluid but are not function-
ally associated with the primary hydraulic system.
These are the master brake cylinders, nose shimmy
dampener, nose and main gear struts and wheel
brakes. All of these components have self contained
reservoirs and are not dependent upon the main sys-
tem.
POWER PLANT
A direct-drive 260-horsepower Lycoming IO-540-
T4A5D (Serial numbers 14000 through 14149), IO-
540-T4B5D (Serial numbers 14150 and subsequent)
is used to power the aircraft. The engine
is six-cylinder horizontally-opposed air cooled
a
engine which employs a wet sump oil system and is
equipped with fuel injection. Engine shock mounts,
which dampen engine and propeller vibration, support
the engine on the welded tubular engine mount bolted
to the airframe firewall. The is equippedwith
a Hartzell HC-C2YR-1BF/F8467-7R all metal constant
consists of two
speed propeller. The engine cowling
fiberglas segments that are easily removed for quick
access to all parts of the engine. The lower segment
is attached to the forward fuselage with screws
and is removed only when removing the engine or
performing maintenance on the lower portion of the
engine. The upper segment containing the oil check
door is held in place to the lower segment by four
Camloc latches and two studs. Adjustable cowl flaps,
located in the lower segment of the engine cowl, con-
trol cylinder head temperature during flight. All en-
gine accessories except the alternator are attached
t,,,,,ting pads on the engine.
are FUEL SYSTEM
Fuel is stored in the integral forward wing structure
of each wing (wet wing fuel tanks) outboard of wing
station 82.50 and extending to wing station 142.40.
The system has a fuel capacity of 34 gallons per tank
useable. The fuel tanks are serviced through filler
ports located on top of both wings. Fuel is supplied
from the tanks through the fuel selector valve to the
fuel gascolator. From the gascolator, fuel travels
through the electrically operated audliary fuel pump
to the engine-driven fuel pump. The au~iliary fuel
pump is used for engine starting and also provides
fuel pressure to the engine in the event of an en~jne-
driven fuel pump failure.
 114
Section I MAINTENANCE MANUAL
General Information

LANDING GEAR, WHEELS, AND BRAKES INSTRUMENTS

The retractable tricycle landing gear is operated hy-
draulically; however, should a failure occur in the
hydraulic system an emergency system is provided for
the emergency extension of the gear. The gear is held
in the up position by hydraulic pressure lock and will
free-fall to the down and locked position if normal
hydraulic system pressure is lost. The emergency
lowering of the main gear is accomplished by placing
the emergency gear extension knob in the DOWN
All instruments except magnetic compass and outside
air temperature gage are installed in the main instru-
ment panel and sub-panel areas, and are grouped ac-
cording to function and ease of surveillance. All pri-
mary flight and gyro instruments are installed in the
left side of the main instrument panel. Manifold pres-
sure and tachometer gauges are mounted in the lower
center area of the main panel and the remaining engine
instruments are grouped horizontally across the left

position to release hydraulic fluid trapped in the up-
lock portion of the actuators. This bypasses hydraulic
fluiddirectly to the hydraulic power pack reservoir
allowing the gear to drop by gravity, assisted by
down springs. Mechanically actuated landing gear
doors enclose the main gear struts within the wing.
The nose landing gear, which retracts into a wheel
instrument sub-panel. Lighting for the instruments is
furnished by a combination of post lights and flood
lights. Optional navigation and communications equip-
ment is located in the center and right side of the
main instrument panel.

well under the engine is enclosed by mechar.iially HEATING AND VENTILATION

operated wheel well doors when the gear is retracted.
The nose and main landing gear wheels are machined The forced air heating and ventilation system provides
castings, consisting of two sections called wheel heat and ventilation to the cabin area. Heat is obtained
halves. The wheel halves, which are secured to- from the exhaust manifold heat exchanger, located in
gether by bolts and nuts, are not interchangeable; the engine compartment. Ram air, obtained through
but the complete wheel assemblies are interchange- air inlets in the cowling, is routed through a heat ex-

able according to wheel size. Each wheel halve has
a tapered roller bearing which seats in a hardened
steel cup. Disc type hydraulic brakes, attached to
the main landing Rear, are individually controlled by
applying toe pressure to the rudder-brake pedals at
either pilots position. A parking brake, which ope-
rates from the master brake cylinder, is engaged by
applying toe pressure on the rudder-brake pedals
and pulling out the PARK BRAKE controllolob. The
nose wheel
steering system is tied in with the rudder
trim system and is operated by depressing the rudder-
brake pedals. Initial depression of the pedal starts
the nose wheel turning toward the desired direction,
while further pedal pressure results in
of nose wheel steering and main wheel braking
the aircraft.
changer shroud around the exhaust muffler where it is
heated and distributed to the defroster and cabin heat
outlets. Control knobs located on the right instrument
sub-panel assembly control the amount and tempera-
ture of heated air entering the cabin. Fresh air enters
openings in the leading edge of the wing where it is
mixed with heated air for a desired degree of warm
temperature. Two individual ventilation systems pro-
vide maximum cool air for in-flight cabin ventilation.
A ram air intake, recessed into the center of the ver-
tical stabilizer, serves the overhead console. The
second ventilation system utilizes the fresh air intake
openings in the leading edge of the wing to supply
a combination fresh air to the floor level outlets.
to turn

ELECTRICAL SYSTEM

FLIGHT CONTROLS The 14-volt de electrical system obtains power from

one l%-volt battery and engine-driven 14-volt
one

The aircraft is equipped with

a dual flight control sys- ’IO-amp alternator. Current is normally supplied to
tem, which utilizes control
columns, control wheels, the system from the alternator. When alternator out-
and rudder pedals to operate the primary flight control put is not available electrical power is supplied from
surfaces. Trim tabs, located on the elevators are the battery installed in the aft fuselage. An optional
controlled by rotating the trim tab control wheel, lo- external power receptacle, located aft of the battery
cated in the center console. A fixed position ground on the left side of the fuselage, may be used for con-

adjustable trim tab, is installed on the trailing edge of necting a 14-volt de ground power unit to the aircraft
the left aileron. The wing flaps are operated electric- de power system for engine starting or maintenance.
ally and controlled by a switch on the lower right side Aircraft without an external power receptacle should
of the instrument panel. An internal control lock, use a battery for servicing purposes. The elec-
spare
which may be installed in the control column, secures trical system utilizes a voltage regulator, 70-ampere
the ailerons and elevators in the neutral position when circuit breaker and overvoltage relay to regulate the
the aircraft is parked, alternator voltage and protect the electrical system.

1-6 Change 2
SECTION

SERVICING
 114
MAINTENANCE MANUAL Srrtlon II
Srr vic ing

SEC710N II

GROUND HANDLING, SERVICING, INSPECTION, AIRFRAME

MAINTENANCE, LUBRICATION AND STORAGE

TABLL Of CONfENTS

Page
GENERAL DESCRIPTION 2- 1
GROUND HANDLING 2- 1
Towing 2-1
Taxiing 2- 2

Parking 2- 2
MooritiR 2- 2
2- 2
Jacking
tevellng.......~ 2- 3

COLD WEATHER OPERATION 2- 3

Cold Weather Maintenance Hints 2- 3

GROUND EMERGENCY PROCEDURES 2- 4

Fires 2- 4
Engine
Electrical Fires 2- 4
GROUND OPERATION OF ENGINE 2- 5
Exterior Prestart Check 2- 5
2- 5
Cockpit Prestart Check
Starting Cold Engine 2- 5
Starting HotEngine 2- 8
Engine Operational Check 2- 8
SYSTEM AND COMPONENT SERVICING 2- 6
2- 8
Hydraulic System ...1....´•´•´•´•´•´•´•~´•´•´•´•´•´•´•

Engine Oil System 2- 8

Engine Inducti(,n Air Filter Cleaning 2- 9
FuelSystem 2- 9

Landing Clear, Wliecls and Brakes 2-12

Battery 2-13
INSPECTION 2-13
Inspection Checklist 2-1’5
A1RFRnME MNNTEN~NCE 2-15
Alrlrame Sealing....... 2-15
Fiherglas Rcp~irs.......´•...´• 2-17
StrurturRI nepnir~.........´•.. 2-1R
Windshield snti Windows 2-1R
Cal,Ln and nnRg:llr~ I)oors 2-21
Seats I......´•.´•´•´•´•´•´•´•´•´•
2-23
2-23
UpholRlery....
Wings 2-23
2-25
Empennnee
AirTranle Clc;lllil,~! 2-2’5
tul,ricRlic,n 2’32
Slnr:lgrr 2-32
C3ENERAI DESCRIPTION a. ru!l_j~g_ and ear (o\i~ bht.
The nose be turned a maximum of 30 de;
grces to the leIt or right of cent~r. Nose wheel tow
Standard ground handling, dertrlctng,
for limits must; be st.rlclly ob~erved to prevent nose Rtrnr
inspection, airframe maintenance, lubrication and datnaae.
storage are fnclddea in this section. Adherence to fi. notating iandi41g g!ar
these procedures on a Scheduled basis can save many whei~-are near the
hours of maintenance and aircraft dr,wn time, When cc;;ierr,TS;~ilatlce, ~nd two mencnn easily lower tile
a cJyeCertl component requires service or maintenance tall and move the aircraft with little e~fort.
other’ than that butlined in this section, refer to the c. rope liarness ´•to
ayplicable section of this man\lal for complete infol.- This me(.had is aircraft ior-
matfon. ward Ihrougli Snow and over sort or Inuddg ground,
UrJe tow bar tn SI:ppy aircraft.

BiRauND ~IANbLING ’rOWING PRECAUTIONS

a. Nevfr 1)11s11, I:)U11. or 1/1( nircrall hy llsc-of

t6WINC) coiili.c,l surf~ces,
b. Never usr noRe l!ear slnll boclg or IRilctmrr lic-
Movement of the aircraft on Ihr erc,~ind nlnyy be ncc:c,iii-

~114hed li~ the I,l:lc:e 011 ;Ijl-cl´•nll tr,w-

Chnn~r 1

ri~ s G U ~AL As

HECEIWED BY PI-$P
 114
Section II MAINTENANCE MANUAL
Servicing

~:3-
/I(
^i i
i\´•

LOCKCONTRQL

X22 1

Figure 2- l.lnternol Control Lock

ing, and avoid jerky motions. set parking brake during cold weather when accumu-
d. Do not ropes attached to main gear for tow-
use lated moisture may freeze in brakes, or if brakes are
ing aircraft backwards through mud or snow. overheated. Close cowlflaps, install internal control
lock (Figure 2-1) and pitot covers, and place chocks
under wheels.
TAXIING

Refore attempting to taxi aircraft, maintenance per- MOORING

Sonnel should be ’checked out’ by qualified personnel.
When it is dete~mined that propeller area is clear, Park aircraft as previously outlined. In winds up to
apply power to start taxi roll and perform the follow- 20 knots, secure the aircraft: at tie-down rings. For
ing checks: winds above 20 knots, tie nose gear, main gear and
tailcone, and wing ring (see Figure 2-2),
tie-down
a; a few feet and check brake operation,
Taxi and install external control surface locks, if avail-
b. While taxiing, make slight turns to determine able. Haanrar aircraft when predicted wind velocity
that nose wheel steering is operative. exceeds 60 lu~ots. When mooring aircraft, use 3/4-
c. Avoid taxiing over ground containing loose inch manila or nylon rope and enlploy a clove hitch
stones, gravel, or other loose material that may or other anti-slip knot. If manila rope is used for
cause foreign object damage to propeller, cowling, tie-down, allow enough sl.ack to compensate for con-
or other aircraft in the area, traction of the rope libel´• without damaging Rircra~l:,
d. Never taxi with flaps extended.
e. Minimum turning distances must be strictly
observed. JACKING
f. Taxi with propeller in higli rpll7, cowl flaps open,
and observe all engine operating limits. Aircraft jacking should be accomplished in a hangar
unless wind is calni. I)lace jacks under jack pads on

the underside of botli wings and nose jack pad near

PARKING tlte nose gear wheel well as shown in Fih~ire 2-,7.
Attach a tail support stand to the tailcone tie-down
Head aircraft into wind and set pnrking brake. no Iiot fittiri~ and ballnsl, as reyuired. NaiSe nose and wing
2-2
 114
MAINTENANCE MANUAL Section II
Servicing

X16 2A

Figure 2-2. Mooring

jacks evenly until all three wheels are clear of the COLD WEATHER OPERATION
floor and struts have fully extended. adequate
Provide
clearance from floor surface if landing gear cycle tests
are to be made. Aircraft operation in cold weather creates a need for
additional maintenance practices and operating pro-
ceduri´•s that are not required in moderate tempera-
tures. Whenever possible, shelter aircraft in a
CAUTION
heated hangar to prevent frost, ice, and snow accumu-
lation which requires added maintenance time to
remove. These weather elements, if allowed to ac-

Check that parking brake is released cumulate only a fraction of an inch in thickness on the
prior to lowering the aircraft after critical airfoils and control surfaces, seriously de-
maintenance. grades aircraft lift and flight control effectiveness.
The possibility of aircraft system failures is increased
when the aircraft is parked where wind driven snow or
freezing rain can be forced into the engine air inlet,
The nose gear may be raised without the use of jacks, fuel and static vents, heater air inlets, pitot tubes
by lowering aft fuselage and securing with weighted tail and wheel wells. If aircraft is to be moored outside
stand. in extreme cold, the battery should be fully charged
so it will not freeze. Make certain allvents, air in-
lets, static ports, etc., are covered. Make certain
LEVELING cowl flaps are The engine should be preheated
closed.
if aircraft is parked in the open when temperatures
Leveling. of the aircraft is required for weighing and are extremely low. Locating the aircraft inside a
calibration of the fuel quantity indicating system. To heated hangar is the most effective method of pre-
level the aircraft, place aircraft in an enclosed han- heating aircraft. Auxiliary ground heating units may
gar. If weighingistobe made, retractflapsif ex- be used to preheat the engine. This will make start-
tended, install control wheel lock, remove all loose ing easier and assure proper engine lubrication at the
equipment from the aircraft and position adjustable initial engine start. Use of an external power unit is
seats in the forward position. Place scales under recommended to conserve battery energy if your air-
jack stands at wing and nose jacking points. If scales craft is equipped with the optional ground service
are equipped with easter wheels, block wheels to pre- receptacle. General Aviation Divisions’ Service De-
vent inadvertent movement. Raise all three
jacks partment is available to advise operators having any
evenly until aircraft is high enough to permit fore and particular cold weather operation problems.
aft leveling by adjustment of the nose jack. Place a
level on the exterior surface of the fuselage floor pan
COLD WEATHER MAINTENANCE HINTS
just aft of the nose wheelwell. Minor lateral level-
ing adjustments can then be made by adjusting an in-
dividual wing jack. Longitudinal leveling can now be Information contained below is intended only for the
made by placing a level in a fore and aft direction on purpose of supplementing existing information in this
the exterior floor pan surface and adjusting the nose manual, when operating aircraft in cold weather.
jack as necessary. Keeping aircraft in top maintenance condition during

2-3
 114
Section II MAINTENANCE MANUAL
Servicing

o[I~
C(_

U
BALLAST

X163

Figure 2-3. Jacking

cold weather operations can not be overstressed. GROUND EMERGENCY PROCEDURES

BATTERY. Battery should be maintained at full
charge during cold weather to prevent freezing. After Emergency procedures must be accomplished as
adding water in freezing temperature, charge battery rapidly possible should an emergency arise. It is
as
to mix water and electrolyte. A frozen
battery may therefore suggested that steps pertaining to each
explode when subjected to a high charge rate. Cor- emergency be committed to memory in order to ac-
rosive damage to the area adjacent to an exploded celerate the procedure and minimize
any possible
battery will result if the electrolyte solution is not damage. The best solution is to avoid emergencies
removed. Instructions for removing spilled electrolyte by following the procedures contained throughout this
are provided in this section. The battery should be manual.
removed and stored in a warm place, if the aircraft is
to remain idle for an extended period of time.
ENGINE FIRES
FUEL SYSTEM. Condensation is likely to occur
more
in cold weather due to a more rapid and positive divi- If a fire develops in the engine
compartment during
sion of moisture content from other fuel properties,
engine starting, continue the engine start in an attempt
If atallpossible, use fueling facilities that filter to blow the fire out. If the fire
persists, proceed as
moisture from the fuel. If fueling facilities with filters follows:
are not available, filter fuel through a
good grade
chamois. Fill tanks with correct grade (octane) fuel Cowl flaps
a. CLOSE.
as soon as possible after landing to reduce the possi- b. Mixture control IDLE CUTOFF.
bilityof condensation and ice formation in the tank. c. Fuel selector valve OFF.
Fuel extracted from the fuel tank drains before engine d. Cabin ventilation control CLOSED.
starting, deserves a more critical examination when e. Ignition and master battery switch OFF.
aircraft is being operated in cold weather, f. Abandon aircraft.

POST FLIGHT MAINTENANCE. Cold weather opera-

tion demands procedures that are in addition to normal ELECTRICAL FIRES
post flight maintenance procedures. The engine should
be allowed to run dry by closing the fuel selector valve. Circuit breakers will automatically trip and stop the
Fill fuel tanks immediately after flight. If shelter is current flow to shorted circuit. However, as a
a
not available, tie aircraft down, install
wing and en- safety precaution in the event of an electrical fire,
gine compartment covers when snow is in the forecast, turn master battery switch OFF. Use a fire extin-
and be sure all openings are closed covered.
or guisher approved for electrical fires to extinguish flame.

2-4
 Commander Aircraft Company; 405 495 8383; May-23-02 1:28PM; Page 3/4
Sent By:

MAINTENANCE MANUAL
AIRCRAFT CoMP NY j
Po~l Airpon
interim change notice yeliW)~0 37
7200 HW= 63p6~.
Rsbjny, OK

INTERIM CHANCE NOTICE: Model 114/A 1 September 1996

NOTE
This notice contains an interim change to the Maintenance ManuaI and
should be Bleel.in.the. appropriate Section´•of the pending receipt of
formal revision pages, It is suggested that a reference to the interim change

be made sdjarmt´•tcr´•the appropriate part of the mannal as a means otalert-

ing the reader to the addition or change to the maintenance inatruftions.

SUBJECT: GROUND CONTACT SWITCH, GROUND CONTACT SWITCH CHECK.

INSTRUCTIONS: Replace the text in the manual with

GROUND CONTACT SWITCH. The gear down ground contact (squat) switchi located on the

right main gearlrunnion, isadjusted so the switch is actuatedwithin the last .25 to;38
while raising or lowering the gei
gear extension. Loosen attaching screws and adjust the switch
with a jack. Cheek that the-swtch actuates within the specified distance. Measurement is taken
at the base of the O1Plrl strut.

GROVND CONTACI.
S~ITFH cHEEK: Chnbrg Ihefolfowingchnk, the landing gsrgmond-
contact (squat) switch right
on the main landing gear assembly. must be open (plunser.out~
prevent the gear ~om retracting.

AREUING

Prior to beginning this test, place jacks under the wing and
nose jack points,

a. Check that there is adequate hydraulic fluid in the hydraulic power pack (refer to Section 3).
b, Masterbattery switch.-ON,
c. Place the landing gear selector switch in the UP position,
d. The hydraulic power pack unit should remain off.‘ The gear down position indicator light
should remain illuminated. The gear warning bell or horn should sound.
e. Open the throttle fully. Check that the red gear unsafe light remains extinguished and the
gear warning hnm.cantiaues to sound.

Turn the Malter battiry switch OFF bkfore proceeding to the nest step

Interim Cllange 2 Page 1 of2

PM MM114001-2-IC2
Sent By: Commander Aircraft Company; 405 495 8383; May-23-02 1:29PM; Page 4/4

f. Jack the aircraft as described in Section 2. Clear area around the landing gear before
proceeding.
g. Master baUery s~witch ON. Tile landing gear will Check that the red gear-
start to retract.

warning light illuminates. The gear warning bell or horn should stop sounding and all indica-
tor lights should extinguish at the completion of the retraction cycle.

NOTE
Warning horn will sound only if the throttle is retarded andlor the naps are

extended below t2.5Q (~.5Q).

h. Landing Bear selectorswilch DOWN.

i. Return the throttle to the mid position.

2 of 2 Interim Change 2
Page
P/N MM134003-2-1~2
 114
MAINTENANCE MANUAL Section II
Servicing

GROUND OPERATION OF ENGINE STARTING COLD ENGINE

a. Place mixture control lever in full RICH position.

Perform all engine ground operations cowling
with b. Place propeller control lever in forward HIgh
fastened, mixture control in full RICH position, pro- RPM position.
peller control in HI1Sh RPM position and cowl naps c. Place throttle control lever for\liard approx-

open. imately one-fourth inch.

d. Place induction air heat control to OFF.
e. Place master battery switch to ON.
Alternator side of switch to OFF if external
CAUTION
power is used, otherwise place alternator
switch to ALT ton).
Do not allow cylinder head and oil f. Check battery voltage, voltage should be 11 to

temperatures to exceed maximum 12 volts.

limits. g. Place auxiliary fuel pump switch to FUEL PUMP
momentarily, then OFF.

EXTERIOR PRESTART CHECK

WARNING
The following check list may be used for the exterior
prestartcheck. Aircraft should be headed into the
wind and wheel chocks in place.
Propeller area must be clear of person-
a. extinguisher must be readily available in
A fire nel, work benches and equipment prior
the event of an engine fire. to engaging starter.

b. Check oil level (8 quart capacity~. Assure en-

crankcase has been serviced with correct grade h. Rotate ignition switch to START and then to
gine
and weight of oil (see Detailed Engine Specifications, BOTH when engine starts.
Section N).
c. Clear area of personnel. WOTE
d. If engine has been inoperative for several hours,
pull propeller through several revolutions by hand. Cranking should be limited to 30
seconds and several minutes allowed
between cranking periods to permit
the starter to cool.

WARNING
I L i. Place throttle to desired IDLE speed.

´•P mp WOtE
Ignition switch must be OFF when

Ev,v,
.Y
a, -f~ rotating propeller by hand. If engine fails to start and flooding
v, is suspected.

COCKPIT PRESTART CHECK i. Auxiliary fuel pump switch OFF.

a. Mixturecontrol- LEANculoif.
3. Throttle control FULL power.
O Following the Exterior Prestart Check and prior to
Z 4. Ignition switch START.
starting engine, make the following cockpit prestart
checks: 5. When engine is cleared of excess
fuel and cylinders begin to fire,

a a.

b.
LOCKED.
c.
Place all switches in OFF
Verify landing

Remove flight
position,
gear control lever DOWN and

control lock from control wheel,

place mixture control full forward
(RICH) and auxiliary fuel pump
switch to FUEL PUMP momentarily
then OFF.
and assure controls operate freely. 6. Release ignition switch when engine
d. Check circuit breakers for correct position. starts.

e. Place master battery switch in ON position. 7. Set throttle control as required.

f. Check landing gear safe lights (green) for illum-
ination. j. Check oil pressure gage for an indication of oil
Set parking brakes. pressure. If oil pressure is not indicated within 30
g.
h. Check fuel quantity, seconds after engine starts, stop engine and deter-
i. Set trim tabs for takeoff. mine cause.

j. Wing flaps FULL UP. k. After engine has started, disconnect external
k. Position cowl flaps OPEN. power if used and place alternator master switch to
i. Fuel selector valve LEFT or RIGHT (fullest tank). ALT ton).

2-5
 114
Section I1 MAINTENANCE MANUAL
Servic ing

WOTE
The battery switch should be left ON CAUTION
until the alternator is turned on and
stabilized.
Ifmagneto switches remain OFF for
longer than a few seconds, after-firing
STARTING HOT ENGINE may occur when magnetos are switched
back to BOTH. If the engine continues
a. Place mixture control lever in full LEAN posi- to run with the
ignition switch off, stop
tion. engine by placing mixture control lever
b. Place propeller control lever in forward HIgh in IDLE cutoff and check magneto ground.
RPM.
c. Place throttle control forward to FULL.
d. Place induction air heat control to OFF. Advance throttle to 2000 rpm and rotate ignition switch
e. Place master battery switch ON (alternator from BOTH to L (left) position and note rpm drop.
side of switch OFF if extenlal power is used). Rotate switch back to BOTH position to clear the engine.
Rotate switch to R (right) position and note rpm drop.
Drop should not exceed 175 rpm on either magneto and
should not exceed 50 rpm variation between the two
WARNING
magnetos.

PROPELLER. With engine at 1500 rpm, exercise

Propeller area must be clear of person- propeller by slowly moving propeller control lever aft
nel, work benches and equipment prior to reduce rpm to 1000. Return control lever full for-
to engaging starter. ward ~JC RPM) and note any indication of sluggish or
erratic operation. Refer to Section IV if propeller
f. Rotate ignition switch to START and then to does not operate properly.
BOTH when engine starts.

WOIP

Cranking should be limited to 30 seconds, CAUTION

and several minutes allowed between crank-
ing periods to permit the starter to cool. Do not allow cylinder head and oil tem-
peratures to exceed operating limits.
g. Place mixture control lever in full RICH position.
h. Place throttle control to desired IDLE speed.
i. Check oil pressure gage for an indication of oil
pressure. If oil pressure is not indicated within 30
seconds after engine start, stop engine and determine FULL POWER. With propeller in HIgh RPM and
cause. mixture control in full RICH, advance throttle to
j. After engine has started, disconnect external FULL open position. Tachometer should read 2700
power source if used, and place alternator master rpm, and manifold pressure (at sea level) should be
switch to ALT ton). 28. 6 inches mercury.

IDLE SPEED. Retard throttle lever to IDLE position.

WOIE
The battery switch should be left ON
until the alternator is turned on
stabilized.
ENGINE OPERATIONAL CHECK
After engine start, allow engine to warm up at 1000-
1200 rpm to ensure adequate cooling and engine lubri-
cation. At completion of warm up period proceed with
the engine operational check.
Engine should run smoothly at 600 (+50, -0) rpm,
without any tendency to load up.
and
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 AND COMPONENT SERVICING

INSTRUMENTS. With engine stabilized at 2200 rpm,

check all engine instruments, ammeter, voltmeter Servicing procedures contained in this section are
(optional) and vacuum (optional). confined to those maintenance actions that occur with
routine frequency and require a reasonable short
IGNITION. Check ignition switch grounding by retard-
period
of time to accomplish (see Figure 2-4).
Servicing
ing throttle to idle, and momentarily switching mag- practices and maintenance to aircraft systems and
netos OFF and then to BOTH. Tachometer should in-
components which require less frequent attention are
dicate a sudden rpm drop when magnetos cease firing, contained in the appropriate section of this manual.

2-6
 114
MAINTENANCE MANUAL Section II
Servicing

3L-

4’ 6

1
6

1712 Ji)

14 i3 11

ENGINE OIL FILLER 10. MAIN TIRE INFLATING VALVE

1.
2. ENGINE OIL FILTER 11. BRAKE MASTER CYLINDERS
3. GASCOLATOR 12. VACUUM SYSTEM RELIEF VALVE
FUEL TANK SUMP DRAIN VALVES FILTER AND VACUUM,FILTER CARTRIDGE
4.
FUEL TANK FILLER VALVES AND CAPS 13. INDUCTION AIR FILTER
5.
FUEL SELECTOR VALVE DRAIN 14. NOSE GEAR STRUT INFLATING VALVE
6.
(S/N 14000 THRU 14149) 15. NOSE TIRE INFLATING VALVE
BATTERY 16. NOSE GEAR SHIMMY DAMPENER
7.
8. HYDRAULIC POWER PACK 17. BRAKE FLUID RESERVOIR (S/N 14150 SUBS)
MAIN GEAR STRUT INFLATING VALVE 18. FUEL SUMP DRAIN (S/N 14150 SUBS)
9.

X22 16

Figure 2-4. Servicing Chart

2-7
Change 1
 114
Section ZI MAINTENANCE MANUAL
Servicing

HYDRAULIC SYSTEM

I
HYDRAULIC POWER PACK. The hydraulic power
pack is located in the left forward area of the aft fuse-
42
lage (see Figure 2-5). An access panel located in the
baggage compartment on the left aft side affords easy
access for servicing. Before removing the fill port
vent screw, wipe fill port area with a shop towel to
remove dirt that could fall into the reservoir. Never

allow reservoir to remain uncapped any longer than

necessary. If reservoir is low and hydraulic fluid is
not immediately available reinstall fill port vent screw
until hydraulic fluid is obtained. Service hydraulic
reservoir as follows:

a. Place master battery switch in OFF position.

b. Remove access panel in baggage compartment.
c. Remove fill port vent screw and check fluid
level. Reservoir level should be maintained to the FILL PORT
bottom of the fill port vent screw. AND VENT
d. Fill with MIL-H-5606 as needed.
e.

f.
Install fill port vent screw.
Install access panel. SCREWII f
ENGINE OIL SYSTEM

Eight quarts of engine lubrication oil are contained in

the oil sump of the engine. The oil supply should be
checked before each flight and maintained at the dip-
stick full mark with seasonal weight and quality of
lubricating oil. Refer to Section IV for correct oil
grade and weight. X22 4

OIL LEVEL CHECK AND SERVICING. The oil level Figure 2-5. Hydroulic Power Pack
dipstick is a part of the filler cap, which is located
on top of the engine. Access to the filler cap is gained
through a door, located on the upper surface of the INSPECTION AND CLEANING OF OIL SUCTION
engine cowling (see Figure 2-16). Maintain oil level SCREEN (ELEMENT). One oil suction screen and one
at full (8 quart) mark. Add oil that is of the same full flow oil filter element located within the oil system
quality and weight of oil as that contained in the sump, filters out foreign material that would otherwise be
and do not over fill. carried into critical moving parts of the engine. The
oil suction screen is located in the right forward end
OIL CHANGE. Engine lubricating oil may be changed of sump near the fuel injector and the full flow oil filter
at intervals of 100 hours ofoperation, provided that element is installed on the accessory housing. The
the filter element is changed every 50 hours. Oil metal oil suction screen must be inspected and cleaned,
that becomes dirty and contains sludge deposits should while the oil filter element must be removed and re-
be changed regardless of time since last oil change. placed, at each 50 hour-interval, each time the oil is
To change oil proceed as follows: changed or whenever improper oil circulation is sus-

pected.
a. Operate engine until cylinder head temperature
is within green range. Oil Suction Screen Removal
b. Place container having a capacity of 8 quarts or

more beneath the oil drain valve. Attach a hose to Release pressure oil
a. on system by draining oil
the drain valve to prevent oil spillage on nose gear sump.
strut or other components, b. Remove oil suction screen plug from oil sump
c. Open drain valve (push up). on right side of engine and discard gasket.
d. Allow engine oil to drain completely, then close c. Remove oil screen.
drain valve (pulldown), and remove hose.
e. Clean oil suction screen as outlined in this Full Flow Oil Filter Removal
section.
f. Remove and replace full flow oil filter. a. Remove safety wire from bolt head at end of
g. Add eight quarts of oil and check level with dip- the filter housing.
stick to assure sump is full. b. Loosen bolt and remove the filter assembly
h. Check drain valve for leaks, from the adapter.

2-8 1
Change
 114
MAINTENANCE MANUAL Section II
Servicing

c. Remove and discard the copper gasket and any b. Coat rubber gaskets with clean engine oil. This
other gaskets, allows rubber gaskets to seat properly under torque
when tightening the stud.
Inspection and Cleaning c. Install flat rubber gasket on shell edge.
d. Install mounting plate on stud.
Check screen and filter element for evidence of metal e. Install nylon nut on stud threads and run up
particles and observe the amount of carbon and sludge finger tight against mounting plate so assembly will
in the oil screen and filter element. The amount of be held as a unit until it is installed ´•on the adapter.
carbon and sludge build up, especially in the suction f. Install square rubber gasket in groove in
screen, indicators of engine condition.
are If the mounting plate.
buildup of this material increases progressively be- g. Install complete assembly to the adapter and
tween oil changes the service life of the engine will torque stud to 20 to 25 foot-pounds.
be increased if the oil change time is reduced. When h. Safety wire the stud to the side of the housing.
metal particles are found on either the oil suction
screen or filter element, accomplish engine opera-

tional check and oil screen and filter element inspec-
tion to determine if the engine should be continued in
service. To clean the engine oil screen, soak and
wash screen in cleaning solvent and’dry with moisture
free compressed air. The filter element should be
replaced; however, before replacing the filter ele-
ment, remove the outer perforated paper cover; and
using a sharp knife, cut through the folds of the ele-
ment at both ends, close to the metal caps. Carefully
unfold the pleated element and examine the material
trapped in the filter for evidence of internal engine
damage such as chips or particles from bearings,
In new or newly overhauled engines, some small
particles of metallic shavings may be found, these
are generally of no consequence and should not be
confused with particles produced by impacting,
abrasion or pressure. When metal particles are
found in the oil screen and filter element of an engine
that has been in use for a period of time, accomplish
the following steps:
a. Install new or cleaned oil screen and filter
element and fill sump with new oil.
b. Operate engine until cylinder head temperature
is within green range. Operate engine through various
power settings and observe oil pressure and oil tem-
perature readings for erratic indication.
to run an additional 15 minutes.
c. Shut engine off.
d. Drain oil sump.
e. Remove screen and filter element and repeat
inspection for metal particles. If metal particles are
ENGINE INDUCTION AIR FILTER CLEANING
An induction air filter is installed in the induction air
filterhousing of the engine (see Figure 2-6). This
filter prevents rapid wear of engine moving parts
caused by entry of fine grit and dust into the internal
parts of the engine. Careful attention to the condition
and proper cleaning of the engine air filter is impor-
tant to long engine life. The filter should be removed
and cleaned or changed at every 50 hour interval of
flight time, and more often than the 50 hours if opera-
ting in dusty areas. To clean the filter proceed as
follows:
a. Remove the upper section of the engine cowling.
b. Remove the air filter from the air filter box
assembly by removing the attaching clamp and duct
and removing the screws attaching the box assembly
to the cowling.
c. Thoroughly wash the filter in PS-661 cleaning
solvent or equivalent.
d. Allow the filter to drain dry.
e. Dip filter in clean engine oil, stand on end and
allow to settle at least 16 hours.
f. Wipe off excess oil and wipe down frame.
Allow engine
WOTE
Extra air filters should be retained so
thata clean filter will be readily available.

present, engine overhaul is required. Engine may be

returned to service if screen and filter element are
free of metalparticles. Consult nearest Lycoming g. Install clean air filter in the air filter box as-
Representative if condition of engine is questionable. sembly and reinstall air filter box assembly.
h. Replace upper cowling.
Oil Suction Screen Installation

a. Locate new gasket on oil suction screen plug FUEL SYSTEM

assembly and install in engine.
b. Tighten plug until the underside of the head or REFUELING. Refuel aircraft with fueling facilities
flange makes contact with the face of the sump and that contain filters for removing the moisture content
then tighten to a maximum of 50 inch-pounds additional from the fuel. If fueling facilities with filters are not
torque. available, filter fuel through a good grade chamois.
Fuel tanks should be serviced after the last flight of
Full Flow Oil Filter Installation the day to allow maximum time for entrained moisture
to reach the sumps prior to the next flight. Use
a. Install copper gasket
new

shell and element on stud.

on stud and place 100/130 octane, aviation grade gasoline or 100LL as
an alternate. Fuel capacity is 34.00 gallons each tank
.I
Change 2 2-9
 114
Section II MAINTENANCE MANUAL
Servicing

~e AIR FILTER
HOUSING

C)

~xt3

X24 J5

Figure 2-6´• Induction Air

WOTI

I -u~´•´•I
WARNING It is recommended that a thin vinyl
mat be locally fabricated to prevent
damage to the paint surfaces during
refueling. An approximate overall
Ground aircraft and ground fuel servicing size of 12 x 22" with a 3-5/8" diam-
equipment to aircraft. Smoking in or around eter hole near one of the 13 inch
the aircraft during refueling operations is edges, to fit over the filler opening,
prohibited. Fire protection equipment must will provide protection from nozzle
be immediately available. scratches.

c. Replace and check security of fill port cap.

a. Place master battery switch to OFF. d. Wash spilled fuel from wing surface with clean
b. Remove fuel filler cap, located on top outboard water.
surface of right wing, and fill tank until fuel level e. Repeat procedure for opposite tank.

rises to filler neck. Allow fuel to settle for five min-

utes, then add fuel to ensure complete filling. DRAINS. (Aircraft aerial numbers 14000 thru 14149)
Four fuel drains are provided at the lowest points of
the fuel system to extract moisture and sediments en-
trapped in the system. On aircraft serial numbers
14150 and subsequent, five fuel drains are provided
(see Figure 2-4). Draining the fuel tanks, tank sump
I CAUTION
C*UTION
1 and gascolator is accomplished by use of drain valves
located adlacent to the tanks, sump and gascolator.
All fuel drains except the gascolator should be drain-
I
ed prior to the first flight of each day. The gascolator
Do not drag refueling hoses over lead- should be drained and checked every 25 hours of ope-
ing edge or other wing surfaces. This ration. Drain a small quantity of fuel into a trans-
will damage painted surfaces. parent container to permit inspection for presence of
2-10 Change 1
 114
MAINTENANCE MANUAL Section II
Servicing

sooner suspected. The

if improper fuel circulation is
TANK CAPACITY IS 34 U. S. finger removed, inspected
inlet screens should be
GALLONS USEABLE FUEL. and cleaned annually unless improper fuel circulation
requires immediate service to the system. To clean
the screens proceed as follows:

Gascolator Screen Removal.

a. Place master battery switch OFF.

b. Place fuel selector OFF.
c. Drain fuel from gascolator by pulling tee handle
fuel release.
d. Break safety wire on end fitting (see Figure
FUEL
2-8).
OCT~NE MIN
e. Remove end fitting and plug.
I~ Y’ Remove housing.
U"’ 2*
f.
g. md O-rings.
h. Clean screen with cleaning solvent and dry with
REDUCED FUEL LOAD
filteredcompressed air.
i. Inspect screen to determine serviceability and
INDICAMR
Fuel level to bottom replace, if deformed or deteriorated.
of indicator is 24 U.S.
gallons useable fuel. Gascolator Screen Installation.
X22 40

a. Replace cleaned screen or install new screen.

Figure 2-7. Fuel Tank Capacity b. Place new O-rings in gascolator.

c. Place end plug and stat-o-seal into place.
d. Install end fitting and tighten.
moisture or sediment. Fuel should be drained until e. Safety wire end fitting to end plug.
all evidence of moisture or sediment disappears. f. Operate engine, turn fuel selector on and check

Drain check the fuel system as follows: for leaks.

a. Drain a fuel sample from the wing tank sumps Finger Inlet Removal
on the inboard underside area of each tank.
b. serial numbers 14000 thru 14149)
(Aircraft a. Place master battery switch to OFF.
Place fuel selector valve on interior center console b. Drain fuel system per defueling procedures in
on BOTH and pull to drain selector valve through
this section.
bottom of fuselage. An outside assistant will be c. Remove screws from inboard access plate at
needed to obtain fuel sample. Wing Station 82. 50 and remove access plate (see
Figure 2-9).
d. Disconnect fuel outlet tube from finger inlet
WOTE
screen.

The fuel selector remote drain valve e. Remove finger inlet screen from fuel tank by
will also permit draining of the individual unscrewing inlet screen.

tank lines by switching to either RIGHT

or LEFT and pulling up on valve handle.
WOTO
Return fuel selector valve to RIGHT or
LEFT position to prevent fuel from flow- Use care when removing finger inlet to

ing from one tank to the other and over- prevent damage to sealant around fuel
flowing out of tank vent line. tank wall fitting.

(Aircraft serial numbers 14150 and subsequent) Drain f. Clean finger inlet screen with cleaning solvent
a sample from each wing tank sump located just
fuel and dry with filtered compressed air.
forward of each main wheel well opening. g. Inspect screen to determine serviceability and
c. Drain fuel sample from gascolator after every replace screen if deformed or deteriorated.
25 hours of operation by pulling gascolator drain
handle and obtaining fuel sample at drain located at Finger Inlet Screen Installation
bottom of firewall.
d. Visually check that all drain valves close after a. Lubricate threads of existing finger inlet screen
or new screen with Parker Sealube or equivalent seal-
draining.
ube adhering to requirements of MIL-L-6032.
FUEL SYSTEM SCREENS. Filter screens incorporated
system are: finger inlet screens in both
in the fuel WOTE
fuel tank outlet lines and a screen in the gascolator
connected to the electric fuelpump, mounted on the If sealant around the fitting of the fuel
tank wall is damaged or deteriorated,
firewall. The gascolator screen should be removed,
inspected and cleaned every 100 hours of operation or replace it with PR-1422 Class B sealant.
2-11
Change 2
 114
Section II MAINTENANCE MANUAL
Servicing

b. Place aircraft on level surface.

c. Remove engine cowling.
d. Disconnect fuel inlet supply line to engine-
driven fuel pump.
a. Connect defueling hose to fuel inlet supply line
and place end of hose in fuel container. Size of con-
tainer is determined by amount of fuel to be drained.
f. Remove fuel tanks filler caps.
g. Place fuel selector valve to BOTH.
TUBE h. Place master battery switch to ON, or attach an
O-RIN
auxiliary power unit to the aircraft.
i. Place auxiliary fuel pump switch to FUEL PUMP.
FILTER
j´• Place auxiliary fuel pump switch to OFF when
fuel stops pumping. Drain re’sidual fuel from all drains.
k. Remove drain hose, reconnect fuel inlet supply
SNAP RING
O-RING line to engine-driven fuel pump and torque "B" nuts to
100 inch-pounds.

VACUUM FILTER. See Section VIII for

complete
description
and servicing.

LANDING GEAR, WHEELS AND BRAKES

HOUSING

STRUT SERVICING. Place aircraft on jacks with

gear
clear of ground and inflate main gear struts to 405 psi I
to obtain correct strut extension. Nose gear strut is
inflated to 120 psi. The main gear strut nitrogen fillerl
valve is installed on the side of the strut, while the
O-RLNG
nose gear strut valve is located on top of the strut.
END PLUG
Use nitrogengas to inflate the strut.

WOgL
AT-O-SEAL Moisture free compressed air may be
used for temporary servicing. Reservice
with nitrogen gas as soon as possible.
SAFETY WIRE
FITTMG

Check gear assembly for generalcleanliness, security

X22 6A
Of mounting, and hydraulic leaks at prescribed inspec-
tion intervals. Refer to Section VI for detailed des-
Figure 2-8. Fuel Gascolator
crlption of strut servicing. Keep chromed surface of
strut wiped free of dirt and dust, using a clean lint-
free cloth dampened in MIL-H-5606 hydraulic fluid.
b. Install finger inlet screen in fuel tank.
c. Connect fuel outlet tube to fuel inlet screen. TIRES. Tires should be inspected for
proper inflation,
d. Install access plate, breaks, cuts, foreign objects in tread, flat spots, and
e. Service aircraft with fuel. exposed cord. Replace tire if there is any question of
its reliability. Proper inflation is
necessary for max-
imum tire Ufe. Maintain nose wheel tire
pressure be-
DEFUELING. Gasoline fumes are present during de- tween 31 and 50 psi, and main wheel tire
pressure be-
fueling operation; therefore, extreme caution must be tween 29 and 38 psi. Tire pressure will
change ap-
exercised to prevent fire hazards. proximately one pound for each five degrees of tem-
perature change (50F). The wheels and tires are bal-
anced assemblies and the red dot on tire must
align
with yellow mark on tube. If tires are
suspected of
WARNING being out of balance, they may be balanced on automo-
tive type balancing equipment. Clean tires with
soap
and water. If aircraft is out of service, rotate tires
Smoking on or around the aircraft is
every seven days to prevent flat spots from develop-
notpermitted during defueling proce- ing.
dure. Fire protection equipment must
be immediately available. BRAKE BLEEDLNG. Brake bleeding should be
per-
formed when air is suspected of
being entrapped in
a. Ground aircraft and ground any defueling equip- brake lines. See Section VI for brake
ment to aircraft.
bleeding proce-
dures.

2-12
Change 1
 114
MAINTENANCE MANUAL Section II
Servicing

INLET SCREEN

o o

o ´•I i-i:

ii
-~11 o
-1-- ’O
Otl!-
o o
ii
0 000

0~0

Figure 2-9. Finger Inlet Screens

BATTERY Check the electrolyte specific gravity for a reading of

i. 260 and i. 280. A recharge should be made if a

BATTERY SERVICING. The la-volt battery is in- specific gravity of 1.250 or lower is indicated. Refer
stalled in the left aft section of the tailcone. Battery to Electrical, Section X, for recharging procedures.

servicing involves adding distilled water to maintain Also, during service checks, inspect the condition
of the battery box and remove any accumulation of
electrolyte level up to the horizontal baffle plate or
dirt corrosion.
split ring at the bottom of the filler openings, check- or

ing cable connections and neutralizing or cleaning off

any spilled electrolyte or corrosion. Use bicarbonate
of soda (baking soda) and clean water to neutralize
corrosion. Follow with a thorough flushing with clean CAUTION
water and wipe dry.
Assure proper installation of angle
stiffener when reinstalling battery
j CAUTION
c~mlo* 1 cover.

Do not allow baking soda to enter battery

filler openings, as it will neutralize elec-
trolyte and may permanently damage battery. INSPECTION

Clean cable and terminal connections with a wire

brush, then coat with petroleum jelly after connecting To avoid repetition throughout an inspection, general
to minimize corrosion. Check battery electrolyte points are given in Figure 2-10.
to be checked Only
level at least each 50 hours, more often in hot weather. the items to be inspected are listed and details as to

2-13
Change 2
 ’114
Section II MAINTENANCE MANUAL
Servicing

INTERVAL
INSPECTION 50 100 500 AS
HRS HRS HRS REQ’D

ROPELLER

er, bulkhead, blades and hub

COMPARTMENT

lean, if necessary, prior to inspection.

1. Engine oil (first 50 hours) oil screens, drain
plugs and filter element (Lycoming Service In-
struction #1014).
Oil cooler, lines, and connections.
Induction air filter (Lycoming Service Instruc-
tion #1080).
4. Engine baffle condition.
Crankcase, accessory section and all seals.
6. Hydraulic brake fluid reservoir.
Exhaust system (Lycoming Service Instruction
#1080).
8. Engine controls and linkage.
9. Engine cowling and fasteners.
10. Engine mounts and structure.

ENGINE

1. Spark plug compression check, test and regap.

2. Gascolator screen.
3. Firewall mounted components.
4. Vacuum system (if installed).
5. Alternator belt tension (Lycoming Service In-
struction #1129).
Engine oil (Lycoming
Service Instruction #1014).
7. Oil screens (Lycoming Service Instruction #1023).
8. Magneto timing (Lycoming Service Instruction
#1132 1080).

UEL SYSTEM

1. Drain valves, vent lines and vents.

2. Filler cap, anti-siphoning valves.
3. Fuel system placards.
4. Internal tank inspection, gage transmitters.
5. Fuel line fittings, vent lines and vents.
6. Remove and clean fuel vent line drain assembly be-
neath fuselage (Aircraft serial numbers 14000 thru
14149).

LANDING GEAR

i. Brakes, lines and components.

2. Strut and tire inflation checks.
3. Nose gear steering, tire, linkages, nose wheel well.
4. Gear door linkages.
5. Hydraulic power pack fluid level, service with MIL-
H-5606 hydraulic fluid.
6. Nose gear and main gear inspection.
7. Parking brake system.

Figure 2-10. Inspection Intervals Chart (Sheet 1 of 2)

2-14 Change 1
MAINTENANCE MANUAL c~ee
interim change notice GUlfSfT~BPYII
Aerospac~

INTERIM CHANGE NOTICE: Model 114/A 26 August ]1988

NOTE

This notice contains an interim change to the Maintenance Manual

and should be filed in the appropriate section of the manual

pending receipt of formal revision pages. It is suggested that a
reference to the interim change be made adjacent to the appropriate
part of the manual as a means of alerting the reader to the addition
or change to the maintenance instructions.

SUBJECT: INSPECT UPPER VERTICAL FIN ATTACH BOLTS.

INSTRUCTIONS: Add the following to Figure 2-10. inspection Intervals Chart on page 2-15.

INTERVAL
INSPECTION
50 HRS. 100 HRS. 1500 HRS. IAS RE

Inspect upper vertical fin attach bolts

and torque to 60 (+10) inch-pounds
(refer to Figure 2-10A).
I

Add Figure 2-10A as shown on page 2 of this Interim Change Notice

Page 1 of’ i!
(~iER(M CHANGE NOTICE: Model 114/A

UPPER VERTICAL
FIN ASSY (REF)

PLUG BUTTON (TYP

LH AND RH SIDE)

DORSAL FIN
ASSY (REF)

BOLT ACCESS
z HOLE(ZPLS)
HORIZONTAL STABILIZER
(REF)

UPPER VERTICAL
FIN ASSY (REF)

TORQUE BOLT (2 PLS)

so (f10) IN-LBS

TORQUE BOLT (2 PLS)

so (f1o) IN-LBS

TORQUE BOLT 12 PLS)

so (f1o) IN-LBS
/r

HORIZONTAL STABILIZER
(REF)

Figure 2-10A. Inspection of Upper Vertical Fin Attach Bolts

Page aofZ
 NOTE: Please see the
TEMPORARY
114
y~" REVISION
I~that revises this page. MAINTENANCE MANUAL Section II
Servic ing

INTERVAL
INSPECTION 50 100 500 AS
HRS I HRS HRS REQ’D

AIRFRAME

Battery electrolyte level, cables, and battery box.

Aircraft exterior surfaces.
Windshield and windows.
Safety belts, shoulder harnesses.
Exterior lights,
gear warning system.
Interior condition.
Lubricate all fittings.
Aircraft structure.
Electrical wiring condition.
b. Control system pulleys, cables and turnbuckles.
1. Ventilation system and controls.
2. Pitot-static system.
3. Stall warning system.
4. Antenna installations.
5. Flap system, tracks, hinge fittings, position switches,
gear warning-flap-actuated switch, flap
motor and transmission.
6. Rudder controls.
7. Vacuum system filter.
8. Control decals and labeling.
9. Rudder trim assembly.
Inspect aft end of 44222-3 rib of the vertical fin for cracks
in area of lightening hole and radius of corners. If crack
is found, remove upper fin assembly and rework per
Service Bulletin No. SB-114-12.

Figure 2-10. Inspection Intervals Chart (Sheet 2 oi 2)

how to check, or what to check for, are excluded. AIRFRAME MAINTENANCE

Details on how and what to check for are specified in
the appropriate sections of this manual. Some items
are optional equipment that may not be found on a AIRFRAME SEALING
particular airplane. Check FAA Airworthiness Direc-
tives and General Aviation Division Service Letters The airframe is sealed during manufacture of the
for compliance at the time specified by them. various subassemblies and again after airframe com-
pletion. The following information is included to
assist in the maintenance and repair of the airframe
INSPECTION CHECKLIST to obtain a correct and lasting seal when replacing
any structural parts.
MOVABLE PARTS for: lubrication, servicing, secur-
ity of attachment, binding, excessive wear, safetying, SEALANT AND INSULATION MATERIALS. The
correct travel,
proper operation, proper adjustment, is a list of sealants and insulation materials
following
cracked fittings, security of hinges, defective bearing, t, be used in the aircraft.
cleanliness, corrosion, deformation, sealing and
tensions.
FLUID LINES AND HOSES for: leaks, cracks, dents, Products Research Co.
1005L Class B-1J2 (MIL-S-4383)
kinks, chafing, proper radius, security, corrosion,
obstructions and foreign matter. 1221 Class A-1/2 (MIL-S-7502)
deteriorations,
METAL PARTS for: security of attachment, cracks, 1221 Class A-2 (MIL-S-7502)
metaldistortion, broken spotwelds, corrosion, con- 1403-G-B2 I
dition of paint and any other apparent damage. 1422 Class A-1/2 (MIL-S-8892)
1422 Class A-2 (MIL-S-8802)
WIRING for: security, chafing, burning, defective
loose OF broken terminals, heat deterio-
1422 Class B-2 (MIL-S-8802)
insulation,
ration and corroded terminals. 1422 Class B-4 (MIL-S-8802)
BOLTS IN CRITICAL AREAS for: correct torque in 1435 Quick Repair Sealant
5000 White Sealer
accordance with the torque values given in the chart
or when visual inspection indicates the need for a
torque check. Dow Coming Corp., RTV-732, 24 hour
FILTERS, SCREENS, AND FLUIDS for: cleanliness,
contamination and/or replacement at specified intervals. Coast Pro-Seal 700, 72 hour, (MIL-S-38249, Type 1),

2-15
Change 7
 114’ ROCI(WELL
Section LI MAINTENANCE MANUAL COMMANDER
Servicing 114/A

WO~I Mixing
Class A- indicates brushable material.
Mix the two-part sealants in accordance with the in-
Class B- indicates filleting or injection
structions on the container. Mix or stir the mixture
material. Dash numbers indicate work
until it is uniform in color. Keep mixture free from
life. Example: A-2indicatesabrush-
able material having a a-hour maximum grease, oil, dirt, metalchips, and all foreign objects.
Mix only enough sealant necessary for completing the
work life.
sealing requirements. Keep the sealant containers
closed when sealant is not being used.

Frame and Rib Flanges

Prior to use, all sealants are to be stored in a refrig- The edges of all frame or rib flanges are sealed with
erator. Two-part sealants should be mixed only in a fillet of 1422 Class A sealant applied with a pressure
the quantity required for a specific task. Surplus ad- gun. When used as a faying surface sealant, the sur-
hesive should be discarded since the storage life of faces must be cleaned, the sealant applied to one sur-
mixed sealants, even under refrigeration, is very face with a pressure gun or spatula, and then spread
limited. The two-part sealants have a definite and with a spatula to cover the entire faying surface area
limited work life after being mixed; the work life approximately 1/32 inch thick. When the surfaces are
being the length of time the sealant will remain in a fastened together, a small excess of sealant will be
workable form before becoming too hard. Before extruded continuously along the joint. The extruded
mixing the sealant, the amount needed for the specific sealant is then faired out, leaving a smooth fillet
job should be estimated and only that amount mixed. along the length of the joint.
Do not try to seal an area so large that the job cannot
be finished within the work life of sealants. By using Fuel Tank Structure
these simple precautions a great deal of time and
sealant may be saved. A 1422, Class B sealant is used to seal fuel tank areas
of structuraljoints, stiffeners, tank walls, wingspars
CLEANING MATERIALS AND TOOLS. The following and tank wall fittings. Force sealant into all seams
is a list of cleaning materials and tools used when and joints with a pressure gun. Eliminate all air poc-
applying sealants. kets as sealant is applied. Smooth out fillets with a
fairing tool. Use a forced smearing motion, while
1. Ketone (MEK).
Methyl Ethyl eliminating airbubbles, to press the fillets into place.
2. Gauze sponges; Johnson and Johnson, Finetex, Apply a thin coat of 1422, Class A-2 or Class A-1/2
Leshner industrialwipers, or equivalent. over fillets.
3. Clean rags.
4. Pyles sealing gun, Model 250-06 (using dispos- Fasteners
able cartridges).
5. Sealant forming tools-spatula and sealant fair- Fasteners, rivets, bolts, etc., installed through a
ing tools. faying surface seal within the work life of the sealant
6. Inspection mirror. needs no further sealing. Any fastener installed
7. Solvent dispenser. through a structure where no faying surface sealant
has been used shall be sealed as follows:
SEALING PROCEDURES. The following procedures
are provided to enable operators to obtain successful a. Apply 1422, Class A or B sealant to fastener
sealing of the airframe during and following repairs, upon installation. Sealant must extrude evenly around
the fastener.
b. Brush fastener with 1422, Class A-2 or A-1/2
Cleaning sealant to form a fillet after installation.

Remove grease, oil, dirt, chips and all foreign ma-
terial prior to cleaning. The success of a good seal
depends on the thorough cleaning of both surfaces of
the affected parts to be sealed. Cleaning can be ac-
complished using expendable gauze sponges or a clean
lint-free cloth. Scrub both surfaces until cloth re-
mains clean after wiping. Do not use an excessive
amount of solvent. For the finalcleaning, wipe sur-
faces dry with a clean dry cloth to remove any film
left by the evaporation of the solvent. The areacleaned
should be slightly wider than the width of the sealant
to be applied. All cleaning solvent should be removed
from assembly faying surfaces with oil-free, com-
pressed air. If any primer or paint is removed dur-
ing the cleaning operation, paint the area after the
sealing operation is completed.
Windows and Windshield
The windows and windshield edges are wrapped with
number CR-1P-SFR single faced rubber foam. The I
windows are sealed around all edges with number
5000 white sealer between the metal and the glass,
and the windshield edges are sealed with 1221 sealer
between the metal and the glass. The side windows are
held in place by retainer strips and metal screws. The
windshield is inserted into the upper and side channels
and held in place by a lower retainer. Screws pass
through the retainer and into nutplates. Should a leak
occur in a window or windshield, the glass shonld be
removed and the tape and sealer Fem6ved and re-
See Windshield and Window’Removal and
Installation.

2-16 Change 2
 114
MAINTENANCE MANUAL Section II
Servicing

REPAIR OF SEALANTS. Should the sealant become undercut. k., if this repair is for a
Proceed to step
damaged during its work life, it may be repaired by large scratch deep cavity.
or

removing the damaged filler and applying new sealant, h. Pour a small amount of resin, add catalyst and
or reworking the fillet with a forming tool. When the mix thoroughly using a cutting motion rather than
damaged filler has hardened, the fillet should be re- stirring. Do not add fibers.
paired as follows: Remove all faulty sealant or re- i. Use the tip of a putty knife or finger tip and fill
move sealant down to solid materials and reseal. If the hole to l/l~-inch above the surrounding surface
beyond repair, cut away complete fillet and clean and with the gel coat mixture.
reseal the area. When removing sealant do not dam- j. Lay a piece of cellophane
over the patch area

age surface beneath fillet, to start thecuring process. Repeat step f., and
trim patch when partially cured.
k. After trimming the patch, immediately place
FIBERGLAS REPAIRS another small amount of gel coat on one edge of the
patch and cover with cellophane. Use a squeegee or
The engine cowling and tailcone are of fiberglas con- the back of a razor blade and squeegee the area level
struction. Also some wing tips, stabilizer tips al~d around the patch. Leave the cellophane on patch for
dorsal fairings are of fiberglas construction. The two hours or overnight for complete cure.

following repair procedures cover Fiberglas Touch- i. Allow the patch to cure for 24 hours. Sand
up and Surface Repairs such as blisters,
open seams, patched area using a sanding block with fine wet sand-
delamination, cavities, small holes and minor damages paper. Finish by priming, again sanding and apply-
that have not harmed the fiberglas cloth material. In- ing color coat.
formation is also supplied to cover Fiberglas Fractures
and Patch Repairs such as puncture, breaks and holes FIBERGLAS FRACTURE AND PATCH REPAIRS
that have penetrated through the structure and damaged
the fiberglas cloth. a. Remove wax, oil and dirt from around the dam-
aged area with acetone or MEK (Methyl Ethyl Ketone)
FIBERGLAS TOUCH-UP AND SURFACE REPAIRS or equivalent.

b. Cut away ragged edges with a key hole saw,

a. Remove wax, oil and dirt from around the’dam- electric saber saw or sharp knife. Cut back to sound

aged area with acetone, or MEK (Methyl Ethyl Ketone) material.

or equivalent and remove paint to gel coat. c. Remove paint three inches back from around
b. Scrape damaged area with a fine blade knife or damaged area.

sides and bottom of area with a power drill d, Work inside the structure and bevel the edges
roughen
and burr attachment. Feather the surrounding edge to approximately a 30 degree angle and rough sand
of scratch cavity. Do not undercut the edge. If
or the hole and the area Use an 80-grit dry
around it.
the scratch or cavity is shallow and penetrates only sandpaper and feather back for about two inches all
the surface coat, continue to step h. around the hole.
c. Pour enough of resin to fill the area being e. Cover a piece of cardboard or metal with cello-
worked on, into a container or onto a piece of card- phane. Tape it to the outside of the structure cover-
board. Use a putty knife or stick and mix an equal ing the hole completely. The cellophane should face
amount of milled fiberglas into the resin, Add cata- toward the inside of the structure. If the repair is

lyst to the resin and mix thoroughly according to in- on a sharp contour or sheet of alum-
shaped area, a

structions. A hypodermic needle may be used to in- inum formed to a similar contour may be placed over
the The aluminum should be covered with cello-
ject gel into small cavities not requiring fiberglas area.

millings mixed with the gel. phane.

d. Work the mixture into the damaged area. Use f. Prepare a patch of fiberglas rnat and cloth to

the sharp point of a putty knife or stick to press it cover an area two inches larger than the hole.
Mix a small amount of resin and catalyst,
into the bottom of the hole and to puncture any air g.
bubbles which may be present. Fill the scratch or enough to be used for one step at a time, according
to kit instructions.
hole until area has a buildup of material 1/16-inch
h. Thoroughly soak mat and cloth with catalyzed
above surface,
waxed paper resin. Put resin on mat first and then on the cloth.
e. Place a piece of cellophane or
Mat should be applied against structure surface with
over the repair to cut off air and start the cure of gel
cloth on top. Both the cloth and mat may be
spread
mixture.
Allow the gel to cure 10 to 15 minutes until it out and soaked cellophane and applied as a sand-
on
f.
feels rubbery to the touch. Remove cellophane and wich. Enough fiberglass cloth and mat reinforcements
trim flush with the surface using a sharp razor blade should be used to replace the amount of reinforcements
removed in order to maintain the original strength. If
or Replace cellophane and allow gel to cure
In~ife.
30 minutes to an hour. The patch will shrink slightly damage occurred as a stress crack, an extra layer or
below the surface as it cures. (If wax paper is used, two of cloth may be used to strengthen area.

ascertain wax is removed from the surface of repair. i. Place patch on the inside of structure over the
hole. Cover with cellophane
g. Rough up the bottom and edges of the hole with and squeegee from center

a power drill and burr attachment or rough sandpaper.

to edges to remove all air bubbles and assure adhesion

Feather the hole into surrounding gelcoat. Do not around the edge of hole. Air bubbles in the patch will

2-17
 114
Section II MAINTENANCE MANUAL
Servicing

appear white and should all be worked out to the edge.

Remove excess resin before it sets up on the part. CAUTION
Allow patch to cure completely.
j. Remove cardboard or aluminum sheet from out- Do not usegasoline, alcohol, benzene,
side of hole and rough sand the patch and edge of hole.
acetone, carbon tetrachloride, deicer
Feather edge the hole about two inches into undamaged fluids or glass cleaning components on
area.
plastic surfaces as they will soften the
k. Mask area around hole with tape and paper to plastic and cause crazing.
protect the surface. Cut a piece of fiberglas mat
about one inch larger than the hole and one or more
pieces of fiberglas cloth two inches larger than the Avoid rubbing the plastic surface with a dry cloth
hole. Brush catalyzed resin over hole. Lay mat since this can cause scratches and build up an electric
over hole and soak it with catalyzed resin. Apply static charge that will attract dust particles. If
additional layers of fiberglas cloth to build up patch scratches are visible after removing dirt accumula-
area to the surface of structure. Soak each layer tionl, finish the plastic with a quality grade of com-
thoroughly with resin. mercialwax. Apply wax in a thin even coat and care-
i. With a or broad la~ife, work out all air
squeegee fully buff out with a soft cloth. Do not buff or polish
bubbles in the patch. Work from center to edge, press- in one area for more than a brief period of time; heat
ing patch firmly against the structure. generated by rubbing the surface may softeli the plastic
m. Allow the patch to cure 15 to 20 minutes until it and produce visual distortion.
feels rubbery to the touch. Use a sharp knive and cut
away extra cloth and mat. Cut on outside edge of fea- REPAIR OF WINDSHIELD AND WINDOWS. Windows
thering. Strip cut edges of structure before cure is that are extensively damaged should be replaced rather
complete, to save extra sanding. Allow patch area to than repaired, since even a carefully patched area
cure overnight. will still, not be as optically or structurally accept-
n. Use an 80-grit sandpaper on a power sander or able as the original surface.
sanding block and blend area with surrounding surface.
If any air pockets appear during the sanding operation, All repairs to plastic window surfaces shall be made
puncture the air pockets and fill them with catalyzed in accordance with FAA Advisory Circular AC No:
resin. A hypodermic needle may be used to fill cavities. 43. 13-1.
Let patch area cure and resand.
o. Mix catalyzed resin and work it into any crevices. Windshield Removal
p. Cover area withcellophane and squeegee smooth.
Allow patch to cure completely before removing cello- To remove the windshield, refer to Figure 2-11 and
phane. Let patch cure and resand. proceed as follows:
q. Brush or spray a coat of catalyzed resin to seal
patch. Sand the patch and finish by priming. Sand a. Remove screws securing retainer strip around
the patch and apply a color coat. the base of the windshield.
b. Slowly apply hand pressure from the interior
side of windshield to loosen the windshield from the
WOTI
sealing compound and to slide it carefully from the
Brush and hands may be cleaned with top and side retainer channels in the skin.
Ren RP-70. If not available, a strong c. When the windshield is loose, pull straight for-
solution of detergent and water may be ward and carefully remove it from the aircraft.
used.
Windshield Installation

STRUCTURAL REPAIRS a. Apply Products Research Co. number 1221

sealer to the inside of upper and forward windshield
Structural repair methods should be in accordance frame channels.
with the requirements of the Federal Aviation Agency’s b. Wrap number CR-1P-SFR single faced rubber
"Aircraft Inspection and Repair", Manual 43.13-1 and foam around the edges of the windshield and trim
"Aircraft Alterations", Manua143.13-2. Any skins, overlap as necessary.
frames or ribs damaged beyond repair can be ordered c. Carefully align
and press windshield into upper
from the Parts Catalog. and side frame channels until completely sealed. Trim
plastic as necessary for fit.
d. Install bottom retainer strip and secure with
WINDSHILLD AND WINDOWS mounting screws.
e. Clean windshield area of excess sealing com-
The windshield and cabin side windows are made from pound, etc.
plastic; therefore, care must be exercised when ser-
vicing the aircraft to prevent scratching or otherwise Cabin Window Removal
damaging the window surfaces. The windshield and
cabin windows may be cleaned by carefully washing To remove the cabin windows, refer to Figure 2-11
with a mild commercial soap and clean welter. and proceed as follows:

2-18
Change 2
 114
MAINTENANCE MANUAL Section II
Servicing

´•,/3

1. CABIN WINDOWS 7. PRODUCTS RESEARCH CO.,

2. WINDSHIELD NUMBER 5000 WHITE SEALER
3. CABIN WINDOW LOWER RETAINERS 8. PRODUCTS RESEARCH CO.,1221 SEALER
4.
.5SRENLATER
CABIN WINDOW UPPER
CABIN WINDOW FORWARD RETAINERS
WINDSHIELD RETAINER
.9SWERCS
10. RETAINER
6. CR-11-SFR SINGLE FACED RUBBER FOAM
X22 5

Figure 2-11. Windows ond Windshield:lnstallation

Change 2 2-19
 114
Section II MAINTENANCE MANUAL
Servicing

SERIAL NUMBERS 14000 THRU 14349

SEE DETAIL B

1 DETAIL E SA

24I
3

j SEE DETAIL C

L/
B
c´•

---k

1. INTERIOR DOOR HANDLE 14. RECEIVER ASSEMBLY

2. DOOR HANDLE ADJ~STMENT CABLE 15. LATCH BOLT
3. PIVOT PIN 16. EXTERIOR LATCH HANDLE
4. COTTER PIN 17. CROMMET
5. EXTERIOR DOOR HANDLE 18. MOUNTING PLATE
6. DOOR LOCK 19. SPACER
7. VENT WINDOW 20. LATCH ACTUATOR
8. LATCH ASSEMBLY 21. SPRING
9. SPACER 22. LATCH TONGUE
10. STRIKER PLATE 23. INTERIOR COVER PLATE
11. SPACER 24. MOUNTING SCREW
12. SHIM 25. INTERIOR LATCH HANDLE
13. HANDLE STRIKER

xznen

Figure 2-12. Cabin Door (Sheet 1 of 3)

2-20 Change4
 114
MAINTENANCE MANUAL Section I1:
Servicing

SERIAL NUMBERS 14350 ANO SUBSE[LUENT

\j
A

i
c?

ii
’li

1. INTERIOR DOOR HANDLE 14. RECEIVER ASSEMBLY

2. DOOR HANDLE ADJUSTMENT CABLE 15. LATCH BOLT
3. PIVOT PIN 16. EXTERIOR LATCH HANDLE
4. COTTER PIN 17. GROMMET
5. EXTERIOR DOOR HANDLE 18. MOUNTING PLATE
6. DOOR LOCK 19. SPACER
7. VENT WINDOW 20. LATCH ACTUATOR

8. LATCH ASSEMBLY 21. SPRING

9. SPACER 22. LATCH TONGUE
10. STRIKER PLATE 23. INTERIOR COVER PLATE
11. SPACER 24. MOUNTING SCREW
12. SHIM 25. INTERIOR LATCH HANDLE
13. HANDLE STRIKER

Figure 2-12. Cobin Door (Sheet 2 of 3)

2-21
Change 4
 114
Section II MAINTENANCE MANUAL
Servicing

A s
J’"

1 ,19
e~ IJ
/20

X2245

j/-l

24

T/ 14

25
,´•i I1\

X229 1 X2243

Figure 2-12. Cobin Door (Sheet 3 of 3)

a. Remove screws securing retainer strips around tainer.

windows. c. Gently apply hand pressure from the exterior
b. Slowly apply
hand pressure from, the exterior side of the window to loosen seal.
side of the window to loosen the windows from the d. The pilot’s side storm window may be removed
sealing compound and carefully remove it from the from the main window assembly by removing the
aircraft.
attaching screws. Aircraft with Serial numbers 14350
and subsequent, the window may be removed from the
Cabin Window Installation door assembly by removing the attaching screws in
the door.
a. Apply Products Research Co., number 5000
white sealer to the inside of window frame channel.
b. Wrap number CR-18-SFR single faced rubber Cabin Door Window Installation
foam around the edges of the window and trim over-

lap as necessary. Installation of the cabin door windows and cabin side
c. Carefully align and press window into frame windows is the same as that procedure outlined in the
channel. Cabin Window Installation paragraph.
d. Apply Products Research Co., number 5000
white sealer to the inside of window.
e. Install retainers and secure with mounting screws.
CABIN AND BAGGAGE DOORS
f. Clean window area of excess white sealer.

Cabin Door Window Removal Cabin Door Removal

To remove the window from either cabin door, pro- The cabin doors may be removed simply by removing
ceed as follows: the cotter pins securing the pivot pins in the center of
the hinges (see Figure 2-12). Support the door as-
a. Remove interior door trim moulding by remov- sembly while the pivot pins are being removed to pre-
ing retaining screws at the outside edges. vent damage to the lower edge of the door or hinge
b. Remove window retainer strip screws and re- points.

2-22
Change 4
 114
MAINTENANCE MANUAL Section Ii
Servicing

11‘1 i
b::
5 1. DOOR LOCK

:i I I 2.
3.
DOOR ASSEMBLY
DOOR SEAL
4. STRIKER PLATE AND
1
ATTACHING HARDWARE
5. DOOR STOP AND
1 ATTACHING HARDWARE
6. HINGE ATTACHMENT
HARDWARE

/1

X22 17

Figure 2-13. Baggage Door

Cabin Door Installation Cabin Door Handle Removal (S/N 14350 and Subse-
quent)
The cabin door installation is the reverse of the re-

moval procedures. To remove the inside door handle from the door,
proceed as follows:
Cabin Door Adjustment
a. Remove inside door handle by removing retain-
Cabin door adjustment can be made by repositioning ing screw.
the upper (overhead) door latch striker hook as neces-
sary to provide a snug fit between the door and fuse- To remove outside door handle from the door, pro-
lage skin. To adjust striker hook striker
remove ceed as follows:
plate and spacer then rotate hook to desired position.
a. Remove inside door handle.
Replace spacer and striker plate. The weather-strip b. Remove door upholstery.
around the perimeter of the interior door surface c. Remove latch assembly from door.
should be replaced as necessary to maintain a weather d. Drill the rivets out of the outside door handle.
seal and proper fit between door and door frame.
Cabin Door Handle Installation (S/N 14000 thru 14349)
I Cabin Door Handle Removal (S/N 14000 thru 14349)
To install door handle, proceed as follows:
To remove the door handle from the door, proceed
as follows: a. Insert cable.
b. Install inside handle with retaining screws.
a. Remove door upholstery. c. Connect door handle adjustment cable and
b. Remove outside handle by removing retaining adjust cable at handle.
screws, d. Install retaining screws in outside handle.
c. Disconnect door handleadjustment cable at the Insta 1l door
e. upholstery.
center of the door by removing cotter pin and clevis
pin holding the two adjustment cables together.
d. Remove retaining screws and pull inside handle Cabin Door Handle Installation (S/N 14350 and Subse-
straight out. guent)

Change 4 2-22A
 11:4
Section II MAINTENANCE MANUAL
Servicing

To install the inside door handle to the door, proceed a. Remove door upholstery.
as follows: b. Remove outside latch handle by removing re-

taining screw (see Figure 2-12).

a. Install inside door handle with retaining screw. c. Remove all retaining screws from door latch
assembly.
To install outside door handle to the door, proceed d. Remove latch assembly by pulling straight down.
as follows:
Cabin Door Latch Installation
a. Attach outside door handle to door with rivets.
b. Install latch assembly to door with screws. The cabin door latch may be installed by reversing
c. Install upholstery. the above procedure.
d. Install inside door handle with retaining screw.

Baggage Door Removal

Cabin Door Latch Removal Remove baggage door as follows:

To remove the door latch proceed as follows: a. Remove interior molding and retaining screws.

2-22B Change 4
 114
MAINTENANCE MANUAL Section II
Servicing

b. Disconnect door stop (see Figure 2-13). UPHOLSTERY

c. Remove screws from hinges and remove door.
The cabin interior and baggage compartment area
Baggage Door Installation are completely upholstered and paneled with Royalite,
vinyl and carpet. Fiberglas is utilized to insulate and
When fitting a new door minor trimming may be neces- sound proof the cabin structure.
sary on the door edges to permit a smooth tight fit.
Install the door by reversing the above procedure. Royaliteand vinyl paneling is held in place by retainer
screws, adhesive and moulding trim. Floor carpets
are retained by cement, metal retainers and screws.
SEATS To clean the upholstery see information under Interior
Cleaning paragraph.
FRONT SEATS. Standard individualfront seats are

equipped with manually operated reclining seat backs,

and manual fore and aft adjustment control. Four WINGS
roller units on each front seat allow fore and aft travel
of the seat after the lockpins have been disengaged WING REMOVAL. A wing can be removed easily if
from the seat tracks. Track
stops limit seat travel, three men are available to handle the wing. Other-
and it: is of primary importance that the stops be wise the wing should be supported with a sling, cradle
secured after installing a seat unit. or maintenance stand when the fastenings are loosened.
When one wing is being removed, provide balance
sup-
port for the remaining wing. To remove a wing as-
sembly, refer to Figure 2-14 and proceed with the
WARNING
following steps:

a. Defuel the aircraft per Defueling procedures

Insure that the track stops are properly in this section.
installed on both front seat track assem- b. Drain
hydraulic brake and gear retraction lines.
blies to prevent accidental disengagement c. Remove rubber wing-butt fairing seal, and fully
during takeoff or landing, extend wing flaps to gain access to aft wing attach
mount and wing flap torque tube fitting.
Additional items installed the front seat assemblies
on d. Carefully remove front and rear seat assemblies,
include inertia-reel shoulder harness and adjustable side paneling and carpet as necessary to gain access
head rest. The inertia-reel is mounted on the base to spar and cabin side wall access covers.
of the seat structure, and the harness strap is routed e. Disconnect wing flap from external flap actuator
vertically to the seat back grea to exit through an rods.
opening at shoulder level, f. Disconnect and cap fuel line through forward
cabin side wall access opening.
REAR SEATS. The two rear seats are equipped with g. Carefully disconnect forward end of flap actuator
individually adjustable seat backs and optional center and actuator bracket from the aft side of the wing spar
arm rest. A single rear seat back may be folded for- (left wing spar only).
ward to provide an extension to the baggage area. h. Disconnect left wing wiring harness connector
Consult the Weight and Balance documents for load plug.
placement and baggage area limitations.
WOTE
Seat IEemoval and Installation
Securely tape wing-half of wiring harness
The front seats may be removed by releasing the engage- to the spar web to prevent damage during
ment pins and by removing stop pins at end of track. wing removal.
The rear seats may be removed by removing the front
and rear frame attachment bolts that secure the seat
assembly to the cabin structure. Use care when re- i. Disconnect and cap plastic pitot line coupling at
moving seat assemblies to prevent damage to the the spar (left wing only).
surrounding upholstery and paneling. The installation j. Remove main cabin wiring: harness from ad-
of the seats is the reverse of the removal procedures, hesive-backed fasteners.
k. Disconnect and cap three landing gear power
Seat ]3elts and Shoulder Harnesses pack hydraulic lines at the spar web (left wing only).
i. Disconnect and cap the hydraulic brake line at
All seat belts and shoulder harness units should be the spar.
inspected periodically and replaced if the straps are m. Disconnect fuel tank cross-vent line forward of
frayed or cut. Check that buckle latches operate the spar center.
properly and shoulder harness inertia-reels work n. Disconnect aileron control and balance cables at
smoothly. When installing seat belts, insure that the turnbuckles and tag for reinstallation.
the buckle-half of the belt is installed on the inboard o. Relieve cable tension on rudder, elevator and
side of the seat, elevator trim control cables at the turnbuckles, and

2-23
 114
Section II MAINTENANCE MANUAL
Servicing

SEE DETAIL C
SEE DETAIL A

SEE DETAIL B

X22 12

AILERON BALANCE NAS1106-14 BOLT

CABLE BRACKET AN960- 616 WASHER
MS20364- 624 NUT
TRUSS
TORQUE 95-110 IN-LBS
ASSEMBLY
FWD
TOP VIEW

´•´•I´•´•´•´•0
CENTER
LINE ~j´• ´•]o I o o o~
FORGING

AN174-12A BOLT NAS1106-13 BOLT

AN960-416 WASHER AN960-616 WASHER
MS20365-428 NUT MS20364-624 NUT
TORQUE 50-70 IN-LBS TORQUE 95-110 IN-LBS

X22 13

B FORWARD ATTACH POINT C AFT ATTACH MOUNT

TAB FITTING

r‘ INBOARD
FLAP ARM

WING
GAP SEAL ~ni
SPAR ASSY j SPAR ASSY
i
i’
NAS76A-4-21P SPACER
AN175-6A BOLT
AN174-14A BOLT
AN 960- 516 WASHER
AN960-416 WASHER
MS20365-524 NUT
MS20365-428 NUT
TORQUE 60-85 IN-LBS
TORQUE 30-40 IN-LBS
X22 14 1 X2a 15

Figure 2-14. Wing Installation

2-24
 114
MAINTENANCE MANUAL Section II
Servicing

remove the controls cable pulley mount from the moved during maintenance and check the operation of
spar web. brakes, control surfaces and landing gear.
p. Remove aileron balance cable
support bracket
and pulley from spar web attach point.
q. Remove bolts securing truss assembly to main EMPENNAGE
spar and aft cabin mounts and remove assembly.
Use extreme care to prevent notching of forging that VERTICAL STABILIZER REMOVAL. To remove the
truss assembly attaches to at main spar. upper portion of the vertical stabilizer, refer to
r. Unbolt and remove forging from spar center. Figure 2-15 and proceed as follows:
s. Remove upper and lower spar cap bolts from
left orright wing spar. a. Remove fiberglass stinger assembly and dis-
t. Remove bolts from forward, center and aft connect tail navigation light wiring.
wing mounts. b. Disconnect rudder cables at the rudder horn.
u. Disconnect ventilation hose and cables at wing c. Remove rudder top fairing and unbolt hinge
root. mount.
v. Carefully guide wing spar out of the cabin struc- d. Unbolt lower hinge.
ture and place wing assembly on suitable support e. Remove rudder assembly.
structure. f. Remove lower dorsal fin fairing and disconnect
ventilation hose, anti-collision light wiring and an-
WING INSTALLATION. Thoroughly vacuum all fore- tenna leads.
ign materialfrom the fuselage, spar carry-through g. Unbolt upper attach mount, at the horizontal
structure and any other internal area where mainte- stabilizer, through the two upper-most access holes
nance has been performed while wing assemblies in the vertical stub spar.
were removed. Refer to Figure 2-14 and proceed h. Unbolt the aft attach mount on the rear vertical
with the following steps: stub spar.
i. Remove the upper portion of the vertical stabi-
a. Support fuselage and wing assembly on suitable lizer.
supports.
b. Position wing spar in fuselage, and if new in- VERTICAL STABILIZER INSTALLATION. To install
board skin panels have been installed, carefully check
fit along fuselage and trim as necessary. the verticalstabilizer, reverse the preceeding steps
c. Connect cabin ventilation hose at wing root. and check rudder control rigging in accordance with
d. Install and bolt center wing attach shear fitting Section VII instructions.
through cabin side wall access cover.

e. Secure forward wing attach point. RUDDER. Information on the removal, installation
f. Position and bolt centerline forging at spar and rigging of the rudder is contained in Section VII.
centerline.
g. Install truss assembly. HORIZONTAL STABILIZER REMOVAL. To remove
h. Install and torque bolts through spar cap and the horizontal stabilizer see Figure 2-15. Remove
aileron balance cable bracket. the vertical stabilizer and rudder assembly and pro-
i. Secure aft wing attach mount. ceed with the following:
i. Install controls cable pulley assembly at the
spar web. a. Disconnect the upper end of the elevator push
k. Connect and tension all control cables per in- rod bellcrank and disconnect elevator trim cables.
structions found in Section VII, Flight Controls. b. Remove the two forward attach bolts on the
i. Connect fuel tank cross-vent line at the spar. upper forward surface of the horizontal stabilizer
m. Connect hydraulic brake line and bleed brakes and four aft attach bolts.
per Section VI, Landing Gear. c. Remove the horizontal stabilizer assembly.
n. Connect hydraulic power pack lines at the spar.
o. Connect wing wiring harness and secure harness HORIZONTAL STABILIZER INSTALLATION. To in-
to wing spar. stall the horizontal stabilizer, reverse the preceding
p. Connect pitot line. steps and check elevator and trim tab control rigging
q. Assemble wing flap actuator and spar mounting in accordance with Section VII.
bracket.
r. Rig aircraft in accordance with Section VII. ELEVATOR. Information on the removal, installation
s. Refuel wing tank and inspect all connections for and rigging of the elevator is contained in Section VII.
leaks.
t. Fill
hydraulic brake and landing gear systems.
u. operation of fuel tank quantity gage,
Check the AIRFRAME CLEANING
wing flap position gage and wing navigation light.
v. Inspect wing spar area for security of all parts INTERIOR CLEANING. Seats, rugs, upholstery
installed, safety wired components properly safetied panels, and instrument should be vacuumedfrequently
and wiring harnesses properly attached to the wing to remove surface dust. Spots and stains should be
spar surface. Install all interior components re- removed with products specifically manufactured for

2-25
 114
Section JI MAINTENANCE MANUAL
Servicing

2 I liYI /7

I. VERTICAL STABILIZER STUD ASSY

2. DORSAL FAIRING
i’
3. HORIZONTAL STABILIZER TIP FAIRING
4. ELEVATOR
5. VERTICAL STABILIZER ASSY
6. VERTICAL STABILIZER CAP
7. RUDDER
8. ELEVATOR TRIM TAB
9. HORIZONTAL STABILIZER
10. RUBBER GAP SEAL
11. STINGER ASSY
12. RUDDER TIP ASSEMBLY

$7II X227

Figure 2-15. Empennage Installation

this purpose. Such products can be purchased locally. ENGINE CLEANING. Engine and cowling
may be
Do not use water to clean fabric surfaces, since it will cleaned with any standard engine solvent approved for
spot upholstery and remove the flame-resistant chem- this purpose. Prior to cleaning engine, cover all
ical impregnated in the cloth, openings to prevent solvent from entering engine. Spray
or brush solvent over engine and wipe dry. Blow ex-
EXTERIOR CLEANING. Prior to cleaning the exterior cess cleaning solution from engine with compressed
of the aircraft, cover the wheels, making certain the air.
brake discs are covered. Securely attach pitot covers
off all other openings. Be
I I
and install plugs or mask
CAUTION
c*mlow
particularly careful to mask off all static air sources
before washing or waxing. Do not apply wax or polish
to the exterior surface of the aircraft for a period of Do not allow commercial cleaning solvents
90 days after delivery, as waxes and polishes seal to enter magnetos, starter, alternator or
the paint from the air and prevent curing. If it is any primary component housing. Protect
necessary to clean the painted surface before the ex- engine components by wrapping in suitable
piration of the GO-day curing period, use cold or luke- plastic or otherwise covering areas to
warm water and a mild soap. Never use hot water or prevent solvent contact.
detergents. Any rubbing of the painted surface should
be gentle and held to a minimum to avoid damaging the LANDING GEAR AND WHEEL WELLS. Clean land-
paint film. The aircraft should be washed with mild and wheel wells with a compound containing
ing gear
soap and water. Loose dirt should be flushed away an emulsifying agent to remove oil, grease, and sur-
with clean water before soap is applied. Harsh or face dirt. The emulsion is removed by rinsing with
abrasive soaps or detergents may cause corrosion water or spraying with a petroleum solvent. Cover
or scratches and should never be used. Soft cleaning the wheel and brake during landing gear and wheel
I cloths or a chamois should be used to prevent scratches wellcleaning. If water rinse is used in cold wea-
a
when cleaning and polishing. ther, blow all water from wheel well with an air hose,

2-26 Change2
 114
MAINTENANCE MANUAL Section IJ:
Servicing

FUEL CELL ACCESS

(4 EACH SIDE)

jZL7 PITOT TUBE/ACCESS

COVER MOUNT

FUEL SYSTEM
SPAR ACCESS PLATE
TUBING AND WIRING

ELEVATOR TRIM ACCESS

(TYPICAL BOTH SIDES)

SPAR MOUNT ACCESS

OVHD. VENTILATION
ELECTRIC WIRING
HARNESS ACCESS

BATTERY/HYD. POWER PACK

ACCESS PANEL
OIL FILLER ACCESS

3
FLOOR-LEVEL
ACCESS PLATES
(3 EACH SIDE)

X22 18

Figure 2-16. Inspection Plates and Access Covers

2-27
 114
Section II MAINTENANCE MANUAL
Servicing

X22 24

APPLICATION SYMBOL SPECIFICATIONS AND TYPE OF LUBRICATION

Q
HAND PACK MIL-G-81322 AIRCRAFT GREASE
MIL-G-23827 AIRCRAFT GREASE (Top of nose gear trunnion only)

LUBRICATION OUN MIL-G-81322 AIRCRAFT CREASE

(HF)
CLOTH WIPE MIL-L-5606 HYDRAULIC FLUID

~I
OIL CAN MIL-L-7870 GENERAL PURPOSE LUBRICATING OIL

Figure 2-17. Lubrication Chart (Sheet 1 of 4)

2-28
Change 1
 114
MAINTENANCE MANUAL Section ii
Secvicing

A SEAT MECHANISM B CABIN DOOR

::i
~7"
(II

i~50 HOURS ~50 HOURS

X22 20 1 X22 21

C ELEVATOR AND TRIM TAB ASSEMBLY

c/

"i~

/3

dI
i~ j0 HOURS
X22 25

Figure 2-17. Lubrication Chart (Sheet 2 of 4)

2-29
 114
Section II MAINTENANCE MANUAL
Servicing

D BAGGAGE DOOR E FLAP AND AILERON ASSEMBLY

I ~,1´•´•, P
B16~ i i
Ct

rll

~50 HOURS
[r50 HOURS
X22 2~

F MAIN GEAR G MAIN GEAR DOORS

[II
I~
4~
(r

(HF)

if~YLIAD
100 HOURS

Q 50 HOURS
X167 (r5O HOURS
X168

figure 2-17. Lubri~otion Chort ISheet 3 of 4)

2-30
 114
MAINTENANCE MANUAL Section II
Servicing

H NOSE GEAR I I RUDDER TRIM AND NOSE WHEEL STEERING

~CI

HF)
c~ Ijl
I~

(HF) DAILY

too HOURS

~50 HOURS
100 HOURS )(16 rl\ I (r HOURS (AS Required) Y22 38

J NOSE GEAR DOOR

(i_

(i

SERIAL NUMBERS [I; SERIAL NUMBERS

14000 THRU 14149 14150 AND SUBSEQUENT

~50 HOURS
X166 X22 39

FiOure 2-17. Lubrication Chart (Sheet 4 of 4)

Change 2 2-31
 114
Section II MAINTENANCE MANUAL
Servic ing

to prevent freezing.Emulsion type cleaners usually alclad aluminum; however, aluminum is subject to
contain solvents which are injurious to rubber if al- oxidation and must be inspected periodically for signs
lowed to remain in contact for any length of time; of corrosion. The first indication of corrosion is the.
therefore, rinse affected area immediately withwater. formation of white deposits or spots on unpainted sur-
After cleaning landing gear, wipe exposed strut piston faces. Painted surface will discolor or blister. The
with a clean cloth moistened with MIL-H-5606 hydrau- aircraft should be stored in a dry hangar for best
lic fluid. To clean tires, rinse with water and scrub preservation during long term storage.
with a brush. Tire surface may be brightened after
washing by rubbing with glycerene or applying a brush 28 DAYS OR LESS. Special preservation measures
coat of commercial tire paint. are not required for airframe and airframe compo-
nents when the aircraft is to be stored for 28 days or
PROPELLER. Check propeller blades and hub peri- less. However, the following procedures should be
odically for oxidation and corrosion. Brush oxidized accomplished before aircraft is placed in storage.
or corroded area with a phosphating agent to remove
superficial corrosion, then remove etched and pitted a. Service fuel, engine oil and hydraulic systems.
area by buffing smooth with an aluminum polish. b. Place fuel selector valve in the OFF position.
When cleaning propeller, take the following precau- c. Ensure that all electrical switches are off.
tions: d. Install pitot cover, rubber intake plugs, gust
locks and tie-down the aircraft if stored outside.
a. Check that
ignition switch is off. e. Clean and rotate tires regularly to prevent
b. Make sure engine has cooled completely. flat- spotting.
c. When moving propeller, do not stand in line of f. Remove and store battery during cold weather.
blades, Rotate propeller through several revolutions by
g.
d. Avoid using excessive amounts of liquid cleaner hand once very seven days after checking that ignition
as it may splatter or run down blade and enter propeller switch is off.
hub or engine. h. Start engine and run up to operating tempera-
e. After cleaning, check area around propeller hub tures each 14 days.
to be sure all cleaning solution is removed.
28 DAYS OR MORE. When the aircraft is to be stored
for periods greater than 28 days, the general steps
LUBR)CATION under the period of 28 Days Or Less, plus cleaning and
polishing of the aircraft, should be followed. In addi-
Lubrication requirements are shown on the Lubrica- tion, the engine must be prepared and stored in ac-
tion Chart (Figure 2-17). Beforeadding grease to cordance with installation and storage details contained
fittings, wipe off the dirt. Lubricate fittings and wipe in the Lycoming Operator’s Manual.
off excess.Lubricate all hinges with squirt can or
brush moistened in oil. Wipe off excess oil to prevent RETURNING AIRCRAFT TO SERVICE
accumulation of dirt and grit. See Section N for pro-
peller lubrication. If proper procedures have been observed during stor-
age, very little delay will be necessary to reactivate
the aircraft. Install a fully charged battery and per-
form a thorough inspection and preflight check. If
STORAGE the engine has been preserved, comply with the pro-
cedures for returning the engine to operation as de-
The aircraft is constructed of corrosion resistant tailed in the Lycoming Operator’s Manual.

2-32
 114
MAINTENANCE MANUAL Section II
Servicing

STRUCTURAL NUTS TORQUE IN INCH-POUNDS

FINE THREAD SERIES

BOLT SIZE STANDARD TYPE NUTS SMEAR TYPE NUTS

Alternate Alternate

(see Note 1) (See Note 2) Values MS20364, AN320 Values

AN310 AN316, AN7502 AN320
(See Note 4) (See Note 4)

10-32 20-25 20-28 12-15 12-19

1/4-28 50-70 50-75 30-40 30-48
5/16-24 100-140 100-150 60-85 60-106
7/16-20 450-500 450-560 270-300 270-390
1/2-20 480-690 480-730 290-410 290-500
9/16-18 800-1000 800-1070 480-600 480-750

5/8-18 1100-1300 1100-1600 660-780 660-1060

3/4-16 2300-2500 2300-3350 1300-1500 1300-2200
7/8-14 2500-3000 2500-4650 1500-1800 1500-2900
1-14 3700-5500 3700-6650 2200-3300 2200-4400
1-1/8-12 5000-7000 5000-10000 3000-4200 3000-6300
1-1/4-12 9000-11000 9000-16700 5400-6600 5400-10000

COURSE THREAD SERIES

BOLT SIZE STANDARD TYPE NUTS SMEAR TYPE NUTS

(See Note 3) MS20364, AN320, AN316

(See Note 1)

8-32 12-15 7-9

10-24 20-25 12-15
1/4-20 40-50 25-30

5/16-18 80-90 48-55

3/8-16 160-185 95-100

7/16-14 234-255 140-155

1/2-13 400-480 240-290

9/16-12 500-700 300-420

5/a-11 700-900 420-540

3/4-10 1150-1600 700-950

7/8-9 2200-3000 1300-1800

1-8 3700-5000 2200-3000
1-1/8-8 5500-6500 3300-4000
1-1/4-8 6500-8000 4000-5000

NOTES:

(1) AN3,AN23, AN42, AN173, MS20004, NAS334, NAS464 Series Bolts;

AN502, AN503, NAS220 and NAS517 Series Screws.

(2) AN310, AN315, AN345, AN362, AN363, MS20365, AN366, NAS679, "EB",
"1452", 21200", UWN" and other self-locking nuts.

(3) AN310, AN340, MS20365, AN366 and other self-locking anchor nuts.

(4) When using AN310 and AN320 castellated nuts where alignment between
bolt and cotter pin holes is not reached using normal torque values, use
alternate torque values or replace nut.

These torque values are derived from oil-free cadmium-plated threads, and are recommended for all
installation procedures contained in this book except where noted.

Figure 2-18. Torque Values

2-33/2-34
SECTION

HYDRAULICS
 114
MAINTENANCE MANUAL
SECTION III
HYDRAULICS
TABLE OF CONTENTS
Page
GENERAL DESCRIPTION 3-1
GENERAL MAINTENANCE PRACTICES 3-1
Functional Test Procedure 3-2
HYDRAULIC SYSTEM COMPONENTS 3-6
Actuating Cylinders 3-6
GENERAL DESCRIPTION
The hydraulic power supply is an integrated unit con-
taining a reversible electric motor-driven hydraulic
pump, fluid reservoir, pressure control valves, ther-
mat relief valve, and a gear up check valve. The hy-
draulic power pack is located in the left forward area
of the aft fuselage section. A landing gear selector
switch, mounted on the instrument panel, electrically
actuates the hydraulic pump in the power pack, to
control direction of fluid flow to permit landing gear
extension or retraction. When the landing gear selec-
tor switch is pulled out to clear a detent, and placed
in the UP position, hydraulic fluid controlled by the
gear up pressure switch (see Figure 3-2) is directed
at 1600 to 1700 psi, to the up port of each gear actu-
ating cylinder to retract the gear. Fluid on the oppo-
site side of each actuating cylinder is returned to the
power pack fluid reservoir. When all three gears
are retracted, tlie hydraulic pump shuts off and the
gears are held up by the gear-up check valve. The
gear up pressure switch will then maintain hydraulic
pressure at 1600 to 1700 psi by electrically actuating
the hydraulic pump should pressure fall below 1600
psi, or exceed 1700 psi. When the landing gear se-
lector switch is placed in the DOWN position, hydrau-
lic fluid controlled by the gear down pressure switch
is directed at 450 to 550 psi to the down port of each
actuating cylinder to extend the gear. When all three
gears are extended and locked, the gear down pressure
switch will maintain hydraulic pressure at 450 to 550
psi. Pressure is maintained in the gear down system
by the pilot check valve. The system is protected
from excessive pressure by the thermal relief valve
which opens to relieve pressure at 2150 to 2300 psi
with serial numbers 14315 and subsequent
tfarcria(-rem E
2425).
opens to relieve pressure at 2025 to
Change 4 3-1
Section III
Hydraulics
Page
Hydraulic Power Pack 3-6
Emergency Extension Valve 3-10
Miscellaneous Hydraulic Components 3-11
TROUBLESHOOTING 3-11
gency gear extension is accomplished by manually
actuating the emergency extension valve, located
on the left side of the console.
When actuated, the
valve bypasses fluid from the up side of each gear
actuating cylinder to the power pack hydraulic reser-
voir. The gears then drop by gravity, assisted by
down springs. When the gears are down and locked
over center three green lights indicate a gear safe
condition (see Section VI for Adjustment). With the
emergency extension valve in the down position the
gear will not retract because the pressure is being
relieved through the extension valve back to the res-
ervoir and not to the actuating cylinders. Other hy-
draulic components using MIL-H-5606 hydraulic fluid
held within self contained reservoirs are installed in
the aircraft and are not functionally associated with
the main hydraulic system. These conponents are
master brake cylinders, nose shimmy dampener,
nose and main gear struts and wheel brakes.
GENERAL MAINTENANCE PRACTICES
Cleanliness is an essential part of hydraulic system
and component maintenance and repair. Small particles
of dirt or other foreign materials are especially dam-
aging to seals and surfaces of hydraulic component
moving parts; therefore, every precaution must be
employed to prevent contamination of hydraulic fluid.
The hydraulic system must be serviced at prescribed
intervals and storage containers should be kept clean
and sealed. The following information is generally
applicable for all hydraulic system maintenance.
Cap or plug all openings in hydraulic lines and
a.
component parts at time of disconnection, to prevent
 11LP
Section ILI MAINTENANCE MANUAL
Hydraulics

B 3

7 2

1. SHIMMY DAMPENER
2. BRAKE CYLINDERS
3. EMERGENCY EXTENSION VALVE
4. HYDRAULIC POWER PACK AND MANIFOLD
5. LANDING GEAR ACTUATING CYLINDERS,
NOSE AND MAIN
6. WHEEL BRAKES
7. BRAKE HYDRAULIC RESERVOIR (S/N 14150 AND SUBS)
8. HYDRAULIC PRESSURE SWITCHES

X23 5 A

Figure 3-1. Hydraulic Equipment Locator

foreign materials from entering the hydraulic system. m. Release pressure from hydraulic lines prior to
b. Use correct safety wiring technique during re- tightening a tube fitting.

assembly and installation of components,
c. Clean hydraulic system component parts and
connections in cleaning fluid, Federal Specification
P. D. 680, and dry with moisture free air.
d. Inspect component parts for cracks, nicks, burrs,
scratches, scoring, and condition of threads on com-
ponent parts and fittings.
e. Clean hydraulic actuator cylinders, pistons, or
honed internal surfaces, using light buffing compound
or corcus cloth; rub in lengthwise direction when re-
moving scratches or nicks.
f. Replace allO-rings, seals, and scrapers at time
of overhaul and installation of hydraulic components.
g. Lubricate component parts and seals with
clean hydraulic fluid, MZL-H-5606, prior to re-
assembly.
h. When installing O-rings, make certain the O-ring
is evenly stretched around circumference of part and
not twisted in retaining groove.
i. Never use force to assemble component parts.
j. When possible, pressure check hydraulic com-
n. When replacing fittings or lines, always start
tube nuts with fingers, and complete tightening with
a wrench.
o. Always bleed hydraulic lines when replacing
hydraulic components.
p. Always perform an operational check after re-
placing hydraulic system components.
q. Always perform landing gear operational check
when replacing landing gear hydraulic components.
r. Clean hydraulic actuating cylinder piston rods
and landing gear struts with a clean cloth moistened
inhydraulic fluid, at frequent intervals.
FUNCTIONAL TEST PROCEDURE
When maintenance has been performed on the hydraulic
system which necessitates an operational check of the
landing gear, jack aircraft as outlined in Section II and
perform landing gear operational check as outlined be-
low. Functional test procedures applicable to specific

ponents for leakage prior to installation on aircraft. components of the hydraulic system are also incorpo-
k. Lubricate pipe thread fittings with anti-seize rated in this section. Procedures contained in the pre-
compound conforming to Federal Specification TT-A- ceding General Maintenance Practices must be accom-

580. plished after component repairs.

i. Lubricate B-nuts with thread lubricant conform-
ing to Specification JAN-A-669. a. Connect an auxiliary de power supply (50 amp

3-2 Change 1
 HYDRAULIC POWER PACK ASSEMBLY
I HIGH PRESSURE CONTROL

FILTER ~I, REVER SIBLE /VALVE (1800-2000 PSI)

GEAR PUMP

LOW PRESSURE CONTROL

THERMAL RELIEF VALVE
VALVE (600-700 PSI)
(2150-2300 PSI)
(2025-2425 PSI)*
cn
UP
I WOTE PRESSURE CONTROL VALVES AND
o
THERMAL RELIE F VALVE REMAIN IN
V POSITION SHOWN UNLESS PRESSURE
DOWN LIMITS ARE EXCEEDED

7a LANDINGGEAR I I II PORT"B"
d I I I fl I ft~ f´• ‘GEAR-UP CHECK VALVE OPENS AT BEGINNING
X2314 PORT "D" PORT~ I~ PORT"A" I OF RETRACTION CYCLE AND THEN CLOSES TO
LANDING GEAR SELECTOR
,,C,1 I MAINTAIN RETRACTION PRESSURE.
~e SWITCH II I z
-I
m
Z
"PILOT"
a Z
CHECK RIGHT MAIN GEAR
a
LEFT MAIN GEAR
VALVE ACTUATOR m
P
a
ACTUATOR

RETRACTED Z
a C
EMERGENCY
RETRACTED GEAR-UP PRESSURE SWITCH
EXTENSIONVALVE AT 1600 TO 1700 PSI
j r

NOSE GEAR
ACTUATOR

GEAR
DOWN

t-6 RETRACTED

RETRACTION PRESSURE
RETURN

PRESSUREt~amg
*SERIAL NUMBERS E
w IE 14315 AND SUBSEQUENT
m
W

HYDRAULIC POWER PACK ASSEMBLY HIGH PRESSURE CONTROL

VALVE (1800-2000 PST)
REVERSIBLE
GEAR PUMP t:Ei
c,

THERMAL RELIEF VALVE

2150-2300 PSI)
LOW PRESSURE CONTRO
VALVE (600-700 PSI) (2025-2425 PSq*

UP ´•.´•.´•;.;´•.´•:.´•;.;;´•.´•.;´•_´•.´•;´•
~p
n WOIE PRESSURE CONTROL VALVES
AND THERMAL RELIEF VALVE REMAIN
IN POSITION SHOWN UNLESS PRESSURE
I I I DOWN i. LIMITS ARE EXCEEDED
n
LANDING GEAR

x,, 14 1 II I GEAR-UP CHECK VALVE

OPENS TO ALLOW RETURN
LANDING GEAR SELECTOR
OR RETRACTION PRESSURE
SWITCH Z
--I
3 m
v, I I Z
r
"PILOT" Z~
3 LEFT 1MAINGEAR CHECK RIGHT MAIN GEAR
o
m
P
ACTUATOR VALVE ACTUATOR

ol I
z
GEAR DOWN PRESSURE C
+---r EMERGENCY
SWITCH MAINTAINS
r F---+ g
EXTENSIONVALVE SYSTEM PRESSURE AT
450-550 PSI
j
r

"1" NOSE GEAR

o
ACTUATOR
EXTENDED EXTEND

EXTENSION PRESSURE

c~ RETURN PRESSURE

EXTENDED *SERIAL NUMBERS

14315 AND SUBSEQUENT
a
 HYDRAULIC POWER PACK ASSEMBLY
"J

t
TI UP
c
n

DowN

II I LANDING GEAR

XZ3~4

LANDING GEAR SELECTOR

SWITCH

3) 1 )I
I z
(D
m
3 Z

Z
LEFT MAIN GEAR RIGHT MAIN GEAR o
O
m
P
3
O
ACTUATOR ACTUATOR
EXTEND
EXTEND
(D
Z
´•e EMERGENCY C
o
+---r 1 EXTENSION r t---+
(P r
VALVE

m
x o FREE FALL
FREE FALL
(ASSISTED BY SPRINGS)
(ASSISTED BYSPRINGS) J I II I I I NOSE GEAR
o ACTUATOR
EXTEND
V) GEAR
DOWN

I o I NORMAL RETRACTION PRESSURE

FREE FALL
I~
o
DUMP RETRACTION PRESSURE

SPRING)(ASSISTED BY

4(Di;’
w lr: I a#
~n rn
 114
Section III MAINTENANCE MANUAL
Hydraulics

minimum) to the positive terminal on the battery relay cylinders. Repair is limited to cleaning and inspec-
located on the battery box assembly in the aft fuselage tion of the parts and replacement of worn or damaged
area. parts and O-rings.
b. Apply a 10 pound load to the nose gear axle to
simulate an air load condition (see Figure 3-6). a. Loosen the setscrews and remove end caps and
end plugs (see Figure 3-3).
b. Withdraw shaft and piston from actuator housing.
WOlB
c. Remove and discard all O-rings.
Add 10 pounds of weight to the main gear d. Inspect and clean all parts in dry cleaning sol-
to simulate an air load if the hydraulic lines vent and dry thoroughly.
have been removed or changed (see Figure e. Inspect all internal parts and cylinder bore for
3- 6). wear and damage. Replace worn or damaged parts.
f. Wipe new O-rings with MIL-H-5606 hydraulic
fluid prior to installation in the actuator housing.
c. Add MIL-H-5606 hydraulic fluid to the hydraulic
power pack reservoir necessary to maintain suffi-
as REASSEMBLY
cient fluid during the test.
d. Check that all electrical switches are in the a. Install new O-rings on shaft and piston.

OFF position. b. Install piston and shaft into housing.

e. Check that the landing gear selector switch is c´• Install end cap and end plug.
in the DOWN position, d. Tighten set screws in end cap and end plug.
f. Place the master battery switch ON and keep it
INSTALLATION.
on for the duration of the test.
g. Place throttle lever in midposition.
a. Place the actuator in position on the landing gear
h. Check for the following conditions:
and install attaching hardware.
I. Gear down indicator ILLUMJNATED.
2. Red gear warning indicator
WOIP
EXTINGUJSHED.
3. Gear warning bell SILENT. Small end of tapered spacer must
contact actuator cylinder bearing.

b. Assure swivel fittings are free to rotate.

HYDRAULIC SYSTEM COMPONENTS c. Connect hydraulic lines to actuators.
d. Operate hydraulic power pack to purge system
of air as necessary and check fluid level in reservoir.
ACTUATING CYLINDERS e. Fill reservoir as needed.
f. Pressurize the actuator and check for external
The hydraulically operated actuating cylinders are leakage.
attached to the drag brace and trunnion on the nose g. Make preload adjustment as outlined in Section
gear, and side brace and trunnion on the main gears. VI.
One port of each cylinder is connected to the gear up h. Perform a functional test on the landing gear
hydraulic line, and the remaining port to the gear (see Functional Test Procedures in this section).
down line. Hydraulic fluid, under pressure, is di-
rected to the actuator cylinders by the gear selector
switch located on the instrument panel. During the HYDRAULIC POWER PACK
actuating cycle the gear up and gear down hydraulic
lines act as either pressure or return lines, depend- AIRCRAFT SERIAL NUMBERS 14000 THRU 14314 1
ing on the gear position selected.
The fully-reversible electrically-driven hydraulic
REMOVAL power pack unit is located in the left side of the aft
fuselage. It contains a reversible electric motor-
a. Jack aircraft as outlined in Section II. driven hydraulic pump, reservoir, low pressure
b. Disconnect the hydraulic lines from the actuating control valve, high pressure control valve, thermal
cylinders and plug or cap open lines and fittings to relief valve and a gear-up check valve. The hydrau-
prevent contamination. lic high pressure control valve limits system
pressure
c. Remove the attaching bolts from cylinder and from 1800 to 2000 psi during a retraction cycle of the
landing gear. gear. The hydraulic low pressure control valve limits
system pressure from 600 to 700 psi during the ex-
NOTE tend cycle of the gear. The thermal relief valve is
set to cr&ck between 2150 and 2300 psi should the
Do not disturb the setting of the rod end
thermal expansion of hydraulic fluid exceed the nor-
on the shaft,
mal 2000 psi of the high pressure control valve. A
gear-up check valve opens to allow retraction pres-
d. Remove the actuating cylinder. sure to the gear while the motor is
running and closes
when the system is off, thereby, holding pressure in
DISASSEMBLY AND REPAIR. Disassembly proce- thehydraulic lines when the gear is up (retracted).
dures apply to both main and nose gear actuating Any problem occurring in the proper operation of the
3-6
Change 4
ROCKWELL
COMMANDER MAINTENANCE MANUAL SECTION I1I
114/A HYDRAULICS

MAIN GEAR CYLINDER

SETSCREW

PISTON

LOCKNUT
HOUSING

O- RINGS

Oi RINGS

END CAP

ACTUATOR
SHAFT

PLUG

ROD END
xlslo

NOSE GEAR CYLINDER

SETSCREW

PLUG

O-RING

O-RINGS

O-RINGS~ PISTON

HOUS[NG

ACTUATOR
SHAFT

C~ IEND CAP

ROI) END

X23 IOA

Figure 3-3. Landing Gear Actuating Cylinders

Change 5 3-7
 ROCKWELL
SECTION III MAINTENANCE MANUAL COMMANDER
HYDRAULICS
114/A

HYDRAULIC
POWER PACK
HYD VENT
PORT SC
FILL PORT
d

GEAR DOWN
HYDRAUL~C HECK VALVE
PRESSURE M~NIFOLD --lr"
SWITCH I I!, d

.61~

60~’

j
‘?/V

GEAR UP HYDRAULIC
PRESSURE SWITCH

Figure 3-9. Hydraulic Paw´•r pack

system can be isolated by performing the Hydraulic
Power Pack Check. If any of the hydraulic
power
pack components are malfunctioning the complete
power pack unit must be removed and replaced as
the components are not field adjustable or
repair-
able. Access to the power pack unit is gained
by re-
moving the left side baggage compartment panel (see
Figure 3-4). Component parts pressure settings
effectivity are shown in Figure 3-7.
AIRCRAFT SERIAL NUMBERS 14315 AND SUBSE-
QUENT
system is off, thereby, holding pressure in the hy-
draullc lines when the gear is up (retracted). Any
problem occurring in the proper operation of the
system can be isolated by performing the Hydraulic
Power Pack Check. If any of the hydraulic power
pack components are malfunctioning the complete
power pack unit must be removed and replaced as
and the components are not field adjustable or repair
able. Access to the power pack unit is gained by re-
moving the left side baggage compartment panel (see
figure 3-4). Component parts pressure settings and
effectivity are shown in Figure 3-7.

The fully-reversible electrically-driven hydraulic HYDRAULIC POWER PACK CHECK. Should a mal-
power pack unit is located in the left side of the aft function occur in the hydraulic landing gear system
fuselage. It contains a reversible electric motor and the hydraulic power pack is suspected of being the
driven hydraulic pump, reservoir, low pressure
cause, the following check can be made without re-
control valve, high pressure control valve, thermal
moving the hydraulic power pack(see Figure 3-4).
relief valve and a gear-up check valve. The hydrau-
lic high pressure control valve limits system
pressure
during a retraction cycle of the gear. The hydraulic a. Jack aircraft as outlined in Section U.
low pressure control valve Ilmits system b. Connect external power source regulated to
pressure
during the extend cycle of the gear. The thermal 14.1 (f .1)
volts capable of delivering 70
amperes.
relief valve is set to crack between 2025 and 2425 Add MIL-H-5606 hydraulic fluid to power
psl c´•
pack
should the thermal expansion of hydraulic fluid ex- fluid reservoir as required.
ceed the normal operating pressure. A d. Clear vent port by backing screw and washer
gear-up
check valve opens to allow retraction
pressure to the
gear while the motor is running and closes when the
out to allow a 0.06 inch minimum clearance between
power pack boss and bottom of rubber seal. I
3-8
Change 7
ROCKWELL
MAINTENANCE MANUAL Section III
COMMANDER
114/A Hydraulics

GEAR RETRACTED

EXTENDED

O
ATTACH TEST HYDRAULIC
PRESSURE GAGES TO THESE
LINES.

LFWD
FWD

VIEW OF HYDRAULIC LINES

LOOKING OUTBOARD IN LEFT
WHEEL WELL

xoJeas

Figure 3-5. Hydraulic Osar Lines

e. Disconnect gear actuation lines in left wheel 3. Adjust gear down hydraulic pressure
well at bulkhead fitting in wing rib. Install protective switch as necessary. See Figure 3-4.
plugs on bulkhead fit´•tings. See Figure 3-5.
i. Place gear selector in UP position.
WOII
WO~I

Do not disconnect emergency gear As gear retracts, observe both gear

down line. up and gear down pressure gages.

f. Install 0 to 3000 psi pressure gage at each of j. Restrain nose gear in down position until main
the gear up and gear down hydraulic lines. See gear is retracted, then release nose gear. While
Figure 3-5. main gear is retracting, gear down pressure gage
reading must not exceed 500 psi.
k. Hydraulic power pack shall cut off at 1650 (9 50)
CACITION psi as shown on gear up pressure gage. Hydraulic
power pack must cut on at a minimum of 1400 psi.

Do not loosen any line’tthile system is

nolrl
pre ssu ri zed.
Pressure readings as high as 1800 psi
g. Place master battery switch in ON
position. may be encountered due to’spin down’
h. Place gear selector switch in DOWN position, of hydraulic pump.
i. Pressure on gear down pressure gage
shall be 500 psi minimum, 700 psi maximum. i. Adjust gear up hydraulic pressurg switch as
2. Hydraulic power pack shall cut off at 500 necessary. See Figure 3-4.
(f 50) psi as shown on gear down pressure gage. m´• Place gear selector switch in DOWN position,
This reading may be checked by bleeding down while observing pressure on gear up pressure gage.
hydraulic pressure and observing pressure After gear is fully extended pressure on gear up

gage reading. Hydraulic power pack must cut gage shall drop to zero and remain at zero.
on at a minimum of 350 psi. n. Check to ascertain gears are down and locked,
return aircraft to original configuration.
WO~I WO~I

Pressure readings as high as 700 psi Should tests indicate hydraulic power
may be encountered due to Ispin down’ pack is not operating correctly, re-
of hydraulic pump. place unit.

3-9
Change 4
 ROCKWELL
Section III MAINTENANCE MANUAL COMMANDER
Hydraulics 114/A

EMERGENCY FREE FALL TEST

PULLEY Ci
I

ri lit LBS CAL

WEIGHT

CABLE
JACKS
4 PLACES

LANDING GEAR OPERATIONAL TEST

CABLES ATTACHED
CLOSE TO AXLE

WO~I
INCREASE WEIGHT
ON NOSE WHEEL TO
10 LBS..

STAND WITH
10 LB WEIGHT 2 PULLEYS
X2~´•1

Figure 3-6. Hydraulic System Check

REMOVAL out to allow a 0. 06 inch minimum clearance between

power pack boss and bottom of rubber washer seal. I
a. Place master battery switch in the OFF position.
b. Disconnect the two electrical leads and label for EMERGENCY EXTENSION VALVE
identification. Tape ends of the two electrical leads to
prevent shorting. An emergency extension valve is located at the left
c. Disconnect ground wire from the airframe. forward side of the center console. This valve by-
Screw vent port screw down tight to prevent
.d.egakael
hydraulic fluid
passes hydraulic fluid from the upside of the actuators
(which form the hydraulic uplock) directly to the reser-
e. Disconnect the hydraulic lines from the hydraulic voir. The gears drop by gravity, and the piston locks
power pack. Cap lines to prevent contaminat~lon, mechanically engage. The gears cannot be raised, and
f. Remove hydraulic power pack by removing four the piston down lockcannot become disengaged.
attaching bolts, washers, grommets, bushings and nuts.
EMERGENCY EXTENSION FREE-FALL TEST. With
INSTALLATION the aircraft on jacks, retract the landing gear and

place the throttle in midposition. Apply a five and

a. Place hydraulic power pack in place and attach one-half pound weight to the axle of the nose landing
with bolts, washers, grommets, bushings and nuts, gear to simulate an air load (see Figure 3-8).
b. Connect hydraulic lines to the hydraulic power
pack, a. Disconnect hydraulic power pack unit at the
c. Connect ground wire to the airframe. electrical quick disconnect.
d. Connect the two electrical leads. b. Place landing gear selector switch in DOWN
I e. Clear vent port by backing screw and washer position.

3-10
Change 7
 114
MAINTENANCE MANUAL Section III
Hydraulics

Factory Production
Power Pack Internal
Pressure Settings
Model Effectivity Part No. UP DOWN Remarks

Serial Number’s 795000-1 1800-2000 600-700 Spares Use 795000-1 Power Pack
14000 thru 14313
Power pack pressures are
pre-controlled externally
with pressure switches set at:
Serial Number’s 795000-1 1700-2100 500-800
14314 thru 14999 Gear Up 1650 f 50 PSI
Gear Down 500 f 50 PSI

Figure 3-7. Hydraulic System Pressure Settings

c. Push landing gear emergency valve control MISCELLANEOUS HYDRAULIC COMPONENTS

knob DOWN and hold. The valve and control knob is
located on the left forward side of the center console MIL-H-5606 hydraulic is also used in other components
(see Figure 6-5). of the aircraft that are not functionally tied to the hy-
d. Check for the following: draulic power pack. These components are the master
i. Gear unsafe red indicator light on. brake cylinders, nose shimmy dampener, nose and
main gear struts and wheel brakes. All of the com-
2. Warning bell should not sound.
3. Gear free falls in a positive motion. ponents have their own self-contained reservoirs
4. Gear safe green indicator lights on within except the wheel brakes on aircraft thru serial num-

12 seconds of pushing the emergency control bers 14149, which are supplied from the master brake
In~ob. cylinders. On aircraft serial numbers 14150 and sub-
5. Gear unsafe red indicator light off. sequent, a single master cylinder reservoir supplies
6. Return emergency control la~ob to its fluid for the brake system. Detailed description and
normal position. servicing is contained in Section VI.
7. Place master battery switch to the OFF

position.
TROUBLE-SHOOTING
8. hydraulic power pack to the
Reconnect
aircraft electrical system. Thetrouble-shooting figure in this section discusses
9. Place master battery switch to the ON symptoms which can be diagnosed and interprets the
position. results in terms ofprobable causes and the appropri-
10. Check for hydraulic power pack operation. ate corrective remedy to be taken. Review all prob-
If pump does not run, repeat seeps a. through able causes given and check other listings of troubles
with similar symptoms. Items in Figure 3-8 are
d. 9., three times.
11. Recycle gear through one normal operation. presented in sequence but not necessarily in order

configuration, of probability.
e. Return aircraft to its normal

3-11
Change 4
 114
Section III MAINTENANCE MANUAL
Hydraulics

TROUBLE PROBABLE CAUSE I REMEDY

Gear retraction/ Emerg~ency extension valve in down Check visually. Reset valve.
extension system position.
fails to operate.
Landing gear ACT circuit breaker Check visually. Reset circuit
open, breaker.

Landing gear SEL circuit breaker open. Check visually. Reset circuit
breaker.

Landing gear ACT circuit wires broken. Check wiring. Replace defective
wiring. To check switches and
wiring refer to Section X.

Landing gear SEL circuit wires brokeni Checkwiring. Replace defective

wiring. To check switches and
wiring refer to Section X.

Ground contact switch out of adjustment Check switch. Adjust or replace

or inoperative. switch (see Section VI). If circuit
breakers continue to open, locate
and repair short circuit within
system. To check wiring refer to
Section X.

Battery low or dead. Check specific gravity. Replace

defective battery.

Gear selector switch ground incomplete. Check visually. Complete ground.

Gear selector switch inoperative. 1 Check switch. Replace defective

switch.

Hydraulic power pack pump retraction Check relay. Replace defective

relay inoperative. relay.

Hydraulic power pack pump ground Check visually. Complete ground.

incomplete.

Hydraulic power pack pump inoperative. Check pump. Replace defective

pump.

Hydraulic fluid in power pack reservoir Check fluid. Fill reservoir with
below operating level. MIL-H-5606 hydraulic fluid.

Restriction in hydraulic lines. Isolate and check hydraulic lines.

Clean hydraulic lines.

Gear up pressure switch defective. Check switch. Replace defective

switch

Gear down pressure switch defective. Check switch. Replace defective

switch.

Slow gear retraction. Hydraulic fluid in reservoir below Check fluid. Fill reservoir with
operating level. MIL-H-5606 hydraulic fluid.

Low battery. Check specific gravity. Replace

defective battery.

Figure 3-8. Trouble Shooting Hydraulic System (Sheet 1 of 2)

3-12
Change4
ROCKWELL
MAINTENANCE MANUAL Section III
COMMANDER
Hydraulics
114/A

PROBABLE CAUSE REMEDY

TROUBLE

Restriction in hydraulic lines.. Isolate and check hydraulic lines.

Slow gear retraction
Clean hydraulic lines.
(Contd)

Check visually. Reset circuit

Hydraulic pack
power Landing: gear ACT circuit breaker opens.
breaker.
pump stops during gear
retraction/extension.
Check visually. Reset circuit
Landing gear SEL circuit breaker opens.
breaker.

Hydraulic power pack
pump fails to shut off
after gear retraction.
Up gear logic relay defective. Check relay. Replace defective
relay.
Leakage in system. Check gear actuating cylinders,
hydraulic power pack pump and
hydraulic lines. Replace or repair
as required.

Gear up pressure switch defective. Check switch. Replace defective

switch

power pack Pump extension relay sticking. Check relay. Replace defective
Hydraulic
pump fails to shut off
relay.
after gear extension.
Gear down pressure switch defective. Check switch. Replace defective
switch

Check high pressure check valve

Intermittent hydraulic Leakage in pump.
and manifold. Replace defective
power pack pump opera-
tion after gear has power pack unit.
retracted.
Check actuating cylinders and hy-
Leakage in system.
draulic lines. Replace defective
parts.

Check pump. Replace defective

Landing gear doesn’t Hydraulic power pack pump high pres-
fully retract. Hydraulic sure relief valve out of adjustment, power pack unit.

power pack pump con-

Check actuating cylinders and hy-
tinues to run. Leakage in system.
draulic lines. Replace defective
parts.

Low battery voltage to power pack. Start engine voltage to power

Hydraulic power pack
comes on when master pack of 14 (f .1). Listen for
shut off of power pack.
switch is turned on
(prior to engine start)
and stays on.

low pressure valve Reset pressure switch.

Power pack
malfunction

Gear down pressure switch set too high. Remove and replace power pack unit.

Verify vent port washer is free to

Slow gear extension Hydraulic power pack vent port
rotate and has a minimum clearance
(normal and restricted.
of 0. 06 inch between power pack boss
emergency)
and bottom of rubber washer seal.

Figure 3-8. Trouble Shooting Hydraulic System (Sheet 2 of 2)

3-13/3-14
Change 7
 SECTION

POVVER PLANT AND

PROPELLER
 114
MAINTENANCE MANUAL Section 1V
Power Plant and Propeller

SECTION IV

POWER PLANT AND PROPELLER

TABLE Of CONI8NIS

Page
GENERAL DESCRIPTION 4- 1
IGNITION SYSTEM 4- 1
IgnitionSwitch 4- 1
Ignition System Operation 4- 2
Magneto 4- 2
brnition Harness 4- 4
Spark Plugs 4- 4
INDUCTION AIR SYSTEM 4,5
InductionAir Filter q- 5
FUEL INJECTION SYSTEM q- 5
Servo Regulator 4- 5
Flow Divider Valve q- 6
Air BleedNozzles 4, 8
OILSYSTEM q- 8
OilCooler 4- 8
Oil Screen and Filler 4- 9
Engine Oil 4- 9
EXHAUST SYSTEM 4- 8
Exhaust System Repair 4- 9
COOLING SYSTEM q- 9
Baffle Removal, Repair and Insln!lation.. 4- 9
ENGINE CONTROLS 4-10
Throttle 4-10
Mixture Control 4-12

Propeller Control 41!2

Alternate Air Control 4-19
ENGINE ACCESSORIES 4-13
Starter 4-?3
Alternator 4-13
FuelPump 4-!4
ENGINE CHANGE "-;a
Removal 4-14
Buildup 4-14
Installation 4-26
ENGINE MOUNT AND COWLLNCI 4-17

Engine Mount 4-17

Engine Cowling $-17
ENGINE CONDITIONING HINTS 4-19
Ignition ~-19
FuelMixture 14-19
´•´•4-19
PROPELLER
Removal 4-19
Installation i-20
PROPELLERGOVERNOR 1;-20
Removal 4-2Z
Installation 4-21
TROUBLE-SHOOTING ´•´•´•4-21
GENERAL DESCRIPTION assembly. The material contained In this manual
provides information concerning this parc-:cular ap?ll-
catlon of the 10-540 series endna, and Ule irLforlnatior:
A direct-drive 260-horsepower Lycolnlng 10-540- necessary for routine field maintenance and serviCln~
T4A5D (rjerial numbers 14000 ulrough 14149), (eee Figure 4~1).
540-T4B5D (Serial numbers 14150 and aJbsequent)
engine Is used to power the~illrcraft. The engine is
a bilr-cylinder horizontally-opposed air cooled
engine which employs a wet sunlp ail system and is IGNITION SYSTEM
eq~ipped with fuel injection. The right bank is num-
bered 1, 3 and 5 and the left bank i, 1 and 6. An en-
bne yi~ecification chart is contained in Figure 4-11. JGNITION SWIICH
The engine Is equ~pped wllll a Nartzell HC-C2YR-1BF/
F8467-7H all metal cci~istant speed propeller. A eepa- The ignitiua YWILCII i~j II~JL;Llled ill II1C lell II1Y(TUlliel\L
raie manual preyalud by the enqne manutPcturer, sub- This apring-loaded siwitcli rulurn~ the
provides coniplt~te infarraation concernlrUI engine miln- BOTH polltioii aulon~atically wlien rt´•]easr!d ircln! tht´•
STAP’T porjitlon. Tl~e IgllltiU1) ha~ flvt~
tenance, and com~oneat cti8aeecmbly, repair, and re-

cItangcr 4-1

W~@EIVED BY
 114
Section IV MAINTENANCE MANUAL
Power Plant and Propeller

TACHOMETER CONNECTION
BREATHER
L FROM COOLER

OIL PRESSURE CONNECTION

8
OIL TEMP CONNECTION
MAGNETO

~--:*ip

THERMOSTATIC OIL
BY-PASS VALVE

o
FUEL PUMP INLET
VENT LINE CONNECTZON

OIL DRAIN

THROTTLE LEVER MLXTURE CONTROL LEVER

X24 29

Figure 4-1. Engine Assembiy

I. OFF Both magnetos are grounded. the starter relay closes allowing battery current to
2. R Right magneto operating left magneto QFF. drive the starter. The dual mag;neto generates elec-
3. L Left magneto operating right magneto OFF. trical impulses to fire all spark plugs and a~ntomatic-
4. BOTH Both magnetos Qperating, ally retards spark when starting the engine. As soon
5. START Startersolenaid actuated. as the engine starts, the ignition switch is released
from the START position and returns to the
position, deactivating the starter relay. The en~ne
is now operating on both magnetos and Ignition occurs
WARNING in the normal advance position.

Magneto switches must be in OFF posi- MAGNETO

tion before rotating a propeller by hand.
The magneto(s) will be hot any time the ignition switch
wires are disconnected; therefore, an unintentional
engine start is possible if the propeller is rotated. To
avoid this possibility, remove the high tension outlet
plate from the appropriate magneto before breaking
tile ignition circuit.
IGNITION SYSTFM OPERATION
When the ignition switch is held in the STAnT positic:,n,
Bendix D6LN-2031 impulse coupled dual magneto is
installed on the 20-540 engine (see Figure 4-2).
The shielded ignition wiring is arranged so that the
left portion of the magneto fires the tap plugs in
cylinders 1, 3 and 5 and the bottom plugs in cylin-
ders 2, 4 and 6. The right portion of. the m:agneto
provides spark far the opposite spark plugs. The
mabmeto is driven at three-quarters engine crank-
shaft speed. Each maF;neto contains a two-pole ro-
tatinl: magnet, and a transformer and distributor for
both the right and left portions of the magneto. A
four-lobe cam is secured to the breaker end of the
rotating magnet shaft. The distributor gears are
driven at two-thirds magneto shaft speed. High ten-

4-a Ch~mge 3
 114
MAINTENANCE MANUAL Section IV
Power Plant and Propeller

INSTALLATION AND TIMING. The magneto must

P-LEAD be installed with its timing marks correctly aligned.
CONNECTIONS Rotate the crankshaft in direction of normal rotation
until number one cylinder is on the compression

I stroke and approximately 25 degrees before top dead

1 center (BTC).

i.: ’al I --~´•´•I

WARNING

tj
The magneto is grounded through the
ignition switch, therefore, any time
the primary (switch) lead is discon-
X24 26 nected, the magneto is in a switch ON
or hot condition. Before turning the

Figure 4-2. Magneto Cam End View propeller by hand, remove high tension
cable outlet plate from magneto or dis-
connect all spark plug cables to prevent
sion current, generated in each of the two magneto starting engine accidently.
transformers is conducted to each of the distributors
by means of spring-loaded carbon brushes and through
the fingers on the distributor gears to the right and Clamp ignition timing pointer on the advance timing
an

left distributor blocks where it is transmitted through mark on the

high tension cables to the spark plugs. The magneto
provides retarded ignition for engine starting. Inter-
rupted battery current is permitted to flow through
the primary and secondary transformer windings and
across the spark plug electrodes to provide high ten-
sion voltage for engine starting.
rear of the starter ring gear. The starter
ring gear may be marked at 20 and 25 degrees. Con-
suit engine nameplate for correct advance timing mark
to use. Continue rotating the crankshaft until the tim-
ing pointer and the parting flange of the crankcase
align. Leave the crankshaft in this position until the
magneto is installed. Inthe event that anignition
timing pointer is not available an alternate method
may be used. Rotate the crankshaft in direction of

1 CAUTION
C*UIIOW
1 normal rotation until number one cylinder is on the
compression stroke and continue rotating the crank-
shaft until the correct advance timing mark on the
Release ignition switch if starter does rear of the starter ring gear is in exact alignment
not engage immediately. Starter circuit with the small drilled hole located at the two o’clock
is not protected by circuit breakers, position on the front face of the starter housing.
Leave the crankshaft in this position until the magneto
is installed.
REMOVAL
WOTa
a. Remove upper half of cowling.
b. Remove high tension outlet cable plate from The advance timing mark is specified
magneto. on the engine nameplate.
c. Disconnect leads from magneto and tag for
identification when reinstalling. Remove the inspection plug from the most convenient
d. Remove retaining nuts and washers, and remove side of magneto housing and plug from the rotor view-
magneto from mounting pad, ing location in the center of the housing. Rotate mag-
neto drive shaft in normal direction of rotation until
the painted tooth on large distributor gear is centered
ISOTC in the timing hole. The shaft on the impulse coupling
As the magneto is removed from its magneto can be turned by depressing the pawl on the
mounting, be sure that drive coupling coupling. Observe that at this time the built in pointer
bushings do not become dislodged from just ahead of the rotor viewing window aligns with the
the gear hub. "L" mark on the rotor. Be sure the magneto gear
does not move from this position and secure magneto
finger tight. The magneto is now ready for final
REPAIR AND LUBRICATION. Magneto maintenance timing.
is generally limited to cleaning, inspection, and re-
placement. For complete magneto maintenance pro- FINAL TIMING. Attach red lead from the timing light
cedures and authorized repair guidelines, refer to to left switch adapter lead, green lead of timing light
the Bendix (High Altitude) Magneto Service Manual. to right switch adapter lead and the black lead of the

4-3
 114
Section IV MAINTENANCE MANUAL
Power Plant and Propeller

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

LEFT RIGHT
DISTRIBUTOR DISTRIBUTOR

1~5 NO. 1 UPPER 1 6 NO. 6 LOWER NO. 1 MWER 1 6 NO. 6 UPPER

~r
NO. 4 LOWER 2 5 NO. 3 UPPER NO. 4 UPPER 2 5 NO. 3 LOWER

NO. 5 UPPER 3 4 NO~ 2 LOWER NO. 5 LOWER 3 4 NO. 2 UPPER

X24 JO

Figure 4-3. Ignition Wiring

timing Light to the magneto housing. Rotate the mag-
neto in its mounting Range to a point where the red
timing light comes on, then slowly turn it in the oppo-
site direction until the red light goes out indicating
the left main breaker has opened. Then evenly tighten
the magneto mounting clamps. Back the crankshaft up
approximately 10 degrees, the timing light should
come on. Bring the crankshaft slowly back in direc-
tion of normal rotation until the timing marks are in
alignment, the red light should go out indicating left
main breaker opening. The right main breaker,
monitored by the green light, must open within 2
degrees of the number one firing position. If the right
breaker does not open within the two degrees tolerance,
back the engine up a few degrees and again bring the
crankshaft slowly back in direction of normal rotation
toward number one cylinder firing position while ob-
serving timing lights. Adjust breakers to open (timing
lights wt) when the timing pointer is indicating within
the width of the "L" mark. After adjusting breakers
recheck timing.
WOIE
AC timing lights operate in the reverse
manner as described above, the light
goes out when the breaker points open.
are routed to the lowerspark plugs on the left bank
of cylinders,while the other three cables from the
left portion of the magneto are routed to the upper
spark plugs on the right bank of cylinders. Three
of the six cables from the right portion of the mag-
neto are routed to the lower spark plugs on the right
bank of cylinders, and the balance of the cables from
the right portion of the magneto are routed to the
spark plugs
upper on the left bank of cylinders (see
Figure 4-3).
CABLE REMOVAL AND INSTALLATION. Ignition
cables may be removed individually or the ignition
harness may be replaced as a complete unit.
SPARK PLUGS
Two spark plugs are installed in each cylinder and
screw into heli-coilinserts. The spark plugs are
shielded to prevent ignition interference from enter-
ing the radio and have an internal resistor to provide
longer terminallife. An average life of 200 hours
may be expected from these spark plugs; however
this will vary with operating conditions. Ground
ope-
ration of the en~jne for extended periods or an ex-
cessively rich idle mixture will shorten spark plug
service life. A spark plug that is kept clean and
pro-
perly gapped will give better and longer service than
one that is allowed to collect lead deposits and is im-

properly gapped. The spark plug gap should be set in

IGNITION HARNESS
The ignition harness for the engine consists of twelve
shielded high tension cable assemblies. Three of the
six cables from the left portion of the dual magneto
accordance with Lycoming’s latest publication of Ser-
vice Instructions Number 1042. The spark plug torque
value is 360 to 420 inch-pounds. When the engine
leaves the factory it is equipped with spark plugs as
specified in Figure 4-11.

4-4
Change 3
 114
MAINTENANCE MANUAL Section IV
Power Plant and Propeller

SERIAL NUMBERS 14000

THRU 14149

DOOR

ATR FILTER

DOOR

VALVE
BOXG INDUCTION
AIR BOX

ASSY AIR FILTER

4 h:~

i.

Z AIR FILTER

r\
HOUSING
AIR FILTER
INDUCTION AIR
ENDUCTION AIR Y,‘ HOUSING
SCREEN
SCREEN
X24 37
MUFFLER
SERIAL NUMBERS 14150 ASSY (REF)
AND SUBSE[1UENT

Figure 4-4. Induction Air System

cleaning and installation.

INDUCTION AIR SYSTEM

FUEL INJECTION SYSTEM

The external scoop on the left side of the cowling
serves as the ram air source for the induction air

system (see Figure 4-4). Intake air is directed

Filtered air is introduced into the engine through the
through anoil-impregnated filter element and flexible
ducts for delivery to the induction air box. The air
servo regulator body, then flows into an air intake
riser where it is distributed to each cylinder by in-
box then directs the filtered air to the fuel injector
dividual intake pipes. The amount of air entering the
unit for fuel/air mixing process. A second (heated)
air source utilizes engine cooling air drawn from the engine is controlled by a throttle valve (butterfly)
contained in the body of the fuel injection servo regu-
interior of the lower engine cowl. This provides an
of intake air in the event of fuel in- later. Fuel is metered and distributed to the indivi-
alternate source
dual cylinders by the servo regulator and fuel flow
jector nozzle impact icing, or icing of the external
divider valve. The fuel-air ratio is determined by
filter element. This heated airflow source is con-
trolled by the induction air control lever on the en- the position of the throttle valve and air sensing func-
tions of the servo regulator. Fuel and air are mixed
gine control pedestal (Serial numbers 14000 through
within the The fuel injection system con-
cylinder.
14349), and pull-to-operate control adjacent to the
sensing and fuel control subsys-
sists of the air flow
landing gear indicator lights (Serial numbers 14350
and subsequent). tems. Components of the injection system are: the
servo valve, fuel control unit, fuelflow divider valve,

and air bleed nozzles. The servo valve and fuel con-

INDUCTION AIR FILTER trol unit are contained within the throttle body casting,
installed on the engine intake manifold air inlet.
The induction air system utilizes a flock-coated in-
duction air filter. The filter element is installed in SERVO REGULATOR
the filter housing located on the lower left side of the

thefirewall. Refer to Section II for The regulator is the basic component of the fuel
cowling near servo

4-5
Change 4
 114
Section IV MAINTENANCE MANUAL
Power Plant and Propeller

injection system. Induction air enters the throttle body, h. Lubricate ends of throttle shaft with instrument
passes through the venturi and by the throttle valve and oil.
into the engine. As the air passes through the throttle i. Lightly lubricate rod ends of throttle, mixture,
body, air pressure is sensed by impact tubes which and alternate air control rods.
lead to one side of the servo regulator air diaphragm. j. Check mixture and throttle controls for freedom
The other side of this diaphragm is exposed to low of operation.
pressure which is sensed at the venturi throat of the
body (see F’igure 4-5). A ball servo valve
throttle ADJUSTMENT. Adjustments
to the servo regulator
and a fuel/air diaphragm operates the pressure
on are confined to idle
speed and mixture. If there is an
differential between unmetered and metered fuel pres- appreciable amount of wind, locate aircraft in cross-
sure. The air metering force applied to the air di- wind position before making idle speed and mixture
aphragm of the servo regulator is directly proportional adjustment. This will prevent false loading of the
to the velocity of air- flowing through the venturi to the engine caused by the affect of wind velocity on the
engine. Air velocity is controlled by the position of propeller.
the throttle valve; therefore, a change in throttle
setting will alter the position of the fuel/air diaphragm. a. Start and engine until oil and cylinder
warm

This causes the position of the ball servo valve to vary, head temperatures are in
normal operating range.
The pressure differential across the ball servo valve b´• Check magneto drop, see Section II. If drop is
opposes the action of the air diaphragm and tends to normal, proceed with idle adjustment.
open or close the ball servo valve. This provides c. Set throttle stop-screw so that engine idles at
regulated pressure for operation of the fuel
servo 550-650 RPM. If the RPM varies significantly after
flow divider valve which schedules a fuel flow that is making the mixture adjustment during the following
correctly proportioned to the engine inlet airflow. A steps, readjust to desired RPM.
balanced fuel flow condition will exist when servo d. When the idling-speed has been stabilized, move
pressure on the fuel flow divider valve and ball servo the mixture control lever toward the IDLE CUTOFF
valve is equal to the air metering force at the air di- position and observe the tachometer for any change
aphragm of the servo regulator. The richer fuel during the leaning process. Caution must be observed
mixture required during engine idle is obtained by so as to return the mixture control lever to the FULL
using a constant head spring on the lower side of the RICH position before the RPM can drop to a point
air sensing diaphragm. Fuel pump pressure, which where the engine cuts out. An increase of more than
is recorded on the engine gage unit, is taken from a 10 RPM while leaning indicates an excessively rich
port on the forward side of the servo regulator fuel idle mixture. An immediate decrease in RPM (if
controlunit. Fuel flow readings are obtained from not preceded by a momentary increase) indicates the
the metered fuel side of the fuel flow divider valve, idle mixture is too lean.
e. If the above indicates that the idle
adjustment
CLEANING AND INSPECTION. The
following proce- is too rich or too
lean, turn the idle mixture adjust-
dures apply to cleaning and inspection of the servo ment in the direction required for correction, and
regulator. Remove and clean the fuel inlet screen recheck new setting. Each time an adjustment is
at the first 25 hours and each 50 hours of operation made, the engine should be run up to 2000 RPM to
thereafter. clear the engine before making another adjustment.
Monitor cylinder head and oil temperature gages to
a. Remove upper cowling.
remain within limits.
b. Inspect servo regulator and all fuel lines for f. In the event that the setting above does not re-
tightness and evidence of fuel leakage. main check the idle
stable, linkage; any looseness in
the linkage will cause erratic idling. In all cases,
WOTE allowance must be made for the effect of weather c~n-
ditions and field density altitude during adjustments.
Slight fuel stains adjacent to the air
bleed nozzles are normal.
FLOW DIVIDER VALVE
c. Clean assembly in cleaning solvent and
screen

dry with filtered compressed air. The fuel flow divider valve, located on the upper cen-
d. Inspect screen assembly to determine service- ter of the consists of
engine, spring-loaded diaphragm
a

ability. Replace screen assembly if deformed or actuated poppet valve. Action of the diaphragm is con-
deteriorated. trolled by servo pressure from the servo regulator
e. Place new O-ring assembly and install
on screen valve. A spring seats the fuel flow divider valve needle
screen assembly in
regulator. Tighten screen
servo to retain fuel within the flow divider valve when the
retainer to 35-40 inch-pounds. engine is stopped. The sensitivity obtained from fuel
f. Check servo regulator for security of attach- flow divider valve operation prevents engine rpm lag
ment. during rapid throttle movement and eliminates the
g. Check throttle, mixture, and alternate air con- need for an acceleration pump. The fuel flow divider
trol rods, rod ends and levers for security and con- valve directs fuel to each cylinder through individual
dition of rod ends. lines connected to ports in the valve. Fuel passes

4-6
 114
MAINTENANCE MANUAL Section IV
Power Plant and Propeller

1 5 6 7 8

3
~YE-

SECTION A -A

A
C~OSED
VENTURI
OPEN
16

14 12 FUEL- AIR BLEED

A NOZZLE
AIR INLET

IDLE MMTURE ADJUST

IDLE SPEED ADJUST

i. IDLE VALVE LEVER 9. FLOW DIVIDER VALVE

(CONNECTED TO THROTTLE) to. NOZZLE (ONE PER CYLINDER)
2. METERING JET 11. THROTTLE VALVE
3. FUEL INLET 12. IMPACT TUBE
4. FUEL INLET SCREEN 13. BALL SERVO VALVE
5. MANUAL MIXTURE/IDLE CUT-OFF 14. FUEL DIAPHRAGM
6. FUEL FLOW GAGE (RT. HALF OF DUAL GAGE) 15. AIR DIAPHRAGM
7. FLOW DIVIDER 16. CONSTANT EFFORT SPRING
8. FLOW DIVIDER DIAPHRACM 17. CONSTANT HEAD SPRING (IDLE)

Figure 4-5. Fuel injection System

4-7
 114
Section IV MAINTENANCE MANUAL
Power Plant and Propeller

through the air bleed nozzles before entering the cyl- a. Connect fuel injection lines to air bleed nozzles.
inder. A fuel line is connected between the fuel flow b. Inspect installation for evidence of crimped lines.
divider fuel flow port and a fuel flow gage, located in c. Operate auxiliary fuel pump and check fittings
the instrument panel, to provide an accurate indica- and air bleed nozzles for evidence of
leakage.
tion of metered fuel flow to the engine. d. Turn off auxiliary fuel pump and battery switch
and secure cowling.

AIR BLEED NOZZLES

An air bleed nozzle installed in each cylinder, directs OIL SYSTEM

fuel from the flow divider valve into the cylinder in-
take port. Each nozzle incorporates an air bleed,
which aids in vaporizing fuel at idle rpm by breaking The engine is equipped with a wet sump, pressure
the high vacuum at the intake manifold, and assures operated oil system. The main bearings, connecting
that the fuel lines from the flow divider valve are full rod bearings, camshaft bearings, valve tappets, and
of fuel at alltimes. The immediate availability of fuel push rods, are lubricated by positive pressure. The
in the fuel lines ensures positive engine acceleration pistons, piston pins, cams, cylinder walls, valve
and eliminates the need for an engine primer during rockers, valve stems and other internal moving parts
engine starting. Air bleed nozzles have an identifica- are lubricated by oil collectors and oil spray. The
tion number letter stamped on one of the flats of the
or oilpump, located in the accessory housing, draws oil
nozzle body hexagon head, which also indicates that
through a drilled passage leading from the ,oil filter
the nozzle air bleed hole is on the opposite flat. To located in the sump. After passing through the
pump,
eliminate fuel leakage at the air bleed hole after en- oil flows through a drilled passage in the engine and
gine shutdown, the nozzle must be installed with the then through a line to the oilcooler. Oil pressure
identification mark facing downward. Fuel nozzles from the cooler is returned to the accessory housing
should be removed and changed when an engine is where it is directed through the oilfilter, contained
running rough and exhibits poor acceleration charac- in a cast chamber mounted on the accessory housing.
teristics, not attributed to faulty ignition. When this If cold oil or an obstruction should restrict oil flow
is the case all nozzles on the appropriate engine
through the cooler, an oil cooler bypass valve will
should be removed and cleaned, route the oil directly from the oil pump to the oil fil-
ter. The oil is then filtered through the oil filter
REMOVAL AND CLEANING. Disconnect the fuel inlet chamber and fed through a drilled passage to the oil
line and use a deep socket to remove the nozzle. Cap pressure relief valve, located in the upper right side
the fuel line and plug hole in cylinder. Clean the air of the crankcase forward of the accessory housing.
bleed nozzles as follows: This relief valve regulates the engine oil pressure by
allowing oil to return to the sump, while the
excess
a. Wash in clean unleaded gasolineor cleaning balance of the oil is fed to the main oil gallery in the
solvent. Trichlorethylene may be used to clean noz- right half of the crankcase. Oil is distributed from
ties that show signs of carbon buildup. the main gallery, by of
separate drilled pass-
means
b. Apply filtered compressed air at 100 psi to dis- ages to each main bearing of the crankshaft. The
charge port of nozzle. drilled passages to the bearings are located in such
a manner as to form an inertia type filter, thus en-

suring that only the cleanest oil will reach the bear-
ings. Drilled passages from the rear main bearing
CAUTION supply oil pressure to the crankshaft idler gears.
Angular holes are drilled through the main bearings
to the rod journals where sludge removal tubes are
Do not use wire or tools to clean nozzle located. Oil from the main gallery also flows to the
orifices. cam and valve gear passages, and is then conducted
through branch passages to the hydraulic tappets and
camshaft bearings. Oil travels out through the hollow
INSTALLATION. Install air bleed nozzles in cylin- push rods to the valve rocker bearings and valve
ders, that identification Ilumber or letter is located stems. Oil from the
so
bearings, accessory drives and
on the lower side of the nozzles when tightened into rocker boxes returns to the sump by gravity flow,
engine cylinder. passes through the inlet oil screen and is then re-
circulated through the engine. Refer to Section II
for oil system servicing.
CAUTION

OIL COOLER
When replacing fuel lines and fittings,
use only a fuel soluble lubricant, such The cooler is installed on the right forward side of
as engine oil on thread fittings. DO engine firewall and receives its cooling air from the
NOT USE ANY FORM OF THREAD engine nacelle compartment. Oil under pressure
COMPOUND. from the engine enters the inboard side of the cooler,

4-8
 114
MAINTENANCE MANUAL Section IV
Power Plant and Propeller

passes through the cooler and back to the engine. A each cylinder and extends down and is attached to one

thermostatically operated oil cooler bypass valve of two muffler assemblies. Each bank of cylinders
causes oil to bypass the cooler in the event of con- is equipped with a muffler assembly. Each exhaust
gealed oil or an obstruction in the cooler. This by- stack is attached to a mufflerby special clamps that
pass valve also routes oil directly to the suction allow for expansion and contraction of the entire in-
screen until a predetermined oil temperature is stallation. Nuts and lockwashers are used to secure
reached. The oil is then routed through the cooler, each exhaust stack to the cylinders. Inspect the ex-
haust stacks at prescribed intervals’ for evidence of
leakage, cracks and looseness of mounting nuts (see
OIL SCREEN AND FILTER Figure 4-6).

Clean engine oil is assured by the use of one oil suc-

tion screen and one oil filter for the engine. The oil EXHAUST SYSTEM REPAIR
suction screen is located in the right side of the oil
sump and the oil filter is located in a casting, bolted Components of the exi~aust system which fail must be
to the accessory housing between the magnetos. Use replaced, however, certain components may be re-
of this screen and filter provides dual protection for paired in accordance with FAA Advisory Circular
positive screening of damaging foreign material from No. AC 43.13-1. Consult this source for repair
the oil. The oil pump draws oil from the sumpthrough guidelines.
the suction screen and pumps it through the oil cooler
to the engine. Oil screen and filter must be cleaned
whenever improper
CAUTION
each time the oil is changed or

oil circulation is suspected. Servicing instructions

are provided in Section Il. Never lead
use pencils, grease pencils,
etc., to mark exhaust system components.
Carbon deposited by these items will
ENGINE OIL
eventually cause cracks due to heat con-
centration and carbonization of the metal.
Service the engine with aviation grade engine oil; Use chalk, prussion blue or India ink
SAE 40 or 50 above 60 degrees Fahrenheit, SAE 40 when necessary to mark components.
at between 30 and 90 degrees Fahrenheit;
temperatures
SAE 40 or temperatures from 0 to 70 degrees
30 at
Fahrenheit and SAE 30 for temperatures below 10 COOLING SYSTEM
degrees Fahrenheit. Detergent or dispersant oil,
conforming to current Lycoming Service Instruction
Number 1014 must be used. Cooling air enters the engine cowling compartment
through openings located in the center of cowling near
the propeller. Engine baffles (Figure 4-7) direct air
flow around the cooling fins of each cylinder. Adjust-
WOTE able cowlflaps, located in the lower cowl, are pro-
vided to regulate engine temperature. To assure
To promote faster ring seating and
proper airflow around the engine, baffle seals and
improved oilcontrol, this aircraft cowling must be maintained in a serviceable condition.
was delivered from the factory with
Baffle seals which do not block the airflow at the seal
a mineral-type (non detergent) oil
location cause improper distribution of the cooling air
installed. This break-in oil should
and may result in hot spots on the cylinders.
be used for the first 50 hours only,
at which time it must be drained and
replaced with detergent oil.

After the first 25 hours of operation, drain engine oil, CAUTION

clean suction and oil filter screens and replace filter
I element. Re~fill the sump with MIL-L-6082 non-deter-
gent oil and use until the 50 hour mark is reached or Ground operate engine with cowl flaps
oilconsumption has stabilized, then change to deter- open to prevent overheating of engine.
I gent oil conforming to specification MIL-L-22851.

BAFFLE REMOVAL, REPAIR AND INSTALLATION

EXHAUST SYSTEM
Removal and installation on the various baffles can
be made with the engine cowling removed. Insure
The exhaust system consists of six exhaust stacks. that any replaced baffles and seals are installed cor-
Each exhaust stack is attached to the exhaust port of rectly and that they seal properly to direct the cool-

2 4-9
Change
 Section IV MAINTENANCE MANUAL
Power Plant and Propeller

STACK

EXPANSION
CLAMP

X42276

Figure 4-6. Exhaust 5taci(

ing air in the proper direction. Baffles should be induction air box (alternate air). Cable adjustments
replaced if damaged or cracked. However, small for theengine controls are made at the ball joints and
plate reinforcements riveted to the baffle will often devises. Push-pull rods, ball joints and devises
prove satisfactory both to the strength and cooling should be checked for loose checknuts, nuts, freedom
requirements of the unit. of operation and excessive wear. Routing of the con-
trol cables should be checked to see that cable clamps
are in place and cables do not rub structurB or acces-
series.
ENGINE CONTROLS

THROTTLE
The engine control levers (Figure 4-8) are located on
the engine control quadrant and control the throttle,
propeller pitch, fuel mixture and alternate air. Cables The throttle lever located on the left side of the con-
and push-pull rods connect the engine control levers trol quadrant is mechanically linked to the throttle
to the power plant. Cover plates on the quadrant ped- arm of the fuel injection system servo regulator, A
estal may be removed for inspection and maintenance friction lock located on the right side of the quadrant
of control cables and other equipment enclosed in the provides a means of increasing friction on the throttle
pedestal. Additionally, the complete pedestal may be lever to prevent creeping. When the throttle lever is
removed for maintenance purposes. A friction lock retarded to a position sufficient to actuate the micro
is installed on the right side of the quadrant to secure switch located inside the quadrant, a landing gear
the control levers in the desired position, or place position warning bell will sound if all landing gear
the desired amount of friction on the engine control are not in the down and locked position. The switch
levers. Engine control cables are routed through the is set to activate the warning bell circuit when the
firewall and to the engine. The individual controls engine manifold pressure is approximately 14 inches
are attached to the servo regulator (throttle and fuel Hg. Procedures for adjusting the micro switch is
mixture), propeller governor (propeller pitch) and provided in Section VI.

4-10
 114
MAINTENANCE MANUAL Section IV
Power Plant and Propeller

RIGHT SIDE
p I AFT BAFFLE RIGHT AFT LEFT AFT
BAFFLE ~19 IBAFFLE
RIGHT SIDE
CENTER
BAFFLE

/d
RIGHT SIDE
M´•
10
FORWARD
BAFFLE
o\

LEFT SIDE
AFT BAFFLE

LEFT SIDE
FORWARD
~U\ BAFFLE

RIGHT FRONT~O LEFT FRONT

BAFFLE
BAFFLE

i~ld
LEFT SIDE
CENTER
BAFFLE

X2439

Figure 4-7. Engine Baffle Assembly

4-11
 114
Section IV MAINTENANCE MANUAL
Power Plant and Propeller

;b
r~clr.N j

C
a
fl I HI II
i~-
U

:I I I I
M
a
O ‘c‘
N
oo p 4 B
r T
CUT f U ’I
T L R II
I M

H D

T LO N

"-2:

X24 i

Figure 4-8. Engine Control Quadrant

RIGGING. The procedure for rigging the throttle landing, and most ground operations. LEAN is used
control cable is as follows: for stopping the engines. The range between RICH
and LEAN permits manual leaning of the fuel mixture
a. Secure throttle control cable clevis end to servo
to obtain best power and minimum fuel consumption
regulator on the engine, during flight. A fuel flow gage registers the amount
b. Secure throttle control cable ball joint to throttle .f metered fuel going to the engine and aids in deter-
lever in control quadrant, mining the proper mixture control setting.
c. Move throttle control lever through full range
of travel. Check that lever hits both end stops. RIGGING. The procedure for rigging the mixture
d. Move throttle control lever to full forward stop control cable is the same as the throttle control cable
less 0. 03 clearance.
rigging.
e. Adjust ball joint at throttle control lever until
it contacts the forward end stop.
f. Move throttle control lever aft and ascertain PROPELLER CONTROL
that it reaches it’s opposite
stop. end
g. If required, make minor adjustments at the The propeller control lever is located between the
throttle control lever until it aligns with the other throttle and mixture control levers and is distinguish-
control levers at the full forward position with a 0.03 ed by rectangular grooved knobs. The control lever
clearance. is mechanically linked to
propeller governor and
a

controls engine rpm and propeller pitch by altering

the propeller governor setting. Forward movement
MIXTURE CONTROL of the control lever decreases propeller pitch and
increases engine rpm, and aft movement increases
The mixture control lever is mounted on theright side pitch and decreases rpm. Retarding the control lever
of the engine controlquadrant. The RICH position of into the LO position reduces oil pressure to the pro-
the mixture control lever is used for starting, takeoff, peller, allowing centrifugal force of the propeller and

4-12
 114
MAINTENANCE MANUAL Section IV
Power Plant and Propeller

compressed springs to reduce propeller pitch. c. Remove bolt attaching alternator support strut
to starter.
RIGGING. The procedure for rigging the propeller d. Remove nuts and washers from studs holding
control cable is the same as the throttle control cable startermounting flange.
rigging, e. Remove aft inboard, and forward outboard studs
from starter mounting flange.

ALTERNATE AIR CONTROL INSTALLATION

by the forward and aft move-

Induction air is controlled a. Align starter
mounting flange with engine pad
control, located on the en-
ment of the alternate air studs and install attaching hardware.
gine controlquadrant. Placing the control lever in b. Torque bolt and nuts to 150-inch pounds.
forward (COLD) position allows filtered ram air to c. Connect electrical wires to starter.
enter the system. This ram air is directed to the in- d. Check starter operation.
duction air box and then on into the servo regulator e. Install cowling.
for the fuel/air mixing process. Placing the control
lever in the aft (HOT) position closes the ram air
source and opens the hot air source. The hot air is ALTERNATOR
provided in the event of fuel injector nozzle impact
icing or icing of the external filter element. A 12-volt, 70-amp alternator is installed on the for-
ward lower right side of the engine. The alternator
RIGG~G. The procedure for rigging the alternate employs a 3-phase stater winding in which the phase
air control cable is the same as the throttle control windings are electrically 120 degrees apart. The
cable rigging, rotor consists of a field coil encased between two,
4-poled interleaved sections, producing an 8-pole
magnetic field with alternate North and South poles.
When the rotor rotates inside the stater, an alterna-
ENGINE ACCESSORIES ting current is induced in the stater windings. This
ac current is rectified, i. e., changed to de, by silicon

diode rectifiers and delivered to the output terminal

STARTER of the alternator. A ram air blast tube extending
from the slip ring cover of the alternator to the for-
A Bendix-type starter is installed on the forward ward engine baffle supplies cooling air to the alterna-
lower left side of the engine. The starter drive pin- tor. A belt from the alternator pulley, to a pulley
ion engages the engine flywheel ring gear to provide which is integral with the aft propeller flange, drives
direct cranking of the engine. The starter contactor the alternator at 3. 25 times the speed of the engine.
installed on the battery box in the tailcone, is ener- Proper alternator belt tension should be maintained
gized by a key operated, spring-loaded, ignition- to provide satisfactory service (see Lycoming Service
starter switch. When starting the engine, avoid en- Instructions Number 1129A). For additional informa-
ergizing the starter for more than 30 seconds, and tion concerning the alternator system, refer to Sec-
allow several minutes for the starter unit to cool be- tion X.
tween starting attempts.
REMOVAL. To remove the alternator from the engine,
INSPECTION AND REPAIR. Before removing any proceed as follows:
unit in a starting circuit, it should be first determined
where the fault lies within the circuit. Check that the a. Remove upper and lower engine cowling.
battery is fully charged and inspect the wiring for b. Disconnect electrical wires from alternator and
possible damage. Inspect all connections to the start- tag for identification.
er solenoid, ignition switch, and battery, including c. Loosen nut attaching alternator mounting flanges
all ground connections. Clean and tighten all connec- to engine.
tions as required. Connect a jumper lead around any d. Remove bolt and washer from alternator idler
switch suspected of being defective. If the starting arm.

system functions properly using a jumper, repair or e. Rotate alternator to free belt from drive pulley.
replace the bypassed switch. If the battery, wiring, f. Remove nuts, washers and bolts securing alter-
and switches are satisfactory and the engine is known nator to engine and lift alternator from engine.
to be functioning properly, remove the starter and
send to an authorized repair station for repair. INSTALLATION

REMOVAL. To remove the starter from the engine, a. Position alternator with drive belt seated in
proceed as follows: alternator and starter ring gear pulleys.
b. Install alternator flange mounting hardware,
a. Remove upper and lower engine cowling. but leave alternator free to rotate at flanges.
b. Disconnect electrical lead from starter terminal, c. Install bolt and washer in alternator idler arm

4-13
 114
Section IV MAINTENANCE MANUAL
Power Plant and Propeller

and tighten belt per Lycoming Service Instruction 4. Oil pressure gage line.
Number 1129A). i. Disconnect induction air system.
d. Tighten nuts installed in step b. j. Disconnect flexible tachometer drive from engine.
e. Connect electrical wiring. k. Disconnect throttle and mixture control cables
f. Installcowling. from servo regulator.
i. Disconnect electrical wiring from engine.
m. Disconnect engine ground wire.
FUEL PUMP n. Disconnect propeller control cable from prop
governor.
A diaphragm type,self regulated pressure pump is o. Secure all control cables at firewall to prevent
installed the aft lower left side of the engine acces-
on entanglement in engine when removing engine.
sory housing. This engine operated pump provides a p. Remove muffler assembly and exhaust stacks
continuous flow of fuel to the engine without pressure from engine, and cover cylinder exhaust ports.
variations. The pump design allows the auxiliary Attach
q. a one-half ton (minimum) hoist to the
pump to move fuel through it to the engine in the event engine lifting eye and tighten hoist cable slightly to
it becomes inoperative and also for the purpose of relieve weight on engine mount attach bolts.
initial engine starting. If the pump becomes inopera- r. Disconnect oil and fuel drain lines, engine-
tive, do not attempt to repair it. Remove the pump driven fuel pump drain line and engine breaker line.
and install a new one.

REMOVAL
CAUTION
a. Remove upper and lower engine cowling.
b. Remove the two capscrews attaching fuel pump.
c. Remove the pump and gasket. Raising engine too high will place a
strain on attach bolts and hinder re-
INSTALLATION moval.

a. Clean the engine accessory pad, s. Check engine to ensure that all items attaching
b. Install pump and gasket on the accessory
a new engine and accessories to airframe are disconnected.
pad. Assure that the pump plunger is all the way up t´• Remove engine mount attach bolts.
to engage the push rod or the drive shaft will bend, u. Remove engine from airframe.
c. Install two capscrews and torque to 300 inch-
pounds.
d. Replace cowling.
CAUTION

ENGINE CHANGE When lifting engine from mount, use

extreme care to prevent damage to
engine mount and airframe.
REMOVAL

The engine mount (Figure 4-9 can be removed with BUILDUP

the engine, if desired. If the engine
being returned
is
to the manufacturer or will not be operated within a The basic engine, as received from the manufacturer
seven day period comply with storage instructions requires the addition of certain accessories, wiring,
contained in Section LI. In the following instructions, ducting, and lines prior to installation. This is ac-
the engine is being removed from the mount. complished during engine buildup. It is recommended
that the old and new engine be located side by side,
a. Install fuselage tail stand. and a direct transfer of parts be made according to
b. Assure that ignition switch is OFF. the sequence provided.
c. Remove propeller (see Propeller Removal in-
structions in this section). a. Observe the following practices during engine
d. Remove engine cowling (see Figure 4- 10). buildup.
e. Drain engine oil. 1. Thoroughly clean and inspect removed
f. Drain fuel lines at engine. parts for serviceability prior to installation.
g. Disconnect oil lines from oil cooler. 2. Do not disturb accessory pad covers,
h. Disconnect the following lines from engine and plugs, or caps from openings in new engine
cap or plug lines and fittings: prior to installing accessories or making con-
I. Vacuum line, nections.
2. Fuel supply line. 3. Use only new gaskets for equipment in-
3. Manifold pressure and fuel flow pressure stallation.
and vent lines. 4. Inspect hoses for swelling, chaffing, cuts,

4-14
 114
MAINTENANCE MANUAL Section IV
Power Plant and Propeller

A~

oL:
89
13

10

11

B 11
12

1. NUT
6
2. WASHER
3. RUBBER SHOCK PAD
4. DAMPER
5. BOLT
6. BOLT
7. BUMPER
8. NUT
9. WASHER
10. BOLT
11. WASHER
12. NUT
13. ENGINE MOUNT

X42279

Figure 4-9. Engine Mount

4-15
 114
Section IV MAINTENANCE MANUAL
Power Plant and Propeller

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
GASCOLATOR DRAIN
hoses and lines. It is recommended that engine mount
ACCESS DOOR
pads be replaced at each routine engine change. The
engine oil cooler must be soaked in cleaning solvent
OIL FILLER and cleaned by circulating solvent through the cooler.
ACCESS DOOR Cooler must be completely drained before installation.
A clean air filter should also be installed at
time of
engine installation. To install an engine, proceed as
follows:

a. Drain preservative oil from

engine by turning

j the crankshaft three or four revolutions

the engine from side to side to facilitate
by hand. Tilt
draining.
b. With the
engine hanging from hoist, align engine
to mount pads and install engine mount attach bolts.
Torque engine mount bolts to 450-500 inch-pounds.
Remove engine hoist.
CAMLOC
FASTENER
OIL COOLER
AIR INTAKE I I CAUTION

I;/-’ )k /COWL FLAP

Use caution when installing engine to
I mount to prevent damage to airframe
and engine mount.

I c. Remove coversfrom cylinderexhaust ports and

install aft exhaust stack segments.
d. Colmect the following lines to engine:
INDUCTION 1. Oil pressure gage line.
AIR INTAKE 2. Manifold pressure, fuel flow pressure
and vent lines.
XZ4 10 A5 3. Fuel supply line.
4. Vacuum inlet and outlet lines.
Figure 4-10. Engine Cowling e. Install induction air box to servo regulator.
i. Connect tachometer flexible drive to engine and
tachometer.
or damaged ends, g. Connect throttle and mixture control cables to
b. Install parts and accessories as follows: servo regulator.
i. Baffles- Secure. h. Connect electrical wiring to engine.
2. Exhaust manifold segments Secure. i. Attach engine ground wire.
3. Alternator- Secure.
j. Connect propeller control cable to propeller
4. Oil drain valve Secure.
governor.
5. Oil temperature bulb installed. k. Install oil cooler oil lines.
6. Cylinder head temperature adapter and i. Install cowling.
thermocouple onleft: center cylinder, m. Install propeller (see Propeller Installation ill
7. Spark plugs torque top plugs to 360-420 structions in this section).
inch-pounds, bottom plugs finger tight only Install and
n.
torque lower spark plugs to 360-420
(lower spark plugs torqued after engine pre-
inch-pounds.
oiling procedure). o. Add engine oil (see Figure 4-11 for approved
8. Induction air box installed at servo regu- weight).
later.
p. Turn propeller by hand five or six revolutions.
9. Fuel pump- Secure.
g. Rig engine controls and check for free move-
10. Vacuum pump Secure.
ment and full travel rang~e, however do not
11. operation-
Propeller governor Secure.
ally check engine at this point.
12. Inspect engine assembly for missing or
Inspect the following items:
loose nuts and screws.
1. Alternator and magnetos in place and
tight.
2. Fuel flow divider valve, injection lines,
INSTALLATION
and air bleed nozzles secure.
3. Engine controls properly connected.
During engine installation, coat the male threads of 4. Exhaust system; clamps
fuelfittings with a fuel soluble lubricant such as en-
tight, secure at
outlet port.

4-16
 114
MAINTENANCE MANUAL Section IV
Power Plant and Propeller

5. Induction air filter clean and induction engine attaches to and uses two rubber shockmounts
air box secure. at each point. The engine mount to firewall bolts and
6. Engine baffles secure, nuts should be tightened to a torque value of 160-190
7. Engine baffle seals free from breaks inch- pounds.
and cuts.
8. Engine compartment for loose objects WO1IE
(rags, tools, etc.).
9. Cowling and access doors secure and free Whenever engine and nose landing gear
from cracks. mount is removed and reinstalled or re-
10. Fuel filter and screens cleaned, installed, placed Proseal No. 700 or equivalent
and safetied. must be applied between the attach
11. Fuel cells for sufficient fuel and fuel washer and the firewall.

sumps drained.

A new engine carefully run-in and has passed

has been When installing the engine on the rubber shock mounts
a rigid factory; therefore, no further
final test at the and engine mount, the shock mount bolts should be
break in is necessary. However, it is recommended torqued to a value of 450-500 inch-pounds. Do not
that ground operation of the engine be held to a min- over tighten the bolts or the rubber shock mount will

imum and engine should be operated at minimum rpm be compressed and rendered ineffective. Inspect the
during the first 10-hours of flight. Engine oil should mount for cracks and deteriorated shock mounts at
be changed and filters cleaned after 10-hours of engine prescribed in Section II.
interlrals

operation to assure that all preservative is out of the

oil system. ENCLNE SHOCK MOUNTS. The banded rubber and
metal shock mounts are designed to reduce the trans-
mission of engine vibrations to the airframe. Oil
causes deterioration of the rubber shock mount pads;
CAUTION
therefore, pads should be frequently wiped clean with
a dry cloth.

Never run engines with cowling

removed. WOtE

Do not clean the rubber pads with any

INZTIAL GROUND RUN. newly installed engine re-
A type of cleaning solvent.

quires careful observation at the initial ground run.

If an engine instrument fails to operate within its nor-
mal range within the prescribed time, the engine Inspect the rubber pads for evidence of separation be-
should be shut down immediately and an investigation tween the pad and metalbac~ng, swelling, cracldng,
made. Special attention must be given to engine oil or apronounced set of the pad. Replace worn or

pressure. If oil pressure is not within the

normal damaged shock mounts.
range immediately after engine start, stop engine
immediately and determine cause before attempting
another engine run. An observer should be located
ENGINE COWLING
ata safe distance from the engine to detect any un-

usualnoise, vibrations, or fluid leakage’ during the The engine cowling (Figure 4-10) consists of two
initial engine ground run, fiberglas segments that are easily removed for quick
access to all parts of the engine. The lower segment

a. Start and operate engine briefly then shutdown is attached to the forward fuselage with machine
and check for fluid leaks. screws and is removed only when removing the engine
engine
b. Restart engine and perform engine operational or performing maintenance on the lower portion of the

check as outlined in Section II. Check for erratic
fuel pressure or oil pressure instrument readings
which may be caused by air in the instrument line.
ENGINE MOUNT AND COWLING
engine. The lower segment contains the cowl flap
doors, nose gear doors and air scoops. The upper
segment containing the oil check door is held in place
to the lower segment by four Camloc latches and two
studs. Inspect the cowling for evidence of holes or
cracks and chaffing of seals and repair as required
per Section II.

REMOVAL
ENGINE MBUNT
a. Unlock two Camloc stud fasteners and four
The engine mount (Figure 4-9) is a welded tubular latches and remove upper half of cowl.

structure attached to the firewall at five different lo- b. Disconnect the cowl flap control rods.

cations. The structure serves as an engine mount and c. Disconnect the gear door control rods.
nose

The mount has four points that the d. Disconnect induction air box from inlet scoop.
nose gear mount.

4-17
 114
Section IV MAINTENANCE MANUAL
Power Plant and Propeller

Model IO-540-T4A5D
IO-540-T4B5I)
F.A.A. Type Certificate No. 1E4
Rated Horsepower 260
Rated Speed RPM 2700
Propeller Drive Ratio 1:1
Propeller Shaft Rotation Clockwise*
Bore, Inches 5.125
Stroke, Inches 4.375
Displacement, Cubic Inches 541.5
Compression Ratio 8.5:1
Weight, Lbs Approx. (less instl parts) 412
Oil-Grade, Detergent, Above 600F. SAE 50, SAE 40
300F to 900F SAE 40
OoF to 700F SAE 40, SAE 30
Below 100F SAE 30
Oil Sump Capacity 8 U.S. Quarts
Fuel-Aviation Grade, Octane (Minimum) 100/130
Injector Type Bendix RSA-BAD1

Magneto Drive, Ratio to Crankshaft 0.750:1

Rotation Clockwise*
Magnetos D6LN-2031

Tachometer Drive, Ratio to Crankshaft 0.500:1

Rotation Clockwise*
Starter Drive, Ratio to Crankshaft 16.55:1
Rotation Counterclockwise
Alternator Drive, Ratio to Crankshaft 3.250:1
Rotation Clockwise*
Vacuum Pump Drive, Ratio to Crankshaft 1.300:1
Rotation Counterclockwise*
Propeller Gov.Drive, Ratio to Crankshaft 0.9´•47:1
Rotation Clockwise*
Spark Plug Type, AC AC 273, AC 271
Champion RHM-38E
Autolite PL-350
Spark Occurs (Deg.BTC)both Magnetos 250
Firing Order 1-4-5-2-3-6
Fuel Pressure (Ibs. per. sq. inch)
M~udmum 45.0
Minimum 14.0
Oil Pressure (Ibs. per. so. inch)
Desired 75
Maximum 90
Minimum 60
Idling 25
Oil Temperature (OF) Using SAE 50 Oil
Desired 180
M~utimum 245
Cylinder Head Temperature (OF)
M~udmum 500
Recommended
Dry Weight, Lbs Approx (w/accessories) 412.00

’Direction of rotation as viewed from aft of engine.

Figure 4-11. Detail Engine Specifications

4-18 Change 2
ROCKWELL SECTION TV
COMMANDER MAINTENANCE MANUAL POWER PLANT
114/A AND PROPELLER

e. Remove rudder boot attaching cowl to oil cooler FUEL, MI)ITURE

ducting.
f. Disconnect landing light wire at the plastic con- The servo regulator fuel mixture should be maintained
nector. in proper adjustment to assure optimum engine per-
g. Disconnect flex hose from exhaust shroud to cowl formance and prolong sparlr plug life. Instructions
landing light housing, for adjusting the servo regulator idle speed and mix-
h. Remove screws attaching lower half of cowl to ture control are provided elsewhere in this section.
forward fuselage.

INSTALLATION
PROPELLER
To install the cowling, reverse the removal proce-
dures. The airplane is equipped with Hartzell, all-metal HC-
C2YR-IBF/F8467-7R, speed, two-blade
constant
propeller (Model 114) and a McCauley B3D34C405/
90DFA-13 all metal, constant speed, 3 bladed pro-
ENGINE CONDITIONING HINTS peller (Modelll4A). Msudmum diameter for the 2-
bladed and J-bladed propellers is 77 inches. There
is no allowable cutoff in the 2 bladed propeller. The
IGNITION minimum diameter for the 3 bladed propeller is
76. 5 inches. The constant speed propeller used on
Proper operation of the engine ignition system is this airplane is a single-acting type in which oil
necessary for efficient engine performance and long pressure from the engine, boosted and regulated by
life. Although the ignition system will not require a governor, is used to increase blade pitch. The
frequent attention, it is important to recognize and natural centrifugal twisting moment of the rotating
Imow how to correct ignition problems to eliminate blades and the force of a spring are used to decrease

the adverse effect operating economy and flight

on
safety. Spark plugs cause the majority of ignition
problems. Normal erosion of the plug electrodes,
caused by continuous firing of the plugs requires
periodic plug replacement; however, spark plug life
can be reduced drastically by extended ground opera-
tion of the engine or operating the engine on an ex-
cessively rich idle mixture. Proper adjustment of
the idle mixture will assure longer spark plug life.
Improper magneto timing or fouled spark plugs may
be the cause of an engine rpm drop when switching
from both to single magneto. It is easy to determine
if an ignition problem is caused by the plugs or mag-
neto by close observation of the engine rpm variations
during the magneto check. As the speed of the engine
increases the cylinder compression increases and
blade pitch. Any repairs of metal propellers in-
volves evaluating the damage and determining whether
the repair will be major or minor. Federal Aviation
Regulations, Part 43 (FAR 43) defines major and
minor repairs, alterations, and who may accomplish
them. Federal Aviation Regulations and the Hartzell
and McCauley manufacturer’s instructions must be
observed.
REMOVAL
To remove propeller from Model 114 aircraft, serial
numbers 14000 thru 14499, proceed as follows (refer
to Figure 4-12):
a. Remove and washers attaching propeller
screws

makes it more difficult for the spark plug to fire; spinner spinner bulkheads
to the s
therefore, an rpm drop caused by defective spark plugs b. Remove upper and lower engine cowling to gain
should decrease as the engine speed is reduced. An access to propeller attaching nuts.
engine rpm drop caused by magneto malfunction or c. Break safety wire and back off propeller attach-
timing will not follow a change in engine speed with ing nuts approximately 1/8 inch and pull prop forward
the same consistency as faulty spark plugs. If the until stopped by nuts.
magneto drop is excessive in either the L or R posi-
tion, manually lean and operate the engine approx- NOTE
imately 30 seconds. This technique will increase
combustion temperature and may clear excess oil After the propeller is separated from
and fuel from spark plug electrodes. the engine, oil will drain from the pro-
Return mixture
to full RICH position, and recheck magneto drop in peller and engine cavities.
L and R positions. Repetitious fouling of the spark
d. Remove attaching nuts and pull propeller for-
plugs in a particular cylinder is indicative of the
ward toremove from the engine.
ignition cable bread-down or low compression. The
difference between the two causes, and consequently
a clue to what is causing the trouble, can usually be To remove propeller f:rom Model 114A aircraft, serial
obtained by comparing engine manifold pressure and numbers 14500 and subs, proceed as follows (refer to
rate of rpm drop when operating on a single magneto. Figure 4-12):
Low compression is characterized by a variation in
manifold pressure, slower rpm drop during magneta Re"ove upper and lower en~jne cowling to gain
access to propeller attaching nuts.
check, and rough idling.

Change 5 4-1Y
SECTION TV ROCKWELL
POWER PLANT MAINTENANCE MANUAL COMMANDER
AND PROPELLER 114/A

PROPELLER

SPINNF, R
BULKHEAD
CUFF
MOOEL 114- 14000 THRU 14499

SPINNER FWT)
BULKHEAD ASSEMBLY

PLATE O- RING

SPINNER AFT
SCREW BULKHEAD ASSEMBLY
/e‘
WASHER o
PROPELLER HUB

PROPE LLER (u\

SPINNER Y/ i,-

BOLT
WASHERS

X2411
WASHER

MOOEL114A-14500ANDSUBSEQUENT
dYGPt SPINNERBULKHEAD
CUFF

PROPELLER, ii O-RZNG

BOLT

PROPELLER
SPINNER-,,r/ _
~7/"
SPINNER
BULKIIEAD ASSEMBLY

T ~ROPELLETi‘
HUB

SCREW
WASHER

X42462

Figure 4-12. Propellsr

4-20 Change 6
 ROCKWELL
SECTION IV
COMMANDER MAINTENANCE MANUAL POWER PLANT
114/A
AND PROPELLER

b. Breaksafety wire and back off propeller attac~-

ing appro~rimately 1/8 inch and pull propeller
bolts
forward until stopped. Repeat until propeller is
ZERO
free of en~ne.
PROPELLER
PROTRACTOR

eYOTI

After the propeller is separated from

the en~ine, oil will drain from the
propeller and en~jne cavities.

PROPELLER HUB CLEANING

a. Remove forward spinner bulkhead (Model 114

only)
b. Remove cylinder retaining screws from pro-
peller hub and remove cylinder.
c. Use a solution of one part light engine oil and
two parts solvent to clean exposed parts and cylinder ,30 INCH
interior. Carefully drywith compressed air and lu-
STATION
)sricate parts before reassembly.
d. Install new O-rings and gaskets. TYPICAL FOR 2 OR 3 BLI1DE PROPELLER
e. Reassemble cylinder to hub. XP4 42

LUBRICATION. Various grease-type lubricants have Figure 4-12A. Checking Blade Angle
been tested by the propeller manufacturer and the
following types are recommended in the order listed.
f. Temporarily install forward spinner bulkhead
i. Hartzell DG Grease on propeller dome. The four attaching holes in the
(Low temperature synthetic) forward bulkhead are slotted for
2. Gulf ex A-Gulf Oil Co. adjustment. Align
two of the slots as closely as
possible with centerline
3. Aero-General Purpose of propeiler blades. Choose the two holes
that allow
Socony Mobil Co. the maximum adjustment in both directions.
4. Mobil Aero Lo-Hi PD-535K
g. Install attaching bolts to forward bulk- spinner
Socony Oil Co.
head, snuggly, yet allow for movement of bulkhead
5. Stroma KT-1 (2-801) for alignment. It may he
necessary to use up to three
Union Oil Co. washers on some bolts as hole depths
vary.
h. Before installing spinner on
bulkheads, protect
propeller blades by covering with heavy paper and
INSTALLATION
wrapping with masking tape. Do not place tape di-
rectly on propeller blade finish.

I
CAUTION i. Install spinner bulkheads. Align holes at
on
rear of spinner with holes
in aft bulkhead and install
several screws. Rotate forward bulkhead as
neces-
Do not operate engines at high RPM with sary to align holes with forward holes in spinner. If
spinner removed. Damage or separation
necessary, use wooden dowel or similar tool for
may occur to spinner bulkhead cuffs. ease of alignment.
j. Carefully remove spinner.
k. Torque bolts installed in step
To install g., 50 to 70 inch-
propeller and spinner on Model 114, serial pounds and safety wire.
numbers 14000 thru 14499, proceed as follows (refer 1. Install spinner and torque screws 20 25 inch-
to Figure 4-12):
pounds.

a. Clean engine flange. To install propeller and spinner on Model 114A,serial

b. Clean propeller hub mounting f!ange and inspect numbers 14500 and subs, proceed as follows (refer
mating surfaces for nicks and scratches. to Figure 4-12):
c. Install aft spinner bulkhead to propeller using
existing propeller bolts, nuts, washers and spacers, a. Clean engine aange and propeller hub mounting
Torque nuts to 20-24 foot-pounds. flange.
d. Mate propeller mounting flange to engine flange b. Inspect mating surfaces for nicks and scratches.
and install studs, c. Mate propeller mounting naan.e to engine flange.
e. Install propeller on engine and torque nuts 60- d. Install propeller on en~jne and tighten bolts to
70 foot-pounds and safety wire. a torque value of 55-65 foot-pounds and
safety wire.

Change 6 4-20.4
SECTION IV ROCKWELL
POWER PLANT MAINTENANCE MANUAL COMMANDER
AND PROPELLER 114/A

LOW PITCH (MIGH RPM) STOP ADJUSTMENT c. Set propeller protractor to zero reference
plane by placing it on top center of propeller cylinder
a. Remove spinner from propeller. See proce- (see Figure 4-12A).
dures under propeller removal, d. Place blades in a low pitch position.
b. Remove forward bulkhead assembly. See e. Check the angle of each blade at the 30-inch
Figure 4-12. station. Blade must be horizontal and protractor
c. Loosen elastic stop nut in the center and on reading taken on aft side of blade.
f. If the blade angle difference is more than 0.2
the front ofpropeller cylinder.
d. Rotate blades 14.2 0.1) degrees low pitch degrees between the blades, one of the pitch change
(applicable Model 114). blocks must be rotated to bring the blades into the
e. Rotate blade to 11.5 0.i) degrees low pitch 0´•2 degrees tolerance.
(applicable Model 114A).
f. Adjust low pitch setting stop bolt in center of
propeller cylinder to maintain a 14.2 0.1) degree NOTE
pitch on Model 114, and maintain a 11.5 0.1) de-
gree pitch on Model 114A, at the 30-inch station on This means the hub must be disassembled
propeller blade. Refer to Figure 4-12A. and therefore, the propeller must be re-

g. Tighten elastic stop nut. turned to the manufacturer or nearest

h. Install spinner bulkhead and spinner in accord- approved overhaul shop.
ance with propeller installation instructions.

BLADE ANGLE DIFFERENCE CHECK

PROPELLER GOVERNOR
a. Remove spinner from propeller. See proce-
dures under propeller removal.
b. Measure 30 inches out from center of propeller The propeller governor is a single-acting, centrifugal
hub or 8-1/2 inches in from tip and mark each Made. type, which boosts oil pressure from the engine and

NOTE

Measuring in from tip of propeller

should only be done if diameter has
not been reduced due to tip damage.

4-20B Ch;ulge 5
 MAINTENANCE MANUAL Section IV
Power Plant and Propeller

directs it to the propeller where the oil is used to WOTI

increase high pitch blade angle (low rpm). High
possible for either the propeller low
pitch blade angle is 30 degrees at the 30-inch station It is
on propeller. A single-acting governor uses oil pitch thigh rpm) stop, the governor high
or

pressure to effect a pitch change in one direction rpm stop to be the high rpm limiting factor.
only; a pitch change in the opposite direction results It is desirable for the governor stop to limit

from a combination of centrifugal twisting moment of the high rpm at the ma~mum rated rpm for
a particular aircraft. Due to climatic condi-
rotating blades and compressed springs. Oil pressure
is boosted in the governor by a gear type oilpump. A tions, field elevation, pitch blade angle
low

pilot valve, flyweights, and a speeder-spring act to- and other considerations, an engine may not
reach rated rpm on the ground. It may be
Fether to open and close governor oil passages as
required to maintain a constant engine speed. When necessary to readjust the governor stop
trouble shooting the propeller-governor combination, after test flying to obtain maximum rated
it is recommended that a governor known to be in rpm when airborne.
good condition be installed to check whether the pro-
peller or the governor is at fault. Removal and re-
HIGH RPM STOP ADJUSTMENT
placement, rigging., high-speed stop adjustment, de-
sludging, and replacement of the governor mounting
gasket are not major repairs and may be accomplished a. Remove upper engine cowling for access to the
in the field. Repairs to propeller governors are governor.
classed as propeller major repairs in Federal Avia- b. Loosen the high-speed stop screw jam nut.
tion Regulations which also define who may accom- c. Turn the stop screw in to decrease maximum

plish such repairs. rpm and out to increase maximum rpm. One full
revolution of the stop screw causes a change of ap-
proximately 25 rpm.
d. Tighten stop screw jam nut and make propeller
WOTE
control linkage adlustment as necessary to maintain
full travel.
Outward physical appearance e. Re-rig disconnected controls and reinstall
of specific governors is the cowling.
same, but internal parts de- f. Perform propeller and governor operationaltest.
termine whether it uses oil Check for smoothness and full range of operation.
pressure to increase or de-
crease blade pitch. Always
be sure the correct governor PROPELLER GOVERNOR CONTROL RIGGING
is used.
a. Disconnect control end from governor.
b. Place propeller control in cabin full forward,
then pull back approximately 1/8-inch and lock in
REMOVAL this position. This will allow a cushion to assure
full contact with governor high rpm stop screw.
a. Remove upper engine cowling. c. Place governor arm against high rpm stop screw.
b. Disconnect governor control linkage at governor, d. Loosen jam nut and adjust control rod until at-
e. Remove attaching nuts and washers and work the taching holes align while governor arm is against
governor assembly out of the mounting pad. high rpm stop screw. Be sure to maintain sufficient
d. Remove gasket between governor and engine pad. thread engagement of the control and the rod end. If
necessary, shift the control in its clamps.
e. Attach control rod end to the governor, tighten
INSTALLATION jam nut, and install all safeties.
f. Inspect propeller control for full travel.

a. Wipe governor and engine mounting pad clean.

b. Install a new gasket on the mounting studs. In-
stall gasket with raised surface of the gasket screen TROUBLE-SHOOTING
toward the governor.
c. Position governor on mounting studs, aligning The best method of trouble- shooting is to decide on
governor splines and splines in engine,
and install the various causes given trouble and then to eli-
of a

mounting nuts and washers. Do not force spline en- minate causes one by one, beginning with the most

gagement. Rotate engine crankshaft slightly and probable. The following trouble-shooting figure lists
will engage smoothly when properly aligned. some of the most common troubles, which may be
splines
d. Connect governor control to governor and rig. encountered in maintaining the power plant system,
e. Reinstall all parts removed for access. its probable causes and remedies.

4-21
Change 4
 114
Section IV MAINTENANCE MANUAL
Power Plant and Propeller

TROUBLE PROBABLE CAUSE REMEDY

Engine fails to start. Improper starting procedure. Review starting procedure.

Defective fuel system. Refer to Section V

Engine flooded. I Clear excess fuel.

Spark plugs fouled or improperly I Remove and check. Clean, test

gapped. and regap.

Failure of magneto impulse coupling. I Check by rotating propeller (ignition

switchOFF). Repair or replace
magneto

Defective magneto switch. Check continuity. Repair or

replace.

Defective ignition system. Refer to Section X.

Induction air leaks. Visually inspect. Repair any leaks.

Vaporized fuel. Most likely in hot weather, with a

hot engine. Clear engine.

Defective fuel injector (servo regulator). Refer to Bendix Maintenance Instruc-

tions for the RSA-5AD1.

Water in fuel system. Drain fuel samples. Drain fuel

tank sumps, selector valve and
gascolator.

Engine starts but dies, Defective fuel system Refer to Section V.

or will not idle.
Water in fuel system. Drain fuel samples. Drain fuel
tank sumps, selector valve and
gascolator.

Insufficient fuel pressure. Adjust.

Improper idle mixture adjustment. Adjust.

Fouled or improperly gapped spark plugs. Remove and inspect. Clean, test
and regap.

Defective ignition system. Refer to Section X.

Vaporized fuel. Most likely in hot weather, with a

hot engine. Clear engine.

Defective fuel injector (servo regulator). Repair or replace fuel injector

(servo regulator).

Defective engine. Check compression. Listen for

unusualengine noises. Repair
engine as required.

Figure 4-13. Trouble Shooting Engine and Propellers (5heet 1 of 3)

4-22
 114
MALNTENANCE MANUAL Section IV
Power Plant and Propeller

TROUBLE PROBABLE CAUSE REMEDY

Restriction in aircraft fuel system. Refer to Section V.

Engine runs roughly or

will not accelerate

Spark plugs fouled or improperly gapped. Remove and check. Clean and re-
properly.
gap. Replace if defective.

Defective ignition System Refer to Section X.

Defective engine. Check compression. Listenfor

unusual engine noises. Repair
engine as required.

Cracked engine mount. Inspect engine mount. Replace

mount

Defective mounting bushings. Inspect visually. Install new mount-

ing bushings.

Worn or improperly rigged throttle Check visually. Rig properly or

or mixture controls, replace worn linkage.

Defective fuel injector (servo regulator). Check mixture adjustments. Re-

adjust if necessary.

Induction filter restricted. Check visually. Clean filter.

Poor idle cutoff Worn or improperly rigged mixture Check idle cutoff stop contact. Rig

response control, properly, replace worn linkage.

Fuel contamination. Check all screens in fuel system.

Drain all fuel and flush out fuel sys-
tem. Cleanallscreens, fuel lines,
and servo regulator.

Control disconnected broken. Check visually. Connect or re-

Failure to change or

pitch. I I place control.

Governor not correct for propeller. Install correct prop governor.

(sensing wrong).

Defective prop governor. Refer to governor information.

Defective pitch changing mechanism Check manually. Propeller repair

inside propeller or excessive blade or replacement is required.
friction.

Improper rigging of prop governor Check that arm on prop governor

Failure to change
pitch fully. control, has fulltravel. Rib’ correctly.

Defective prop governor. Refer to governor information.

Sluggish response to Excessive friction in pitch changing Check manually. Propeller repair
mechanism inside propeller or exces- or replacement is required.
propeller control.
sive blade friction.

Figure 4-13. Trouble Shooting Engine and Propellers (Sheet 2 of 3)

4-23
 114
Section IV MAINTENANCE MANUAL
Power Plant and Propeller

TROUBLE PROBABLE CAUSE REMEDY

Static rpm too high. Prop governor high rpm stop set too high. See note in prop governor installa-
tion instructions. Rig correctly.

Defective prop governor. Refer to governor information.

Incorrect propeller or incorrect low Check aircraft specifications.

pitch blade angle. Install correct propeller, with
correct blade angle.

Static rpm too low. Prop governor high rpm stop set too low. See note in prop governor installa-
tion instructions. Rig correctly.

Defective prop governor. Refer to governor information.

Incorrect propeller or incorrect low Check aircraft specifications,

pitch blade angle. Install correct propeller, with
correct blade angle.

Engine speed will not Sludge in prop governor. Refer to governor information.
stabilize. Desludge.

Air trapped in propeller actuating Trapped air should be purged by ex-

cylinder. This condition may occur ercising the propeller several times
after the propeller has been rein- prior to takeoff after the propeller
stalled, or has been idle for an ex- has been or has been
tended period, idle for an extended period.

Excessive friction in pitch changing Check manually. Propeller repair

mechanism inside propeller or exces- replacement is
or
required.
sive blade friction.

Defective prop governor. Refer to governor information.

Replace prop governor.

Oil leakage at mount- Damage O-ring seal between engine and Check visually for oil leakage.
ing flange. propeller. Replace O-rine; seal.

Foreign material between engine and Check visually for oil leakage.
propeller mating surfaces or nuts not Clean propeller and engine mating
tight. surfaces and tighten nuts properly.

Oil leakage between hub Defective gasket or screws not tight. Check visually for oil leakage. Re-
and cylinder, place gasket and tighten screws

properly.

Oil leakage at any other Defective seals, gaskets, threads, etc., Check visually for oil leakage. Pro-
place. orincorrect assembly. peller repair or replacement is
required.

Figure 4-13. Trouble Shooting Engine and PropellerJ (Sheet 3 of 3)

4-24
 SECTION

FUEL SYSTENI
 114
MAINTENANCE MANUAL Section V
Fuel System

SECTION V

FUEL SYSTEM

TABLE OF CONTENTS

Page Page
GENERAL DESCRIPTION 5-1 Gascolator 5-4
MAINTENANCE PRECAUTIONS 5-1 Fuel Selector Valve 5-5 1
SUB-SYSTEMS AND COMPONENTS 5-3 FUEL LINE MAINTENANCE 5,5
Fuel Quantity Indicating System........... 5-3 Sealing Compounds 5,5
FuelFlowIndicator 5-4 LeakSealing 5-6
Auxiliary FuelPump 5-4 Resealing After Complete Skin Removal 5,6
Engine-Driven Fuel Pump 5-4 TROUBLE-SHOOTING 5-6

GENERAL DESCRIPTION facilities that utilize proper grounding equipment and

filter systems to remove impurities and water ac-
cumulations from the bulk fuel. If filtering facilities
Fuel is stored in the integral forward wing structure are not available, filter the fuel through a quality
(wet wing fuel tank)
outboard of wing station 82. 50 and grade chamois. Fuel tanks should be serviced after
extending to wing station 142. 40 (see Figure 5-1). the last flight of each day to reduce condensation and
Fuel tanks are serviced through filler ports located allow any entrapped water accumulations to settle to
on top of both wings. The filler openings of these the fuel system drains prior to the next flight. Prior

ports incorporate an anti-siphoning flapper valve to to the first flight of the day, all fuel tank sumps should

prevent loss of fuel if a cap is inadvertently left off be drained to check for the presence of water or sedi-
or improperly secured. Fuel quantity is measured ment in the fuel system. There is a possibility that
the wing tank sumps may contain water. Therefore,
by a separate transmitter and indicator for each wing
tank. The transmitters are located in the fuel tankof all fuel tank sumps should be redrained as necessary.
each wing and electrically connected to their respective For fuel system servicing information, refer to
fuel indicator installed in the instrument panel. An Section II
electric auxiliary fuel pump is installed on the right
forward side of the engine firewall. This pump pro-
vides fuel pressure for engine starting and also pro-
vides continuous fuel pressure to the engine in the MAINTENANCE PRECAUTIONS
event of engine-driven fuel pump failure. The en-
an

gine-driven fuel pump provides fuel pressure to the

engine under normal operating conditions. A fuel The establishment of safe maintenance procedures is
gascolator upstream of the auxiliary fuel pump filters
necessary to ensure safety of personnel and prevent
the fuel prior to entering the fuelpumps. Other fil-
damage to the aircraft when performing fuel system
ters in the system are located at each fuel outlet line
maintenance. The principle precautions that should
of each wing tank and at the fuel injector inlet fitting
be enforced are enumerated as follows:
on the engine. The fuel tanks are vented to atmos-
phere through vents at the lower outboard wing surface
and under the fuselage. Fuel tank drains are located 1´• Perform fuel system maintenance in an approv-
under each wing tank on the lower side of the wing. ed work area.

On aircraft serial numbers 14000 thru 2´• Ground aircraft and maintenance stands to a
14149, a fuel
selector valve drain is located under the fuselage.On common ground; ground attaching surfaces must not
aircraft serial numbers 14150 and subsequent, fuel be painted.
3. Remove external power source and disconnect
sump drains are located just forward of each main
wheel well opening. Service the aircraft from fuel batteries.

Change 4 5-1
 114
Section V MAINTENANCE MANUAL
Fuel System

FUEL
FILLER
CAP
LEFT FUEL TANK RIGHT FUEL TANK

1:1:1:1:1:1:1:1:1::::::::::i:::::::i

FUEL
TRANSM[TTER
FUEL SUMP DRAIN
2DRAIN
(S/N 14150 AND SUBS) FUEL SELECTOR
VALVE

V
gF11~ (iiiil FUE L DRAIN
THROTTLE MIXTURE
AUXILIARY FUEL (S/N 14000
PUMP SWITCH
OFF
II)1 /Y\ THRU

GASCOLATOR
14149)
@-1I r-

AUXILIARY
FUEL PUMP
i:i:I:I:’:I:I:’: : : : : : 1:I:I:I:I:i:I:I:IC: ~3\7 FUEL
Ii
PRESSURE

I CAGE

O
ENGINE -DRIVEN
FUEL PUMP
FUEL
INJECTOR

FUEL
FLOW
GAGE
FLOW
DIVIDER

s:::::::liPiiiiiiII FUEL SUPPLY

e7131FUEL PRESSURE

I I FUEL VENT

MECHANICAL

ELECTRICAL

CHECKVALVE

XaS385

Figure 5-1. Fuel System

5-2 1
Change
 114
MAINTENANCE MANUAL Section V
Fuel System

4. Suspend all maintenance except fuel system

maintenance, unless area is declared safe from ex-
plosive vapors.
5. Assure that fire extinguishing equipment is
readily available.
6. Use air-driven power tools only.
WING SPAR (REF)
7. Use explosive-proof electric lights or flashlights. 8
8. Wear cotton clothing to avoid possible static I
electricity discharge.
9. Service, defuel, and refuel aircraft as outlined
in Section II. I
10. Do not components from the fuel system
remove

until replacement components or covers are available

for exposed openings.
t
11. Always replace O-rings, seals, etc., when re- FUEL

installing fuel system components. TRANSMI

SUB-SYSTEMS AND COMPONENTS

X251A5

FUEL QUANTITY INDICATING SYSTEM

Figure 5-2. Transmitter Installation
The fuel quantity indicating system consists of fuel
quantity indicators installed in the instrument panel
and electrically connected to fuel quantity transmitters Installation
installed to the main spar and the fuel tanks. The
fuel quantity indicating circuit is provided with two The transmitter can be installed by reversing the re-

dampening resistors within the transmitters. These movalprocedures. Do not damage float or bend float
resistors dampen indicator needle oscillations, arm when placing the transmitter into the tank mount

caused by irregular movement of the transmitter float or incorrect readings willresult. Both transmitter

during flight through rough air. mount and inspection cover areas must be cleaned
and sealed as outlined in the paragraph on Leak Seal-
INDICATOR. quantity indicator, which is
The fuel ing.
basically a receives input signals
millivoltmeter,
from the fuel quantity transmitter and registers the Calibration
amount of fuel contained in the fuelsystem. Detailed
information on this indicator is contained in Section The fuel quantity transmitter and indicator have been
VIII. calibrated at the factory and should not require re-
calibration; however, if for some reason the system
TRANSMITTER. The fuel quantity transmitter is in- requires recalibration, the electrical system should
stalled to the main spar and the rear center of fuel be carefully checked prior to recalibration. When
tank as shown in Figures 5-1 and 5-2. Access to necessary the fuel quantity indicating system is cali-
the transmitter is gained by removing the inboard brated as follows:
access cover. The transmitter contains a moveable
contact arm that is mechanically linked to the trans- a. Level aircraft as outlined in Section II.
mitter liquid level float arm. As the fuel level b. Defuel aircraft as outlined in Section LI.

changes, the float arm repositions the contact arm c. Connect an au~dliary power unit to the positive
on the transmitter resistance coil and varies the cur- terminal of the battery relay or bus bar.
rent flow to the fuel quantity indicator. This causes d. Turn power supply on and adjust to 14. 20 0.25)
the indicator needle to deflect and register the total volts.
amount of fuel in the tank. e. Turn on master battery switch. Readjust auxi-
liary power unit to 14. 20 (f 0. 25) volts if necessary.
Re moval f. Add one (1) U. S. gallon of octane fuel to the
tank.
Removal of the fuel quantity transmitter can be ac- g. Check fuel quantity indicator for correct read-

complished through the inboard inspection cover on ing. Indicator should read
empty at 1 gallon 1.5).
the lower surface of the wing. h. Complete the calibration (see Figure 5-3).
i. After completion of the preceding steps, the
a. Defuel aircraft as outlined in Section II. calibration should be correct, if not, check the trans-
b. Remove inboard access cover. mitter float arm for correct down (empty) position as

c. Disconnect electrical leads at the transmitter. shown in Figure 5-4, and correct as needed.
d. Remove attaching screws and carefully remove j. If the system is still out: of calibration, remove
and replace the transmitter and/or the indicator.
transmitter assembly.

5-3
 114
Section V
MAINTENANCE MANUAL
Fuel System

CAPACITY .S.GAL)
EFFECTIVITY
EMPTY 1/4 FULL 1/2 FULL 3/4 FULL FULL
Serial Number’s 3. 0 (+1.5) 13.0 (-1. 0, +3.0) 25.0 (-2.0, +1.0)
14000 thru 14349 UNUSABLE

OPTIONAL
Serial Number’s 1.0 (+1. 5) 18. 0 (-1. 0, +3.0) 35.0 (-2.0, +1.0)
14000 thru 14349 UNUSABLE

Serial Number’s
14350 and Subse- 1.0 (+1.5) 7. 0(-0. 7, +0. 7)
quent UNUSABLE
13.0 (-1.0, +1.0) 119.0 (-1.5, +1.5) 125.0 (-2.0, +2.0)

OPTIONAL
Serial Number’s
14350 and Subse- 1.0 (+1.5) 9.5 (-1.0, +1.0) 18.0 (-1.5, +1.5) 126.5 (-2.0, +2.0)
quent UNUSABLE

Figure 5-3. Fuel Calibration Table

FUEL FLOW INDICATOR

wall. The gascolator screen should be
A fuel flow/manifold removed, in-
pressure instrument is installed spected and cleaned every 100hours of operation or
directly in front of the pilot in the instrument
panel. if
sooner improper fuel circulation is suspected. To
Half of the instrument is a direct
reading pressure clean the screens proceed as follows:
gage calibrated to indicate gallons per hour of fuel
flow. The gage is operated by a fuel
pressure line GASCOLATOR SCREEN REMOVAL
from a fitting
the fuel injector flow divider. The
on
a. Place master battery switch OFF.
gage is marked in gallons per hour from 8 to 28. A
red line at 28 gallons per hour and 9.5 b. Place fuel selector OFF.
psi indicates
the allowable maximum fuel flow c. Drain fuel from gascolator by
range. Refer to pulling tee handle
Section VILI for additional information and mainte- fuel release.
d. Break safety wire
nance. on end fitting (see Figure
5- 5).
AUXILIARY FUEL PUMP e. Remove end fitting and plug.
f. Remove housing.
The electric au~iliary fuel g. Remove screen and O-rings.
pump is located on the
forward side of the firewall, and is controlled h. Clean screen with cleaning solvent and
by a dry with
two-position rocker switch labeled FUEL PUMP in filtered compressed air.
the row of accessory electrical switches. i. Inspect screen to determine
The aux- serviceability and
iliary fuel pump is used as a boost in starting and replace, if deformed or deteriorated.
may be used in the event of engine-driven fuel
pump
failure. Replacement of the
aulriliary fuel pump is BEND FLOAT ARM AT THIS POINT
accomplished by disconnecting and capping the fuel
TO HOLD A 3. 5-INCN DIMENSION WITH
lines and disconnecting the electricalwiring. Then FLOAT IN DOWN POSITION. DO NOT BEND
the pump be removed by removing the
can
attaching STRAIGHT PORTIONS OF FLOAT ARM.
screws. Maintenance and disassembly of this
pump
is not authorized; therefore, the
servicing of this DO NOT
pump is limited to the removal and replacement of it.
BEND TABS

ENGINE-DRIVEN FUEL PUMP

An engine-driven fuel
pump is installed on the acces-
sory case of the engine and is provided with a relief
valve. Refer to Section IV of this manual for
detail
description and maintenance procedures for the fuel
t
3. 5-INCHES

GASCOLATORpump 1
FLOAT ARM

Fuel passes through the fuel selector valve and

DOWN (EMPTY) POSITlON
then
through the gascolator where it is filtered prior to X25 I.

entering the electric auxiliary fuel pump. The gasco-

lator is mounted on the right side of the
engine fire- Figure 5-4. Tran~mitter Float Arm
Adjustment

5-4
Change 4
ROCKWELL
COMMANDER MAINTENANCE MANUAL; SECTION V
114/A FUEL SYSTEM

GASCOLATOR SCREEN INSTALLATION WOTE

a. Replace cleaned-screen or install new screen. Place fuel selector valve handle in the
b. Place new O-rings in gascolator. RIGHT, LEFT or OFF position while
c. Place end plug and stat-o-seal into place, aircraft is parked to prevent fuel from
d. Install end fitting and tighten, flowing out of tank vent line.
e. Safety wire end fitting to end plug.
f. Operate engine, turn fuel selector on and check
forleaks. FUEL LINE MAINTENANCE

FUEL SELECtOR VALVE MIL-L-6032 may be used as a thread lubricant or to

A five-position fuel selector valve (see Figure 5-6) is
installed in the forward section of the center console.
The valve handle controls selection of: OFF, LEFT
tank, BOTH tanks, EUGHT tank and a second OFF
position. On aircraft with serial numbers thru 14149,
the fuel selector valve handle provides a remote control
for draining fuel samples from the wing tanks inclivid-
ually, or both tanks simultaneously, through a drain
on the bottom of the fuel selector valve. Placing
the
valve handle in either LEFT or RIGHT position, and
seal minor connection leaks throughout the fuel sys-
tem. Apply sparingly to male fittings only, omitting
the first two threads. Always insure that a sealing
compound, or residue from a previously used com-
pound, or any other foreign matter does not enter the
fuel system.
1 CAUTION
1
Protect all drain openings and fuel
outlet screens when applying sealants.

Any repair that breaks the fuel tank seal will necessi-
tate resealing of that area of the tank. Repair parts
that need sealing must, be installed and riveted during
the sealing operation.

SEALING COMPOUNDS

O-RING----tP,I
The tank sealing compounds, consisting of Product
~-FILTER Research base c~mpound and accelerator should be
carefully mixed in accordance with the instructions
O-RING ~i: ))-cSNAP RING printed on th~ir containers. Thoroughly clean all
surfaces to ihich sealing compound is to be applied
immediately prior to sealant application. Cleaning
shall be accomplished with clean paper towels or

HOUSING small paint brush soaked with methyethylketone and

wiped clean. Always clean an area longer and wider
than the width of the finally applied sealants to pro-
vide maldmum bonding. Mix accelerator before using
and mix contents of both cans together, or use in a
END PLUG ratio of one part accelerator to 10 parts compound
by weight.
STAT-O-SEAL

SAFETY WIRE
cEND FITTING

1 IT E1 ~T ii
Figure 5-5. Fuel Gascolator

pulling up on the valve handle, will drain fuel from

that particular tank only; the BOTH position will pro- SERIAL NUMBERS SERIAL NUMBERS
vide simultaneous drain from both tanks. Prior to the 14000 TRRU 14148 14150 AND SUBSEQUENT
first flight of day, and after each refueling opera-
the PRIOR TO INCOAP. 14000THRU14149AND
Yen, set the selector valve on BOTH and pull the selec- OF 00-11444 AFTER INCURP. OF SB-114-4A

~ior handle up to drain for appro~imately four seconds.

After draining place selector in either LEFT, RIGHT
or OFF position. Visually check that drain valve I X1611A

closes when the handle is released. Depress red tab

to rear of fuel selector to select OFF. Figure 5-6. Fuel Selector

Change 5 5-5
 ROCKWELL
SECTION V MAINTENANCE MANUAL COMMANDER
FUEL SYSTEM
114/A

’LEAK SEALING checked for air bubbles thin spots.

or Apply additional
sealer as necessary.
Determine the appro~mate location of the leak by Reseal access covers (use PR-1403-G-B2)
visual
e.
I
inspection through the inspection openings in and fuel quantity transmitter mounting (use PRC-142;2-
the bottom surface of the wing. After leak area is
A2) in the same manner and bolt in place upon com-
determined, drain all fuel from affected tank. See pletion of sealing procedures.
Section LI for defueling procedures. f. Vacuum tank area thoroughly to remove all
particles of dried sealant, dirt or other foreign
a. Remove fuel filler flapper
assemblies and in- matter.
spection covers as required to repair the tank leak. g. Allow the sealant to directed
cure as by the
Sealing can be accomplished through these openings. manufacturer.
b. Clean the general area of the leak with clean h. Inspect andpressure check the tank after seal-
paper towels. Apply an even coating of Products ing compound has cured (approximately 8 to 10 hours)
Research PRC-1422-A 1/2 with a stiff clean brush, and check for possible leaks.
Catalystis furnished and should be carefully mixed
according to instructions on the container.
c. Allow the sealer to dry overnight.
d. After
air bubbles
drying,
or thin
the sealer should be checked for
spots. Additional sealer should
1 CAUTION
CIVTKI*
j
be applied where necessary.
e. The same procedures used to seal the leak area Do not attempt to apply pressure to the
should now be applied to reseal the inspection opening tank without first sealing off all lines
I covers (use PR-1403-i;-B2) and filler flapper assem- and vents, and without an adequate regu-
biles (use PRC-1422-A 1/2) at points of contact, and later to controlpressure. Do not
pres-
reinstall these items, suri~e the tank in excess of 1/2 psi
(13. 8 inches of water-manometer) or
damage may occur.
RESEALING AFTER COMPLETE SKIN REMOVAL

To reseal the fuel tanks after removing or repairing

the wing skin, proceed as follows: TROUBLE-SHOOTING
a. Prior to installing the wing tank skin, all sur-
faees which will receive sealant shall be cleaned and
ee’ched.
The trouble-shodting figure in this section discusses
symptoms which can be
diagnosed and interprets the
b. ApplyPRC-1422-A2 mixed compound to all results in terms of probable causes and the appropri-
areas of contact between the skin and rib structure, ate corrective remedy to be taken. Review all
prob-
e. Rivet the wing tank skin in place and allow the able causes given and check other listings of troubles
sealer to dry until tacky to the touch. with similar symptoms. Items are presented in se-
d. After adequate drying, the sealer should be
quence but not necessarily in order of probability.

5-6
Change 7
 114
MAINTENANCE MANUAL Section V
Fuel System

TROUBLE PROBABLE CAUSE I REMEDY

No fuel flow to Fuel tanks empty. Check fuel quantity. Service with
engine-driven fuel proper grade and amount of fuel.
pump.
Fuel line disconnected or broken. Inspect fuel lines. Connect or

repair fuel lines.

Fuel tank outlet screens plugged. Disconnect fuel lines from tank
outlets. No fuel indicates plugged
screens. Remove and clean screens

and flush out tanks.

Defective fuel selector valve. Disconnect inlet and outlet lines

from valve. If fuel flows from in-
let line but not through valve, it is
defective. Remove and repair or
replace selector valve.

Gascolator screen. Inspect screen. Clean or replace

ele ment.

Fuel line plugged. Starting at fuel pump inlet, discon-

nect fuel lines successively until
plugged line is located. Clean out
or replace fuel line.

Fuel starvation Partial fuel flow from the preceding Use the preceding isolation proce-
after starting. causes. dures, checking for sufficient rate
of flow. Use the preceding
re medies.

Malfunction of engine-driven fuel pump. Check pump outlet during cranking.

Replace fuel pump.

Fuel vents plugged. Pressure check each vent line.

Clean or replace vent line.

No fuel flow when Defective audliary fuel pump switch.

Check continuity of switch. Replace
auxiliary pump is defective switch.
turned on.

Open or defective circuit breaker. Check visually; if not open, check

continuity. Reset. Replaceif
defective.

Loose connections or open circuit.

Check connections and wiring.
Tighten connections; repair or
replace wiring.

Defective auxiliary fuel pump. Disconnect outlet line. With proper

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

Figure 5-7. Tiouble Shooting Fuel System (Sheet 1 of 2)

5-7
 Section V MAINTENANCE MANUAL
Fuel System

TROUBLE PROBABLE CAUSE I REMEDY

Fuel tanlts emptg. ChecB iuelquantiiy. Serace uith

proper grade and amount of fuel.

Engine instrument group circuit breaker Check visually; if not open, check
open or defective. continuity. Reset. Replaceifde-
fective.

Defective fuel quantity indicator or Disconnect wire from transmitter

transmitter. at indicator not registering and
attach it to the opposite indicator
that is registering. If indicator
does not register, transmitter is
defective. If indicator
registers,
the opposite indicator is defective.
Replace defective transmitter or
left engine gage cluster.

Loose connections or open circuit. Check connections and wiring.

Tighten connections; repair or
replace wiring.

No fuel flow indication. Restricted, broken or lea~ng line. Clear and clean line, tighten fittings,
or replace if necessary.

Defective instrument.
Replace instrument.
Vapor in fuel line. Start and run audliary fuel
pump
untilinstrument registers normally.

Faulty relief valve in engine-driven See Remedy under fuel starvation

pump or defective pump. after starting in this Figure.

Figure 5-7. Trouble Shooting Fuel System (Sheet 2 of 2)

5-8
 SECTION

LANDING GEAR,
VVHEELS AND
BRAKES
 ’114
MAINTENANCE MANUAL Section VI
Landing Gear, Wheels and Brakes

SECTION VI

LANDING GEAR, WHEELS AND BRAKES

TABLE OF CONTENTS

Page Page
GENERAL DESCRIPTION 6- 1 LANDING GEAR POSITION INDICATORS
OperationalCheck 6- 3 AND WARNING SYSTEM 6-13
MAIN LANDING GEAR 6- 3 PositionIndicator Lights 6-13
Removal 6- 5 WHEELS AND BRAKES 6-15
Installation 8- 7 General Description 6-15
Removal and Installation of Main Gear Doors 6- 7 Main Wheel Removal and Disassembly 6-15
NOSE LANDING GEAR 6- 7 Main Wheel Reassembly and Installation 6-15
Removal 6- 9 Nose Wheel Removal and Disassembly 6-15
Installation 6-10 Nose Wheel Reassembly and
Removal and Installation of Nose Gear Doors 6-11 Installation 6-17
ShimmyDampener 6-11 Main Gear Brake System 6-17
Landing Gear Actuating Cylinders 6-11 TROUBLE SHOOTING 6-20
Nose Wheel Steering 6-13

GENERAL DESCRIPTION cidental

The aircraft is equipped with a hydraulically operated
tricycle landing gear that includes a steerable nose
wheel and self-adjusting disc brakes for the main land-
ing gear wheels. Nose wheel steering is controlled by
a cable-pulley system attached to the nose gear and to
the rudder-brake pedal and actuated by depressing the
rudder-brake pedals from either pilots position. The
disc hydraulic brakes are operated by individual mas-
operation and must be pulled out and then
pushed down to
operate. The main landing gear,
which includes the self-adjusting disc brakes, re-
tracts inward and upward into the wheel wells in the
lower side of the wing. The nose landing gear re-
tracts aft and upward into the wheel well. Mechani-
cally operated doors, connected to the landing gear
by link assemblies, open and close during the exten-
sion and retraction cycle. When the gear is retracted
the doors completely enclose the wheel well. A flat
on the fixed portion of the nose gear keeps the landing

ter brake cylinders attached to the rudder-brake
pedals. The brakes are actuated by applying toe
pressure to the top of the rudder-brake pedals. The
aircraft is also equipped with a parking brake system
which operates from the master brake cylinders and
is actuated by a parking brake controlknob. A shim-
my dampener, with a self-contained hydraulic reser-
voir, is attached to the fixed and moveable portions
of the nose gear strut to provide a dampening action
on the gear. The emergency gear extension valve,
located on the left side of center console, is used for
emergency extension of the gear. This valve by-
passes hydraulic fluid directly to the reservoir, al-
lowing the gear to drop by gravity; gear extension
is also assisted by down springs. The emergency
gear extension knob is spring-loaded to prevent ac-
gear centered when the gear is retracted. Retraction
and extension of the landing gear is controlled by an
electro-hydraulic power pack that is actuated by the
position of the landing gear selector switch mounted
on the instrument panel. When the landing gear sel-
ector switch is placed in the UP position, the landing
gear retracts, when all three gear are retracted,the
pump is shut off and the gear are held up by hydraulic
lock. The hydraulic pressure switch controls the
pump by removing power to the pump when the pres-
sure reachesa preset limit. A loss of hydraulic
pressure is sensed by pressure switches which actu-
ate the power pack to build up additional hydraulic I
pressure. When the landing gear selector switch is
placed in the DOWN position, the hydraulic fluid lock
is released and hydraulic fluid is directed to the down I

Change 1 6-1
 114
Section VI MAINTENANCE MANUAL
Landing Gear, Wheels and Brakes

ACTUATING
CYLINDER

SIDE
FITTING
ASSEMBLY I I IY, AFT FITTING
ASSEMBLY

SIDE BRACE
ASSEMBLY

O 1
FORWARD
FITTING
ASSEMBLY
EMERGENCY
EXTENSION
SPRING
AIR VALVE

TRUNNION

WHEEL AND
BRAKE ASSEMBLY

Figure 6-1. Main Landing Gear

6-2 Change 4
 C

~yll
I

MAINTENANCE MANUAL
interim change notice Gulfstream
Aerospace

INTERIM CHANGE NOTICE: Model 1141A 1 April 1986

NOTE

This notice contains an interim change to the Maintenance

Manual and should be filed in the appropriate Section of
the manual pending receipt of formal revision pages. It is
suggested that a reference to the interim change be made
adjacent to the appropriate part of the manual as a means

of alerting the reader to the addition or change to the

maintenance instructions.

SUBJECT: HYDRAULIC HOSES

INSTRUCTIONS: Add thefollowing note to Section VI under NOSE LANDING GEAR, MAIl~ LANDIl~G
GEAR and Main Gear Brake System:

NOTE

All hydraulic hoses should be replaced at least every five

(5) years.

Page 1 of 1
 NOTE: Please see the
TEMPORARY
114
REVISION
MAINTENANCE MANUAL Section VI
that revises this page.
Landing Gear, Wheels and Brakes

side of the landing gear cylinders. When the gear WOTE

are all down and locked (drag brace over center) the

power pack is turned off. Hydraulic pressure is During these checks it is essential to
maintained in the gear down system by the pilot check check that the hydraulic power pack
valve. A ground contact switch, on the right main unit runs without hesitation until the
landing gear will prevent a landing gear retraction down lock is engaged and that the nose
while on the ground caused by an unintentional posi- gear green safe light does not blink
tioning of the landing gear selector switch to the UP immediately before remaining steadily
position. Landing gear position indicators and warn- on.

I ing bell or horn system are also provided to alert the

pilot when thelanding gear is in the up or down and
locked position. Position indicators, both red and
green are installed in the instrument panel glareshield. h. Place landing gear selector switch in UP posi-
The gear down position is indicated by three greenlights tio, and check the following:
above the gear selector switch. The red (gear warn- i. Landing gear retracts within 12 seconds.
ing) light indicates the gear is intransit or not fully 2. Gear unsafe red indicator light off when
down and locked. There is electrical indication of
no
gear is fully retracted.
gear retraction other than all indicator lights being 3. Landing gear remains retracted without
extinguished. When the landing gear extends to the hydraulic power pack operating or red warning
down position, the three gear lock limit switches are light coming on for five minutes.
actuated causing the three green lights to illuminate i. Repeat steps e. and g., three times.
as the gear is held down and locked. j. Perform an emergency free-gall check by dis-
connecting hydraulic power pack unit at the electrical
quick disconnect.
k. Place a five and one-half pound weight on nose
OPERATIONAL CHECK landing gear axle to simulate an air load (see Figure
3-6).
A landing gear operational check should be performed, i. Place landing gear selector switch in DOWN
after an unusually hard landing, after replacement of position.
a landing gear assembly or if a malfunction occurs in m. Push emergency gear extension valve control
the landing gear positioi~ indicator lights, knob DOWN and hold. The valve and control knob is
located on the left forward side of the center console
a. Jack aircraft as outlined in Section IX. (see Figure 6-5).
b. Connect an auxiliary de power supply, with an n. Check for the following:
electrical capacitance of 50 amps minimum, to the 1. Gear unsafe red indicator light on.

positive battery terminal of the battery relay. 2. Warning bell horn shouldnot sound.
or I
c. Set throttle control lever to midposition. 3. Gear free-falls in a positive motion.
d. Clear landing gear area. 4. Gear safe green indicator lights on within
e. Place landing gear selector switch to the UP 12 seconds.
position and check the following: 5. Gear unsafe red indicator light off.
1. Gear safe green indicator lights should 6. Return emergency gear extension valve
be out, control to its normal position.
2. Gear unsafe red indicator light should be 7. Place master battery switch in OFF posi-
on. tion.
3. Landing gear retracts within 12 seconds. 8. Reconnect hydraulic power pack unit to
4. Hydraulic power pack unit should shutoff aircraft electrical system.
when landing gear is fully retracted. 9. Place master battery switch in ON posi-
5. Gear unsafe red indicator light should be tion.
off. 10. Check for hydraulic power pack unit ope-
1 6. Gear warning bell or horn should be silent, ration.
f. Inspect gear in retracted position for clearance 11. Repeat steps I. through 6., three (3) times.
between gear and surrounding structure. Inspect 12. Recycle gear through one (1) normal ope-
hoses for clearance and freedom from kink- ration.
binding,
Return aircraft to normal configuration.
ing and hydraulic leaks. o.

g. Place landing gear selector switch to the DOWN

position and check the following:
1. Hydraulic power pack operating.
2. Gear unsafe red indicator light should be MAIN LANDING GEAR
on.

3. Hydraulic power pack should shutoff when

landing gear is fully extended. Each main landing gear installation consists of a

4. Gear unsafe red indicator light should be trunnion body, yoke, side brace assembly, and a

off, wheel and brake assembly (see Figure 6-1). The

5. Gear safe green indicator lights should be outboard end of the hydraulic actuating cylinder is
on in less than 12 seconds. attached to the trunnion and the piston rod end is at-

Change 4 6-3
 114
Section VI MAINTENANCE MANUAL
Landing Gear, Wheels and Brakes

ORIFICE
PLATE

RETAINER
RINGS

PISTON
TUBE

TRUNNION

RETAINER
I~ RING

O- RTNG
PISTON
KNEE PIN PISTON PIN

A
RETAINER
O-RIN RING

YOKE

/I‘
I; BEARING

s~o

Bi- P‘
BACK UP O-RING
SPACER RINGS
WHEEL SCRAPER
RING

AXLE
RETAINER
RING

KNE
JOINT
PIN BEARING
AXLE NUT

PISTON
ROD

X252B
X263

Figure 6-2. Main Landing Gear Strut Assembly

6-4 CHANGE 4
 MAINTENANCE MANUAL Section VI
Landing Gear, Wheels and Brakes

tached to the upper half of the side brace assembly.
During gear extension, the actuation cylinder rod is
retracted forcing the side brace assembly to
enout and go overcenter for a bracing effect. The
main gear are held down by hydraulic lock. Hydrau-
lic pressure is maintained by a pilot operated check
valve. A spring attached to the side brace and upper
trunnion forces the gear down during an emergency
extension cycle. All points of the gear actuating me-
chanism require lubrication. Lubrication should be
applied sparingly and all parts wiped clean to
collection of dirt (refer to Lubrication Chart,
II). To
prevent abrasive material damage to O-rings,
seals, trunnion piston and actuating cylinder piston
rod, clean them frequently using a suitable dry type
cleaning solvent. Springs that are weak, have exces-
sive wear or corrosion must be replaced. All land-
ing gear hinge points, bushings and retainer rings
should be carefully inspected for wear and damage
during each landing gear operational check. Trouble
shoot the landing gear by using the charts at the back
of this section along with those found at the back of
Section III, and always place the aircraft on jacks
prior to performing any maintenance procedures on
the landing gear system.
d. Inspect the gear downlock spring for excessive
wear or corrosion, especially around the hook portion
straight- of the spring. Clean away all corrosion and repaint.
The spring should be rejected if wear or corrosion
exceeds one-quarter the diameter of the spring.
e. Check the spring for load tension below minimum
allowable tolerance. The minimum tension of the
spring is 21. 1 pounds pull at eight inches. Measure-
ment is taken from the inner side of each hook.
f. Check the general condition of each limit switch,
prevent actuator limitswitch, and wiring for fraying, poor
Section connections or conditions that may lead to failures.
g. Check the side brace through center travel by
setting the side brace assembly on a surface table,
and ascertaining that when the stop surfaces of the
two links touch, linkage is not less than 0. 100 nor
more than 0. 160 of an inch through center. Should
the distance exceed the required through center travel
land bolt and bushings are tight), replace one or both
links.
h. Repair of the landing gear is limited to recon-
ditioning of parts, such as replacing components,
bearings and bushings, smoothing out minor nicks
and scratches and repainting areas where paint has
chipped or peeled.

DISASSEMBLY OF MAIN GEAR OLEO. The main

REMOVAL gear oleo assembly may be removed and disassem-
bled with the gear removed or installed on the airplane.
a. Jack aircraft as outlined in Section II.
I b. Disconnect the emergency extension spring a. Remove the air and fluid from the oleo, by
(see Figure 6-1). slowly opening the air valve until strut pressure has
I c. Disconnect the gear down actuating cylinder diminished (see Figure 6-2). Remove the filler plug,
rod at the gear trunnion. and with a smallhose, siphon as much hydraulic
d. Disconnect the brake line at the upper end of the fluid from the strut as possible.
wheel well, b. Disconnect the brake line from the brake cylinder.
e. Disconnect the rod end of the actuating cylinder c. To disconnect the piston rod from the yoke, cut
I from the side brace assembly. and remove safety wire, remove the piston rod pin
f. Disconnect the actuating cylinder from the main retaining screw, and remove the piston rod pin.
gear assembly. d. To disconnect the yokefrom the strut, remove
g. Disconnect the lower end of the side brace from the knee-joint pin by removing the through-bolt.
the gear assembly, To the piston
e. remove tube, compress the piston
h. Remove four bolts that attach the inboard side and remove the retaining ring from the annular slot at
brace fitting to the main spar. The side brace can the bottom of the strut. Carefully slide the piston tube,
then be removed from the airplane and separated and the bearing, out of the strut. The components of
from the fitting. the piston tube and bearing can then be disassembled.
i. Remove four bolts that attach the forward gear f. Should it be necessary to remove the orifice
fitting to the auxiliary spar. plate, it can be removed by removing the retaining
j. The gear assembly can then be pushed back ring inside the upper area of the strut.
slightly, providing sufficient clearance to swing the
forward end of the gear inboard.
NOTE
k. The gear assembly is now free to slide forward
out of the aft landing gear fitting and be removed from Do not remove the spherical pressed-
the airplane, in bearings in piston rod ends.

CLEANING, INSPECTION AND REPAIR OF MAIN

GEAR CLEANING, LNSPECTION AND REPAIR OF MAIN
GEAR OLEO
a. Clean all parts with a suitable dry type cleaning
solvent. a. Clean all parts with a suitable dry-type clean-
b. Inspect all bolts, bearings and bushings for ex- ing solvent.
cess wear, corrosion and damage. b. Inspect all bearings
and bushings for excess
c. Inspect gear trmlnion and side brace links for wear, corrosion, scratches and overall damage.
cracks, bends or damage. c. Inspect retaining pins for wear and damage.

Change 4 6-5
 114
Section VI MAINTENANCE MANUAL
Landing Gear, Wheels and Brakes

ENGINEMOUNT Q DRAG
BRACE

NITROGEN AND
HYDRAULIC FILL
PORT

HYDRAULIC ACTUATOR
TORQUE TUBE AND
STEERING;CABLE CYLINDER

ATTACHMENT HORNS

DOWN (EXTENSION)
SPRINGS

TORQUE LINK
ASSEMBLY SHIMMY
DAMPENER

WHEEL AND
TIRE ASSEMBLY

x 26 58

Figure 6-3. Nose Landing Gear

6-6 C~IANGE 4
 I

MAINTENANCE MANUAL ~II

interim change notice Gulfstream
Aerospace
Qt2~
INTERIM CHANGE NOTICE: Model 114/A 1 April 1986

NOTE

This notice contains an interim change to the Maintenance

Manual and should be filed in the appropriate Section of
the manual pending receipt of formal revision pages. It is
suggested that a reference to the interim change be made
adjacent to the appropriate part of the manual as a means
of alerting the reader to the addition or change to the
maintenance instructions.

SUBJECT: HYDRAULIC HOSES

INSTRUCTIONS: Add thefollowing note to Section VI under NOSE LANDING GEAR, MAIN LANDING
GEAR and Main Gear Brake System:

NOTE

All hydraulic hoses should be replaced at least every five

(5) years.

Page 1 of 1
 NOTE: Please see the
TEMPORARY
REVISION
114
that revises this page. MAINTENANCE MANUAL Section VI
Landing Gear, Wheels and Brakes

d. Inspect retaining rings for cracks, burrs, etc. WOtE

e. Inspect piston tube for corrosion, scratches, Maintain 0.30 .03) inch cushion
nicks and excessive wear, actuating cylinder is installed.
as
f. Visually check orifice plate f´• Torque jam nut on rod end to 95-110
up inside the strut
for orifice restriction. pounds. ehT-hcni
side stay of the side brace assembly
g. Inspect air valve for
general condition, should be resting on stop.
h. Repair of the oleo is limited to smoothing out g. After the gear has been installed and brake
minor scratches, nicks and dents and replacement line connected, bleed the brakes per procedures in
of parts, this section.

REASSEMBLY OF MAIN GEAR OLEO STRUT SERVICING. After strut is assembled, a

check should be made to insure that there is no bind-
a. If the orifice
plate was removed, first install ing of mating parts. With air valve removed, fully
the plate with the countersunk side exposed (facing compress and fill strut with hydraulic fluid (MIL-H-
down), and then install the retaining ring that holds 5606). It may be necessary to fill under intermittent
the plate in place. ‘line pressure to purge all air because of
entrapment
b. Ascertain that the piston tube assembly is prop- under orifice plate. After purging unit of free air,
erly assembled with all retaining rings, O-rings and install air valve and wipe down entire assembly.
back up rings in place and that the bearing is installed Charge slowly with 60 psi of nitrogen or clean dry
on the tube assembly. air. Lock-off and observe unit for one minute for
c. Lubricate allO-rings, the inner and outer sur- evidence of low pressure leakage. If none occurs,
faces of the piston tube and the inside surfaces of the increase pressure to 500 (125) psi. Lock-off supply
strut with hydraulic fluid (MILcH-sSO6). and allow 15 minutes for a pressure loss check.
d. Slide the tube assembly with bearing installed, After waiting period, there shall be no evidence of
up through the bottom of the strut, and compress external oil leakage. If non occurs, bleed pressure
sufficiently to install the retaining ring in the annular to the proper strut inflation of 405 psi. Torque air
slot at the lower end of the strut. valve to 150-170 inch-pounds.
e. Connect the yoke to the strut assembly by in-
stalling the bushings, knee-joint pin and the through-
bolt, washer and nut. REMOVAL AND INSTALLATION OF MAIN~GEAR
f. Connect the piston rod to the yoke by inserting DOORS
the piston rod pin through the yoke and piston rod
bearing, and installing the piston rod pin retaining a. With the landing gear extended, disconnect the
screw. Safety wire the door retraction rod from door by removing the
screw, nut,
g. Compress and extend the strut several times washers, and bolt. Note the number of washers on
to make sure that the strut will operate freely. The each side of the rod end bearing.
weight of the gear wheel and yoke should allow the b. Remove the screws that attach the door hinge
strut to extend. to the wing panel.
c. The door retraction rod may be removed from
the gear trunnion by removing a nut and washer.
INSTALLATION d. To install the door, reverse the above procedure.
e. When connecting the door retraction rod to the
a. The landing gear may be installed by reversing door attach point, it is necessary that the same a-
the removal procedure, mount of washers be installed on both sides of the rod
as were removed to obtain proper clearance.

NOTE
DOOR RIGGING
When assembling components of the
landing gear, lubricate bearings, bush- a. Jack aircraftas outnned in Section II.
ings and friction surfaces with proper b. Adjustthe dooS retraction rod at the door so the
lubricant as described in Section II. door will fit tight when the gear is full-up. Over-
tightening may result in door buckling; however, if
NOTE the door is too loose, it will gap in flight.
c. Check the rod ends for proper tightness of
Small end of tapered spacer must
jam nuts.
contact actuator cylinder bearing.

NOSE LANDING GEAR

b. Check side brace assembly at knuckle area to
assure side brace is resting on stop (see Figure 6-1). The nose gear consists of an oleo-pneumatic operated
c. Install rod end and jam nut all the way down shock strut, drag brace assembly, torque link assem-
on threads of actuating cylinder,
bly, fork assembly, shimmy dampener, hydraulic ac-
d. Extend actuating cylinder piston 0.30 .03) tuator cylinder and a wheel assembly (see Figure 6-3).
inches for cushion. The nose wheel is steerable and is controlled
by a
e. Install actuating cylinder to main gear by ro- cable-pulley system and actuated by applying pressure
tating rod end for alignment. to the rudder-brake pedals. Retraction and extension

Change 4
6-7
 Section VI MAINTENANCE MANUAL
Landing Gear, Wheels and Brakes

AIR VALVE CAP

AIR VALVE CORE

TRUNMON AIR VALVE

i ~c-GASKET
RETAINER RING

BACKUP RING

TORQUE TUBE
ORIFICE TUBE
ASSEMBLY

TORQUE TUBE
BEA RINGS

DAMPENER
BODY ’s~
WASHER

RETAINER RING

UPPER BEARING

PLATE
COLLAR
RZNG
DRAG
BRACELOWER
ASSEMBLY
BEARING

TORQUE
LINK
ASSEMBLY
O-RINCBACKUP RING

PISTON TUBE RING

BACKUP RING

SCRAPER

RETAINER RING

BOLT’ I AXLE

AXLE CUP/ re~ I ,I ii I I-\ z, ~AXLE SPACER

AXLE SPACER Uyl~h ~AXLE CUP

WASHER

NUT

X26485

Figure 6-4. Nose Landing Gear Strut Assembly

6-8
ROCKWELL SECTION VI
COMMANDER MAINTENANCE MANUAL LANDING GEAR,
114!A WHEELS AND BRAKES

c~t

~"-LLDUj
HYDRAULIC
PRESSURE IN

/j
´•´•´•17
VALVE
CONTROL
KNOB EMERGENCY
GEAR DOWN
LINE-HYDRAULIC
PRESSURE OUT

X266~6

Figure 6-5. Emergency Extension Valve Control

of the gear is accomplished by a hydraulic actuating c. Remove nose gear down springs.

cylinder attached to the trunnion and connected to the d. Remove lower drag brace bolt at strut attach
drag brace assembly as shown in Figure 6-4. The point.
gear retracts aft into a nose wheel well located under e. Disconnect nose gear steering cables.
the engine compartment. Wheel well doors, mechani- f. Disconnect rod end of actuating cylinder from
cally linked to the nose gear, enclose the wheel well trunnion.
when the gear is retracted. The torque link assembly, g. Cut and remove safety wire on bolts through
connected to the nose gear fork assembly and strut engine mount to trunnion. Remove bolts, washers,
body, prevents the wheel from castering. The nose trunnion pin retainers and roll pins.
gear drag brace assembly and supporting structure h. Remove bolts, washers and nuts securing trun-
should be inspected for evidence of damage after each nion pins in trunnion.
hard landing and at intervals prescribed in Section II. i. Remove trunnion pins.
To prevent nose gear shimmy, a dampener, with a j. Nose gear should now be free for removal.’
self-contained hydraulic reservoir, is installed be-
tween the collar and torque tube of the trunnion as- CLEANING, INSPECTION AND REPAIR OF NOSE
sembly. Failure to observe nose wheel turning limits, GEAR
while ground handling the aircraft, may result in
serious damage to the steering system and nose wheel a. Clean all parts with a suitable type-dry clean-
centering mechanism. An operational check and visual ing solvent.
inspection of the nose wheel steering and retraction b. Inspect allbolts, bearings and bushings for
mechanism should be made in the event that nose wheel excessive wear, corrosion and damage.
is forceably turned beyond the 30 degree limit in either c. Inspect body and trunnion assembly, drag links,
direction, torque links and tension spring arm for cracks, bends
or misalignment.
d. Check for excessive wear or corrosion, espe-
REMOVAL cially around the hook portion of the springs. A
spring should be rejected and replaced if wear or

a. Remove engine cowling as outlined in SectionIV. corrosion exceeds one-quarter the diameter of the
b. Jack aircraft as outlined in Section II. spring, clean away all corrosion and repaint.

6-9
 SECTION VI ROCI(WELL
LANDING GEAR, MAINTENANCE MANUAL
WHEELS .4NI) BRAKES 114//A

e. Check the gear tension springs for load tensions b. Inspect bearings and bushings for excess wear,
below minimum allowable tolerances. The minimum corrosion, scratches and overall damage.
allowable tension of the inner spring is 24. 8 pounds c. IIlgpect retaining rings for cracks, burrs, etc.
pull at 7. 69 inches and the outer is 23. 1 Founds pull d. Inspect cylinder aI:d orifice tube for corrosion,
at 7. 63 inches. Measurement is taken from the inner scratches, nicks and excess wear.
side of each hook. If found that either spring should e. Check upper and lower cylinder bushings for
be rejected, replace both springs. looseness or turning in cy!.inder.
f. Check the general condition of each limit switch, f. Orifice plate for hole restriction.
limit switch actuator, and wiring for fraying or poor g. Inspect fork tube for corrosion, scratches,
condition that may lead to failures, nicks or dents.
g. Check drag link through center travel by attach- h. Inspect air valve general conditions.
ing the upper and lower drag links, setting them on a i. Repair of the oleo is limited to smoothing out
surface table, and ascertaining that when the stop minor scratches, nicks and dents and replacement
surfaces of the two links touch, linkage is not less of parts.
~s than 0. 120 nor more than 0.160 of an inch through
center. Should the distance exceed the required, REASSEMBLY OF NOSE GEAR OLEO
land bolt and bushing are tight), replace one or both
drag links. a. Ascertain that all parts are cleaned and in-
h. Repair of the shimmy dampeller is limited to spected.
cleaning and replacement of O-rings. Refer to para- b. To install the fork tube plug, first lubricate the
graph on shimmy dampener for disassembly and tube plug
and O-ring with clean hydraulic fluid and
servicing, install the O-ring on the plug. Lubricate the inside
i. Repair of the landing gear is limited to recon- wall of the tube, insert the plug into the top of the
ditioning of parts such as replacing bearings and tube and push it to the fork end. Align the bolt holes
bushings, smoothing out minor niclcs and scratches, of the fork, tube and plug, and install the bolt asscm-
repainting chipped or peeled areas and replacement bly.
of parts. c. To assemble the components of the orifice tube,
insert the orifice plate into the bottom of the tube,
with the countersunk side of the orifice hole exposed.
NOtI
Secure the plate with the retaining ring, lubricate and
When assembling any units of the land- install the O-ring on the upper end of the
ing gear, lubricate bearings, bushings d. Insert the orifice tube up through the bottom of
and friction surfaces with the proper the cylinder. With the tube exposed through the top
lubricant as described in Section II. of the cylinder, install the retaining ring, locking
the tube in place.
DISASSEMBLY O% NOSE GEAR OLEO. The nose e. Assemble the components on the fork tube in the
gear oleo assembly may be removed and disassem- proper sequence and install the retaining ring at the
bled with the gear removed, or installed on the air-
top of the tube. Lubricate the inner wall of the cylin-
plane, der with hydraulic fluid. Carefully insert the tube aa-
semb2y into the bottom of the cylinder, allowing the
a. Remove air and fluid from the aleo strut. De- orifice tube to guide itself into the fork tube, until the
press the air valve core pin until all air pressure has retaining ring can be installed in the annular slot at
been reli.eved (see Figure 6-4). the bottom of the cylinder.
b. Remove the bolts, washers and nuts attaching f, Check that bushings are installed in the upper
the upper and lower torque links to the strut and re- and lower torque links and then install both links.
move the torque links. The tor~iue link bolts should be lubricated. Tighten
c. To drain the fluid from the strut, remove the the bolts only eight enough to prevent side play in the
bolt, washers and nut from the collar above the Pork, link, yee allowing free rotation.
remove the plug inside the tube, and drain the fluid Service oleo strut with fluid and air per service
y,
into a container, instructions below.
d. Remove the lower
retaining ring from the bottom
of the trunnion and body assembly and slide the fork
tube, upper bearing and lower bearing out from the INSTALLATION
bottom.
e. nemove the upper retaining ring from the top a. The nose gear may be installed by reversing
of the trunnion and body assembly, slide the orifice the removal procedure.
tube assembly out from the bottom.
f. To the NBIO
remove orifice, remove the retaining
ring from the lower portion of the orifice tube. When assembling components of the
nose gear, lubricate bearings, bush-

CLEANING, INSPECTION rLhSI) !~EPAIR OF NOSE ings and friction surfaces with proper
G%An OLEO lubricant as described in Sec~ion II.

a. Clean all parts with a suitable dry-type clean- b. Chesk drag brace assembly at knuckle area to
ing fluid. assure drag brace is resting on stop (see Figure 6-3).

6-10
Change 6
 114
MAINTENANCE MANUAL Section VI
Landing Gear, Wheels and Brakes

c. Install rod end and jam nut all the way down on above procedure.
threads of actuating cylinder.
d. Extend actuating cylinder piston 0.250 .03) DOOR RIGGING
inch for cushion.
e. Install actuating cylinder to nose gear by ro- a. Jack aircraftas outlined in Section II.

rating rod end for alignment. b. With the lower cowl installed, and the nose gear
in the up position, loosen check nuts on door control
rods and adjust both rods. When rods are properly
WOTE
adjusted, tthe nose gear doors should be flush and with
Maintain 0.250 .03) inch cushion sufficient preload to assure a tight seal.
as actuating cylinder is installed. c. Retighten check nuts on door control rods.

f. Tighten jam nut on rod end. The drag stay of

the drag brace assembly should be resting on stop. SHIMMY DAMPENER

STRUT SERVICING The dampener assembly is attached to the fixed and

moveable portions of the nose gear strut to provide
a. After strut is assembled with air valve assembly dampening action. The dampener can work properly
removed, cycle strut to check for binding. only when completely filled with hydraulic fluid and
b. With strut in vertical position, compress and all air bled from the cylinder. The bleed screw is
fill to overflowing with MIL-H-5606 hydraulic fluid. located on the aft end of the dampener assembly.
While slowly extending strut, continue to fill until
fully extended. Slowly compress strut to purge en- REMOVAL AND SERVICING
trapped air from unit. If there are any air bubbles
in filler port repeat the sequence above until all free a. Remove the dampener assembly from the nose

air is purged. gear strut.

b. Remove bleed screw and force out all drainable
WOTE hydraulic fluid (see Figure 6-6).
c. Remove end-cap snap ring that retains piston.
Strut should not have any more fluid
Remove piston and inspect O-ring condition. Replace
than it will hold in the fully compressed
O- rings.
position, d. bore for cleanliness and for
Inspect cylinder
absence of corrosion.
c. Install air valve assembly, e. Submerge the entire dampener assembly in pan
d. Wipe down entire strut and slowly charge with containing MIL-H-5606 hydraulic fluid and work actu-
60 psi air. Hold pressure for one minute. There
ator rod fore and aft to force out all trapped air.
shall be no externalleakage. Slowly increase pres-
f~ Reinstall end cap and snap ring retainer while
sure to 240 psi and leave for 15 minutes. (Unit may unit is still submerged. Work actuator rod again
be horizontal.) After waiting period, there shall be
until all trapped air is forced out, reinstall bleed
no evidence of oil leakage,
screw, and remove unit from hydraulic fluid and
wipe dry.
WOTE g. Check dampener action by working actuator rod
fore and aft. Motion should be smooth, with adequate
Unit to be charged with nitrogen or resistance, and without binding at any point.
clean dry compressed air.
INSTALLATION. To install the shimmy dampener,
e. Bleed air pressure back to proper strut infla- reverse the removal procedure.
tion of 120 psi.
f. Torque air valve to 100-150 inch-pounds.
LANDING GEAR ACTUATING CYLINDERS

REMOVAL AND INSTALLATION OF NOSE GEAR The hydraulically operated actuating cylinders are
DOORS attached to the drag brace and trunnion on the nose

gear, and side brace and trunnion on the main gears.

a. Disconnect the door control rod ends at the doors
by removing the connecting hardware.
b. On aircraft with serial numbers thru 14149, re-
move the connecting hardware at the hinge attach
points inside the cowl. On aircraft with serial num-
bers 14150 and subsequent, break safety wire, and
remove piano hinge from each door hinge,
One port of each cylinder is connected to the gear up
hydraulic line, and the remaining port to the gear
down line. Hydraulic fluid, under pressure is directed
to the actuator cylinders by the gear selector switch
located on the instrument panel. During the actuating
cycle the gear up and gear down hydraulic lines act
as either pressure or return lines, depending on the

c. Remove each nose gear door, gear position selected. See Section III for additional
d. To install the nose gear doors, reverse the information.

Change 1 6-11
 114
Section VI MAINTENANCE MANUAL
Landing Gear, Wheels and Brakes

BLEED RETAINER
SCREW RING

O-RINGS

SPRIN6

O-RINGS

~:lx:

END CAP AND

BEARING
ACTUATOR
O-RING ,ROD

PISTON
i,;
RETAINER
RING

X267A5

Figure 6-6. Nose Gear Shimmy Dampener

~";e

biP1 s
7

f 1. WASHER
2. SPRING

13 3. TUBE
4. WIRE RETAINER
14 5. SPRING TUBE HOUSING
6. SPRING
7. CLEVIS
8. RETAINER
9. RUDDER TRIM KNOB
10. RUDDER TRIM BELLCRANK
11 11. PULLEY
12. RUDDER BRAKE PEDAL SUPPORT
13. TURNBUCKLE
14. BUNGEE
15. NOSE GEAR
X2611

Figure 6-7. Nose Wheel Steering System

6-12
 114
MAINTENANCE MANUAL Section VI
Landing Gear, Wheels and Brakes

NOSE WHEEL STEERING SWITCH ADJUSTMENTS. All adjustments of limit

switches should be made with the aircraft on jacks.

The nose wheel steering system is tied in with the See Section II for Jacking Procedures. Handle the
rudder trim system and is controlled by movement limit switches with care damage. Always
to avoid
of the rudder-brake pedals. A combination of cables, check indicator lights before performing switch ad-
bungees, bellcranks, turnbuckles and pulleys operate justments as follows:
the nose steering (see Figure 6-7).
a. Place master battery switch in ON position and
REMOVAL keep it on for the duration of the check.
b. Retract and extend the gear through several
a. Jack aircraft as outlined in Section II. cycles.
b. Remove upper and lower cowling. c. Observe the indicator lights. Check for illumi-
c. Relieve tension and disconnect steering cables nation of all three green (gear-safe) lights. If a green
from turnbuckles. (gear-safe) light fails to illuminate, adjust the appli-
d. Disconnect left cable end from bellcrank on cable position indicator switch. Gear must be in the
rudder bar and disconnect the right cable end from down and locked position prior to adjustment.
the attaching point, d. Check for illumination of red (intransit) light
e. Remove the pulleys located on the rudder pedal during the intransit gear extend cycle. Observe that
shafts, light extinguishes when gear is down and locked. If
f. Remove the cable guards from the pulley brac- this light fails to function as outlined, check switches
kets located on the lower portion of the firewall and manually and adjust as required to complete circuit.
draw the cables through from the inside of the cabin.
g. To remove the forward portion of the ca’;les, GEAR DOWN LIMIT SWITCHES. When adjusting the
di!;connect cable ends from nose gear, remove pulleys gear down limit switches assure the switches actuate
from pulley brackets and remove cables. when the gear is in full down and locked position.
h. Use Figure 6-7 as a guide to disassemble bungees.
a. Loosen the mounting screws that hold the gear
INSTALLATION. To install the steering cables, re- down indication switch (located on theover center

verse the removal procedures, drag brace) and move switch upward until switch is
deactivated. The appropriate light on the instrument
RIGGING OF NOSE WHEEL STEERING SYSTEM panel will go out. Readjust switch, with drag brace
over center, so that switch lever has activated the
a. Clamp the rudder pedals in the neutral position, switch. The appropriate light should be on.

ali.gn the nose wheel to the neutral

position and set the
rudder trim wheel to neutral position.
WOTE
b. Adjust the turnbuckles until the nicropress
sleeves are hard against the tube end of the bungee, Be careful not to bend or distort

then give one additional full turn on the turnbuckle, switch lever. The above adjustment
should be made on all three landing
gear.

LANDING GEAR POSITION INDICATORS b´• Cycle landing gear system severaltimes. On
AND WARNING SYSTEM retraction the gear safe lights will go out and gear
intransit light will come on. When gear are fully re-
tracted the intransit light should go out.
POSITION INDICATOR LIGHTS c, With gear retracted retard throttle to idle posi-
tion. Gear warning bell or horn should sound. Ad-
The landinggear position indicator lights are located vance throttle forward, bell or horn should turn off.
in the instrument panel glareshield. Position indica-
tor lights consist of an individual (gear-safe) green
WOTE
light for each landing gear and one unsafe red (in-
transit) light for the landing gear system. The green Gear warning bell or horn should I
lights are individually controlled by downlock limit sound at approlo~mately 14 inches
switches and installed on each landing gear and will Hg., and should be checked in
only when the corresponding landing gear flight.
is down and locked. The red unsafe (intransit) light
is illuminated while the gear is intransit (extend) be- d. With throttle advanced, extend flaps and gear
tween the up and down positions and will remain illum-
inated if any single gear fails to lock in the downlock
warning bell or horn should sound when naps are 25
degrees or below. Retract flaps and bell or horn
I
position. There is no indication for the gear in the should turn off then flaps are at 25 degrees.

up position. Failure of any gear to fully extend and

lock will be indicated by lack of illumination of the GEAR DOWN GROUND CONTACT (SQUAT) SWITCH.
green (gear-safe) light corresponding to the effected The gear down ground contact (squat) switch, located
gear. on the right main gear trunnion, should be adjusted so

Change 4 6-13
 114
Section VI MAINTENANCE MANUAL
Landing Gear, Wheels and Brakes

that the switch is actuated within the last quarter of an tor lights should be out and gear warning bell or horn I
inch of gear extension. Loosen attaching screws and should not sound.
adjust switch by raising or lowering gear with jack, b. Place
landing gear selector switch DOWN.
Check that switch actuates within the last quarter of c. Check
hydraulic power pack is operating. Red
al inch of gear extension. Measurement is taken at (gear-warning) light is on and that pump stops after
base of oleo strut. the gear has fully extended. After gear has fully ex-
tended, the red (gear-warning) light should go out and
GEAR DOWN GROUND CONTACT (SQUAT) SWITCH the three gear down position lights should illuminate.
CHECK. During the following check, the landing gear Ascertain that the nose gear down lock fully engages.
ground contact (squat) switch on the right main landing
gear assembly must be closed to prevent the gear from
retracting. Tape may be used to hold the gear contact WOTE.
(squat) switch roller arm in the closed (ground) position. During these checks, it is essential to
check that the hydraulic
power pack runs
a. Place the landing gear selector switch in the without hesitation until the down lock is
UP position. engaged.
b. power pack unit should remain off.
Hydraulic
Gear down position indicator lights should remain
I illuminated. Gear warning bell or horn should sound, d. Place landing gear selector switch to UP, and
c. Open throttle fully. Check that red (gear-warn- repeat thepreceding steps as necessary to verify
ing) light remains illuminated and gear warning bell proper system operation.
I or horn continues to sound.
GEAR WARNING THROTTLE SWITCH CHECK. With
thelanding gear retracted, close the throttle and
WARNING check for the following:

a. Red (gear-warning) light on and gear warning

Turn the master battery switch OFF bell or horn sounds. I
before proceeding to the next step. b. Open throttle lever to midposition.
c. Check red (gear-warning) light out and gear
d. Remove the tape securing the switch in closed warning bell or horn is off.
I
position. Clear area around the landing gear before d, If thesystem isn’t operating properly, adjust
proceeding. the switch per the following instructions.
e. Turn master battery switch ON. Landing gear
will start to retract. Check red (gear-warning) light Gear Warning Throttle Switch Adjustment
I illuminated. Gear warning bell or horn stops sound-
The gear warning throttle switch is located within the
ing and all indicator lights go out at the completion
of the retraction cycle. center console below the throttle control lever.

WOTE a. Remove quadrant console trim cover.

I Bell or horn will sound

only if b. Flight test the airplane, and at a safe altitude,
throttle is retarded or flaps are establish normal descent with gear up.
a

extended below 25 degrees. c. Retard the throttle to a manifold pressureof

approximately 14 inches and mark the position of the
f. Place the landing gear selector switch to DOWN. throttle lever.

g. Return throttle to midposition. d. With the airplane on the ground remove the
screws that attach the slotted-plate to the control
GEAR UP LIMIT SWITCHES. To
adjust the gear up quadrant.
limit switches, loosen the two
adjustment screws with e. Remove the screws on the forward portion of the
a small screwdriver. The switch may then be adjusted metal console cover so the be lifted up
cover can

by moving the switch in the slotted portion of the brac- enough to gain access to the throttle switch.
ket so that the switch actuates when the gear is in the f. With small screwdriver, loosen the
a screws

fully retracted position. Retighten the adjustment that attach the switch to its bracket.
screws, g. Adjust switch, tighten
screws, press metal
console cover down and
throttle lever to check
move
NORMAL OPERATION TESTS RETRACTION/ that the switch actuates at the marked throttle setting.
EXTENSION. With the aircraft onjacks, set throttle Repeat until the switch actuates at the desired throttle
to midposition, clear the landing gear area and posi- setting.
tion the landing gear selector switch to UP. h. Replace the screws that attach the metal con-

sole and install the slotted plate on the control quad-

a. Check that gear down position indicator lights rant.
are Red (gear-warning) light should be on, and
out. i. The airplane should be flown to assure the light
hydraulic power pack shuts off when the gear is fully and bell or horn will actuate when throttle is reduced I
retracted. After gear has fully retracted, all indica- below approldmately 14 inches of manifold pressure,

6-14 Change$
MAINTENANCE RAANUAL ~II
interim change notice GulFstream
Aerospace

INTERIM CHANGE NOTICE: Model 114/A 1 April 1986

NOTE

This notice contains an interim change to the Maintenance

Manual and should be filed in the appropriate Section of
the manual pending receipt of formal revision pages. It is
suggested that a reference to the interim change be made
adjacent to the appropriate part of the manual as a means
of alerting the reader to the addition or change to the
maintenance instructions.

SUBJECT: HYDRAULIC HOSES

INSTRUCTIONS: Add the following note to Section VI under NOSE LANDING GEAR, MAIN LANDING
GEAR and Main Gear Brake System:

NOTE

All hydraulic hoses should be replaced at least every five

(5) years.

Page 1 of 1
 NOTE: Please see the
TEMPORARY
REV~SION
114
that revises this page. MAINTENANCE MANUAL Section VI
Landing Gear, Wheels and Brakes

or wing flaps are extended 25 degrees or more with and tubes are individually balanced at the time of
the landing gear retracted. manufacture. The tire balance mark is a red dot

j. Replace quadrant console trim cover. placed on the casing sidewall. The tube balance mark
is yellow. Align the red dot with the yellow mark
when mounting tires on wheels.

WHEELS AND BRAKES

a. Assuming the bearing cup is installed in each
wheel, install the tire with tube on the outer half and

GENERAL DESCRIPTION then join the two wheel halves.

All landing gear wheels are machined castings, con-
sisting of two sections called wheel halves. The
wheel halves, which are secured together by bolts
and nuts, are not interchangeable; but the complete
wheel assemblies are interchangeable according to
wheel size. The wheels operate on tapered roller
bearings, which rotate in hardened steel races pressed
into each wheel half. A brake disc assembly is bolted
to the wheel and turns with the wheel. The single-disc
hydraulic brakes attached to the main landing gear,
are individually controlled by applying pressure to
the rudder-brake pedals at either pilots position,
Movement of a rudder-brake pedal operates the cor-
responding master brake cylinder, attached to the aft
side of the rudder pedals, and applies pressure to the
appropriate brake. The brakes are self-adjusting,
easily checked for wear, and can be quickly over-
hauled by field activities.
b. Install the wheel through-bolts and brake disc.
Torque nuts to 90 inch-pounds. Inflate tire to seat
beads, then adjust to correct pressure (38 psi).
c. Lubricate bearing cones with M1L-G-81322
grease. Install bearing cones, grease seals, and
felt seal rings, and secure with snap rings.
d. Slide wheel on axle and install axle nut. Lubri-
cate axle nut with M1L-G-81322 grease.
e. While rotating wheel, torque nut to 50 inch-
pounds. While rotating wheel back off nut to 6 inch-
pounds. While rotating wheel retorque nut to 20-25
inch-pounds. If not in locking position, advance nut
to next position (not to exceed 300 rotation) while
rotating wheel and install cotter pin and dust cover.
f. Position brake lining back plate between wheel
and brake dise and install two cap bolts joining cylin-
der housing and back plate assemblies.
A tire will lose one pound of pressure for each five

degrees drop temperature; therefore, tire pres-

MAIN WHEEL REMOVAL AND DISASSEMBLY
To remove and disassemble a main landing gear
wheel refer to Figure 6-1 and proceed as follows:
a. Jack aircraft as outlined in Section II.
b. To remove the main wheel, remove the two cap
bolts that join the brake cylinder housing and the back
plate from between brake disc and wheel.
c. Remove the dust cover, cotter pin and the axle
nut. Slide the wheel from the axle.
d. The wheel halves may be separated by first de-
flating the tire. With the tire completely deflated,
remove thewheelthrough-bolts. Pull the wheell
halves from the tire by removing the inner half from
the tire first, and then the outer half (see Figure 6-8).
e, bearing assemblies may be removed
The wheel
in
sure should be checked frequently and especially
after wide variations in local temperature. Do not
inflate tires in a warm hangar and then move the air-
craft outside in the cold, as a significant loss in tire
pressure will occur. Operating an aircraft with
underinflated tires will cause rapid tire wear and may
result in hidden tire damage and internal failure (see
Figure 6-9 for proper tire and strut pressures).
NOSE WHEEL REMOVAL AND DISASSEMBLY
To remove and disassemble a nose landing gear wheel
refer to Figure 6-3 and proceed as follows:
a. Jack aircraft as outlined in Section 11.
b. To remove the nose wheel assembly, first re-

from each wheel by first removing the snap rings that move the self locking nut, washer and axle bolt. Next
secure the grease seal retainers, then the retainers, remove the axle cups and axle and drop the wheel out

grease seals and bearing; cone. The bearing cups from the fork. The axle spacers are now free for
should be removed only for replacement. removal.
c. The wheel halves may be separated by first
INSPECTION OF MAIN WHEEL ASSEMBLY completely deflating the tire. With the tire completely
deflated, remove the wheelthrough-bolts. Pull the
a. Visually check all parts for cracks, distortion, wheel halves from the tire by removing the wheel half
defects and excessive wear. opposite the valve stem first and then the other half
b. Check internal diameter of felt grease seals. (see Figure 6-8).
Replace the felt grease seal if surface is hard or d. The wheel bearing assemblies may be removed
from each wheel half by first removing the snap rings
gritty.
c. Check tires for cuts, internal damage and de- that secure the grease seal retainers, then remove
terioration. the retainers, grease seals and bearing cones. The
d. Check bearing cones and cups for wear and bearing cup may be removed by tapping out evenly
from the inside. The bearing cup should not be re-
pitting; relubricate.
e. Replace any wheel casting having visible cracks, moved except when replacement is necessary.

INSPECTION OF NOSE WHEEL ASSEMBLY

MAIN WHEEL REASSEMBLY AND INSTALLATION

The main landing gear wheel assemblies and the tires a. Visually check all parts for cracks, distortion,

Change 2 6-15
 114
Section VI MAINTENANCE MANUAL
Landing Gear, Wheels and Brakes

MAIN WHEEL 1. SNAP RING

a,
2. GREASE SEAL
3. FELT GREASE SEAL
4. GREASE SEAL
5. CONE REARING
6. INNER WHEEL HALF

t 7.8. INNER
ERITEBUT
1 I T 9. OUTER WHEEL HALF
2 1 I F~W/ 10. BRAKE DISC
j I I II Il. WHEEL THROUGH-BOLT
i I I 12. CONE BEARING
5 13. GREASE SEAL
14. FELT GREASE SEAL
15. GREASE SEAL
16. SNAP RING

LEFT INSTALLATION SHOWN Nllh~ ~2n 15

RIGHT INSTALLATION OPPOSITE

B
~1 t
NOSE WHEEL
i. SNAP RING
2. GREASE SEAL
3. FELT GREASE SEAL

d
4. GREASE SEAL
5. CONE BEARING
6. WHEEL HALF
7. INNER TUBE
8. TIRE
9. WHEEL HALF
c
10. WHEEL THROUGH-BOLT
1
2
3
t
4
a
11. CONE BEARING
12. GREASE SEAL
13. FELT GREASE SEAL
14. GREASE SEAL
5
15. SNAP RING

rm,

111213f5i~
s

14 15
X268

Figure 6-8. Wheel end Tire Aesemblies

6-16
 114
MAINTENANCE MANUAL Section VI
Landing Gear, Wheels and Brakes

defects and excess wear. cylinders are attached to the pilots rudder pedals
b. Check internal diameter of felt grease seals. only. Both master cylinders incorporate reservoirs
Replace the felt grease seal if surface is hard or to supply system fluid to respective wheel brake cyl-

gritty, inders. Since the copilots master brake cylinders

c. Check tire for cuts, internal damage and de- lack reservoirs, they are hydraulically paired to the
terioration. pilots master brake cylinders. On aircraft serial
d. Check bearing cones and cups for wear and numbers 14150 and subsequent, the pilots and copilots

pitting; relubricate. brake cylinders are supplied fluid from a separate

e. Replace any wheel casting having visible cracks. fluid reservoir, located on the left forward side of
the engine firewall. The brakes are actuated by
applying toe pressure to the tops of the rudder pedals.
NOSE WHEEL REASSEMBLY AND INSTALLATION The parking brake system uses a panel mounted con-
trol knob and cable connected to the parldng brake
individually balanced at valve. To apply the parking brake, depress the tops
Tires, tubes and wheels are

the time of manufacture. The tire balance mark is a

of the rudder pedals and pull the control knob (PARK
red dot on the outside of casing sidewall. The tube BRAKE) straight out, then release toe pressure or
balance mark is usually white. Always assemble pull the control knob out and then apply toe pressure
as parking brake valve acts as a check valve and will
tire and tube with marks aligned.
not allow fluid to return to the master cylinders. To
Install the in each wheel release the parking brake, depress the rudder pedals
a. bearing cup half, in-
stall the tire with tube the wheel half and push control knob to the full-in position. Alumi-
on containing
the valve stem hole and then num tubing is used for all hydraulic brake lines ex-
join the two wheel halves.
Install the wheel through-bolts with the washers and cept at the brake master cylinders, wheel brake cyl-
nuts to the valve stem side, torque nuts to 90 inch- inders and main landing gear pivot points at wing spar
pounds and inflate tire to 50 psi. where fleldble hoses are used.
b. Lubricate the bearing cones and install the cones,
grease seals, felt rings and seal retainer rings. REMOVAL OF PILOTS MASTER BRAKE CYLIM)ERS
Secure with snap rings.
c. Position the wheel between the fork, insert the a´• Release parking brake.
axle and axle spacers and install the axle cups. b. system pressure to zero.
Reduce brake
d. Install the axle bolt, washer and nut, tighten c. Disconnect brake master cylinders from top
axle nut to 50 inch-pounds and back off nut one-half attaching points.
turn. Check axle cups for movement. If axle cups d. Disconnect cylinders from bottom attach points.
move, install one AN960D416 washer under bolt head. e. Disconnect hydraulic hoses from cylinder and
Check wheel for free rotation. There should be a remove cylinders.

0.000 to 0.004-inch total clearance between the fork f. Plug or cap hydraulic fittings, lines and hoses
and each axle spacer. to prevent contamination.

A tire will lose one pound of pressure for each five Disassembly and Repair
degrees drop temperature; therefore, tire pres-
in
sure should be checked frequently and especially after Figure 6-10 may be used as a guide during disassem-
wide variations in local temperature. Do not inflate bly, repair and reassembly. Repair is limited to the
tires in a warm hangar and then move the aircraft replacement of parts, cleaning and adjustment. Use
outside in the cold, as a significant loss intire pres- clean hydraulic fluid as a lubricant during reassem-
sure willoccur. Operating an aircraft with under- bly of the cylinders.
inflated tires will cause rapid tire wear and may re-
sult in hidden tire damage and internal failure (see
Figure 6-9 for proper tire and strut pressures). INSTALLATION

To install the pilots master brake cylinders, reverse

TIRE PRESS. I STRUT PRESS. the removal procedures and fill and bleed brakes in
accordance with the brake bleeding procedures.
NOSE GEAR 1 31 PSI MIN.
120 PSI
5.00X5-6 PLY) 50 PSL MAX.
REMOVAL OF COPILOTS BR~E CYLINDERS
MAIN GEAR 29 pSI MIN.
405 PSI
(7.00X6-6 PLY) 38 PSI IW1X. a. Release parking brake.
b. Reduce brake system pressure to zero.
Figure 6-9. Tire and Strut Inflation Pressures c. Disconnect brake cylinders from top and bottom
attaching points and remove cylinders.
d. Disconnect hydraulic hoses from cylinders.
MAIN GEAR BRAKE SYSTEM e. Plug or cap hydraulic fittings, lines and hoses
to prevent contamination.
The two main wheels are equipped with self-adjusting,
disc hydraulic brakes which are actuated by individual Disassembly and Repair
master cylinders attached to the rudder pedals. On
I Figure 6-10 may be used as a guide during disassem-

Change 1 6-17
 114
Section VI MAINTENANCE MANUAL
Landing Gear, Wheels and Brakes

PILOT AND COPILOT’S BRAKE PILOT’S BRAKE

CYLINDER-(DUAL INSTALLATION) MASTER CYLINDER

ITo
Ilo 1

i/ I

COPILOTS SIOE ONLY AIRCRAFT WITH S/N

ON AIRCRAFT S/N THRU THRO 14149
14149

1. CLEVIS
2. LOCK NUT
3. FILLER PLUG
4. SNAP RING RETAINER
5. SQUARE CUT SEAL
6. O-RINGS
7. THRUS’T COLLAR

Figure 6-10. Brake Cylinder Assemblies

6-18 Changel
 114
MAINTENANCE MANUAL Section VI
Landing Gear, Wheels and Brakes

(n~ 7

0 O

95
1

I. BLEEDERCAP 6. PRESSURE PLATE

2. BLEEDER SCREW 7. LININGS
3. O-RING 8. BACKPLATE
4. PISTON 9. ANCHORBOLT
6. RIVET(#561) 10. TORQUE PLATE

X42281

Fi((ure 6-11. Brake Assembly

bly, repair and reassembly. Repair is limited to the h´• When anchor bolts are replaced they should be
pressed out.
replacement of parts, cleaning and adjustment. Use
clean hydraulic fluid as a lubricant during reassembly i´• New anchor bolts can be replaced by tapping to

of the cylinders. insert with a soft mallet.

INSTALLATION Inspection and Repair of Wheel Brake Assembly

Clean all parts except brake linings and 0- rings

To install thecopilots brake cylinders, reverse the a.

removal procedures and fill and bleed brakes in ac- in dry cleaning solvent and dry thoroughly.
cordance with the brake bleeding procedures. b. O-rings are usually replaced at each overhaul.
If their reuse is necessary, they should be wiped with
REMOVAL AND DISASSEMBLY OF BRAKES a clean cloth soaked in hydraulic fluid and carefully

inspected for damage.

a. Release parking brake and reduce brake system
pressure to zero. WO’IE
b. Disconnect and cap brake line from brake hous-
ing (see Figure 6-11). Thorough cleaning is important. Dirt
c. Remove cap bolts that join the brake cylinder and chips are the greatest single cause
and the back plate assembly, of malfunctions in the hydraulic brake
d. Slide the brake cylinder from the torque plate. system.
e. Remove the pressure plate by sliding it off the

anchor bolts.
low air brake cylinder bore for scoring.
Inspect A
f. The piston may be removed by injecting c.

pressure in the cylinder fluid inlet and forcing the scored cylinder may leak or cause rapid O- ring wear.
A scored cylinder should be replaced.
piston from the housing.
Check anchor bolts for wear. If the anchor bolts d. Check brake disc for grooves, scratches or pits.
g.
are nicked gouged, they should be replaced to pre-
or e. Check the brake linings. They should be re-
vent binding with the pressure plate or torque plate, placed when they are worn to a minimum thickness

6-19
 114
Section VI MAINTENANCE MANUAL
Landing Gear, Wheels and Brakes

of 3/32
of an inch. Linings may be removed by drill- f. After all air bubbles have been removed from
ing punching out the old rivets and new linings in-
or brake assembly and brake line up to bleed tee in
stalled using the proper (#561) rivets. wing wheel
well, retighten cap on tee.
g. Put parking brake control in OFF position.
ASSEMBLY AND INSTALLATION OF BRAKES h. Using manual hydraulic pump, still connected
to brake assembly, continue to force bleed brake line
a. Lubricate the piston O-ring
with clean hydraulic up to bleed tee at firewall. Bleed tee (forward of
fluid and install on Slide the piston in cylinder
piston. copilot’s master cylinder) until air bubbles are re-
housing until flush with surface of housing. moved.
b. Slide the lining pressure plate on the anchor bolts i. Pull parking brake valve to ON position capti-
of the housing, vating hydraulic fluid from the brake assembly bleed
c. Slide the cylinder assembly on the torque plate. port to park brake valve.
d. Position the back plate between the wheel and j´• Fill brake hydraulic reservoir(s). Use caution I
the brake disc. Install bolts to secure the assembly. to maintain reservoir "brim full" while
"pumping"
e. Connect the brake line to the brake cylinder, master cylinder.
f. Fill and bleed brake system in accordance with k´• Loosen cap on firewall bleed tee and
pump
brake bleeding procedures. master cylinder until there are no bubbles at tee.
i. Retighten cap on firewall bleed tee.
BRAICE BLEEDING

Mixed Bleed
WOTE

a. Place drip pan under pilot’s master cylinders Keep brake hydraulic reservoir(s) full I
toprotect aircraft interior, wipe off top of master at all times.
cylinders and then remove left (or right) master
cylinder filler plug (aircraft serial numbers thru It may be necessary to actuate co-
14149). On aircraft serial numbers 14150 and sub- pilot brake pedal to dislodge air
sequent, remove filler plug on brake hydraulic res- bubbles.
ervoir (see Figure 2-4).
b. Loosen cap on bleed tee in left (or right) wing
wheel well. m. When assured that all air bubbles are removed
c. Remove left brake (or right brake) assembly from brake line, remove the transparent line from
from landing gear as follows: brake assembly and install cap on brake assembly
bleed port.
WOTE: n. Put parking brake control in OFF position.
o. Wrap master cylinder filler port cap with shop
Do not disconnect hydraulic hoses towel to prevent hydraulic fluid from squirting on air-
from brake assembly. craft upholstery when pumping brakes (aircraft serial
numbers thru 14149). I
p. Pump brakes until pressure builds up.
1. Disconnect clamp holding hydraulic hose q. If brake is still soft, repeat steps a. through
p.
on landinggear yoke. until air bubbles are removed from brake lines.
2. Remove screws holding pressure plate r. Reinstall left (or right) brake on wheel.
against brake disc. s. Repeat steps a. through r. for bleeding right
3. Remove bolts holding brake housing and brake lines.
remove brake assembly from wheel, t. After both left and right brake lines have been
bled, remove drip pan.
WOTP u. Reinstall items removed from main gear.
v. Functional test brake system.
Do not allow brake piston to fall out w. Functional test landing gear by performing a
of brake housing. gear retraction test to assure that brake lines in
wheel wells clear the gear during retraction and ex-
4. Reinstall pressure plate on brake housing. tension.
5. Fabricate al inch by 2 inch shim from
1/4 inch plate stock.
6. Insert fabricated shim in brake assembly
to prevent brake piston from falling out of TROUBLE-SHOOTING
brake assembly when actuating brake.
7. Allow brake assembly to drop down, on
flex hose, so that brake assembly bleed port is The best;method of trouble-shooting is to decide on
pointing straight down. the various causes of a given trouble and then to eli-
d. Connect a transparent line to brake assembly minate causes one by one, beginning with the most
bleed port.
probable. The
following trouble-shooting figure lists
e. Connect a manual hydraulic pump to transparent some of the most common troubles, which may be
line and force bleed brake assembly up to bleed tee encountered in maintaining the landing gear system,
in wing wheel well,
its probable causes and remedies.

6-20
Change 1
 114
MAINTENANCE MANUAL Section VI
Landing Gear, Wheels and Brakes

TROUBLE PROBABLE CAUSE I REMEDY

Nose wheel shimmy. Worn or loose wheel bearings. Jack aircraft and inspect. Replace
with new lubricated bearing if
necessary.

Tire imbalance. I Jack aircraft and remove tire for

balance check. Rebalance.

Worn torque link bolts or bushings. Jack aircraft and check for play,
overcenter tolerance. Replace
worn bolts or bushings.

Remove assembly and test. Service

Loose shimmy dampener mounting.
or replace if necessary.

Excessive/uneven Incorrect tire pressure. Pressure check tire. Inflate with

nose wheel wear. compressed air to 50 psi.

Inspect shimmy dampener. Service

Wear caused by shimmy dampener.
or replace if necessary.

Nose gear fails to Spring cylinder operation. Check for binding or broken spring.
steer properly. Replace cylinder assembly if neces-
sary. Check adjustment of cable
to tighten spring cylinder.

Inspect cable routing. Reinstall

Cable off guide pulleys.
cable and check pulley guards.

Main wheel brake dragging. Jack aircraft and check freedom of

rotation. Remove brake line restric-
tion.

Shimmy dampener binding. Inspect shimmy dampener. Replace

defective part of unit.

Mainlanding gear Tire imbalance. Jack aircraft and remove tire for

shimmy. balance check. Rebalance.

Worn or loose wheel bearings. Jack aircraft and check main wheels
for play. Replace with lubricated
bearings.

Pressure check tire. Inflate with

Excessive/uneven Incorrect tire pressure.
main tire wear. compressed air to 38 psi.

Main gear strut Improper strut inflation, Check strut inflation. Innate to
bottoms on landing. 405 psi with aero load on strut.

Inspect for leaks. Replace defec-

Defective internal strut parts.
tive parts.

Check parking brake valve. Check

Dragging brakes. Parking brake valve holding.
and adjust properly.

Figure 6-12. Trouble Shooting The Landing Gear System (Sheet 1 of 2)

3 6-21
Change
 114
Section VI MAINTENANCE MANUAL
Landing Gear, Wheels and Brakes

TROUBLE PROBABLE CAUSE I REMEDY

Dragging brakes Worn or broken piston return spring. I If brake pedal fails to return after
(continued) tin master cylinder) I it is released and linkage is not
binding, the master cylinder is
faulty. Repair or replace master
cylinder.

Restriction in hydraulic lines or re- Jack up wheel to be checked. Have

striction in parking brake valve. someone apply and then release
brakes. Wheel should rotate freely
as soon as brakes are released. If

wheel fails to rotate freely, loosen

brake line at brake housing to re-
lieve any pressure trapped in the
line. If wheel now turns freely,the
brake line is restricted or there is
a restriction in the brake master
cylinder. Drain brake lines and
clear the inside of the brake line
with filtered compressed air. Fill
and bleed brakes. If cleaning the
line fails to give satisfactory results,
the master cylinder or parkingbrake
valve may be faulty and should be
repaired.

Worn, scored or warped brake discs. Visually check discs. Replace

brake discs and linings.

Dan:´•~geor accumulated dirt restrict- Check parts for freedom of move-

ing f~ee movement of wheel brake ment. Clean and repair or replace
partJ:. I parts as necessary.

Brakes fail to operate. Leak in system. Check entire system for leaks. If
brake master cylinders, parking
brake valve, or wheel brake assem-
blies leaking, they should be
are

repaired or replaced.

Air in system. Bleed system.

Lack of fluid in master cylinders. Check fluid level. Fill and bleed if
necessary.

Master cylinder defective. Repair or replace master cylinder.

Figure 6-12. Trouble Shooting The Landing Gear System (Sheet 2 of 2)

6-22
 SECTION

FLIGHT CONTROLS
 11~
MANCIAL Sertiun Lil
FI~Khl Contrc,is

S~CTION VII

FLIGHT CONTROLS

IABLL OF

I’i\Ge
GENERAL DESC~PTION I 7-11
MAINTENANCE OF FtlCHT CONTROLS 7-1
FLIGHT CONTROL SYSTEMS 7-3.
ConlrolColumn 1-3
Ailerons 7’3
Aileron Trim Tab 7-6´•
Wing Flaps 7-6
Ailiron.?nd Flap Rig~nb: (Alternate Method) 7- 8-
Rudder 7- 9
Elevators 7-11
Elevator Trim Tabs ......1.....´•.´•
1-12
Aileron-Rudder Interconnect 7-16
Control Surface Dnlal,ciry......... 7-16
TROUBLE SHOOTING 7-26

GENERAL DESCRIPTION MAINTENANCE OF FLIGHT CONTRO’LS

The aircraft is equil,ped with all-metal flight control Special care must be exercised when performing con-

surfaces consisting: of the ailerons, elevators, rudder, trol system maintenance. Emphasis shall be given to
and wing flaps. Dual controls are provided for the security of attachment, correct alignmel~t of rod ends,
ailerons, rudder, and elevators. A switch on the low- use of correct hardware, and proper saletyiiig. Con-
er right side of the instrunient panel controls the elec- trol cables must be free of kinks, pulleys niuse be
trically actuated wing flaps. Movable trim tabs in- aligned witli the cables, and niusi be installed
stalled on the elevators, are operated by a trim coii- in tile pulley brackets. Positiun cable pulleys and
trol wheel. The rudder trinl control knob is located route cables to avoid contact with the aircraft struc-
just to the left of tile console while the elevator trinh ture. Inspect work areas for mislaid tools or parts,
control wheel is in the center of the console. The which could foul L)le controls, and perform a iunction-
position of the rudder trim is indicated by a gauge in al clhcck of the controls prior to replacenlent of ac-
the lower instrument sub panel on the pilots side of cess covers. It is recommended that a test flight be
aircraft. position of the elevator trim is indi-
The before the aircr;dl is released for
cated by an indicator strip viewed throu~ a slot in routine operation when a control system colnl,oncnl
the console. A fixed, ground adjustable trim tab is has been rel,laced or aircraft rigging has been altered.
installed on the left aileron. The control column, Rerib~giay the control systenis will selduni be ncces-
control wheel, and rudder-brake pedals at the pilots snry if correct mainlcnnnce technique is employed
and copilots position are mechanically interconnected when system conlponcnts are removed and replaced.
to the push-pull rods, bcllcrnnks, and cables which Do not disturb position of rod end fittings wllcn coldrol
actuate the primary flight controls. All primary systein coalgoncnts are removed, unless absolutely
co,htrol surfaces are balanced to prevent surface nccess;\ry. Wl~cn this is neccss;lry, record the
nutter and provide tl~e best possible aircraft control of change required so that fittintgs may be re-

characteristics uiroud~out the complete range of turned to original position when maiidcnnnce or re-
normal night speeds. Control cable pulley brackets pair is completed. When control system components
are provided with guards to prevent tlhe cable from pre being removed, carefully note location and posi-

jumping the pulley groove. The all-metal, electric-
ally actuated wing naps provide additional lift for
shorter takeoff distances and slower landing speeds.
Wine naps may be positioned at any setting between UP
and DOWN by intermittent operation of the nap switch,
tLon of attaching parts and hardware and return to
origil,al location or position when installing new com-
1H>acn(s and (,arts. Com(,lete rigging inslruclioas are
provided in succeeding parayraphs, for each flight
control system. Read these instructions carefully

7-1
 il4
Section Vn MAINTENANCE MANUAL
Flight Controls

011 /t--10

D
5\,
-s
k" t
2

~i-´•
,,i~
1. SPACER g. RETAINERRING
2. IDLER SPROCKET ASSY 10. MOUNTING
3. PILOT IMPUT SPROCKET ASSY 11. ELEVATORARM
4. FLANGE BEARING 12. CONTROL YOKE PIVOT BUSHING
5. UNIVERSAL JOINT 13. AILERON CABLE PULLEY
6. O-NNG 14. CONTROL YOKE
7. CONTROL WHEEL SHA~T CENTER SPROCKETS
8. CONTROL WHEEL 16. CONTROL LOCK

xtl~

Figur~ 7-1. Conlrol Column

~uZ
 114
MAINTENANCE MANUAL Section VII
Flight Controls

before starting the rigging operation. Select and ac- e. After the bushings and bearings have been re-
complish only those rigging steps applicable to the job placed, align pivot points of the control column
the

requirement. Cable tensions and control surface up with the screw holes in the console and replace

travel measurements are contained inFigure 7-13. the screws, washers and nuts.
f. Tighten aileron and elevator turnbuckles, chack
Ambient temperature and temperature buildup within
the airframe structure affect cable tension and must tensionand rerig asnecessary. (Refertoparagraphs
be given proper consideration when rigging control on aileron and elevator control rigging.

surfaces (see Figure 7-15). The following procedures g. Reassemble the console covers and install seats.
should be followed when rigging control cables, h. Be sure all turnbuckle safety clips are properly
installed.
a. Rigging should be accomplished in a hangar.
When necessary to rig aircraft in the open it should INSTALLATION OF O-RING IN CONTROL TUBE
be accomplished during coolest part of day with tail COLLAR.
of aircraft pointing toward sun. Lf aircraft is moved
into a hangar for rigging, allow 90 minutes for con- a´• Remove the hardware that attaches the control
trol cables to adjust to hangar temperature, tube to the universal joint and remove the tube (see
b. Control cable tension readings should be taken Figure 7-1).
I near the midpoint of cable and never closer than 6 b. Remove the snap ring that secures the collar
inches to a cable terminal or within 18 inches of a in the mounting. Slide the collar and O-ring out.
pulley or fairlead. All control surfaces must be in the c. Lubricate and install new O-ring on collar.
streamlined position when cable tension is taken. Use clean MIL-H-5606 hydraulic fluid.
d. Inspect inside surface of mounting for burrs
or nicks.
e. Lubricate inside surface of mounting, carefully
insert the collar with O-ring installed and secure
FLIGHT CONTROL SYSTEMS with snap ring.
f. Insert the control tube through the collar and
connect to the universal joint.
CONTROL COLUMN

The control column which is supported by bushings and AILERONS

bearings is attached to the mounting yoke plate located
at the forward end of the console tunnel. Control An all-metal aileron is installed outboard of each wing
wheels connected to control shafts that are con-
are flap. Each aileron operates on hinges, attached to the
nected to end sprockets on each end of the horizontal aft wing spar. The aileron control wheels are me-
control yoke (see Figure 7-1). Chains are wrapped chanically interconnected through a series of control
around the end sprockets, under the center idler sproc- chains, sprockets and cables. Control cables extend
ket and around the double sprocketon the control yoke. aft from the control column passing under the floor
Direct cables connect to chain-ends through a series structure and through idler pulleys to a bracket as-
of pulleys to the aileron bellcranks. The elevator sembly. The cables are then routed through the brac-
control cables connect to elevator arms on the control ket assembly and out through the wing to the aileron
column and route through a series of pulleys to the bellcranks. Adjustable push-pull rods connect the
elevator bellcrank.Aileron control wheels may be aileron bellcranks to the ailerons.
removed from the control shafts by removing attach-
ing bolts and nuts. REMOVAL AND INSTALLATION OF ATLERONS

INSTALLATION OF CONTROL COLUMN PIVOT a. Disconnect aileron push-pull rod at aileron.

BUSHINGS AND BEARINGS. Remove the rear seat Do not change position of rod end on push-pull rod.
and floorboard assembly, front seats, Royalite and b. Remove aileron hinge screws.
metal console covers from the airplane. Use the c. Remove aileron from aircraft.
following procedure replace to the two bearings and
bushings (see Figure 7-1). Installation of the aileron is the reverse of the removal
procedure. In the event push-pull rod length has been
a, Relieve tension from the aileron cables at the altered, streamline trailing edge of opposite aileron
turnbuckles aft of the main spar. with trailing edge of wing and flap and secure with a
b. Relieve tension from the elevator cables at the temporary lock. Adjust push-pull rod length to align
turnbuckles in the tailcone. attaching bolt hole with hole in aileron hinge fitting,
c. Remove the screw, nut and three washers from when aileron is in neutral position. Recheck aileron
each side of the control column pivot. (Note the rigging.
position of the three washers so they can be rein-
stalled in the same position). REMOVAL AM) INSTALLATION OF AILERON CON-
d. The bottom of the control column can now be TROL CABLES. Remove the rear seat and floorboard
assembly, front seats, Royalite and metal console
positioned forward or aft to allow the pivot bushings
and bearings to be removed and replaced from the covers from the airplane. Use the following proce-
inside of the console. dure to remove the aileron cables (see Figure 7-2).

7-3
Change 4
 114
Section VIJ MAINTENANCE MANUAL
Flight Controls

AILERON STOP

;e~PI RIG PIN

8" RIG PIN HOLE

AILERON
BELLCRANK
SUPPORT
ASSEMBLY

RIG PIN HOLE

AILERON
BELLCRANK

I
‘\1B
CARRY-THROUGH CABLE

PUSH-PULL ROD

TURNBUCKLE

CONTROL
YOKE

B;i
X271285

Figure 7-2. Aileron Controls

7-4
 114
MAINTENANCE MANUAL Section VII
Flight Controls

WOTE spar. Remove bellcrank access plates on the under-

side of the wing.
To help when reinstalling aileron b. Insert control wheel lock in control column.
cables, tag each cable to identify c. Set aileron bellcrank to neutral position with rig
and attach a wire to each cable end Place
pin. rig pin through hole in bellcrank support
before drawing it through wing or and bellcrank.
fuselage.
no~a
a. Remove the aileron bellcrank access plate (fur-
thest outboard) from each wing. Use the alternate method rigging
b. Disconnect the aileron cables from turnbuckles procedures if difficulty is encoun-
aft of main spar. tered in rigging.
c. Disconnect cable ends from aileron bellcrank in
wings.
d. Draw the cables from the wings into the fuselage. d. Assure that the control chain is located as de-
e. To remove the cables from the fuselage, discon- picted in Figure 7-3.
nect the cables from the chains at the control column e. Adjust turnbuckle,
located aft of the main spar
and very carefully feed the cable ends between the to obtain correct tension on each cable. (Refer to
cable guards and the pulleys mounted on the control Figure 7-13 for correct tension.)
column. f. Adjust push rod to bring trailing edge of aileron
f. Remove the cable guard from under the pulleys O .18 (f 0.12) inch above outboard end of flap. The
in the console. Also remove the cable guards at the trailing edge is now at its zero position. Tighten
pulleys aft of the main spar. push rod check nuts.
g. The cables may be drawn from the console through
the spar and removed from the airplane.
h. To replace the aileron cables, reverse the above
procedure.
i. Check tension and re-rig per Rigging Procedures.
j. Be sure all turnbuckle safety clips are installed,
all cables and cable guards are properly installed, all
jam nuts tightened and then replace all parts removed
for access.

REMOVAL AND INSTALLATION OF AILERON BELL- 1 7~ ~1

CRANK.

a. Remove aileron bellcrank access plate (furthest

outboard) from wing.
b. Disconnect aileron push-pull rod from bellcrank.
c. and disconnect aileron cables from bell-
Identify
crank. 3

WOla

Cables will have to be loosened to

disconnect them from the bellcrank.
i. CONTROL CHAIN
2. CONTROLYOKE
3. AILERON CABLE PULLEY
X271
d. Remove bellcrankby removing the attaching
hardware from the top and bottom attaching points.
Figure 7-3. Aileron Control Chain Location
e. Replace the bellcrank by reversing the preceding.
f. Recheck the tension or re-rig as necessary.

RIGGING
g. Remove bellcrank rig pin from both ailerons
and remove control wheel lock from control column.
WOTE
h. Rotate control wheels clockwise to deflect right
Flaps must be rigged before the ailerons. aileron up and left down. Adjust the right aileron stop I
Rigging procedures are typical for both to position the right aileron at the 23.5 (_f 3.5) degrees I
ailerons. up position. Left aileron should be at the 9 (f 2) de-
grees down position. Tighten aileron-stop checknut.
a. Remove rear seat and floorboard assembly to i. Rotate control wheels counterclockwise to de-
gain access to aileron turnbuckles aft of the main fleet the left aileron up and the right aileron down.

Change 4 7-5
 114
Section VII MAINTENANCE MANUAL
Flight Controls

I Adjust the left aileron stop to obtain a 23.5 C 3.5) REMOVAL AND INSTALLATION OF FLAP MOTOR
degrees up position on left aileron. Right aileron ASSEMBLY
should be at the 9 2) degrees down position.
Tighten aileron-stop checknut.
a. Remove rear seat and floorboard assembly to
j. Check difference between left and right ailerons
gain access to the flap motor located aft of the main
in the up position. There shall not be more than four
spar,
degrees difference. b. Separate the two connector plugs on the flap as-
k. Adjust aileron down stops to contact bellcrank
while up stop on opposite side of aircraft is in contact
sembly wire harness and disconnect the ground wires.
c. Remove the hardware that attaches the flap
with bellcrank. Tighten aileron-stop checknut.
motor jackscrew housing to the torque tube (see Fig-
I i. Be sure all turnbuckle safety clips are
installed, ure 7-4).
all cables and cable guards are properly installed
d. Remove the hardware that attaches the forward
and all jam nuts are tightened, then replace all
parts end of the
flap motor assembly to the spar mount
removed for access.
bracket.
I m. Check the aileron system for friction. If e. The flap motor assembly is now free for removal;
friction is apparent, check for the following: to install, reverse this procedure.
1. Frozen, defective or dry bearings.
2. Control surfaces improperly aligned with
RIGGING. Remove the rear seat and floorboard as-
matching surfaces.
sembly, and the inboard access plate located between
3. Pulleys frozen or cables rubbing.
the wings and fuselage on the under side of the wings.
I n. Check aileron trailing edge free play at inboard
end of aileron with aileron in zero degree rigging
WOTE
position. Check that free play does not exceed 0.12-
inch. Left and right flaps
to be rigged at the
NOTIE
same time. Aircraft to be on jacks with
Do not apply more than one pound landing gear clear of the ~round.
pressure to trailing edge of aileron
when measuring free play. a. Place a propeller protractor 12 inches aft of
the firewall on bottom surface of the aircraft at the
I o. Test fly the aircraft and correct any tendency centerline. Zero protractor.
for the aircraft to fly with one wing low condition by b. Position flap torque tube in
flaps up position
adjusting the ground adjustable trim tab. See infor- (64 f 2 degrees) as shownFigure 7-11. in
mation under Aileron Trim Tab. c. Position propeller protractor on flap as shown
in Figure 7-11, at 1.50 inches in from the outboard
edge normal to flap trailing edge. Adjust push-pull
AILERON TRIM TAB rods to obtain a reading of 11-1/2
1) degrees.
d. Note the three Limit switches on the
A
flap motor
fixed-position trim tab is attached to the left aileron. support rod. Refer to the forward switch as number
A left wing high attitude may be corrected by bending one, the center switch as number two and the aft
the trim tab down. Bending the tab up will correct a switch as number three (see Figure 7-5).
left wing low attitude. Use forming block when bend- e. Adjust switch number one so that the jackscrew
ing tab, and do not bend more than 0. 50-inch tab de- collar has just actuated the switch lever. Then
flection in either direction,
tighten setscrew.
f. Lower the flaps to the fully extended
position
WIMG FLAPS
using propeller protractor, 35 (+0, -2) degrees. I
g. Adjust switch number three so that the jackscreu
collar has just actuated the switch lever. Then
An all-metal tighten
wing flap installed
on each wing is at- setscrew.
tached to the aft wing spar and extend outboard from h. Position flaps 10 2) degrees down using pro-
thefuselage to the ailerons. These wing flaps are tractor.
electrically operated and controlled by a switch lo- i. Adjust flap position sender to obtain a reading
cated on the lower right side of the instrument panel. on the flap position indicator in the instrument
Power from the electric motor is transmitted to the
panel.
The reading should be within two degrees of true
flaps through a jackscrew connected to a torque tube, flap
position.
and from the torque tube to the flaps with push-pull
j´• Position flaps at 22-1/2 (-r 2-1/2) degrees
using
rods.
flap position indicator.
k. Retract landing gear.
REMOVAL AND INSTALLATION OF WING FLAPS i. Adjust switch number two so that the jackscrew
collar has just actuated the switch lever (gear warn-
a. Disconnect flap push-pull rod at flap. Do not
ing bell or horn sounds). Then tighten setscrew.
change position of rod end on push-pull rod, I
m. Position flaps to 35 degrees. Allow actuator to
b. Remove flap hinge bolts, shutoff flap motor. Check that gear warning bell or
c. Remove flap from aircraft. horn continues to sound through the nap
range from
22-1/2 2-1/2) degrees to full down flap.
Installation of the flap is the reverse of the removal n. Check flap position indicator reading. Indicator
procedure. In the event push-pull rod length has been should read 35 2) degrees.
altered, the flap will have to be completely re-rigged, o. Position flaps to zero degree. Check that
gear
7-6
Change 4
 114
MAINTENANCE MANUAL Section VII
Flight Controls

´•.7.~
(i
Ir- O,1 2

rn
F

7 i. PUSH-PULL ROD
2. TORQUE TUBE
6
3. SUPPORT BEARING
4. LIMIT SWITCH NUMBER 3
5. LIMIT SWITCH NUMBER 2
6. LIMIT SWITCH NUMBER 1
7. FLAP MOTOR

X277

Figure 7-4. Flap Controls Installation

7-7
 114
Section VII MAINTENANCE MANUAL
Flight Controls

e. Loosen aileron control cables and place ground

35 DEGREE WING FLAP/ adjustable aileron tab(s) in the center
position.
GEAR WARNING SWITCH f. Set the aileron bellcrank so that aileron push-
(LIMIT SWITCH NUMBER 3) pull rod is directly under the bellcrank pivot point,
see Figure 7-11. Clamp or hold bellcrank in this
25 DEGREE WING FLAPI I I position.
GEAR WARNING SWITCH I g. Adjust the aileron push-pull rod to place the
(LIMIT SWITCH NUMBER 2) aileron in a 9 (f 2) degrees down position from neutral
h. Adjust the aileron stop to obtain a 23.5 3.5) ’1
0 DEGREE WING FLAPI degrees up position on the aileron.
GEAR WARNING SWITCH I I I i. Repeat steps f. thru h. for the opposite aileron.
(LIMIT SWITCH NUMBER 1) j. Clamp a rigging bar to the aileron control
wheels to neutralize the control wheels.
k. Clamp the ailerons to the flaps.

NOTE

Use spacer blocks on flaps if needed.

I i. Assure the control column chain is located as

depicted in Figure 7-4.

’JACK-SCREW m. Adjust turnbuckle, located aft of the main spar,
COLLAR to obtain correct tension on each cable (refer to
Figure 7-14 for correct tension).
WING FLAP MOTOR x 27 2

Figure 7-5. Wing Flap Warning Switch CAUTION

I warning bell or horn stops sounding at position indi- All cables should be tensioned evenly
cater readings between 25 degrees and 20 degrees, to prevent damage at clamping points.
p. Recheck the indicator zero degree reading. Cables should be tensioned within five
g. Recheck the 22-1/2 2-1/2) degrees indicator pounds of each other.
readings.
r. Lower landing gear. n. Remove any clamps, holding fixtures or rigging
s. Make sure all jam nuts are tightened and all bars.
switches are secure, then replace all parts removed o. Assure all turnbuckle safety clips are installed,
for access, all cables and cable guards are properly installed
and all checknuts are tightened.
p. Turn control wheels clockwise to deflect right
AILERON AND FLAP RIGOING(ALTERNATE METHOD) aileron up and left aileron down. Check right aileron
for a 23.5 (f 3.5) degrees up position and the left I
This alternate method of rigging ailerons and 9 (f 2) degrees down position.
flaps aileron for a
is provided in the event problems are encountered
q. Adjust aileron down stops to contact bellcra~lk
while rigging by the standard method. The ailerons while up stop on opposite side of aircraft is in contact
and naps will have to be rigged simultaneously when with bellcrank. Tighten aileron-stop checknut.
using this procedure. r. Replace all parts removed for access.
s. Check the aileron and flap systems for friction.
a. Place a propeller protractor 12 inches aft of the If friction is apparent, check for the following:
firewall on bottom surface of the aircraft at the center- i. Frozen, defective or dry bearings.
line (see Figure 7-11). Adjust the protractor so that it 2. Control surfaces improperly aligned
now reads zero degrees. Be certain the protractor with matching surfaces.
doesn’tget turned 180 degrees. This could result in 3. Pulleys frozen or cables rubbing.
erroneous readings. 4. Check universal joints for wear or binding.
b. Set theflaps in the fully retracted position and t. Test fly the aircraft and check for a wing heavy
adjust the push-pull rods to obtain a reading of 11-1/2 condition.
1) degrees.
c. Set the protractor on the outboard edge of the WOTI
flap and reset the index to zero. This will also be
the zero orneutral position for the ailerons. Do not attempt to re-rig the ailerons to
d. Place protractor on aileron surface 1.50 inches correct a wing low condition. A ground
out from the inboard edge of aileron normal to trail- adjustable trim tab installed on the left
ing edge. aileron can be used for a fine adjustment:.

7-8 4
Change
 114
MAINTENANCE MANUAL Section VII
Flight Controls

"´•II~YIli\
a

1
o

~Bh
I,,

i 8i

4..
1. ’L.H. PEDAL SUPPORT
2. R. H. PUSHROD
3. L. H. PUSHROD
4. R. H. PEDAL SUPPORT AND SHAFT
5. RUDDERPEDAL
RUDDER BELLCRANK

I
6.
7. NOSE GEAR STEERING PULLEY
8. R.H. PEDAL SUPPORT
7
9. L. H. PEDAL SUPPORT AND SHAFT
10. RUDDER TRIM BUNGEE
11. RUDDER TRIM INDICATION CABLE

Figure 7-6. Rudder Pedal Installation

RUDDER REMOVAL AND INSTALLATION OF RUDDER

PEDALS. Use Figure 7-6 as a guide when removing
Dual rudder-brake control pedals enable the pilot or and installing rudder pedals.
copilot to control the rudder, brakes, and nose wheel
steering. The rudder control system consists of me- REMOVAL AND INSTALLATION OF RUDDER
chanical linkage and cables connecting the rudder
pedals to the rudder. The rudder pedals are connected a. Remove aft baggage curtain and stinger from
to rudder bars, which in turn are connected to the airplane.
rudder bellcrank with push-pull rods. Cables are at- b´• Relieve tension and disconnect cables from

tached to the bellcrank and are routed aft through a rudder.

series of pulleys to the rudder horn. When force is c´• Remove bolts from hinges.
applied to one rudder pedal, the cables move in op- d´• To install rudder, reverse this procedure.
e´• Set cable tension and check rigging and adjust-
posite directions, turning the rudder horn and rudder,
The pedals are connected to the nose wheel steering ment per rigging procedures.

with cables and bungee assemblies which act as return f´• Be sure all turnbuckle safety clips are properly
springs for the rudder pedals. installed, then replace all parts removed for access.

7-9
 114
Section VII MAINTENANCE MANUAL
Flight Controls

STA. 232. 70

3P

2, /P

STA. 179. 98

I. RUDDER BELLCRANK
2. PULLEY
3. R.H.RUDDER CABLE
4. L. H. RUDDER CABLE
RUDDER TURNBUCKLES
6.5. RUDDER HORN
7. AILERON BALANCE
STA. 92.67 CABLE
x275as

Figure 7-7. Rudder Controls

REMOVAL AND INSTALLATION OF CONTR~L RUDDER AND NOSE GEAR STEERING RTGGING
CABLES
PROCEDURE

a. Remove rear seat and floorboard assembly, a. Remove baggage compartment curtain to
front gain
seats, Royalite and metal console covers and access to turnbuckles in tailcone and remove
stinger assembly from the airplane. stinger
to gain access to rudder
b. Remove aft baggage curtain to gain access to
stops.
b. Clamp
all left and right rudder pedals in neutral
tail cone,
position. The lower forward surface of pedals will
c. Relieve tension and disconnect cables at turn-
accommodate a metal straight edge.
buckles (see Figure 7-7). c. Disconnect turnbuckles and position rudder
sur-
d. Remove all cable guards from rudder cable face three degrees to the right of zero
2) degree
pulley and disconnect cables from rudder horn. The position (see Figure 7-11).
cables, from the turnbuckle aft, free for removal.
are d. Set protractor at waterline 92. 70. Set rudder
e. Disconnect cables from the rudder bellcrank in at three degrees right of zero position and
the tunnel area and the cables from the turnbuckles reconnect
control cables at turnbuckles.
forward should be free for removal.
e. Rig control cables to maintain a cable tension
f. To replace the rudder cables, reverse this
pro- of 45 5) pounds.
cedure.
f. Check rudder for 3 degree neutral
g. Set cable tension and check rigging and position,
adjust- adjust turnbuckles on nose gear steering cables to
ment per rigging instructions.
"bottom" internal stops in the spring
h. Be sure all turnbuckle safety cartridges,
clips, and all then tighten turnbuckle past "bottom" 5
cables and cable guards are properly installed. Be 3) turns.
Maintain 3 degree neutralposition.
all Safety turnbuckles.
sure jam nuts are tightened, then replace all parts g. Remove strai~ht edge from rudder pedals.
removed for access. h. Push right rudder pedal to stop.

7-10
 114
MAINTENANCE MANUAL Section VII
Flight Controls

i. Adjust right rudder travel

stop to limit deflec- h´• Extend landing gear.
tion of rudder surface at 28 2) degrees right of i. Rotate trim knob counterclockwise to stop, then
aircraft centerline (25 degrees right of the 3 degrees return knob to neutral.
neutral position) as shown in Figure 7-11. Tighten j. Rotate trim knob clockwise to stop then return
checknut on stop. knob to neutral.
k. Recheck freedom of movement per step g. above.
WOTI

The rudder travel stops are installed

on the empennage forward of the rudder ELEVATORS
bellcrank
Each elevator is hinged at three places and attached to
j. Push left rudder pedal
stop, to the aft spar of the horizontal stabilizer. The elevators
k. Adjust left rudder travel stop to limit deflection are the fore and aft movement of the con-
operated by
I of rudder surface at 25 (r 2) degrees left of aircraft trolcolumn. Elevator arms, attached to the control
centerline (25 degrees Left of the 3 degrees neutral column in the console tunnel, are connected to control
position) as shown in Figure 7-11. Tighten checknut cables which are routed through a series of pulleys
on stop. to the elevator bellcrank. The bellcrank is connected
i. With aircraft on jacks, retract landing gear to the elevator horn with a push-pull rod. When the
and check rudder system for friction. If friction is control wheel is moved forward or aft, the cables move
evident check for the following: in opposite directions, turning the bellcrank, which in
I. Frozen, defective or dry bearings. turn pushes or pulls the control rod, causing the ele-
2. Control surface improperly aligned with vators to move up or down. Two turnbuckles, installed
matching surface. in the elevator control system between fuselage stations
3. Pulleys frozen or cables rubbing. 205. 00 and 230. 50, permit control cable tension ad-
m. Check turnbuckles for safety clips and make justment.
sure jam nuts are tight on rudder stops, then re-

place the aft baggage curtain and install the stinger. REMOVAL AND INSTALLATION OF ELEVATORS

RUDDER TRIM RIGGING PROCEDURE. The rudder a. Disconnect actuator rod.

and nose wheel steering system must be rigged before b. Remove bolts at hinge.
connecting rudder trim to rudder pedal torque tube c. Remove six screws and two bolts at the inboard
arm. Aircraft must be on jacks, gear extended and end of elevator and remove elevator.
clear of ground.
Installation of the elevator is the reverse of the re-
a. Clamp all left and right rudder pedals in neutral moval procedure.
position. The lower forward surface of pedal will ac-
commodate a metal straight edge. REMOVAL AND INSTALLATION OF ELEVATOR
b. With rudder trim bungee disconnected rotate CONTROL CABLES
rudder trim knob right or left until the hole in the
rudder clevis is aligned with the hole in the rudder Remove front
a. seats, rear seat and floorboard
trim arm on rudder pedalbar, and install hardware console covers, aft baggage curtain and
assembly,
(see Figure 7-6). stinger from airplane.
c. Remove straight edge from rudder pedals, b. Relieve tension and disconnect cables at turn-
d. Rotate trim knob clockwise to stop. With indi- buckles (see Figure 7-8).
cater at right index, connect indicator cable to the c. Remove the cable guards from pulleys and dis-
rudder trim barrel nut, then tighten clamp holding connect cables at both ends. The bolts attaching the
the indicator cable to the rudder trim bracket. cables to the elevator bellcrank are accessible through
e. Retract landing gear. Rotate trim knob counter- the holes in the aft fuselage bulkhead.
clockwise to stop, and check rudder for left movement. d. The rubber grommets will have to be pushed
out of the holes in the fuselage bulkheads so the cable

WOTE ends can be drawn through the holes.

e. To replace the elevator cables, reverse this
If position of indicator is not within one
procedure.
needle width from left index rerig indi- f. Set cable tension and check rigging and adjust-
cator cable so positions
extreme indicator ment per rigging procedures.
will be equal distance from right and left g. Be sure all turnbuckle safety clips and all cable
indexes. and cable guards are properly installed. Be sure all
jam nuts are tightened, then replace all parts removed
f. Rotate trim knob clockwise to stop. Check for access.
rudder for right movement. Return knob to neutral.
g. Check rudder pedal for freedom of movement RIGGING
as follows: Push right pedal to stop then return pedals
to neutral. Push left pedal to stop then return rudder a. With control cables slack, adjust control column
pedals to neutral, and insert control lock (see Figure 7-1).

Change 4 7-11
 114
Section VII MAINTENANCE MANUAL
Flight Controls

STA. 230. 50

4 STA. 205

2\ STA. 179. 98 1, ELEVATOR ARM

2. PULLEY
3. ELEVATOR DOWN CABLE
4. ELEVATOR UP CABLE
5. BULKHEAD STATION 205
i~ /YC~Y\ 6. ELEVATOR TURNBUCKLES
7. BULKHEAD STATION 230.50
STA. 92.67 8. ELEVATOR BELLCRANK
9. ELEVATOR HORN
X27 B

Figure 7-8. Elevator Controls

b. Set elevators in zero degree rigging position by h. Push control wheel full forward to stop. Adjust
aligning elevator balance horn with horizontal stabili- down elevatorstop cam for 13 (+2, -1) degrees down
zer. Clamp left and right elevator in position. if elevator. Tighten bolt and nut on down stop cam.
both elevator balance horns do not align with the hori- i. Assure that all turnbuckle safety clipe are in-
zontal stabilizer, clamp both elevators in the average stalled, all cables and cable guards are properly in-
position. This average position shall be the zero stalled and all jam nuts are tightened. Replace all
rigging position. The leading edge of the elevator parts removed for access.

must align with the leading edge of horizontal stabilizer

within 0.35-inch or r 2 degrees.
c. Adjust control cables to a tension of 65 (t-’ 5) ELEVATOR TRIM TABS
pounds.
d. Remove control column control lock and remove Controllable trim tabs, located on the inboard trailing
clamps from elevator surfaces. edge of each elevator, are operated by an elevator
e. Check that angular difference between left and trim tab control wheel installed in the center console
right elevator does not exceed two degrees. (see Figure 7-10). A portion of the trim tab control
f. Remove control lock from control column, wheel extends through the centerconsole, and when
R´• Pull control wheel full aft to stop. Elevator rotated, actuates the trim tab through a mechanical
stops are in the aft end of tailcone at the position linkage consisting of cables, chains, jackscrew as-
where the cables connect to the bellcrank (see Figure sembly and push rods that attaches to the trim tab.
7-11). Adjust up elevator stop cam for 30 2) degrees Turnbuckles between fuselage stations 179. 98 and
up elevator. Tighten bolt and nut on up stop cam. 262.75 are utilized for rigging and adjusting cable

7-12
 MAINTENANCE MANUAL Section VII
Flight Controls

~p"

15 STA. 262,75

"II ‘s

14 o

STA. 179. 98

11 10
9

j´•

11

STA. 92. 67

1. ELEVATOR TRIM PUSHROD 8. COTTER PIN

2. JACKSCREW ASSEMBLY 9. SPRING
3. ELEVATOR TRIM CHAIN 10,ELEVATOR TRIM INDICATOR STRIP
4. PULLEYS 11. TRIM WHEEL SUPPORT
5. ELEVATOR TRIM TURNBUCKLES 12. ELEVATOR TRIM WHEEL
13. PULLEYS
6. L. H. ELEVATOR TRIM CABLE
14. AILERON PULLEY BRACKETS
7. R. H. ELEVATOR TRIM CABLE
15. PHENOLIC GUIDE BLOCKS

X279

Figure 7-9. Elevator Trim Controls

7-13
 114
Section VII MAINTENANCE MANUAL
Flight Controls

tensions. An indicator strip, visible through a slot

in the console, indicates neutral, nose up or nose
down positions.

REMOVAL OF ELEVATOR TRIM CONTROL WHEEL

AND CABLES.

a. remove front seats, rear seat and floorboard

assembly, console covers and aft baggage curtain

from airplane.
b. Relieve tension and disconnect cables at turn-
buckles (see Figure 7-9).
c. Remove cable guards from the elevator trim I I I Illl~,,lilll 11
2

pulleys located in the aft part of the fuselage.

d. Pull the left, or nose down cable, down far
enough to gain access to the point where the cable
end is attached to the elevator trim control chain and
disconnect the cable. R´•epeat this on the right, or

nose up cable.
e, Remove the cable guard from the pulley cluster
located at station 179. 98 in the aft part of fuselage.
3
f. Remove the screws, nuts and washers that attach
the phenolic guide blocks to the aileron pulley bracket,
located aft of the main spar. Remove guide blocks.
g. Remove the cable guard from the pulley cluster
located beneath the trim wheel. i. ELEVATOR TRIM WHEEL
h. Remove the trim wheels by disconnecting the 2. SWAGE PIN
elevator trim indicating strip and removing the cotter 3. ELEVATOR TRIM CABLES
pins from the trim wheel supports. XZ7 3

i. Lift the trim wheelup, draw the cables out through

the console, unwrap the cables from the trim wheel Figure 7-10. Eleva~or Trim Wheel
drum and pull the cable swage pin out from the drum.

INSTALLATION OF ELEVATOR TRIM CONTROL

WHEEL AND CABLES. j. Be sure the cables are not crossed and are in
the proper pulley grooves, then clamp the trim wheel
a. Determine which of the two elevator trim cable in the neutralposition. (Neutral position is with swage
ends has right hand threads. This portion of the pin straight up, and four cable wraps on each side.
cable must be used as the right elevator trim cable. With the elevator trim tab in the neutral position,
b, Find the center of the cable, which is where the connect the cables together at the turnbuckles. Ad-
swage pin is installed, and insert the swage pin into just the turnbuckles to obtain the correct tension on
the hole in the trim wheel drum (see Figure 7-10). each cable. (Refer to Figure 7-13 for correct tension.)
c. Hold the trim wheel up and wrap the right portion k. If elevator trim indicator strip has been removed,
of the cable clockwise, four wraps, around the drum wrap the end around the trim wheel shaft, counter-
(see Figure 7-10. Wrap tape around the cables to clockwise, three wraps, and install ring to secure.
temporarily hold in place. Hook the other end of the strip to the spring. Assure
d. Wrap the left portion of the cable, counterclock- that the trim wheel is in neutral position; the indicator
wise, four wraps around the drum (see Figure 7-10). strip should indicate neutral.
Wrap tape around the cables to temporarily hold in i, Check rigging and adjustment per paragraph on
place. Rigging and Adjustment of Elevator Trim Controls.
e. Install trim wheel and insert the cotter pins m. Be sure turnbuckle safety clips and cable and
through the supports. cable guards are properly installed; then replace all
f. Route the cables around the trim cable pulleys as parts removed for access.
depicted in Figure 7-10 and back through the console.
g. Feed the cables between the aileron pulley REMOVAL AND INSTALLATION OF ELEVATOR
bracket and install the phenolic guide blocks. TRIM JACKSCREW COMPONENTS
h. Route the cables under the baggage compart-
ment floor and through the pulleys at station 179. 98. a´• Remove the aft baggage curtain from the airplane.
i. With the elevator trim tab neutralized, the ends b. Relieve the tension on the elevator trim cables by
of the trim chain should be even. Connect the two loosening the turnbuckles located in the tailcone.
rear trim cables to the trim chain. Be sure that tile (Apply tape to cable on trim wheel.
right rear cable has left hand threads on the end that c. Remove the jackscrew access plates located on

screws into the turnbuckle. the bottom of the stabilizer.

7-14
 ’114
MAINTENANCE MANUAL Section VII
Flight Controls

STOP
ADJUST

!’--PANEL
(REF)
FIREWALL
(RE Fl

250
30

250
FLOOR
(REF) 1o
1- 12.00

220 -1I 28

g RUDDER
PROPELLER
PROTRACTOR
VERT STAB.

O
I WRP (REFj
11-1/20+ 10
FLAP
\I- FLAP 00
POSITION

AIL ERON
PUSH-PULL ROD

BELLCRANK
PIVOT POINT

FUSELAGE
o
STATION
lan.26

640Ij B
BELLCRANK

FLAP MOTOR
ASSEMBLY
BELLCRANK POSITION FOR
ALTERNATE RIGGING OF
AILERON

X2713A5

Figure 7-11. Control Surfaces Rigging

7-15
 114
Section VII MAINTENANCE MANUAL
Flight Controls

d. Disconnect chain from cable by removing master j. Be sure the turnbuckle safety clips, cotter
pins
link and pull chain from around sprocket. and cables and cable guards are properly
installed,
e. Remove stop guard bracket by removing re- then replace all parts removed for access.
taining bolts, k. Remove clamps from control surfaces.
f. Drive out roll pin, then remove sprocket by i. Turn elevatortrim wheel aft ulltil elevator trim
unscrewing, tab is 26 1) degrees down relative to elevator.
g. Disconnect push rod from elevator and remove m. Check position of chainon left actuator sprocket
elevator. and back off chain by turning trim wheel as required to
h. Remove internal components of jackscrew by install chain position stop. Recheck that stop limits
pulling push rod aft. tab travel to 26 1) degrees down.
i. Clean parts thoroughly with cleaning solvent, n. Turn elevator trim wheel forward until tab is
j. After parts have dried, install existing jack- 15 (f 2) degrees
up relative to elevator.
screws in existing elevator trim actuator housing o. Check position of chain on left actuator sprocket
and operate jackscrews through their entire range of and back off chain by turning trim wheel as required
travel, to install chain position stop. Recheck that stop limits
k. If any roughness is noted, inspect jackscrews tab travel to 15 (f 2) degrees up.
for nicks or burrs. P´• Check that both left and right trim tabs angular
i. If nicks or burrs are found on jackscrews, re- difference does not exceed one degree.
move with crocus cloth or if necessary, replace q. Check trim tabs free play with elevators full
jackscrews. down and full nose down trim. Trailing edge of trim
m. Before reassembling elevator trim actuator tabs should not exceed a maldmum free play of .045.
assemblies, lubricate jackscrew threads with molyb- r. Remove control wheel lock from control column.
denum disulphide type lubricant (MIL-G-21164) such
as Aero Shell ft17.
n. Assemble and install the jackscrew assembly AILERON-RUDDER INTERCONNECT
by reversing the removal steps.
o. Check rigging and adjustment per paragraph on AILERON-RUDDER INTERCONNECT RIGGING. The
Rigging and Adjustment of Elevator Trim Controls. aileron and rudder systems must be
properly rigged
p. Be sure the turnbuckle safety clips are properly before rigging aileron-rudder interconnect.
installed, then replace all parts removed for access.
a. Remove rear seat and floor boards.
RIGGING AND ADJUSTMENT OF ELEVATOR TRIM b. Install control wheel lock in control column.
CONTROLS c. Clamp all right and left rudder pedals in neutral
position. The lower forward surface of pedals will
a. Install control wheel lock in control column, accommodate a metal straight edge.
b. notate the elevator trim wheel until zero degree d. Attach clamp and plate to right (left) rudder
position is reached. At zero degree position the control cable 0.65 inches forward of flap torque tube
swage pin (Figures 7-9 and 7-10) will be at the 12 (see Figure 7-12).
o’clock position and three cable wraps will be visible e. Install right (left) spring and cable assembly
on each side of the swage pin. (see Figure 7-12).
c. Separate control cables at turnbuckles. f. Preload interconnect spring 0.50-inches and
d. Disconnect elevator trim tab push rod at actuator clamp cable end to aileron balance cable.
jack screw, g. Install cable guards on pulley.
e. Adjust actuator jackscrew to obtain a dimension h. Repeat steps d. through g. to install left (right)
of 2.05 inches betweell actuator housing: and centerline interconnect cable assembly.
of hole in end of jackscrew, i. Remove straight edge from rudder pedals, and
f. Connect elevator trim tab push rod to actuator control lock from control column.
jackscrew. j´• Check aileron and rudder systems for freedom
g. Align elevator trim tab trailing edge with ele- of movement and full travel.
vator trailing edge at zero degree. Clamp elevator k. Be sure all clamps are tight and cable guards
trim tabs in zero position, installed, then
are replace all parts removed for
h. Relocate chain on actuator sprocket as required, access.
Moving chain one tooth on sprocket. will move tab
0.30’ degree. 1/2 turn of actuator jackscrew will
move trim tab 3.30’ degrees. Check that angular CONTROL SURFACE BALANCING
difference between left and right elevator trim tab
does not exceed 1 degree. All flight
control surfaces are balanced to provide the
i. Reconnect turnbuckles. Adjust cable tension best possible aircraft control characteristics through-
to 12-15 pounds, 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
CAUTION weight and weight distribution. Balancing articles
similar to those shown in Figure 7-14, should be used
for control surface balancing.
Balancing should be
After the turnbuckles have been adjusted,
accomplished in a draft free
Changes to con-
area.
recheck the cable tension,
trol surface balance, which exceeds specified toler-

7-16
 114
MAINTENANCE MANUAL Section VII
Flight Controls

PLATE

0.65"
AILERON BALANCE CLAMP
CABLE

CLAMP

FLAP
TORQUE
TUBE

ATLERON-RUDDER
INTERCONNECT
CABLE ASSY

;1ASSY WING TRUSS

RUDDER IYO
-v I CLAMP
CONTROL CABLES

X2716

Figure 7-12. Aileron-Rudder Interconnect Rigging

ances, can by employing correct mainte-

be avoided 1 x 2 board at its midpoint. Attach a stiff wire hook
nance technique painting or repairing a surface,
when on beam such that it strikes the trailing edge of the
When repainting a control surface carefully remove unit, and counter balancing hook by nailing washers
existing paint and primer. Suspend surface from its on the other end of the beam.
leading edge and apply new primer and paint evenly e. Set midpoint of balance beam on hinge line at

to all surfaces. When sheet metal repairs are re- mid span of aileron.

quired, weigh the material removed from the surface f. Slip wire hook under trailing edge. Vertical
in preparation for repair. The weight of material distance between trailing edge and balance beam
used to accomplish a repair should be as near as should be 2. 25 inches.

possible to the weight of material removed during g. Hang a one pound weight on balance beam four-
inches forward of hinge line. Aileron should balance
repair preparation. To balance a control surface the
entire assembly must be painted and balanced. All or trailing edge should rotate up.

counterweights and rudder and elevator tips must be

ELEVATOR
installed, and all push rods must be connected to
trim tabs and all tabs must be taped in neutral posi-
tion. To determine if control surfaces are in balance a´• On a flat surface secure two 3/8-inch diameter,
proceed as follows. 6-inch long rods 45. 5 inches apart (see Figure 7-14)
Allow rods to hang over edge approximately 3 inches.
AlLERON (A bolt may be mounted in rod ends to prevent the
elevator from slipping off.

a. Make two balance blocks by nailing together b. Slide 1/4-inch bolts through center and outboard

blocks of wood (1x4x7 and 4x4x4) (see Figure 7-14). hinges of elevator.
b. Secure the balance blocks to a flat surface 60 c´• Position elevator over rods such that bolts rest

inches apart allowing a J-inch overhang (see Figure on rods.

7-14). d. Make balance beam as directed in aileron section.
c. Clamp hinges to top of blocks. e. midpoint of balance beam over hinge line
Place
d. Make a balance beam by marking a 36-inch of elevator at the inboard edge of the tip.

7-17
 134
Section VII MAINTENANCE MANUAL
Flight Controls

AILERON

UP 23. 50(~ 3. 50)

DOWN 90(t 20)

CABLE TENSION 30 5) POUNDS

FLAP
DOWN 35"(+0, -20)

ELEVATOR
UP 300 20)
DOWN 130 (+20)
(-10)

CABLE TENSION 65 5) POUNDS

ELEVATOR RUDDER
TRIM TAB
UP 150 20) LEFT 250 (f 20)
DOWN 260 (i lo) RIGHT 250 (i 20) RIdHT

NEUTRAL

30
LEFT
CABLE
TENSION1
15 POUNDS MAXIMUM CABLE TENSION 45 (f 5) POUNDS
12 POUNDS MINIMUM

X2711

Figure 7-13. Control Surface Travel and Cable Tensions

7-18 CHANGE 4
 114
MAINTENA´•NCE MANUAL Section VII
Flight Controls

BOLT
BALANCE
BLOCK
FLAT SURFACE
BALANCE
BEAM
ROD

FLAT
WEIGHT
SURFACE

WIRE HOOK
i)\

AILERON BALANCING RUDDER BALANCING

FLAT SURFACE~ BALANCE BEAM

ROD
WIRE HOOK

WEIGHT ELEVATOR BALANCING

X2710A5

Figure 7-14. Control Surface Balancing

100

80

~E´•e:
so
Dq

~pS:
W 63~
w 40

CABLES TO BE RIGGED
20
RUDDER 5.0 LBS
ELEVATOR ’5. OLBS
AILERON 5.0 LBS

0 20 40 60 80 100 120 140

TEMPERATURE- OF

Figure 7-15. Cable Tensions Temperature Conversion Chart

7-19
 114
Section VII MAINTENANCE MANUAL
Flight Controls

f. Slip wire hook under trailing edge of elevator. on rods (see Figure 7-14) Rudder should balance or

Vertical distance between trailing edge and balance trailing edge should rotate up.
beam should be i. 25 inches.
g. Hang a i-pound weight 12. 5 inches forward of
hinge line. Elevator should balance or trailing edge TROUBLE SHOOTING
should rotate up.

The trouble-shooting figure in this section discusses

RUDDER symptoms which can be
cfiagnosed and interprets the
results in terms of probable causes and the appropri-
a. Attach rods as described in elevator section. ate corrective remedy to be taken. Review all prob-
b. Slide 1/4-inch
bolts through upper and lower able causes given and check other listings of troubles
hinges. Tighten with jam nuts. with similar symptoms. Items are presented in se-
c. Position rudder over rods such that bolts rest quence but not necessarily in order of probability.

7-20
 114
MAINTENANCE MANUAL Section VII
Flight Controls

TROUBLE PROBABLE CAUSE REMEDY

AILERON SYSTEM

Lost motion between Cable tension too low. Adjust cable tension as shown in

control wheel and Figure 7-13.

aileron.
Broken pulley. Replac e pulley.

Cables not in place on pulleys. Install cables correctly. Check

cable guards.

Resistance to control Pulleys binding or rubbing. Replace binding pulleys. Allow for
wheel rotation. clearance if rubbing pulley brackets
or cable guards.

Control column chains too tight. Recheck cable tension as shown in

Figure 7-13. Check chain for lubri-
cation, excessive wear and cleanli-
ness.

Cables not in place on pulleys. Install cables correctly.

Bent aileron. Repair or replace aileron.

Cable tension too tight. Adjust cable tension in accordance

with rigging procedures.

Control wheels not Incorrect control column rigging. Rig in accordance with aileron
synchroni zed. I I rigging procedures.

Control wheels not Incorrect aileron system rigging. Rig in accordance with aileron
horizontal when rigging procedures.
ailerons are neutral.

Incorrect aileron Aileron push-pull rods out of rig. Rig in accordance with aileron
travel. rigging procedures.

Aileron bellcrank stops incorrectly Rig in accordance with aileron

adjusted. rigging procedures.

Correct aileron travel
cannot be obtained by
adjusting bellcrank stops.
FLAP SYSTEM
Incorrect rigging of control cables Rig in accordance with aileron
and/or push-pull rods. rigging procedures.
Incorrect rigging of bellcranks. Rig in accordance with aileron
rigging procedures.

battery switch OFF. Turn switch ON.

Flaps do not extend Master
(down) or retract (up).
Circuit breaker out. Reset circuit breaker.

Defective flap switch. Replace flap switch.

Defective flap motor. Replace flap motor.

Figure 7-16. Trouble Shooting Flight Control System (Sheet 1 of 4)

7-21
Change 1
 114
Section VII MAINTENANCE MANUAL
Flight Controls

TROUBLE PROBABLE CAUSE REMEDY

Defective electrical circuit. Replace defective wires.

Stripped or broken jackscrew on Replace jackscrew assembly.

flap motor.

Flaps fail to retract Up limit switch incorrectly adjusted. Adjust in accordance with rigging
(up) completely. procedures.

incorrect rigging of torque tube and/or Rig in accordance with rig~jng

incorrect adjustment of push-pull rods. procedures.

Flaps fail to extend Down limit switch incorrectly adjusted. Adjust in accordance with rigging
(down) completely. procedures.

Incorrect rigging of torque tube and/or Rig itl accordance with rigging
incorrect adjustment of push-pull rods. procec~ures.

Flaps not synchronized Incorrect adjustment of push-pull rods. Adjust in accordance with rigging
orfail to fit evenly procedures.
when retracted (up).
Bent push-pull rods. Straighten or replace.

Bent nap. Repair or replace flap.

Flaps on one side Broken arm assembly on torque tube Replace broken parts.
fail to operate. or broken push-pull rod.

Disconnected push-pull rod. Connect push-pull rod and t

recheck rigging procedures.

RUDDER SYSTEM

Lost motion between Cable tension too low. Adjust in accordance with rigging
rudder pedals and rudder. procedures.

Broken pulley. Replace pulley.

Bolts attaching rudder horn weldment Tighten bolts.

to rudder arm assembly loose.

Excessive resistance to Cable tension too high. Adjust cables in accordance with
rudder pedal movement. rig~jng procedures.

Pulleys binding or rubbing. Replace binding pulleys. Provide

clearance if rubbing pulley brackets
or cable guards.

Rudder binding caused by faulty bushing Replace bushings or rudder arm

or bent rudder arm assembly. assembly.

Rudder pedal bushings misaligned Loosen

or bushings 1
lubricate and
needs lubrication reti ghten

Cables not in place on pulleys. Install cables correctly.

Bent rudder. Repair or replace rudder.

Figure 7-16. Trouble Shooting Flight Controls System (Sheet 2 of 4)

7-22
Change 1
 114
MAINTENANCE MANUAL Section VII
Flight Controls

PROBABLE CAUSE REMEDY

TROUBLE

Continuous undamped Insufficient tension on rudder centering Check rig~jng of rudder center-

directional oscillation bungees. ing bungees.

(feet off rudder pedals
in flight).

Rudder pedals not Rudder cables incorrectly rigged. Rig in accordance with rigging
neutral when rudder procedures.
isstreamlined.

Rudder horn assembly stops incorrectly Adjust in accordance with rudder

Incorrect rudder travel.
adjusted. rigging procedures.
RUDDER TRIM SYSTEM

Trim control knob moves Friction or binding in system. Check nose steering system for
with excessive resistance. broken pulleys and/or proper
lubri cation.

Indicator disc out of position on See procedures on rudder trim

Trim indicator fails to
indicate correct trim control knob. rigging.
position.

ELEVATOR CONTROL SYSTEM

Lost motion between Cable tension too low. Adjust cable tension in accordance
control wheel and with rigging procedures.

elevators.
Broken pulley. Replace pulley.

pulleys. Install cables correctly. Check

Cables not in place on

cable guards.

Cable tension too high. Adjust cable tension in accordance

Resistance to elevator
control movement. with rigging procedures.

Pulleys binding or rubbing. Replace binding pulleys. Provide

clearance if rubbing pulley guards.

pulleys. Install cables correctly. Check

Cables not in place on
cable guards.

Binding control column pivot bushings. Lubricate pivot bushing.

Bent elevator fittings. Repair or replace elevator fittings.

fittings required to
Bushings in elevator fittings needs Lubricate as

lubri cati on. give free movement.

Incorrect elevator Elevator bellcrank stops incorrectly Adjust in accordance with rigging
travel. adju sted. procedures

Correct elevator travel Elevator cables incorrectly rigged. Rig cables in accordance with
cannot be obtained by rigging procedures.
adjusting bellcrank stops.

Figure 7-16. Trouble Shooting Flight Controls System (Sheet 3 of 4)

7-23
Change 1
 114
Section VII MAINTENANCE MANUAL
Flight Controls

TROUBLE PROBABLE CAUSE REMEDY

ELEVATOR TRIM CONTROL SYSTEM

Trim control wheel Cable tension too high. Adjust cable tension in accordance
moves with excessive with trim control rigging proce-
resistance. dures.

Pulleys binding or rubbing. Replace binding pulleys. Provide

clearance if rubbing pulley brackets
or cable guards.

Cables not in place on pulleys. Install cables correctly.

Trim tab hinge binding. Lubricate hinge. If necessary

replace hinge.

Defective trim tab jackscrew actuator. Repair or replace jackscrew

actuator

Lost motion between Cable tension too low. Adjust tension in accordance with
trim control wheel procedures.
and trim tab.
Broken pulley. Replace pulley.

Cables not in place on pulleys. install cables correctly. Check

cable guards and brackets.

Worn trim tab jackscrew actuator. Repair or replace jackscrew

actuator

Trim indicator fails Indicator incorrectly attached to the Attach indicator in accordance
to indicate correct trim wheel shaft. with rigging procedures.
trim position.

Figure 7-16. Trouble Shooting Flight Controls System (Sheet 4 of 4)

´•7-24 1
Change
 SECTION

INSTRUMENTS
 MAINTENANC~ MANUAL

SECTION VIII

INSTRUMENTS

IARIF Or CONIFNIS

r~Fe
GENERAL DESCNPTION 9-1
INS~RUMENT SYS~EM MNNTENANCE 9-1
FLIC;I~T INSTRUMEN’I’S 11-2
Pltct-Stalle Syate,n 8-2
SyRlem
Vacouni 9-5
nirectlonal Gyro (O~tlonR1) R-7
Att iluclc Cyro (Ol,ll(,nnl) 8-7
7urn Coc,rdinalc~r (Oi~ional) 9-7
Allilnel~rGaFn 8-7
5-7
nstc-of-~lin\h Incllrnt~f (Optlonal) 8-7
Mnenetic COmpRRB 9-9
Ctc,ck (Ol,tiondl ii-8

R-nay Clock (OPtlc,~l) 8-9

Etertric Clock (Opllon~l) 9-9
I’OWT.T1 I’I,lZN7 INS’I’RUMENTS R- 11

b:n(:inr Clu4ler 1)1111.9 9-9

Mnt,llnln I’,cpwrc’Ricl ~lon 9-11
’fnrlN,l))cIP(. Il,rlk´•~lr,r 9-11
F;;xlinri~l. C;;is ’Trn~llcrnlure llldlC.71nf 9-11
MISCEI,I,~JEOUS INSTnUMENTS 9-12
Suc´•tlollCiny.e (01,~1(,1,n1) 8-12
1Zllcnlrlc´•r 9-12
Volliiicl~´•r 9-12
Tu~l yiinnllly Ii\ciic;ici,rs 9.12
14~si(inn Intlic~lor 9-12
FI:i(i
I~url G~jie 8-12
S’I’ALI, WhllNIN(; SYSTEM 9.12

iJf~ B b~a W
a u a a 11 B, jj ii i,

Wh~EIVThP Wy I~$$iE-
GENERAC DESCRIPTIQN ~´•,y fln,dd Il#lils. tnRtrumcnt nnrl Ilood lilrht ),lilli:~l,rr´•
call he cr,ut rolled by a rlleostat ronllol i n Illr´• insl i‘i,

’I hesl:rllrlard erluipnirnt ins(runif~nl Installatiun (Fi~-

IlrF 0-1) I)TI)VjdFS all jn8tFlllllPrlt9 necessarY for eRfe
;Inrl c´•llic:icn(( operation (,r l.h~ ;Itrcralt. With Ihr c´•x-
INSTRUMENT SVSTEM MAINTENANCE
c´•rption or I:he magnFtic con~pass and outside air l~tn-
I,c!rnturr! fagu, all instrumcn~s are fnslalled In
tlic

I)l:lill iiislrunient pallcll and sul,-pancl are~s, Rnd:lre

(r~.r,uy,rd ;~r:cnrtlillR Co Iiinc:tion and ease of survclllRnrc.
Inslri.iniriits are d~videtl into tlirce gruups: F‘liR~-l( ~-;trrimtint is ILllll(rtl to rC171VV:\I nlnl IP[,1;1(.~-
~;gRltlm8
Inslrunifnls and Miecellancou.s n~cnl of tlerecllve ins(rumc‘ids, Irnnsnlillrrs. ;1111-1
Ii,sl:rumcnl:s, Enffine
N1 plilnnry Clight and Ryro inslrumcnla I,rol,cs; aiil.)io,-izctl in- scrvic´•r nrl)ust r,T I r~nR

nrc ii~slalled in (.lir 1FI( side ol Chs main In5trumen(.

ganell R1~1 pressure, manlfolrl pressure and tnCllo-´• laml,s; end rel,nir nl tllstl7lmtlntt RYS(PnlR Jlr’(WcCI1
nlPtPT are in thR lower area of Illr main tile Illsl.runlcnl and ~iynnl sclurcc.

~ancl ~iid the remaining engine Infieruments arr Rroup- v:lrious inRlnlnlentR rei:,lrd Ry~(rmr; call hr Ru~

c´•tl hr,ri’r,onlR3ly RcronR Ihr 1Efl instrument wlb-panP1.

iona I :Inrl r´• r,nlllllll~ jCatiOllS eqii lp nleIlI is IZlj
()1,1
irlc:;ll:rd in Ihe ccnlrr al,rll rjl´•]il side or the niain inst ru-

InCnt panel.. The 1Dwcr righ~ inalrument. Suh-panel

r´•l,n(~nills clCc(.Ticnl Ryslrm cirrul( breakc~rs and heal-
i lal ion rcint rot mantfold prCssrlTr linc´•~ cli:;c:c,llllc,c:I.C(f CJllriltlS syRlem m:~illlFnanc´•r Illll:it

indicator and di- Iie c:;ll,l’rcl Illu~RCd inllncdinlcly, Plrvc´•rlll Ilic

:ln(I ClaGc!S aiitl rhr flap (,r r´•i1

rFcl~onal I:yTo are individually lighled by posl lights

anti Visihlr rT()h~ eiliier pflols posillon. !I1;,ITunc:(ion. Mailllctlancr plr,rcdul‘c´•e I,’’rl:lil’inp Ill

liC~htinlr of Ih~ instrulncln(: and sd,-pancl is Irlrtlislled

8-1

j:: iii tlGB ii 9Ak, d~s

vY
~yF3
 ?"slllC
seclicln VIIl MAINTENANCE
Inslni nicnlfi
AS

REC

i k
ii3 i4 C. i
o

’~---1
1-i´• ii ’1 I.._..
i_)
I_i L1 O[llnno~ i75
Ci´• R4sP lo/R ~ooo
14 9
20 Is 13 7
21 17 15 11 10
19 18 13

1. SUCTION CAGE (OPTIONAL) 11. OIL PRESSURE GAGE

2. CLOCK (OIYTIONAL) 12. RATE-OF-CLIMR INDICATOR
3. AIRSPEED INDICATOR 13. CYLINDER HEAD TEMPER.ATURE
4. ATTITUDE GYHO (OPTIONAL) 14. MANI:FOLD PRESSURE/FUEL FLOW GAGE:
5. ALTIMETER I’J. DIRECTIONAL GYRO (OPTIONAL)
6. MAGNETIC COMPASS 16. RIGHT FUEL QUANTITY INDICATOR
7. FLAP POSITION INDICATOR 17~ TURN COORDINATOR (OPTZONAL)
8. EXHAUST GAS TEMPERATURE 18. FUEL PRESSURE GAGE
9. TACHOMETER re. LEFT F’UEL QUAN’I’ITY lNDICATOR
10. OIL TEMPERATUR~E GAGE 20. VOLTMETER.
211 AMMETER

Figure 8-1. Insfrumont Panel

seque~zt paragraphs. As a general, rule it is recoIn- instrument systclal. R.efer to Fi~lrC 8-1. ’The pilnt-
mended that the instrument signa.l source and meanfi static system provitles pitot (impacl:) and static (atmos-
transmission to the instrument be rung out before pheric) air pressure to the airspeed indicator, and
changlna an itlstrumc?nt, In cases where dual instru- static air pressure to the altimeter an.d verticn~ speed
ments are installed it may be expedient to ext:llanRe indicator. The va.cuunl sys(.c?m gyros are driven by
instruments or illr;lrrument sign;ll sources as a means nmbienl-.zir drawn into the instrument case to replace
of determining if the malfunction is in the instrument, the air evacuated by the v:lcuum pump. The inlet air
sir;nal source, or connecting system, for the Ryro instruments is filtered through the instru-
ment vacuum air i’ill:er. Refer to the end of this scc-
lion lox´• vacuum sysl.em trouble-shooting procedures.

FLIGHT INSTRUMENTS
PITQT-STATIC SYSTEM

Flight itistruments consist of tile magnelic compass, Pilot pressure is provided by tlie pitot tube innt3lletl
airspeed indicator, altimcter;lnd, optional vacuum- near tht´• c:enter of the leII; wing lowrr surface. Pitc:,t
driven:~ltitude and directional egro. An elcctrically- Rystent tubing is roded Irom the pilot. he;l.d, nfl to I;he
driven ttlrn coordinator is available. A vertical. speed rear of the spar structure and thel~ laterally to I)lr
indicator, is a.lsn nv:~ilnl,le :ts parl of tile pitot-st.atic wing root (st!e Figure 8-2). From the win~ mot, Ihe

R-2
 114 Section VIII
MAINTENANCE MANUAL Instruments

SERIAL NUMBERS 14000 THRU 14149

.----~5

1
f:
;i
i.

s
~b,
´•a

I ~a
8 I

7
8Ir~Jli I;’

‘1-
tr5
1. EXTERNAL STATIC PORTS 5. PITOT MAST (LEFT WING)
(AFT FUSELAGE) 6. AIRSPEED INDICATOR
2. OVERHEAD TEE-COUPLING 7. ALTERNATE STATIC SOURCE VALVE
3. MAIN SPAR CARRY-THROUGH AREA 8. VERTICAL SPEED INDICATOR
4. PITOT MAST MOUNTING COVER 9. ALTIMETER
10. SUMP TUBE
xaa In

Figure 8-2. Pitot-Static System (Sheet 1 of 2)

CHANGE 4 8-3
Section VIII
114
Instruments MAINTENANCE MANUAL

SERIAL NUMBERS 14150 AND SUBSEI1UENT 2

-t
I
f fi~C

(I

a G
4

j
7
I!? ’I
J r

i. EXTERNAL STATIC PORTS 5. PITOT MAST (LEFT WING)

(AFT FUSELAGE) 6. AIRSPEEDINDICATOR
2. OVERHEAD TEE-COUPLING 7. ALTERNATE STATIC SOURCE VALVE
3. MAIN SPAR CARRY-THROUGH AREA 8. VERTICAL SPEED INDICATOR
4. PITOT MAST MOUNTING COVER 9. ALTIMETER

X28 18

Figure 8-2. Pitot-Static System (Sheet 2 of 2)

8-4 CHANGE 4
 114
Section VIII
Instruments MAINTENANCE MANUAL

AN AIR BULB SIMILAR TO THAT ILLUSTRATED

MAY BE OBTAINED LOCALLY FROM A SURGICAL
SUPPLY COMPANY. THIS IS THE TYPE USED
IN MEASURING BLOOD PRESSURE.
PRESSURE:

THICK-WALL
SURGICAL HOSE

CLAMP

PRESSURE
BLEED-OFF SCREW

AIR BULB WITH

CHECK VALVES

C-l \‘Y
CLAMP
SUCTION

DO NOT APPLY POSITIVE PRESSURE WITH THE AIRSPEED

AND VERTICAL SPEED INDICATOR CONNECTED TO THE
S’rATIC SYSTEM OR DAMAGE WILL RESULT.

X282

Figure 8-3. Pitot-Static Test Bulb

tubing routes through the center console area, fire-

wall, and then the pitot pressure line is coupled to
the airspeed indicator and static pressure line con-
I -´•´•I´•´•I
WARNING

nected to the airspeed, altimeter and vertical speed

indicator. The static pressure ports are located on
both sides of the aft fuselage at station 205. 00.
MAINTENANCE. Flight instruments utilizing pitot
static pressure are highly sensitive to pressure var-
iations. Therefore, all tubing and line connections
must be absolutely air tight to prevent erratic indica-
tions. The static system is drained by removing the
Be sure that air pressure is directed
toward the pitot head or static ports and
not toward the instruments when purging
the pitot or static system.
INSPECTION AND LEAKAGE TEST. The following

procedure inspection
outlines and testing of the static
sump tube located as shown in Figure 8-2, just below
the alternate static valve. If required, drain the static pressure system, assuming that the altimeter has been
system sump tube frequently when operating the air- tested and inspected in accordance with current Fed-
craft in humid conditions. Moisture drains for the eral Aviation Regulations.

pitot system are unnecessary because of the pitot tube

design and location. However, if moisture should ac-
cidentally accumulate within the lines, the static line
may be purged by disconnecting the static line at the
altimeter and applying 2 to 4 psi air pressure to the
static line. The pitot pressure line may be purged by
a. Ensure that the static system is free from en-
trapped moisture and restrictions.
b. Ensure that no alterations or deformations of
the airframe surface have been made that would affect
the relationship between air pressure in the static

disconnecting the line from the airspeed indicator and pressure system and true ambient static air pressure
for any flight configuration.
applying 2 to 4 psi pressure to the line,

CHANGE 4 8-4A/8-4B
 114
MAINTENANCE MANUAL Section VIII
Instruments

c. Attach a source of suction to static pressure indicator into the static pressure system and repeat
source opening. Figure 8-3 shows one method of leakage test per steps c. through g.
obtaining suction.
d. Slowly apply suction until altimeter indicates a

1000-foot increase in altitude. INSTRUMENT VACUUM SYSTEM

Suction to operate directional and attitude gyro instru-

CAUTION
ments is provided by an engine-driven vacuum pump.
The vacuum pump installed on the engine accessory
housing is gear-driven through a spline-type coupling.
When applying or releasing suction, A vacuum regulator valve is used to control system
do not exceed the range of the vertical pressure and is connected between the pump inlet and
speed indicator or airspeed indicator. the instruments (see Figure 8-4). A central air filter,
filters incoming air to the instruments. A suction

gage, installed as part of the optional vacuum system

e. Cut off the suction source to maintain a closed monitors the system for indication of correct suction

system for one minute. Leakage shall not exceed pressure. The gage indicates difference in suction
100-feet of altitude loss as indicated on altimeter. before and after air passes through a gyro. This
f. if leakage rate is within tolerance, slowly re- differential pressure will gradually decrease as the
lease suction source. central filter becomes dirty, causing a lower reading

on the suction gage. The various components of the

WOTE vacuum system are secured by conventional clamps,
mounting screws and nuts. When removing a compo-
If leakage rate exceeds the maximum nent, remove the mounting screws and disconnect the
allowable, first tighten all connections inlet and discharge lines. When installing a vacuum
then repeatthe leakage test. If leakage system component, make sure connections are made
rate still exceeds the maximum allow- correctly. Use thread lubricant sparingly and only on
able, use the following procedure. male threads. Avoid overtightening connections. Be-
fore reinstalling a vacuum pump, coat the pump drive

g. Disconnect static pressure lines from airspeed splines lightly with a high temperature grease such as
indicator and vertical speed indicator, and use suit- Dow Silicone Number 30 (Dow-Corning Co., Midland,
able fittings to connect the lines together so that the Mich.
altimeter is the only instrument still connected to the
static pressure system. VACUUM REGULATOR VALVE. A vacuum regulator
h. Repeat the leakage test to check whether the valve is installed in the line between the instruments
static pressure system or the removed instruments and the pump. Since the pump is capable of creating
are the cause of leakage. If instruments are at fault, more vacuum than needed, the regulator valve varies
they repaired by an appropriately rated re-
must be the degree of vacuum placed on the instrument system
pair station or replaced. If the static pressure sys- as well as protecting the system from too much vacuum.

tem is at fault, use the following procedure to locate The regulator valve opens to admit air to the vacuum
the leakage. pump line when the desired degree of vacuum is attain-
i. Attach a source of positive pressure to the ed.
static source opening.
VACUUM FILTER. A dry-element type vacuum sys-
tem filtercartridge protects the vacuum-driven gyro
instruments from dust and other impurities. The
CAUTION filter element should be changed every 500 hours or

sooner if the suction gage reading drops below 4. 5

inches of mercury.
Do not apply positive pressure with
theairspeed indicator or vertical Cleaning
speed indicator connected to the static
pressure system. The vacuumsystem regulator valve is adjusted to
maintain 4. 5 to 5. 2 inchesHg. as indicated on the
suction gage and cannot function properly if the air

j. pressure until altimeter

Slowly apply positive filters are dirty. The dry-type filter cartridge and
indicates a1000-foot decrease in altitude, and main- the regulator valve filter should be changed and the
tain this altimeter indication while checking for leaks. system cleaned every 500 hours or sooner if the sys-
Coat line connections, static pressure fittings, and tem requires it. In general, low-pressure, dry com-
static source external port opening with solution of pressed air should be used in cleaning the system
mild soap and water, watching for bubbles to locate components removed from the aircraft. Components
leaks. that are exposed to engine oil and dirt should be washed
k. Tighten leaking connections. Repair or re- with Stoddard solvent, then dried with a low-pressure

place any parts found defective. air blast. Check hoses for collapsed inner liners as
i. Reconnect airspeed indicator and vertical speed well as external damage.

8-5
 114
Section VZII MAINTENANCE MANUAL
Instruments

;:5:´•

I
i.-

2,

1. PUMP DRIVE SPLINE

oO
2. PUMP DRIVE COUPLING
3. PUMP GASKET
4. ENGINE-DRIVEN VACUUM PUMP
5. VACUUM PUMP EXHAUST
6. FIREWALL
7. VACUUM REGULATOR AND FILTER
8. ARTIFICIAL HORIZON
9. DIRECTIONAL GYRO
10. SUCTION GAGE
11. VACUUM FILTER CARTRIDGE
12. WASHER

X283

Figure 8-4. Vacuum System Installotion

8-6
 114
MAINTENANCE MANUAL Section VIII
Instruments

within The turn coordinator is operated by

1
CAUTION
(*U1I0.
I an electrically-driven gyro which is connected to the
Never apply compressed air to lines
or components installed in the airplane.
The excessive pressures will damage
the gyro instruments. If an obstructed
line is to be blown out, disconnect it at
both ends and blow from the instrument
panel out.
one case.
white airplane on the face of the indicator. The air-
plane, which deflects proportionally to the rate of
turn, indicates that the aircraft is turning in the di-
rection (left or right) shown by the airplane. The
bank indicator is a curved, fluid-filled tube contain-
ing a ball. Gravitational and centrifugal forces posi-
tion the ball within the tube to indicate correct lateral
attitude for the rate of turn.

ALTIMETER GAGE
Vacuum Regulator Valve Adjustment
The altimeter is an absolute pressure instrument that
When a vacuum regulator valve adjustment is neces- converts atmospheric pressure to altitude using sea
sary, it is suggested that a suction test gage be in- level as a reference base (see Figure 8-5). As atmos-
stalled as a means of verifying the accuracy of the pheric pressure varies with changes in altitude the
aircraft suction gage, change in pressure is expressed on the instrument
dial in feet above sea level. The altimeter has a fix-
a. Remove vacuum regulator filter. ed dial and isequipped with three concentrically ar-
b. Install suction test gage in place of aircraft ranged pointers with a range of 20, 000 feet. Thelong
suction gage. pointer registers in 100-foot increments, the short
c. Loosen adjusting screw checknut on regulator pointer registers in 10, 000-foot increments, and the
valve. remaining pointer registers in 1, 000-foot increments.
d. With engine operating at 1800 rpm adjust regu- A movable barometric scale, visible through a small
later setting to obtain 5. 1 l)inches of mercury. window in the main dial, indicates the barometric
e. Tighten adjusting screw checla~ut regulator
on pressure in inches of Hg. An adjusting knob provides
valve, taking care not to alter regulator valve setting, a means adjusting the three pointers and barome-
of
f. Check filter and be sure it is clean before in- simultaneously to correct for changes in
tric scale

stalling it. atmospheric pressure and to establish the proper

Operate engine at 1800 rpm and check for a reference to sea level. Barometric pressure is
g.
gage reading of 4. 5 to 5. 2 inches of mercury. sensed through the instrument static system.
h. Remove test gage and connect vacuum line to
aircraft suction gage and repeat step g., to check
accuracy of gage. AIRSPEED INDICATOR

The airspeed indicator registers airspeed in both

DIRECTIONAL GYRO (OPTIONAL) knots and miles-per-hour (see Figure 8-5). The in-
dicator is operated by the pressure diff erential be-
The directional gyro is operated from the instrument tween impact air pressure from the pitot tube and
vacuum system. The air-driven gyro rotates with barometric pressure sensed through the static sys-
its spin axis horizontal. Due to gyroscopic inertia, tem. A white are from 53 to 109 knots (61 to 125 mph)
the spin axis of the gyro remains constant even indicates the wing flap operating range. A green are
though the aircraft direction is changed; therefore, from 60 to 143 knots (69 to 164 mph) indicates the
the relative motion between gyro and instrument case normal operating speed. A yellow are from 148 to
is indicated on the face of the instrument in degrees. 186 knots (170 to 214 mph) indicates the caution range
A knob extending from the instrument is used for di- in which all operations must be conducted with care
rectional heading adjustments and caging the gyro. and then only in smooth air. A red radial line at 186
knots (214 mph) indicates the maximum speed at
which the aircraft may be safely flown.
ATTITUDE GYRO (OPTIONAL)

The attitude gyro indicator provides a visual refer- RATE-OF-CLIMB INDICATOR (OPTIONAL)
ence of the aircraft attitude relative to the pitch and

roll axis of the gyro. The gyro, which is air-driven The rate-of-climb indicator converts changes in bar-
and operated by the system, is installed in
vacuum ometric pressure to a rate of aircraft ascent or des-
the left side of the instrument panel. Correct setting cent in feet-per-minute. Barometric pressure is
of the instrument vacuum system and periodic re- sensed through the instrument static system. The
placement of the instrument air filter are essential indicator has a single needle and two adjoining scales,
to accurate operation of the instrument. ranging from zero to 2000 feet-per-minute to indicate
rate of climb or descent from a common zero point.
The 2000-feet scales are divided into 100-foot incre-
TURN COORDINATOR (OPTIONAL) ments. A recessed slotted screw in the lower left
corner is used to zero the indicator when the aircraft
The turn coordinator consists of two instruments is on the ground.

8-7
 114
Section VIII MAINTENANCE MANUAL
Instru ments

MAGNETIC COMPASS clock hasa second, minute and hour hand. An adjust-

mentknob, located in the lower left corner of the in-

The magnetic compass is a semi-floating cylinder en-
cased in a liquid filled case with expansion provisions
to compensate for temperature changes. It is mount-
ed at eye level on the glareshield to afford better
visibility and lessen the effect of vibration and mag-
netic influences, which cause compass deviation.
It is equipped with compensating magnets that are
strument, adjusts the clock to the proper time of day.
A pair of dummy hands may be set to indicate takeoff
time, estimated time of arrival, and other uses. The
knobs that set these hands are in the center of the
clock. The clock is operational only when the battery
switch is on; The clock must be reset to the proper
time prior to each Eight.

adjustable from the front of the case. The compass

should be air-surung and compensated at regular inter-
vals and at any time equipment installations are made
which may cause compass deviation. The compass
POWER PLANT INSTRUMENTS
is individually lighted by a small bulb which may be
removed and replaced. Pivot covers on the compass
allow access to adjust the compensating magnets and
Power plant instruments provide the means for mon-
for the installation of the compass light.
itoring the operation and condition of the engine and
include the tachometer indicator, manifold pressure
MAGNETIC COMPASS COMPENSATION
and fuel flow gage and the engine cluster units: cyl-
Put aircraft in a simulated level flight attitude, see inder head temperature and oil temperature indicators
Leveling in Section II. Close doors and place flaps and oil pressure gage. These instruments are ope-
in a retracted
position. Set throttles at cruise posi- rated by fluid pressure; variations in electrical re-
tion withengines operating. Place all electrical sistance created by temperature sensing probes;
or,
switches, alternator, radio and other equipment in a i" the case of the tachometer, by a drive shaft con-
mode normally used for navigational night and pro- nected to the engine accessory housing.
ceed with the following:

a. Set adjustment screws of compensating magnets ENGINE CLUSTER UNITS

to zero. Zero position is when the dot on the screw
is lined up with the dot on the compass frame. The engine cluster units installed in the instrument
b. Position aircraft in a magnetically north direc- sub-panel indicate cylinder head temperature and oil
tion. Adjust north-south adjustment screw until com- temperature in degrees Fahrenheit and oil pressure
pass reads exactly north. in pounds per square inch (see Figure 8-5). The oil
c. Position aircraft in a magnetically east direc- pressure unit is a direct read instrument that is con-
tion. Adjust east-west adjustment screw until com- nected to the oil pressure outlet housing on the engine
pass reads exactly east. accessory case by a small oil line. Minimum and
d. Position aircraft in a m~ignetically south direc- maximum allowable operating oil pressure are marked
tion. Notice the resulting south error. Adjust north- by red radial lines at 25 and 90 psi. A yellow are be-
south adjustment that one-half of the tween 25 and 60 psi indicates the caution
screw so error range and a
has been removed, green are from 60 to 90 psi indicates the normal
ope-
e. Position aircraft in a magnetically west direc- rating range. The oil temperature indicator is elec-
tion. Notice the resulting west error. Adjust east- trically connected to a temperature sensing bulb in-
west adjustment screw so that one-half of the error stalled on the oil pressure/oil cooler bypass valve.
has been removed. Changes in oil temperature are sensed by the bulb
f. Position aircraft in successive magnetically and transmitted to the oil temperature indicator.
30-degree directions and record all errors on the Temperature variations are registered as changes
deviation card furnished with the compass. in electrical current flow to the indicator. Normal
temperature range is between 125 and 245 degrees
Fahrenheit as indicated by yellow and green arcs.
I 8-DAY CLOCK (OPTIONAL) The indicator is red-lined at 245 degrees Fahrenheit.
The cylinder head temperature unit is also electric-
A conventional, spring-powered 8-day
aircraft clock ally connected to a temperature sensing bulb installed
with sweep second hand is installed in the left in- in the number four cylinder on aircraft Serial number

1
a

strument panel. A pair of red-tipped dummy hands 14000 through 14149, and installed in the number two
may be set to indicate takeoff time, estimated time of cylinder on aircraft with Serial numbers 14150 and
arrival, or other uses. The adjustment and winding subsequent. As the cylinder head temperature in-
la~ob is in the left lower corner of the instrument. creases, the resistance of the temperature bulb de-
creases which allows the current through the indicator
to increase, which in turn causes the instrument
ELECTRIC CLOCK (OPTIONAL) pointer to indicatehigher temperature reading.
a
The indicator has a green are for the normal tempera-
An alternate 12 volt quartz crystal clock may be in- ture range from 200 to 500 degrees Fahrenheit and
stalled in the same location as the B-day clock. The is red-lined at 500 degrees.

8-8 2
Change
 114
MAINTENANCE MANUAL Section VIII
Instruments

ENGINE TACHOMETER

2200-2700 RPM Green Are NORMAL

2700 RPM Red Line MAXIMUM

Iian

MANIFOLD PRESSURE/FUEL FLOW

9.5 PSI Red Line MAXIMUM

(27.5 GPH)

xnazJ

AIRSPEED

*53 (VSO) To 109 KTS White Are FLAP EXTENSION

0 Deg. 35 Deg.
""60 (VSL) To 148 KTS Green Are NORMAL OPERATION
148 To186 KTS Yellow Are CAUTION (Smooth
Air Only)
186 KTS Red Line NEVER EXCEED

*VSO is power off stall speed; Gear Down, Flaps 35 Deg.

S*VSL is power off stall speed; Gear Up, Flaps 0 Deg.

X2822

FUEL PRESSURE

14 PSI Red Line MINIMUM

14 45 PSI Green Are NORMAL
45 PSI Red Line MAXIMUM

X2826

Figure 8-5. Instrument Markings (Sheet 1 of 3)

8-9
Change 4
 114
Section VIII MAINTENANCE MANUAL
Instruments

SUCTION (Optional)
4.5 IN.Hg. Red Line MINIMUM
4.5 5.2 IN.Hg. Green Are NORMAL
5.2 IN.Hg. Red Line MAXIMUM

X116

011 TEMPERATURE

l000 1600F Yellow Are CAUTION

1600 2450F Green Are NORMAL
2100 2450F Yellow Are CAUTION
2450F Red Line MAXIMUM

X2824

011 PRESSURE

25 PSI Red Line MINIMUM

25 60 PSI Yellow Are CAUTION
60 90 PSI Green P;re NORMAL
90 PSI Red Line MAXIMUM

X2824

CYLINDER HEAD TEMPERATURE

2000 5000F Green Are NORMAL

5000F Red Line MAXIMUM

X28 24

VOLTMETER

16 Volts Red Line MAXIMUM

X2825

Figure 8-5. Instrument Morkings (Sheet 2 of 3)

8-10 1
Change
 114
MAINTENANCE MANUAL Section VIII
Instruments

LEFT FUEL QUANTITY AMMETER RIGHT FUEL QUANTITY

SERIAL NUMBERS 14000 THRU 14349 xii 12
SERIAL NUMBERS 14000 THRU 14349

I8.
LEFT FUEL QUANTITY ´•I I
&8~8...
LI´• RIGHT FUEL QUANTITY
SERIAL NUMBERS 14350 AND SUBSEQUENT I I I SERIAL NUMBERS 14350 AND SUBSEQUENT

ALTIMETER
X1112

Figure 8-5. Instrument Markings (Sheet 3 of 3)

MANIFOLD PRESSURE/FUEL FLOW GAGE meter and pull it out of the housing. Check the cable
for worn spots, breaks and kinks.
The manifold pressure/fuel flow gage is a dual indi-
cating instrument. The instrument provides the
WOTE
means to indicate the manifold pressure of the induc-
tion air manifold and monitors the: metered fuel flow A kink maybe detected by holding the
rate to the engine (see Figure 8-5). The left half of cable vertically by one end and slowly
the instrument is used to indicate the manifold pres- rotating it between the fingers to feel
sure of the induction air manifold in inches of mer- for binding and jumpy motion.
cury. The right half indicates gallons/hour of fuel
flow. The fuel flow portion of
the instrument is ope-
rated by a pressure line from a fitting on the fuel flow Before replacing a tachometer cable in the housing,
divider and a vent line sensing ambient pressure in coat the lower two thirds with AC Type ST-640 Speed-
the engine compartment. ometer cable grease or Lubriplate No. 110. Insert
the cable in the housing as far as possible, then slow-
ly rotate it to make sure it is seated in the engine fit-
TACHOMETER INDICATOR ting. Insert the cable in the tachometer, making sure
it is seated in the drive shaft, reconnect the housing
The tachometer is a mechanical indicator driven at ,d torque to 50 inch-pounds.
half crankshaft a flexible shaft (see Figure
speed by
8-5). Most tachometer difficulties will be found in
the driveshaft. To function properly, the shaft hous- EXHAUST GAS TEMPERATURE INDICATOR
ing must be free of kinks, dents and sharp bends.
There should be no bend on a radius shorter than six An EGT indicator is installed in the instrument sub-
inches, and no bend within three inches of either panel, directly above the engine control levers. The
terminal. If a tachometer is noisy or the pointer indicator is used to aid the pilot in selecting various
oscillates,check the cable housing for kinks, sharp fuel-air mixtures for cruising flight at less than 75
bends and damage. Disconnect the cable at the tacho- percent power. Temperature indications for the

Change 4 8-11
 114
Section VIII MAINTENANCE MANUAL
Instruments

EGT indicator are provided by a temperature probe the forward side of the fuel injector and indicates the
installed in the exhaust manifold. engine fuel pump pressure. Minimum and maximum
allowable operating fuel pressures are marked by red
radial lines at 14 and 45 psi. If fuel pressure gage
fluctuates excessively, fuel pressure line should be
MISCELLANEOUS INSTRUMENTS
drained of fuel. Air in line acts as a dampening
agent to steady the fuel pressure gage indication.
SUCTION GAGE (OPTIONAL)

The suction gage, installed as part of the optional

vacuum system, is mounted to the extreme left side

of the main instrument panel (Figure 8-5).
indicates suction available for operation of the attitude
and directional gyros.
AMMETER
The sub-panel mounted ammeter indicates current
flow, in amperes,´•from the alternator to the battery,
or from the battery to the electrical system (Figure
8-5). With the engine operating, and both halves of
the split master switch ON, the ammeter indicates
the rate of charge being applied to the battery. In
the event of an alternator malfunction, or if the elec-
trical load demand exceeds the alternator output the
ammeter will indicate the discharge rate of the
battery.
VOLTMETER
A voltmeter, located in the instrument sub-panel,
allows the pilot to monitor bus bar voltage (Figure
The gage STALL WARNING SYSTEM
A stall warning lift detector switch is located in the
leading edge of the left wing at Station 80.77. The
lift detector switch is slightly spring-loaded to the
open position and is closed while approaching aircraft
stall speed when the air flow stagnation point moves
forward enough to cause a positive pressure on the
aft side of the vane, moving it forward. The lift de-
tector switch is set to close the circuit and sound the
stall warning horn at 5 to 10 knots above aircraft stall
speed. The horn is located on the firewall in the cabin
area. Externalmounting screws located on each side
of the switch cutout, enables the lift detector switch
to be adjusted. Loosening the lift detector switch
mounting screws allows slight fore and aft movement
of the lift detector. Moving the lift detector forward
extends the stall speed indication away from stall
speed. Moving the lift detector slightly aft moves the
switch setting nearer the stall speed of the aircraft.
Operationally check stall warning system during flight
to assure warning horn sounds at 5 to 10 knots above

8-5). When the voltmeter is used in combination aircraft stall speed. The stall warning circuit is
with the ammeter; alternator output, battery charge supplied electrical power through a 5-amp circuit
or discharge rate and accurate bus bar voltage can breaker on the sub-panel.
be determined. The voltmeter dial is marked from
10 volts to 16 volts with a red line at 16 volts. Refer
to Section X for details concerning overcharging or
NOTE
insufficient voltage problems.
Lift detector switch replacement is
similar to the following steps; however,
FUEL QUANTITY INDICATORS battery cables must be disconnected
before removing detector switch.
The fuel quantity indicators are used in conjunction
with a float-operated variable-resistance transmitter
in each fuel tank. The full tank position of the trans- a. Trace a light pencil mark on switch, along
mitter floatproduces a minimum resistance through edge of cutout in detector switch
mounting plate.
the transmitter, permitting maximum current flow This mark will be used to align detector switch dur-
through quantity indicator and maximum pointer de- ing reinstallation.
flection, The fuel quantity indicators, located in the b. Remove screws securing detector and switch
sub-panel, are marked in quarter increments from plate, and withdraw detector switch from
wing.
empty through full (Figure 8-5). c. Disconnect wiring and slip defective detector
switch out.
d. Install new detector switch and switch plate,
FLAP POSITION INDICATOR
assuring pencil marks on switch align with cutout in
Wing flap position is electrically indicated by a gage switch plate.
mounted directly to the right of the flap switch. Posi- e´• Accomplish ground check as follows:
tion indications are transmitted by a sender unit which i. Place master battery switch ON.
is actuated by the flap motor jackscrew in the fuselage. 2. Move stall circuit test switch from
normal to test position (test switch is located
in left wheel well).
FUEL PRESSURE GAGE 3. Hold the test switch in test
position and
gently move lift detector switch forward and
A fuel pressure gage, installed in the left side of the This completes the electrical circuit
up.
instrument panel, is connected by tubing to a port on and the stall horn will sound.
warning
8-12 Change2
 114
MAINTENANCE MANUAL Section VIII
Instru ment s

TROUBLE PROBABLE CAUSE REMEDY

TROUBLE SHOOTING THE AIRSPEED INDICATOR

Hand fails to respond. Pitot pressure connection not properly Test line and connection for leaks.
connected to pressure line from pitot Repair or replace damaged line,
tube. tighten connections.

Pitot or static lines clogged. Check line for obstructions. Blow

out lines.

Incorrect indication or Leak in pitot or static line. Test lines and connections for
hand oscillates. leaks. Repair or replace damaged
lines, tighten connections.

Defective mechanism. Substitute known-good indicator and

check reading. Replace a defective
instrument

Leaking diaphragm. Substitute known- good indicator and

check reading. Replace a defective
instrument

Hand vibrates. Excessive vibration. Check instrument mounting screws.

Tighten mounting screws.

Excessive tubing vibration. Check clamps and line connections

for security. Tighten clamps and
connections.

TROUBLE SHOOTING THE RATE-OF-CLIMB INDICATOR

Instrument fails to operate. Static line plugged. Check line for obstructions. Check
static source. Blow out lines.
Clean static source.

Static line broken. Check line fordamage, connections

for security. Repair or replace
damaged line, tighten connections.

Incorrect indication. Partially plugged static line. Check line for obstructions. Check
static source. Blow out links.
Clean static source.

Ruptured diaphragm. Substitute known-good indicator and

check reading. Replace a defective
instrument

Pointer off zero. Reset pointer to zero.

Pointer oscillates. Partially plugged static line. Check line for obstructions. Check
static source. Blow out lines.
Clean static source.

Leak in static line. I Test lines and connections for leaks

Repair or replace damaged lines,
tighten connections.

Leak in instrument case. Substitute known-good indicator and

check reading. Replace a defective
instrum ent

Figure 8-6. Trouble Shooting Instruments and Vacuum System (Sheet 1 of 7)

8-13
 114
Section VIII MAINTENANCE MANUAL
Instruments

TROUBLE PROBABLE CAUSE REMEDY

TROUBLE SHOOTING THE RATE-OF-CLIMB INDICATOR (CONTINUED)

Hand vibrates. Excessive vibration. Check mounting screws. Tighten

mounting screws.

Defective diaphragm. Substitute known-good indicator and

check for vibration. Replace a de-
fective instrument.

TROUBLE SHOOTING THE ALTIME’rER GAGE

Instrument fails to Static line plugged. Check line for obstructions. Check
operate. static source. Blow out lines.
Clean static source.

Defective mechanism. Substitute known- good altimeter and

check reading. Replace a defective
instrument

Incorrect indication. Hands not carefully set. Reset hands with knob.

Leaking diaphragm. Substitute known-good altimeter and

check reading. Replace a defective
instrument

Pointers out of calibration. Compare reading with known-good

altimeter. Replace a defective in-
strument
Hands oscillates.
Static pressure irregular. Check lines for obstructions or

leaks. Checkstatic source. Blow

out lines, tighten connections, clean
static source.

Leak in airspeed or rate-of-climb Check other instruments and system

indicator installations, plumbing for leaks and obstructions.
Blow out lines, tighten connections.

TROUBLE SHOOTING THE HEATED PITOT HEAD

Tube does not heat Switch turned off. Turn on switch.

or clear ice.
Popped circuit breaker. Check circuit breaker. Reset cir-
cuit breaker.

Break in wiring. Test for open circuit. Repair

wiring.

Heating element burned out. Check resistance of heating element.

Replace element.

Figure 8-6. Trouble Shooting Instruments and Vacuum System (Sheet 2 of 7)

8-14
 114
MAINTENANCE MANUAL Section VIII
Instruments

TROUBLE PROBABLE CAUSE REMEDY

TROUBLE SHOOTING THE ATTITUDE AND DIRECTIONAL GYROS

Horizon bar fails to Central air filter dirty. Checkfilter. Replace filter.
respond. Horizonbar
does not settle. Hori- Suction relief valve improperly adjusted. Adjust or replace relief valve.
ton bar oscillates or

vibrates excessively. Faulty suction gage. Substitute known-good suction gage

and check gyro response. Replace
a defective suction gage.

Vacuum pump failure. Checkpump. Replace pump.

Vacuum hose pinched or leaking. Check hoses for damage and leaks.
Repair or replace damaged hoses,
tighten connections.

Defective mechanism. Substitute known-good gyro and

check indication. Replace a defec-
tive instrument.

Insufficient vacuum. Adjust or replace a relief valve.

Excessive vibration. Check instrument mounting.

Excessive drift in Low vacuum relief valve improperly Adjust or replace relief valve.
either direction. adjusted.

Faulty suction gage. I Substitute known- good suction gage

and check gyro indication. Replace
a defective suction gage.

Vacuum pump failure. Checkpump. Replace pump.

Vacuum hose pinched or leaking. Check hoses for damage and leaks.
Repair or replace damaged hoses,
tighten connections.

Dial spins in one direc- Operating limits have been exceeded. Cage and reset when airplane is
tion continuously. level.

Defective mechanism. Substitute known-good gyro and

check indication. Replace a defec-
tive instrument.

TROUBLE SHOOTING THE OIL PRESSURE GAGE

Gage has erratic operation. Worn or bent movement. Replace defective instrument.

Foreign matter in Bourdon tube. Replace defective instrument.

Dirty or corroded movement. Replace defective instrument.

Pointer bent and rubbing on dial, Replace defective instrument.

dial screw or glass.

Leak in pressure line. Check line for leaks and damage.

Repair or replace damaged line.

Figure 8-6. Trouble Shooting Instruments and Vacuum System (Sheet 3 of 7)

8-15
 114
Section VIII MAINTENANCE MANUAL
Instruments

TROUBLE PROBABLE CAUSE REMEDY

TROUBLE SHOOTING THE OIL PRESSURE GAGE (CONTINUED)

Gage does not register. Pressure line clogged. Check line for obstructions. Clean
line.

Pressure line broken. Check line for leaks and damage.

Repair or replace damaged line.

Fractured Bourdon tube. Replace defective instrument.

Gage pointer loose on staff. Replace defective instrument.

Damaged gage movement. Replace defective instrument.

Gage pointer fails to Foreign matter in line. Check line for obstructions. Clean
return to zero. I I line.

Foreign matter in Bourdon tube. Replace defective instrument.

Bourdon tube stretched. Replace defective instrument

Gage does not register Faulty mechanism. Replace defective instrument.

properly.

TROUBLE SHOOTING THE FUEL FLOW INDICATOR

Indicator does not Pressure line clogged. Check line for obstructions. Blow
register, out line.

Pressure line broken. Check line for leaks and damage.

Repair or replace damaged line.

Fractured bellows or damaged Replace defective instrument.

mechanism.

Clogged snubber orifice. Replace defective instrument.

Pointer loose on staff. Replace defective instrument.

Pointer fails to return Foreign matter in line. Check line for obstructions. Clean
to zero. line.

Clogged snubber orifice at fuel flow Replace fitting.

divider fitting.

Damaged bellows or mechanism. Replace defective instrument.

Incorrect or erratic Damaged or dirty mechanism. Replace defective instrument.

reading.
Pointer bent, rubbing on dial or glass. Replace defective instrument.

Leak or partial obstruction in pressure Check line for obstructions or leaks.

line. Blow out dirty line, repair or

tighten loose connections.

Figure 8-6. Trouble Shooting Instruments ond Vacuum System (Sheet 4 of 7)

8-16
 114
MAINTENANCE MANUAL Section VIII
Instruments

TROUBLE PROBABLE CAUSE REMEDY

TROUBLE SHOOTING THE FUEL QUANTITY INDICATORS

Failure to indicate. Fuel tanks empty. Check fuel quantity. Service with
proper grade and amount of fuel.

No power to indicator or transmitter. Check circuit breaker, inspect for

(Pointer stays below E. open circuit. Reset breaker, re-
pair or replace defective wire or
component.

Grounded wire. (Pointer stays above F.) Check for partial ground between
transmitter and indicator. Repair
or replace defective wire.

Low voltage. Check voltage at indicator. Correct

voltage.

Defective indicator. Substitute known-good indicator.

Replace defective indicator.

Off calibration. Defective indicator. Substitute known-good indicator.

Replace defective indicator.

Defective transmitter. Substitute known-good transmitter.

Recalibrate or replace defective
transmitter

Check voltage at indicator. Correct

Low or high voltage.
voltage.

Defective indicator. Substitute known-good indicator.

Sticky or sluggish
indicator operation. Replace defective indicator.

Low voltage. Check voltage at indicator. Correct

voltage.

Erratic readings. Loose or broken wiring on indicator Inspect circuit wiring. Repair or

or transmitter. replace defective wire.

Defective indicator or transmitter. Substitute known-good indicator or

transmitter. Replace defective

indicator or transmitter.

Defective master switch. Replace switch.

TROUBLE SHOOTING THE FUEL PRESSURE GAGE

Instrument registers Restricted, broken or leaking line. Clear and clean line, tighten fittings,
or replace line if necessary.
erratically or no

reading.
Defective instrument. Replace defective instrument.

No air in pressure line. Drain fuel from pressure line.

evis ecxE.
pressure
fluctuations

Figure 8-6. Trouble Shooting Instruments and Vocuum System (Sheet 5 of 7)

1 8-17
Change
 114
Section VIII MAINTENANCE MANUAL
Instruments

TROUBLE PROBABLE CAUSE REMEDY

TROUBLE SHOOTING THE TURN COORDINATOR

Airplane portion of Circuit breaker popped. Checkvisually. Reset breaker.

instrument fails to
respond. Master switch OFF or switch defective. I Check switch ON. Replace defective
switch.

Airplane portion of Broken or grounded lead to instrument. Check circuit wiring. Repair or

instrument fails to replace defective wiring.

respond. (Cont’d)
Instrument not grounded. Check ground wire. Repair or re-

place defective wire.

Defective mechanism. Replace defective instrument.

Hand sluggish in Defective mechanism. Replace defective instrument.

returning to zero.
Low voltage. I Check voltage to instrument. Cor-
rect voltage.

Pointer does not indicate Defective mechanism. Replace defective instrument.

proper turn.

Hand does not sit on zero. Gimbal and rotor out of balance. Replace defective instrument.

Hand incorrectly sits on rod I Replac~ defective instrument.

Sensitivity spring adjustment pulls Replace defective instrument.

hand off zero.

In cold temperatures, Insufficient bearing end play. Replace defective instrument.

hand fails to respond
or is sluggish. Low voltage. Check voltage at instrument.
Correct voltage.

Noisy gyro. High voltage. Check voltage to instrument.

Correct voltage.

Loose or defective rotor bearings. Replace defective instrument.

TROUBLE SHOOTING THE SUCTION GAGE

High suction gage Gyro function normally relief valve Check valve filter, then valve.
readings. filter clogged, relief valve malfunction. Compare gage readings with new
gage. Clean valve filter, reset
valve. Replace gage.

Low suction gage readings. Leaks or restriction between gage Check lines for leaks, check pump
and relief valve, relief valve out I discharge volume, disconnect and
of adjustment, defective pump, test pump. Repair or replace lines,
restriction in pump discharge line. adjust or replace relief valve, re-
pair or replace pump. Clean dis-
charge line.

Central air filter dirty. Check operation with filter removed.

Clean or replace filter.

Figure 8-6. Trouble Shooting Instruments onnd Vacuum System (Sheet 6 of 7)

8-18 Change 2
 114
MAINTENANCE MANUAL Section VIII
Instruments

TROUBLE PROBABLE CAUSE REMEDY

TROUBLE SHOOTING THE SUCTlON GAGE (CONTINUED)

Suction gage fluctuates.
Defective gage or sticking relief valve. Check suction with test gage. Re-
place gage. Clean sticking valve
with Stoddard solvent. Blow dry
and test. If valve sticks after
cleaning, replace it.

TROUBLE SHOOTING THE VACUUM PUMP

High suction. Suction relief valve filter clogged. Check filter for obstructions. Clean
or replace filter.

Low suction. Relief valve leaking. Replace relief valve.

Vacuum pump failure. Substitute known-good pump and

check pump suction. Replace a
defective vacuum pump.

Low pressure. Safety valve leaking. Replace safety valve.

Vacuum pump failure. Substitute known-good pump and

check pump pressure. Replace
a defective vacuum pump.

TROUBLE SHOOTING THE TACHOMETER INDICATOR

Indicatorregisters Tachometer generator defective. Test generator for output. Over-

low, erratically, or haul orreplace as necessary.
no reading.

Tachometer generator fle~ible Replace fleldble shaft.

drive shaft sheared.

Indicator defective. Replace indicator.

Figure 8-6. Trouble Shooting Instruments and Vacuum System (Sheet 7 of 7)

8-19/8-20
 SECTION

HEATING AND
VENTILATION
 114
MAINTENANCE MANUAL !1.,,´• Iv

SECTION IX

HEATING AND VENTILATION

fAB1~ O~-CONTENTS

Y;\ec´•
CIFNER~1, DESCRIP1ION I)-1
Operation 9-1
VEN’TILATION SYSTEM
Trn\iblrShoolinp; The SyRlenis n-1

Rel,alrand Replacement of (:oml,onents

CRhln ALr Valve Adlufftment ~-3
GENERAL DESCBIPTIBN i I,r in ax I Irlu ill rl nlOU rl( Of hcntcd ai rfow i nlrl´• In r: i ii nl r

sc(;linl’ ~vill
provitle Rdjur;lrrlc*~11
an irl s.il‘ I´•r´•

for indr vidual prercrcnceR.

(’abin henllllF! and :\rr provided by an ex-

cxch4nacr, air du(:t8 and valves,

IlarlSI; ~llanifnld I-teal
r´•~,ntrols, and oullelR. ’rhr only movillb parls ol the
Hystenl lire Ulee valves anti their controls, hence?
VENTILATIQN SYSTEM
tl,err is little mechanical wear involved. Notmnll.y,
Ihe oiily mnirlenance checlr required on the heating
and dcfrt,~tinR system is carceful examination to iu- ’rwo indivitli.ial RyRtems provicte mnxlniuiii cr,c,l ~ir
sure that the exhaust nnniiold and IieRt exchanger
inf.ake for In-flight cahin vEntilatlon. A rnn~ air In-
have no burned spots or cracks which could allow take, roccssrd Inec~ Cite center of the vcr(irai slnl,i-
exhaust fumes to el~ter the system, and a check of lizc~r, serves loul- ddjustnl,le utl- vents in

hoses and ducting to make sure that air passages are the! console. ?’hesn vents are ndjunt.c?tl bg
unobstructed. Heater and defroster co~rol8 and a knurled position wheel on each outlet uiiil.
valves should be checked periodically to Insure pro- Rcc:ond venlilalton system ~llllizr!s Iwo c,lle

in each Inbonrd wing 1Rad’ing edge to supl,ly Iresh ail´•

per operation, neIer to Figure 9-1 for heat and de-
to four floor-level adjuetablP outlets lie ler to
fros(.tnp; system det:tlle.
Ftgure 9-3 for ventilation fiyAleln coinpotit!nl.s.

HEATER OPERATION
TROUBLE SH00flNO THE $YSfl~MS
7’hr! c;lhin heat:lna fiyfif:eln conwisls Of an int’akb within
Most ot the operational troubles in M~r? hcnii,lIl, rlP-
Ihe nose landing light housina, an exchanger
cowl
shro~id around tile exhaust muffler, a dnfroRler valve! Crosling, and vc!W:llati~na .sy~I.Pms are (’Rlln(ld I~y

anaernhly, and two cabin heal valve afiseml-,lfe8 ~tlcMng Or hindi ng air valves and lh~il´• collll rols,.

Ileated air is directed to two windshield defroster damaged air dueling, or tlcfecta in tl,e cxllaust mufl´•
oul:letfi oi´• four cabin flocir side outlets for Iderlor ler. In cases, air valves or cclnerolfi ran h~
moat

I´•leatin~. ’Cwo individual conCrol knobs regulF11:e the rreed.by proper Id,ricnllon. I)al-naRrd (,I´• broko~
rcnlt-ing of I:hR hdat:ed air. One, l~eled T)EI;’ROGTF:R., parts Rhtauld be repaired or relt)iaced. When chi´•ck-
controls tl´•ir Mow of healed air to the riaiit and left nS riggtn~ of controls, reRpnnd Irc´•c-
he sure valvcn
defroster chiclfi which are mounted on the llpPer st.lr- ly to control movement, they mover Ihrouall
and that
face of the instnlm e~t panel cnwl deck. ’rhe ronlnin- their full, range of travel and seal prol~c´•rly. C:i~ccK

inB control knob, labeled CABTN MI~AT cnntral$ the tliRt Izeater hoseR are properly securrrl and reglace
amount of heated air delivered to the riffilt and left hoses that are hurneci, frayed, or crushed. Tf lunltrs
cahin floc,r healer outlets. TheRe kllabss are located are detected in the cai,in, a vei’y tharou#h trialic´•clic,n
on the right instnlmenl: sub-panel assembly. Pullin~ nf the cxllnuat he at:c:onlplishPd. Sinr´•r

the control knol.,t3 (n11: I:o extension will provide any ]loleR or crat:ks InRy permit exh~ual Irlnlr~ tl, (‘II´•-

ChRnr!c´• Z

4 9~
:i. E3 ~b.
1 AS

REGEt\l~U BY
 11$
Secuon iX
MAINTENAMCE WIANUAL
Heatina and Ventilation

Tr PULL ON
7
O
CABIN VFNT CABIN HEAT DFFnOSTE

’1
III
i 1-
I´•

I-i´•

P t6

1. AMBIENT AfRINTAKE, FWD COWL

2. EXHAUST SHROUD
3. RIGHT DEFROSTER OUTLET
4. DEFROSTER CONTROL VALVE
’J. LEFT DEFROSTER OUTLET
8. LEFT CABIN HEAT VALVE
7. RIGHT CABIN HEAT VALVE
8. CONTROL PANEL

X291

Figure 9-1. Heating and Sy9tem lnttcl(latian

9-2
 114
MAINTENANCE MANUAL Section M
Heating and Ventilation

i. INLET ASSEMBLY
2. SEPARATOR
3. GATE ASSEMBLY
4. TAKEOFF ASSEMBLY

d
X42261

Fi9ur´• 9-2. D´•frod´•r Takeoff Valv´• Alc´•mbly

ter the cabin, replacement of defective parts is im- nal routing. Check for proper operation and correct
perative because fumes constitute an extreme danger. rigging of the valves after repair or replacement.

CABIN AIR VALVE ADJUSTMENT I

REPAIR AND REPLACEMENT OF COMPONENTS
Figures 9-1 through 9-3 show the components of the
heating, defrosting and ventilating systems, and may
be used as a reference during replacement of parts,
Proper air ventilation is important. In the event that
ventilation is bad or carbon monoldde level is high,
check the cabin air valve. This cabin air valve should
have a 0.45 inch gap when the cabin air control is in
the closed position. If cabin air valve is completely

Burned, frayed, or crushed hose should be replaced closed, loosen and retighten clamp as shown in Figure
with new hose. Cut to length and install in the orlgi- 9-4.

9-3
Change 3
 114
Section IX MAINTENANCE MANUAL
Heating and Ventilation

2
i
I
j
I

s
14

Ib YI 4

12 6
5 7

1. OVERHEAD VENTS
8
2. OVERHEAD VENTILATION DUCT
3. DORSAL FININTAKE
4. PLATE
5. SLIDE ASSEMBLY

6.8. SPACERSEAL
7. PLATE 9%=-
9. WING AIRINTAKE OPENING
10. CABIN AIR VALVE
11. HEAT AND VENTILATION DUCT
12. VENTILATION CONTROL CABLE
13. HEATER CONTROL CABLE
14. AIRVENTS

Figur´• 9-3. Cabin Vlntilation 9y4t9ln Inctallation

9-4
 114
MAINTENANCE MANUAL Section IX
Heating and Ventilation

FWD)
VENT VALVE
0.45"
SEE VIEW OF J
AIR DUCT BELOW

LOOSEN AND RETIGHTEN

CLAMP TO ADJUST CABLE
ALLOWING CAP W~H
CABIN AIR CONTROL
IN CLOSED POSITION

CABLE CLAMP

Figure 9-4. Cabin Air Valve Adjustment

9- 5/9-6
Change 2
 SECTION

ELECTRICAL SYSTENI
 MAINTENANCE MANUAL Scclic,n X
f;lcctric´•~l

SEC’IION X

ELECft~lCAt

IABLE OF CONTFNIS

~age
GENERAL DGSC~PTION 10-1
POWERDISTRIBUTION 10-1
Battery and External Power 10-f
AlternatorSystem 10-9
l)ianramR ]0-3

GEN~RAL t)~SCRIPflON PBWER DISfRIBUtlON

The aircraft 14-volt dc electrical system is designed The 14-vi,lt dr. electrical system dependd upon elec-
to provide tf;e utmost In reliability, On~ 12-volt stor- trica1 powcr´•Irom three different sources: battery,
age battery provides electric current for engine start- external power and the altel´•nalor. With the engine
ing and a reserve source of electrical power in the op"rnling and the alternator on tile line, electric pow-
event of alternator failure. A de power receptacle. cr frr,m tile alternator is channeled through a 70-am-
located aft of the battery on the left side of the fuse- pert´• circuit breaker to the main bus. The battery
laRe, provides a means for connecting external power and external power are connected to the ~irculL break-
to the aircraft electrical system. To conserve battery er jhrOU~tl a Sjlllnt. Electrical power lr0113 tile
life, external I)ower should alway~ be used for atart- main bus Is routed to the circuit breaker In the In-
Ing engines when temperature is below 40’’F or when strulllcnt panel.
performing maintenance rerluil´•lng electrical power.
A three-phase, 70-atnpere alternator with Lntt~nial
diodes Is installed on the engine and sopplirs the prl- BATIERY AND EX1~RNAL POW~R
mary source! oI electrical power to the niain l,~iR. ’rhr
internal diodes rectiTy ac current to de current. The One 12-volt storage ),nttery provides power to tile
electrical system is protected by.7 TP~ulnfoT, Clr(´•uj( I,i´•r~kcr bus through a battery conlactr,r, The
overvoltage relay, and 70-aml,ere clrcuil I,rc:ikc´•r. I,nl(cry ciciiitnc.lnr iR controlled by a
The electrical power system is protcclctl Trt,ni r,vrr- Mh~l’EII-OFF-UN) swltcli located at the ex-
load or short circuits by trip-free rirr:uii I,rrnkFrs. I’lnclnR the master
IT alternator output voltage is hrlow L,us vc,ll:IF~c´•, tile i,, II,(~ <)N I,c,slMc,,l rinses Il,e tintlrry contnctclr
diotiea are reversed I,inard and ;1I1 IluR lo;lttR ;Irr sul’- In Hi~plilv (r,~´•rr to the n~nln bus Groin the I,Rtlcry or
pltctl by the battery. The de nniinc´•l~r, Itlslnll~cl ill rxlrrllnll I,l,u´•rr. PlnrtnE II1(! Innatpr bnltcry fiuftril
the suh-l,nnF1, indicates the outl,rit of tile nllcl´•llnlol.. in lllr 01´•
F

Insilll,n lhe I,n(t~rp cnn-

All Plecltir.nlly-opornL~\d nic,t(,rs, illThlillG Ry!:~rnls, 1~(´•li,, and (cr´•llllllnlc~s tile sllp),ly ot pnwcr to l11e elcr-
antl otlicr rlcctrlc´•~l c:otnl,otirnl I,rc,lcc:lc~l
by trip-free puah-lo- reset cltrrllf ),tc´•nkrr!;.
electrical Ryslrni rr,llll,c,tlc!n( circuit Is wlrrrl s(, (1,:11
CAUTIO~
nientnl I r, 1)1(´• opr~ rRI ir,n (,I (d I,c´•r c~lci´•l r i(:nI c´•c,ni(~i Inr´•nl s.

SwllcllP~.7ntl inslflllllPll( !1 T(’(lllirr´•d Iiir l,l)c’c.:cIIoll II( Cllc´•c´•k Vc,llnl´•l´• antl I*,l:ii´•ltv of CY1PT11.71
the alrcr:ili c’l(´•CIric´•al :Il.(´• ill IIlI´•
Insl rii I11Ptlf SIIJ)- I,n n(~l.
_

rh.nl.l´•l OBsGI~bii As
RECE[\IIED BY ABP
 114
Section X NLAINTENANCE MANUAL
Electrical

BAI’TERY SERVICING. ~lltial servicing of a dry 70 degrees to 80 rleh´•rces F,

Battery voltage should
~harge battery is as follows: be 14.4 volts with zero load on the
battery, Check
the set:urit-y of terminal connections
I Remoire filler plugs and carefully fill each cell
j andbattery
a.
charger outplt voltage if a hydrometer check indi-
with dilled sulphuric acid (1. 250 to 1.265 specific cates a level I´•)elow 1.265.
gravity), filling tubes in the batt-
to the bottom of the e. All cells must have a
specific gravity reading
erg. Use only glass, rubber or plastic materials between i. 265 to 1.285 with the
f~r containing battery eledtrolyte fluid during servic-
electrolyte level at
the bottom of the filling tubes (see
Figure 10-2), If
the hydrometer indicates a high
gravity reading, re-
move a small amount of
electrolyte and add distilled
ELECTROLYTE water. Repeat as necessary to achieve the proper
TYPE (Rebat) AMPERES
VOLUME (QTS.) specific gravity level. If individual cell reading is
low, add higher gravity electrolyte instead of distilled
water.

SERVICING BATTERY AIRCRAFT.

R-35 3 2.5
The 12-volt battery is installed in the left side of the
tailcone, and is accessible through the baggbge com-
partment (see Figure 10-3), Loosen and remove the
battery box cover for battery inspection and electro-
lyte level checks. A built-in Ij~lastic carrj! strap -is
Figure 10-1. Battery Charge Rates provided for convenience in handling the battery if it
becomes necessary to remove it from the
battery box.
Check the battery electrolyte level
frequently, espe-
ing, and wear protective clothing and rubber gloves cially during hot weather. If visual check shows low
when handling electrolyte to prevent personal injury. cell level, and no electrolyte is available at this
Use a solution of baking soda and water to ~eutralize time,
add distilled water to bring the cell(s)
up to proper
any acid spilled on clothing, skin or any damageable level. However, addition of water
may result in as
surface. much as a 15 point difference in
specific gravity
b. Locate battery and charging equipment in a well
reading between cells not serviced aJ~d those receiv-
ventilated area before initiating charge; Connect
ing water in place of electrolyte.
battery charger to the battery, and carefully observe
proper polarity (connect battery positive terminal to
charger positive circuit).
ci Charge the battery at the rate shown in Figure
10cl. DO not ekceed this rate or electrolyte gassing 2 4
will occur.
3

CAUTION

Gasses given off by a battery under I M

charging conditions are flammable.

1.265- 1.285
1. 250- Less
CHARGED
RECHARGE
g:_il%
i. i;; i, EVEI, INDICATOR
2, WEGATIVE ’I‘ERMIINAL
Figure 10-2. Hydrameter Readings 3. VE;N’TED T;’II~I,EIZ CAP
4. CART~Y S1’RIZT’
ii. POSI’I’IVI~ TF:RMIN~[,,
d. Check battery with a hydrometer when it will x:lln I

no longer accept a charge. The hydrometer rrndill[:

should be 1. 265 to i. 285 at Figure 10-3. Biltery
a room ternperature of

3.0-2
 114
MAINTENANCE MANUAL Section X
Electrical

ALTERNATOR SYSTEM ALTERNATOR. A l$-volt, 70-ampere belt-driven

alternator is mounted on the forward lower right side
The alternator system consists of one 14-volt, 70- of the engine. This alternator utilizes a sealed ball
amp alternator, one voltage regulator, one overvolt- type bearing at the drive end and two piece roller
age relay and one 70 ampere circuit breaker. The bearing at the slip ring end. Intake ventilation air is
I alternator is connected to the main bus at all times routed through a hose connection at the slip ring end
and will supply current demands when output voltage cover from the ram air pick-up on the forward engine

exceeds battery voltage. Alternator output may vary baffling (see Figure 10-4).
from O-amps to 70-amps, depending upon circuit load
and engine rpm. The alternator will produce a min- WOtE
imum of l0-amps at engine idle speed.
To maintain proper cooling, the slip
ring cover should be removed when
bench testing the alternator.
FIELD TERMINAL Fl

FIELD TERMINAL F2
For additional information concerning the removal’
o~l XoX I and installation of the
alternator, refer to Section IV.

+OUTPUT I VOLTAGE REGULATOR. The voltage regulator used

o in this aircraft is of a simplified trouble free design.
The regulator, mounted on the left side of the fuselage
just aft of the firewall, is used in conjunction with the
alternator and is initially adjusted to set voltage at
14.1 (f .1) volts. Proper operation of the voltage
regulator during initial adjustment must be deter-
mined by reading a calibrated precision voltmeter.
I Check the bus bar voltage by connecting the positive
terminal of the voltmeter test lead to the bus bar and
the negative terminal of the voltmeter test lead to one
BLAST of the grounding screws on the instrument panel. Place
TUBE AUX TERMINAL the alternator switch to ON. Turn on navigation lights,
CONNECTION I rotating beacon and other equipment to obtain a load
of 10 to 15 amperes. With engine running increase
x 2102 engine speed to 1550 rpm and run for a minimum of
one minute before reading voltmeter. Monitor main
Figure 10-4. Alternator bus bar voltage and adjust screw on voltage regulator
until voltage reads 14.1 .1) volts. The adjustment
screw is located under the plastic plug on the regula-
tor. If the regulator can not be adjusted to the above
CAUtlON setting, check the alternator, overvoltage relay,
master switch, circuit breaker and battery. Assure
these components are in good condition prior to re-
Alternator must not be operated on placing the regulator. After proper adjustment, with
the engine running at 2700 rpm, the system will
open circuit with the field winding
energized. Any attempt to do so may maintain voltage at 14.2 .25) volts as read on the
result in damage to the alternator, airplane voltmeter.
regulator, or circuits.

This alternator is ventilated by air pressure. Do

CAUtlON
not operate an output for more than
alternator at full
30 seconds unless adequate pressure for cooling is
used. Alternators can be damaged from over heat- Do not interchange regulator leads and
ing. In general, if an alternator fails or battery do not momentarily connect the two
voltage exceeds alternator voltage, the diodes in the voltage regulator terminals together.
alternator prevent battery or bus from motoring failed Any attempt to do so will destroy the
alternator and creating excessive current drain on the regulator.
electrical system. If the alternator failure consists
of a shorted diode, the alternator can draw excessive
reverse current when its field is de-energized, and
power remains on the main bus. Under this circum- DIAGRAMS
stance, the failed alternator might attempt to draw
more than’lO-amps of reverse current. If this occurs, A Wiring Diagrams Index provides the title and num-

the will furnish sufficient current to open the

battery ber of the circuit desired. Minorchanges in a sys-
alternator circuit breaker and clear the alternator tem are shown within the diagram by symbols, effec-
from the system. tivity or a’NOTE".

Change 1 10-3
 114
Section X MAINTENANCE;MANUAL
Electrical

EQUIPMENT QUANTITY RUNNING LOAD (AMPERES)

Starter I 1 150. 00
Starter Solenoid I 1 5. 00
Master Solenoid 1 0. 50
Logic Solenoid 1 I 0. 50
Gear-Up Solenoid 1 0. 50
Gear-Down Solenoid 1 0. 50
Wing Nav. Lights 2 3. 00
Tail Nav. Light 1 i. 04
Gear "WARN" Warning Light 1 0. 04
Gear-Down Indicator Lights 3 0. 24
Anti-Collision Light 1 7. 50
Landing Light 1 I 7. 10
Sub Panel Lights 4 0. 40
Glareshield Lights 5 0. 40
Magnetic Compass Light 1 0. 08
Engine Cluster Gages 1 4 0. 50
Alternator Field Current 1 3. 15
Auxiliary Fuel Pump 1 0. 65
Heated Pitot Tube I 1 .12. 50
Landing Gear Motor I 1 25. 00

Wing Flap Motor 1 10. 00

AlternatorCapacity 1 70. 00
Battery Capacity 1 25. OO/hr

Figure 10-5. Electrical Load Chart

LOCATION MANUFACTURER LAMP NUMBER

Glove Compartment Light G. E. No. 1813

Wing Tip Navigation Lights Grimes No. A-7512
Tail Cone Navigation Light Grimes G. E. No. 93
Landing Light G.E. No. 4509
Overhead Interior Courtesy Lights G. E. No. 1414
Exterior Courtesy Lights Ind. Device No. 2690A
Magnetic Compass Light G. E. No. 330
Beacon Strobe Light (Red) Aeroflash No. 40-3A
Landing Gear Position Lights G. E. No. 330
Instrument Lights Eyebrow G. E. No. 1813
Instrument Lights Sub-Panel G. E. No. 1813
Gear Up Warning Light Lee Craft No. 31JG 2111-6
Control Wheel Map Light Lee Craft No. 51-G3-1135T

NOTE

Lamp numbers specified are based on original equipment.

Denote disposable sealed light units.

Figure 10-6. Bulb Replacement Guide

10-4
 114
MAINTENANCE MANUAL Section X
Electrical

SERIAL NUMBER THRU 14149

50C)C) ~I^ FUEL

PUMP
PITOr
HEAT BEACON
NIIY
LITES
INST
LITES
L*NO
LITE
R*OO
MASTER

--C~O IIIIIII

´•k

-k OP TIONAL
´•k Ilr
EQUIPMENT

DME 1 2 XPNDR G/S ADF IWB AUDIO

~PITCH
TRIM
COMM NAV

TIPIII~IIPltT
1 2 3 4 5 6 7 8 9 10 11 12 13

i. LEFT FUEL QUANTITY IND. AND VOLTMETER 9. WING FLAP MOTOR

2. RIGHT FUEL QUANTITY IND. 10. GEAR POSITION IND. LIGHTS
3. CYL. HEAD TEMPERATURE GEAR WARN LIGHT BELL
4. OIL TEMPERATURE IND. LNDG GEAR POSITION SWITCH
5. TURN COORDINATOR OR TURN BANK IND. FLAP ACTUATED GEAR WARN SWITCH
6. STALL WARNING HORN THROTTLE SQUAT SWITCH
7. STARTER 11. LNDG GEAR UP-DOWN RELAYS
COURTESY OVERHEAD LIGHTS (opt) HYDRAULIC POWER PACK
8. FLAP POSITION INDICATOR 12. ALTERNATOR FIELD
13. ALTERNATOR OUTPUT
X210 7A

~i_ SERIAL NUMBER 14150 AND SU BSEOUENT

FUEL PITOT ANTI-COL NAV INST LDG STROBE

PUMP HEAT L1TtS
2i=2 u

II~D Cm3
BBBBPBB
-k

jr OPTIONAL 456
1 2 3
EQUIPMENT
k PITCH
TRIM
111111
o 00000
i
DME G/S M/B AUDIO MKR
OFF 1~
RADIO
MASTER
00000
-k RADIO
XPNOR 1
COMM-NAV

CIRCUIT BREAKER PANEL

1 2
COMM-NAV
2

I t t t It t
8 9 10 11 12 13 14

1. COURTESY OVERHEAD LIGHTS 9. RIGHT FUEL QUANTITY IND.

2. STALL WARNING HORN 10. TURN COORDINATOR
3. CYLINDER HEAD TEMPERATURE 11. FLAP POSITION INDICATOR
4. OIL TEMPERATURE IND. 12. WING FLAP MOTOR
5. STARTER 13. LANDING GEAR SELECTOR
6. ALTERNATOR FIELD LANDING GEAR WARNING HORN
7. ALTERNATOR OUTPUT 14. LANDING GEAR ACTUATOR
8. LEFT FUEL QUANTITY IND. AND VOLTMETER HYDRAULIC POWER PACK
xaioio

Figure 10-7. Circuit Breakers

CHANGE 4 10-5
 114
Section X MAINTENANCE MANUAL
Electrical

3 X-i´•-l/

14 IU´•l ‘´•,‘I

1311110

1. FWD T-STRIP "B" 8. MAIN HARNESS/BATTERY COVER

2. SUB PANEL/FWD (FW ENG) 9. CABIN T-STRIP "A"
3. AVIONICS POWER 10. SUB PANEL/INSTR PANEL
4. INSTR. PANEL/GLARESHIELD 11. SUB PANEL/AFT (WING FUS)
5. HARNESS/RIGHT WING
MAIN HARNESS/LEFT 12. INSTR. PANEL/AFT
6. MAIN WING 13. INSTR. PANEL/FWD
7. STEP LIGHT RELAY 14. FWD T-STRIP "C" (S/N 14150 Subs)

x?loass

Figure 10-8. Connector and T-Strip Locator

10-6 1
Change
 114
Section X
MAINTENANCE MANUAL
Electrical

WIRING DIAGRAMS INDEX

Title Page
Figure

ELECTRICAL SYMBOLS

10-8
10-9 Electrical Symbols

D.C. POWER DISTRIBUTION

10-9
10-10 Power Distribution (Sheet 1 of 2)
10-10
Power Distribution (Sheet 2 of 2)

LIGHTING

10-11
10-11 Interior Lighting (Sheet 1 of 2)
10-12
10-11 Interior Lighting (Sheet 2 of 2)
10-13
10-12 Exterior Lighting (Sheet 1 of 2)
10’14
10-12 Exterior Lighting (Sheet 2 of 2).

FUEL SYSTEM

10-15
10-13 Au~liary Fuel Pump

LANDING GEAR

1 of 2) 10-16
10-14 Landing Gear Actuation, Position Indication and Warning System (Sheet
Position Indication and Warning System (Sheet 2 of 2) 10-17
10-14 Landing Gear Actuation,

FLIGHT CONTROLS

10-18
10-15 Wing Flap

INSTRUMENTS

10-19
10-16 Turn Coordinator Indicator

WARNING SYSTEMS

10-20
10-17 Stall Warning

MISCELLANEOUS

10-21
10-18 Miscellaneous Circuits
Cigar Lighter, Pitot Heater, Clock, Hourmeter, Avionics and
Flux Transmitter Wiring

10-7
Change 3
 114
Section X MAINTENANCE MANUAL
Electrical

CODE
SYMBOL I DESCR I I SYMBOL I DESCR DESCR LTR

BUTT SPLICE (SC

CABLE- SINGLE CONDUCTOR LAMP
sHIELDED
A
-MULTI CONDUCTOR
I I SHIELDED CIRCUIT BREAKER I CB
V CIRCUIT BREAKER SWITCH CBS
CONNECTOR-PLUG P
-RECPTACLE J

----C>-- BUTT SPLICE

s, RELAY

---Ct~-- KNIFE DISCONNECT

D;

´•0´•
FUSE IF
CONNECTOR
T BOARD T

oo i a_o POWER RELAY, CONTACTOR GENERAL N~TES:

TERMINAL-SOLDER TYPE
MOMENTARY
IX~MPLE O~ IY~ CDDE.
D -SOLDERLESS
MOMENTARY

-SOLDER TYPE
MAINTAINED
O MOTOR
GENERATOR
ALTERNATOR
TTT-L
I I L-
I
IY/Ph GR
IY/PE ~GMLC.VT
L--ly~ NL/MBER
L---C/PCU/T FUNC~/ON L~T,TfP
O -SOLDERLESS

CI
MAINTAINED
ELECTRICAL EPUIPMENT 1 1 I~FT IOND
(OTHER THAN MOTOR, e oFuorE~

O -T-STRIP OR
T-BOARD
SOLDER TYPE
GEN,ETC.) IY/P~ R/UMAE~e
pppEPp~ /N DURL /L~I
C/RrU/T

-T-STA\P
SOLDERLESS
g, SWITCH-SPST
C/~’CU/T

dPE

FUSE
-SP 3 POS r- ruaFaC~
o- 7;V~N
FL/6H~ O~
8-

~t´•
O
CIRCUIT 6-
Y-
F~IGur
6~RI d3WPOL

-SPDT J-

1- r/Ow~NG

~r -SW TYPE
P-
4-
DC PDIYER
´•9ND 0/1
lv- IY~ZV: IPND EMfRbCiVCY
-DPDT

GROUND-AIRFRAME

.F,sP~ -DP 3 P05

-CASE (INTERNAL)
01
-PUSH BUTTON
PUSH TO MAKE
O1

CCZp RESISTOR-FIXED
-PUSH TO BREAK

-ADJUSTABLE

---I t- CAPACITOR
OO _
PU SH BUTTON
2 CIRCUIT

Figure 10-9. Elect~icol Symbols

10-8
C)
s

w
n,

W
r~mp
IYNSDCLC
YOLT~LiE

5 inl
YELLCIYI~

k s
4
1
~NG/NE
PBS/B

P4A6

--~NG/NE GRL~UND
STR~P
1 _D/~B/4 PZBb

cD

O
1,
O
I F/REMj7LL
1b
~BTO PNB/4
jr
~N8/s
plla~

jipr
Z
pr
(D 2 m
pr
f7AZ~
Z
4 EBP~----
4
4 Z

E4~ZZ.1 h
PIR/B L~Ll/d
r> p
c

o ~P
a

/ND
/ZiN

RF~Y(
/ND
/L;N

K~aD
TEMP o/La
rrnnp

_I
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~N Sw
m

z
c
E~ P~Q/B
(D

k
p~
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I r
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,IZ ,,J ,M
o/i
rat
~L7
r~t
R~
/b r ~aa/a ~L 7R~S´•D --i~
IMTf~Ole
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O
1 4T~ 5
qry
J
TfMP 7~

P/OB/B
~LLI /D

M~/h. 9L/S Mm´•n~ a~s

P7 g
P/om/8 BnT

~rro fj´•ri´•o

p/a~ ~I TD INTERI~R

-F
LIGHTIIYCI
r
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g
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I
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S/x~ap
~IPWP
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sxoamo (D (D

C crB
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HOMHET~
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Fb ~,s

B t

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c
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cD

T>
f-
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p~ J/B~
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6IPPQ:jTI ’
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MSmI i,aaar rrsr
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cn

EfR~ FrLlli~
(D
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h,

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r
9n
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qn
5
Cbl
CIIYO
TEMP
Cd4
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T~XP

MO~
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mQ
70
rb~

~o
r~s

i~d rdN
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W
pr

~PdDIOMD5rre
NOITT

aao,o aus(o~I)

INrrRIOR L/G~TMIG

I.,,,,
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--P nfC CLOCI(

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rss5

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O
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rt5Mp
II

FU~L I~FT

Pdr?6

I
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O~PYDLT YOL~CIE

FUSI
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atipr-
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5> p, p P7B/B
PZ86
d/B/B
x/a/8

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cP3m
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-Im
T"
r

-it
(D psns

z
o

~aa cn/o
EI/I~
P4116

p,,

J~/B
9
GND-/B
Z

C
2D

~8/4
OP
m
o

cn

a,
(p
aF,i
qrv

1
FUEL
M~ra

L: oli
/ND-

z
nir

1.
P~L?/B
B~r

P~6
Z
C
~satz
PIOC~

P
O INm~ ssnrr p/3a/B
r
O ,IB
RFLI~Z LFL~EL N~XD O/LII~MP- ~LTNaD-
qrv- 4TY- TEMP- CR9 ~PT-
CS/O
W 5 /6 MN
Y
~Bb CB7 CSN P/DB~

M/INv AU5
M/INV BUS

PSBBps
poo/oM~srEp
casa- P/oan
P5CB

KI
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MAINTENANCE MANUAL Section X
Electrical

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